BIFAlink is BIFA's monthly magazine covering issues of importance for the logistics and supply chain industry.
June 2026 BIFA link Changes to the China Maritime Code: What you need to know The magazine of the British International Freight Association
INSIDE: Transaid Kilimanjaro ride • Cargo crime • Gulf con fl ict: surcharges • Shipping emissions • Are you DG aware? • BIFA Awards winners’ pro fi les
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Issue: 430
Steve Parker’s Column
Business Leaders Forum success L et’s kick off this issue’s director general column by re fl ecting on the BIFA Business Leaders Forum, which took place on 12 May. It was our 6th forum and the best attended.
BIFAlink is the official magazine of the British International Freight Association Redfern House, Browells Lane, Feltham TW13 7EP Tel: 020 8844 2266 (A company limited by guarantee. Registered in England: 00391973. VAT Registration: 216476363) Director General Steve Parker s.parker@bifa.org Member Policy, Compliance & External Affairs Director Pawel Jarza p.jarza@bifa.org Member Support Director Spencer Stevenson s.stevenson@bifa.org Member Services Director Carl Hobbis c.hobbis@bifa.org Member Engagement Director Denise Hill d.hill@bifa.org Senior Policy Advisor – Ocean & Legal matters Robert Windsor r.windsor@bifa.org Policy & Compliance Advisor – Customs Igor Popovics i.popovics@bifa.org Policy & Compliance Advisor – Sustainable Logistics Jamie McKean j.mckean@bifa.org Head of Digital Communications & Events Dawn White d.white@bifa.org Communications Manager Natalie Pitts n.pitts@bifa.org Editorial Co-ordinator Sharon Hammond s.hammond@bifa.org Membership Supervisor Sarah Milton s.milton@bifa.org Web site: www.bifa.org E-mail: bifa@bifa.org Published by Park Lane Publishing peter@parklanepublishingltd.com Contributors Steve Parker, Robert Windsor, Spencer Stevenson, Carl Hobbis, Sharon Hammond, Igor Popovics, Denise Hill, Pawel Jarza, Natalie Pitts, Jamie McKean Note to media: If you wish to use items in this magazine that are older than one month, please contact the editorial co- ordinator to ensure that the item in question still reflects the current circumstances. Please be advised that BIFA DOES NOT OFFER LEGAL ADVICE. BIFA is not a law firm and the authors of this publication are not legally qualified and do not have any legal training. The guidance and assistance set out herein are based on BIFA’s own experience with the issues concerned and should not be in any circumstances regarded or relied upon as legal advice. It is strongly recommended that anyone considering further action based on the information contained in this publication should seek the advice of a qualified professional.
We were able to find speakers on all the key topics that are impacting our industry at the moment and each of them brought something to our forum that will help as we move forward. We had sessions on air, ocean, road, the border, AI, HR and politics, as well as a BIFA update. There were interesting outputs from each session, and the programme was well received by the attendees.
I would like to emphasise a couple of issues raised during the event. First is the request I made about the issues in the Middle East. BIFA is doing all we can to keep our Members up to date, but if there is an area that we have not covered and you would like us to, then please let me know. The other came out of the session with Ian Wilkins from HMRC. He explained to those in attendance that following the last upgrade of CDS there were Members calling him complaining about issues and delays with their declarations. He found this difficult to accept as the changes to CDS were highlighted weeks in advance. An episode of BIFA TV about the major changes and their impact on BIFA Members aired on our YouTube channel well in advance of the upgrade, yet some had not taken notice. Another release about CDS is planned for this month, so please ensure that you are registered to receive BIFA communications and look out for another episode of BIFA TV on this and make sure you watch it when it comes out. What does June bring? This month we welcome Allie Renison to our association. Allie joins us to lead our work with government. Many of you will have heard Allie speak at either our Business Leaders Forum or our conference, or indeed within in the broadcast media. Allie has an extensive network of people in politics, and we are looking forward to being able to further raise our profile with politicians on all sides of the house. Member engagement June also brings our largest number of regional meetings in any month. I will be attending as many as I can, and I would encourage you, or one of your team, to take some time to be part of these meetings. At the end of the month and into July the Multimodal 2026 will take place. I plan to be there for all three days and look forward to seeing as many of you as possible. By now, you should know where the BIFA Forwarder Village is located, and I will be more than happy to meet you.
