Driving To Deliver Your Business


Freight Forwarding Group Adds Another Distribution Facility on Major Logistics Park

Room to Expand Included in Plans for the Future UK – Independent freight forwarding group Davies Turner[1] has added to the six regional distribution centres it already has dotted around the country, supported by more than a dozen smaller branches, with the expansion of its services in Bristol, already a key multimodal freight hub, with satellite branches in Bridgend, Plymouth and Southampton, via a new multi-user distribution centre, the company’s largest to date, situated at the 600 acre Central Park[2] logistics park near Avonmouth.

Now fully open for business the site is strategically located on the edge of Avonmouth, within a 10 minute drive of the company’s other premises at the Western Freight Terminal. The new facility will shortly benefit from direct motorway access thanks to the junction currently under construction on the M49, improving access to the major M4 and M5 motorway networks that connect Avonmouth to London and the rest of the country, as well as the Midlands, Wales and the South West. At 150,000 square feet the building has a high bay fully racked area, with a top beam lift of 17.5 metres and eaves height of 19 metres, making it one of the highest in Europe for VNA forklift operations.

The site can hold 27,000 standard pallets, leaving around 3,000 spare half height locations for stacking cartons or low pallets by the ground floor pick spaces. Four mezzanine floors have been built, with an average area of 35,000 square feet each with conveyor and pallet lift access from the ground floor as well as between each of the mezzanine decks. These multi-storey mezzanines are suitable for sortation, rework, and fulfilment services required for the company’s growing e-commerce activities and online retail logistics business.

The site has been fully secured with palisade fencing and barriers controlling vehicle arrivals and departures and access to the warehouse is through 18 loading docks plus a separate drive-in ramp at one end and an extra wide door at the other for out-of-gauge freight, which sits under a large canopy where double-decker pallet trailers can also be loaded. Davies Turner Plc Chairman, Philip Stephenson observed: “Our Bristol regional HQ which also houses Davies Turner Air Cargo, has had outstanding success and is expanding rapidly in co-operation with our European partners plus the main existing and emerging markets worldwide.

The company already operates other warehouses nearby, with each site delivering complementary supply chain solutions. “This cluster-based approach based on our freehold sites will allow us to pool our local management and labour resources. It represents a much-needed expansion of capacity serving our customers nationwide as well as in South Wales and the West Country.”

Looking to the future, the company has purchased enough land (12 acres) at Central Park to develop a second warehouse on the same site capable of adding at least another 121,000 square feet as business expands again, following the pattern set at its other regional distribution centres over the last 25 years.

One advantage of this phased construction is that the second building can, if necessary, be designed for a specific customer, allowing for a bespoke layout and specialist automation.

The site could bring up to 250 logistics jobs to the area, with a variety of careers available from office to warehousing roles.

Freight Forwarding Group Adds Another Distribution Facility on Major Logistics ParkFreight Forwarding Group Adds Another Distribution Facility on Major Logistics Park


  1. ^ Davies Turner (www.daviesturner.com)
  2. ^ Central Park (www.centralparkbristol.co.uk)

An Open Irish-UK Border is Paramount to Freight Transport and Road Haulage Interests

Logistics Representatives Meet Politicians to Discuss Brexit Options IRELAND – UK – The Freight Transport Association Ireland (FTAI[1]) and its opposite number in the UK, the FTA[2], may be distinctly separate entities, representing as they do exclusively each of their members individual interests, but on one subject there is certainly total unanimity – the subject of Brexit, and how the EU and the UK both need to negotiate a position to ensure the free flow of cargo between the two countries.

The FTAI listed three priorities including ten recommendations to ensure a smooth Brexit, with the overriding point of importance – the priority of ensuring there will be no hard border with Northern Ireland. The FTAI says this means avoidance of checks at the border with no tariffs or quotas. To ensure seamless transport links there must be protection of access to the UK market for Irish road haulage operators with mutually recognised standards, documents, licences and the like.

The FTAI published a position paper[3] outlining its stance, plus a briefing note[4] and now the FTA has been pushing home similar points to the British government during a meeting with politicians at Stormont over the weekend. Talking to Secretary of State for Exiting the EU David Davis MP, Secretary of State for Business Greg Clark MP and Secretary of State for Northern Ireland Karen Bradley MP, FTA’s Northern Ireland policy manager Seamus Leheny stressed the importance of free flowing trade. He commented after the meeting:

“Logistics operators are clear that the Irish border must remain frictionless after Brexit, to ensure that trading relationships are protected and business can continue to flourish. This weekend’s meeting gave us the chance to share the concerns of the freight and logistics sector with ministers, who were open to possible solutions which would protect the integrity of Ireland’s businesses, as well as its borders. The Irish border situation is complicated, with physical and political constraints that need careful consideration before a workable solution can be found.

