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FOREIGN POLICY
Page 55
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III Britain's mighty pharmaceutical sector exported £10.8bn of products last year, which produced a trade surplus of 12.8bn. This activity means that UKregistered HGVs play a role deivering these goods to the Continent. Liam secretary of Transfrigoroute UK, the organisation which represents firms in the temperature-controlled distribution business, says that a haulier looking to tap into this market would do well to join a European haulage network.
"A haulier who works independently wouki be at a disadvantage," Cliff warns. "And you have to demonstrate that you have the highest standards of equipment and drivers; you have to be able to make sure that these high value goods can get from A to B. Any old haulier could not enter the frame."
Ifeafthcare Logistics and Pulleyn Transport are both members of European transport networks.
Interestingly, Kidderminster-based Fransen Transport, 40% of which is owned by Pulley's, chooses to take on its Continental operation alone.
Fransen has 12 tractive units and 12 refrigerated trailers, all of which are dedicated to exporting UK-made pharmaceuticals. "We go virtually anywhere you can go by road," declares managing director Hank Buzlnk. France, Portugal, Italy, Germany—all witness Fransen trucks. The company's HGVs also deliver to the Czech Republic, Slovakia and Poland.
"Return loads are never pharmaceuticals," he says. "We usually bring back temperature-controlled food or chemicals."
Domestic pharmaceutical operators must do things by the book, but quality control is even more vital if you're running an HGV to the other side of Europe. "It is an awful lot to do with the quality of the equipment and tracking systems, which must be very accurate."
Plus, you've got to have Class 1 holders who are wiling to take an such longdistance work. "We have a low turnover of drivers here," reports Buzink.