Director General
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Contents
IN THIS ISSUE Click on the page to see full story
Page 8 Thank you, Liverpool Members!
Page 10 The growing threat of cargo crime
Page 3 Business Leaders Forum success
Page 9 BIFA takes Transaid Kilimanjaro ride lead
Page 13 FMC imposes record fi nes on OOCL
Page 18 No roads? No problem...
Page 12 Impact of Gulf con fl ict on fuel surcharges
Page 14 Summary of changes to China Maritime Code
Page 20 Are you DG aware?
Page 22 Industry challenges and opportunities
Page 19 Accounting for shipping emissions
Page 21 Aiming for the summit
Page 26 More job opportunities than people
Page 28 Out and about in the regions
Page 24 Air cargo group focuses on ULD handling
Page 27 The YFN approaches 200th event milestone
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BIFA Website News
NEWS FROM THE BIFA WEBSITE – in case you missed them, recent news stories posted to the BIFA website can be accessed here. Click on the image for the full story
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Industry News
Ian Matheson , from Impress Communications, reviews some recent news that might impact on Members’ business. Don’t miss Ian’s weekly news round up on BIFA TV, which can be seen on our You Tube channel. Subscribe by scanning the QR code.
Forwarders face container shipping contradiction
May as demand eased after the Mother’s Day flower rush and holiday disruptions, reported Paris-based Cargo Airlines and Airline Services . WorldACD data showed global cargo volumes fell 7% in the week from 27 April to 3 May compared with the previous week. Industry experts said the sector remains vulnerable to further disruption as airlines and logistics firms adjust to volatile fuel costs and changing global trade patterns. OVERLAND The European transport landscape is undergoing significant changes in the first quarter of 2026, influenced by the ongoing conflict in the Middle East and its associated impacts on fuel prices. According to the latest market report from the European Road Transport Institute Foundation (EITD), activity in the spot market has accelerated considerably, as transport companies search A recent European road freight rates report by the World Road Transport Organisation (IRU), Upply, and Transport Intelligence, reveals that contract rates in the European road freight sector have continued to rise in the first quarter of 2026, whilst spot prices have softened, highlighting a growing separation between the two markets. IN BUSINESS A new Descartes study says transportation as a strategic differentiator, not just a cost centre and an operational necessity. The study says that companies are realising that efficient logistics can directly improve customer experience, sustainability performance, and even profitability. It highlights growing investment. for the best spot rates to secure urgent or ad-hoc freight shipments. nearly half of European shippers and logistics providers now see
ON THE OCEAN The global container shipping market faces a contradiction that would have sounded improbable just a few years ago. Fleets are growing at record pace, yet usable capacity remains tight as geopolitical disruption in the Middle East continues to reshape trade patterns. That tension is now becoming one of the defining issues for freight forwarders, carriers and cargo owners trying to navigate increasingly unpredictable supply chains. Following inspections at the ports of Guangzhou, Qingdao, and Ningbo in August,
September and November 2025, China’s Ministry of Transport has issued fines against a total of nine international container shipping lines, as well as seven of its domestic non- vessel operating common carriers (NVOCC) for what it terms freight rate violations. The containership orderbook has reached a record 13 million teu, according to consultancy Linerlytica, which warns of impending overcapacity. The orderbook- to-fleet ratio stands at 38.3%, a level not seen since the global financial crisis nearly two decades ago.