“The conversations we had this weekend were a welcome opportunity to raise the concerns of the logistics industry directly with those at the negotiating table in Brussels, particularly the need to avoid infrastructure at the border, and the fact that technology at the border on vehicles will not be a workable solution.

Clarity over the rules of origin for goods is vital, and despite the fact that compliance for the north-south trading route will be difficult to administer, I am confident that our message – that Ireland needs to remain open for business, with no delays at its borders – will be carried into the next round of talks with the EU.”

During this weekend’s visit, the MPs discussed their proposed ‘maximum facilitation’ solution to the Irish border with Mr Leheny and other business representatives and considered ways in which the constitutional and economic integrity of the UK could be upheld, while reinforcing commitments made to the people of Northern Ireland.

An Open Irish-UK Border is Paramount to Freight Transport and Road Haulage InterestsAn Open Irish-UK Border is Paramount to Freight Transport and Road Haulage Interests


  1. ^ FTAI (www.ftai.ie)
  2. ^ FTA (fta.co.uk)
  3. ^ position paper (www.ftai.ie)
  4. ^ briefing note (www.ftai.ie)

Master’s theses indicate: Nordic countries will not reach their road transport emissions targets based on current scenarios

The work carried out by three Aalto students gave St1 the tools it needed for its emissions discussions.Will the world be saved if everyone drives electric cars? Will climate change be halted if we put biofuel in our tanks instead of petrol?‘There are, of course, many different indicators, but often the arguments made when discussing emissions are quite closely connected with who happens to be speaking at the time’, says Mika Aho, Director of Public Affairs and Communication at St1. One year ago, he was involved in initiating together with three Aalto students a master’s thesis project aimed at producing decent tools to serve as a foundation for emissions discussions.Matteo Giacosa and Mathias Westerholm joined the project having only general energy sector expertise, and Eero Kilpelainen came from the School of Business’s Department of Finance.

It was great to follow their learning process’, Aho says.‘As supervising professor it was great to witness their joint effort: the students got support from each other and the result was outstanding,’ says Professor Martti Larmi from Aalto University.The master’s theses examined scenarios for heavy goods traffic in Finland, Sweden and Norway and the differences between different forms of propulsion for personal transport, and involved constructing a quantitative model into which different assumptions and parameters can be input.Three main reasonsThe main outcome of the master’s thesis work was clear: based on current scenarios, none of the three countries will reach the emissions targets they have set for road traffic.‘There are three main reasons’, Mika Aho explains.‘The first is the strong growth in the amount of traffic, both for personal vehicles and goods traffic. The second is a slowing in energy efficiency improvements – SUVs, which consume more fuel, are popular with consumers, and so more and more car brands are offering them. The third reason is the slow uptake of alternative forms of propulsion.

At the moment, there are a couple of thousand electric cars in Finland, while the target is to have 250 000 electric cars here by 2030. This is not a realistic target. In practice, this would mean that 20-30% of all cars sold would need to be electric cars.

In Finland, around 125 000 new cars are sold per year.’Finland’s goal is also to raise the biofuel mandate to 30%, with the figure currently standing at 10%. Aho thinks it is most unlikely that raising the proportion of biofuel will be a viable solution, as the limits of sustainable production will soon be reached. Finland, Sweden and Norway already use 40% of the world’s HVO production, and if the 2030 goal will be reached, this share would rise to 70%.‘In that case, others would have just the leftovers’, Aho concludes.‘According to our calculations, sustainable production of biofuels that are not derived from edible crops could reach a maximum of 50 million tonnes a year by 2030, which is only half of the annual increase in demand for crude oil.’Fortunately, there are many other things that can be done.

For example, St1 is involved in a global afforestation programme. Aho also believes that emissions reductions would be furthered by support for public transport and for bicycle and pedestrian traffic and by limiting maximum speeds for cars to 120-130 kph.‘Cars do not need to be designed for German motorways. With smaller motors, less materials will be needed and cars would be lighter, which would in turn reduce dust on the road, tarmac erosion and traffic deaths.

Nothing but positive results than – but of course hardly likely to be doable, as it would mean facing up to Europe’s largest industrial sector.’Master’s thesesAttachmentsOriginal document[1]Permalink[2]DisclaimerAalto University published this content on 21 May 2018 and is solely responsible for the information contained herein.

Distributed by Public, unedited and unaltered, on 21 May 2018 13:19:04 UTC


  1. ^ Original document (www.aalto.fi)
  2. ^ Permalink (www.publicnow.com)

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