Carriers are responding to rising bunker prices with a clear ‘two-speed’ dynamic across global container shipping, according to Alphaliner. The impact of higher fuel costs has not been uniform across trade routes. North-South services experienced the steepest slowdown, whilst long-haul routes, where schedule buffers allow for greater flexibility, also adjusted speeds to manage fuel costs. Reports suggest carriers are repositioning empty containers back into China, while depots across Europe remain heavily congested. It is driven by uneven trade flows. Export demand out of Asia remains relatively resilient. Carriers want empties back in China as quickly as possible. There is a renewed surge in Somali piracy which is raising fresh concerns for global container shipping. While vessels travelling far south in the Indian Ocean remain largely safe, routes passing through the Indian Ocean near the Somali Basin and Gulf of Aden are increasingly exposed to risk. ON THE QUAYSIDE Belfast Harbour has unveiled a £1.3 billion investment programme aimed at expanding port capacity, strengthening Irish Sea trade links, and preparing for rising cargo volumes over the next 25 years. The long-term masterplan outlines projects ranging from freight terminal expansion and berth extensions to clean energy infrastructure. IN THE AIR Worldwide air freight tonnage dropped sharply at the start of
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BIFA News
BIFA announces training link-up with Smart Freight Centre
In an era of increased regulation and commercial pressure from customers, the need for freight forwarders to provide sustainable logistics services has never been greater. Despite this, there remains a significant shortfall in green skills and knowledge across the sector, particularly when it comes to translating sustainability theory into practical commercial action. To help address this issue,
BIFA is pleased to announce a new training partnership with the Smart Freight Centre (SFC), a global non-profit organisation with a mission to decarbonise freight. Through its SFC Academy, the organisation provides online training focused on a wide range of sustainable logistics topics. As part of this partnership, BIFA Members can now benefit from a 20% discount on the following SFC Academy courses: 1. Introduction to the GLEC
Framework, 2. Introduction to Road Freight Electrification, 3. Introduction to Book and Claim (Market-based Measures). To access the discount, Members should use the coupon code BIFASFC2026 at checkout via the SFC Academy website: https://academy.smartfreight centre.org/coursecatalog In addition, BIFA will be working with SFC to develop bespoke sustainable logistics
training courses specifically for BIFA Members. This will complement BIFA’s own Bitesize training course, Introduction to Sustainable Logistics, which is available free of charge as part of BIFA’s membership package. The partnership with the internationally recognised SFC marks an important step in strengthening BIFA’s sustainable logistics training offering and supporting Members to remain commercially competitive in a changing environment.
Thank you, Liverpool Members!
Following the BIFA Liverpool Region Annual Dinner back in March which raised a fantastic £10,000, the funds raised have now been distributed to the chosen charities. Each charity received £5,000 last month. For the Little Lights presentation, BIFA Liverpool region chair Karol Lima of Palfreight visited Little Lights Baby Hospice (formally Liverpool Zoe’s Place) to hand the cheque to Rebecca Roberts, corporate fundraiser for Little Lights. The Little Lights Baby Hospice aims to provide expert, compassionate care to babies and children with life- limiting and life-threatening conditions, while supporting their wider families. For the Clatterbridge Cancer Charity handover, Keith Baguley, BIFA National chair, of ACL Grimaldi, made the fundraising manager of the Clatterbridge Cancer Charity at the NHS Clatterbridge Cancer Centre. With one in two people in the region affected by cancer at presentation to Helen McLoughlin, corporate
BIFA Liverpool region chair Karol Lima (right), of Palfreight, presents a cheque for £5,000 to Rebecca Roberts (left), corporate fundraiser for Little Lights
Keith Baguley (left), BIFA National chair, of ACL Grimaldi, makes the presentation to Helen McLoughlin (right), corporate fundraising manager of the Clatterbridge Cancer Charity
some point in their lives, the Clatterbridge Cancer Charity raises vital funds to go further than NHS funding can reach, investing in pioneering research, the latest medical equipment, and improvements to the spaces where patients receive their care.
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BIFA News
BIFA takes the lead in Transaid Kilimanjaro ride
35 years forward and still going strong
BIFA has agreed to be the lead sponsor of the 2026 Kilimanjaro to Coast Cycle
HOGS, the Heathrow-based industry lunch society, celebrates its 35th Anniversary this year. HOGS was formed in 1991 by a handful of freight stalwarts looking to relax in convivial company on an un-sponsored basis. With representation on three continents, the HOGS ideal continues to promote friendship and joy among like-minded freight professionals to this day. Over 80 events have been organised in this time, enjoyed by freight professionals, both retired and still active. All sections of the industry are most welcome to attend. The next luncheon is due to be held in November. Anyone interested in attending should contact lunches@hogs.eu for further information.
Challenge, organised by international development charity Transaid. The ambitious challenge will see participants cycle from the foothills of Mount Kilimanjaro to the Tanzanian coast, covering hundreds of kilometres across diverse and demanding terrain. The event aims to raise vital funds to support Transaid’s life-saving work improving access to healthcare, road safety and professional driver training across sub-Saharan Africa. As lead sponsor, BIFA reinforces its longstanding commitment to supporting initiatives that enhance safety and sustainability within the global transport and logistics sector. The association’s involvement will help drive awareness and fundraising efforts, enabling Transaid to expand its impact in communities that depend on safe and reliable transport systems. BIFA is also delighted to confirm that Pawel Jarza, the trade association’s policy,
compliance and external affairs director, will be among those taking part in the 2026 challenge. Pawel’s participation highlights the dedication and spirit of individuals within the logistics industry who are willing to go the extra mile, quite literally, to support meaningful causes. Steve Parker, BIFA director general, said: “We are thrilled to support Transaid as lead sponsor of the Kilimanjaro to Coast Cycle Challenge 2026. “This initiative perfectly aligns with our mission to promote best practices and support safer transport systems both in the UK and worldwide. We are especially proud to see Pawel Jarza stepping up to take part
in this incredible journey.” Transaid also welcomed the partnership, noting that BIFA’s support will be instrumental in ensuring the success of the event and the sustainability of its programmes. The Kilimanjaro to Coast Cycle Challenge 2026 promises to be both a physical and emotional journey, bringing together industry professionals and supporters united by a shared goal: to make transport safer and more accessible for all. Full details about this event can be found at this link on Transaid’s website and donations to Pawel’s fundraising page can be made here.
The Limits of Liability for Carriers
In association with
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Policy & Compliance
other mode. However, theft is a growing problem in rail, maritime and multimodal operations, often occurring whilst loads are being stored awaiting transit or, probably the most vulnerable point, during handover from one party to the next. Europe In Europe cargo theft remains a considerable concern, with Germany, Italy, France, Spain and the UK among the most affected countries. Looking at the regular reports received from NaVCIS, thefts are focused on particular parking locations, rest stops and transport corridors, often along major motorway networks. In many ways crime is becoming more subtle and difficult to detect, gangs are increasingly using fictitious pickups, identity fraud and impersonation of logistics operators (see article in BIFAlink May 2026) to obtain goods without being immediately detected. One worrying development is the growth of insider involvement, either for gain or due to intimidation to facilitate the crime. All of these highlight weak internal controls and the challenges of managing a complex and fragmented supply chain. In terms of goods targeted, fuel stolen from the tank, food and beverage products, agricultural products and electronics continue to be the most frequently stolen goods. Although some increases in the theft of higher value, strategic goods including pharmaceuticals and raw materials have been noted, indicating a shift in demand due to difficulties in obtaining such products legitimately. One positive is that at least the issue of cargo crime is gaining attention, being discussed and business is trying to agree best practice and instigate counter- measures to reduce the negative impact of crime. Government has recognised the negative impact of crime on ‘trust’, which makes conducting business more difficult. Welcome steps are being taken to counter fraud, both nationally and internationally, and now it is time for all to show the same initiative in tackling freight crime, which whilst it cannot ever be fully eradicated could be considerably reduced.
Thefts are focused on particular parking locations, rest stops and transport corridors
The growing threat of cargo crime
Freight crime is on the increase, with very little of the stolen cargo recovered and few of the thieves caught and prosecuted
A t a recent conference on freight-related crime attended by BIFA, the depressing reality was that it is growing in scale and complexity and most of it is organised outside the UK’s boundaries. For whatever reason, the criminals have gained the upper hand knowing that, at some point, an error or weakness will arise and they will be waiting to exploit it. The conference looked at vehicle crime – in the period 2022 to 2025, only about 13-20% of all vehicles stolen in the UK were recovered and only 2.8% of suspects faced prosecution. Declining recovery rates The decline in recovery rates is often attributed to organised criminals stealing cars for parts (‘chop shops’) or shipping them abroad. Such movements are often facilitated by deceiving transport providers as to the true nature of the commodity being moved. Such crime generates high profits for
relatively low risk. BIFA has long supported the National Vehicle Crime Intelligence Service (NaVCIS) which investigates not only the above type of crime but also cargo theft from vehicles in the UK. However, such crime occurs globally, as a detailed in a recent report from BSI Consulting and the TT Club entitled 2 025 Cargo Theft Report. Evolving threat The report highlights that cargo crime poses a significant and evolving threat to global supply chains. The increasingly sophisticated criminal methods used to exploit operational weaknesses found in all transport modes are looked at in detail. Transport has always been vulnerable, but today the scale of the threat seems greater than ever. Road remains the single most vulnerable mode – the curtain-sider offers poor security and easy access to the vehicle, and its load is generally easier to handle than any
“ In the period 2022 to 2025, only about 13- 20% of all vehicles stolen in the UK were recovered and only 2.8% of suspects faced prosecution
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Policy & Compliance
Amid dismay over sharply rising bunker prices since the start of hostilities, there are calls for greater regulation regarding how shipping lines recoup these extra costs Impact of Gulf con fl ict on fuel surcharges
$886 per tonne on 4 May, an all- time high. Closing the Strait of Hormuz also appears to be impacting the frequency of changes to emergency fuel surcharges announced by carriers. The recent increases in oil prices, which then impact fuel costs, seem to lead to more frequent adjustments to the EFS. Typically, bunker rates have a delay of three to four months between the change in fuel cost and what is charged to the customer. Some carriers are introducing changes to fuel surcharges more frequently and rapidly. In addition, the lines are imposing surcharges on inland cartage and intermodal activities. Whilst it is accepted that fuel prices have increased costs, to what extent is not clear – there is an opaqueness in calculating the final surcharge. The longer the conflict and the subsequent disruption lasts, the greater the impact of increasing costs. Reports indicate that Maersk is facing increased costs of about $500 million a month. The full financial effects of the war, due to timings, were not felt in Q1 2026, but will impact Q2 results. In addition to the rising cost of crude oil, there are issues stemming from the limited availability of bunker fuel, regional price dislocations and the need to move
A t time of writing, the current Gulf con fl ict was approaching three months old and the uncertainty stemming from it continued to reverberate throughout the global maritime sector. Perhaps the single greatest issue is the threat to the freedom of navigation caused by the blockade of the Strait of Hormuz. However, there are commercial pressures building with the potential to cause friction between shipping lines and their customers. The first tension is emergency fuel surcharges (EFS) introduced by carriers in response to higher bunkering costs. Bunker prices of the two main types of fuel used in the deep-sea maritime industry are already near the highs seen after Russia invaded Ukraine, and the peak may not have yet been reached. The main concerns are
increased costs and, worse still, that vessels may not be able to get the necessary fuel where they need it. Price surge The average price of very low sulphur fuel oil (VLSFO) across the top 20 bunkering hubs was $1,005 per tonne on 30 April, according to data from Ship & Bunker . That is double the cost prior to the war and the highest price since July 2022, after Russia’s invasion of Ukraine. VLSFO pricing is driven by crude oil pricing. Brent closed up 10% on Thursday 30 April at $101.44 per barrel. If the strait does not open soon, VLSFO pricing could increase further. The average price of high sulphur fuel oil (HSFO) across the top 20 hubs was $862 per tonne on 30 April, more than double the pre- war average. The HSFO average hit
“ There are commercial pressures building with the potential to cause friction between shipping lines and their customers
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Policy & Compliance
intermediate port and terminating the contract and their responsibilities. To date, BIFA is not aware of any carrier either undertaking to, or actually refunding, any cost savings resulting from taking that action. Whilst any potential cost savings do not seem to be being passed on to customers, the lines have imposed a per-container deviation surcharge plus, for the shipper’s account, additional local port handling, storage and re-routing fees to the amended port of discharge. In addition, risk for the cargo shifts from the carrier to the cargo owner upon discharge at the alternative port of discharge, and the customer is responsible for arranging the onforwarding of cargo from the discharge port to one closer to destination. In some cases, the lines offered the onforwarding service on a commercial basis, provided that they received the necessary indemnity for additional costs and damage. Alphaliner identified an additional method that shipping lines can adopt to offset higher fuel costs, the use of slow steaming. It has been identified that the average sailing speed of a container vessel declined by 2.3% from Q4 of 2025. More noticeably this decrease occurred entirely after 28 February 2026. On 14 April, the lowest recorded average sailing speed (since March 2023) of 15.18 knots was identified by the publication. Calls for regulation There are calls for greater market regulation of shipping lines, even at an international level. However, these proposals lack detail and, with the possible exception of the United States Federal Maritime Commission, a noticeable lack of enthusiasm amongst regulators to investigate recent shipping line activities. A final point to note is that whilst shipping lines are global operations, most regulators work within national jurisdictions, putting the lines at a distinct advantage. Many would argue that carriers have done the best they can in a difficult situation – but maybe a wealthy cargo interest will test that view in the courts.
Many international competition and maritime regulators appear reticent to take action against shipping companies. One notable exception is the Federal Maritime Commission (FMC), which endeavours to control at least certain aspects of suppliers of shipping services to American business. The recent award to Bed, Bath and Beyond (now known as DK Butterfly 1) of record damages of over $45 million has been widely reported. This award covers the COVID-19 pandemic era practices of OOCL, leading to an initial claim of $165 million by the administrator against the carrier: the final settlement figure fell far short of the initial claim. Disregarding the claim for the higher amount, the FMC advised that the total award for $45,600,599.25 was based upon the carrier’s service being “not in accordance with service contracts or refusal to deal”. Of particular note was the finding of “retaliation” by the container line against Bed, Bath and Beyond. Additional claims DK Butterfly 1 has also lodged claims against BAL Container Lines for $9.5 million, Evergreen for $1.25 million and HMM for an estimated $16 million. There were other claims against MSC and Yang Ming. In all cases the claim alleged that the carriers exploited price inflation and unjustly exploited the confusing market conditions. DK Butterfly 1 claimed that OOCL had failed to meet minimum quantity commitments by more than 25%, forcing Bed, Bath and Beyond to pay $9 million to find capacity. In addition, OOCL’s detention and demurrage policy had further pushed up the importer’s costs. The FMC upheld these allegations when determining to make the award to DK Butterfly 1. When taking legal action, the shipper always faces large legal fees to bring a successful case against a carrier, placing the latter at a significant advantage. There was a sting in the tail of this case, namely that the Chinese carrier OOCL lodged an appeal against the ruling, contesting the size of the award and arguing that the FMC’s administrative judge did not have jurisdiction to hear the case. There are several claims pending against carriers, in addition to those previously mentioned, and it will be interesting to see how many are successful and whether they encourage other regulators to take action to prevent overcharging. Federal Maritime Commission imposes record fi nes on OOCL
Jebel Ali container port
fuel from one location to another. To date, spot rates have risen by 40%, roughly the same as the equivalent increase in crude oil prices. It is interesting that these costs are being recovered from a market that is facing an oversupply of capacity. Surcharge questions Where Members have expressed greater concern is with the numerous surcharges imposed by carriers due to ‘war-risk’, which has not been well defined. It is becoming increasingly common to question what the surcharge covers. Some cargo interests and freight forwarders have openly questioned their validity, stating for instance that deviation surcharge is being used to cover the cost of repositioning containers and vessels. They cite examples where vessels have been diverted whilst a considerable distance from the conflict zone. One area that has surprised BIFA is that the carriers’ decision to exercise their contractual right to ‘End of Voyage’ (EOV) at a destination earlier to the one shown on the original bill of lading has not attracted more comment. EOV declarations are contractual measures where carriers terminate voyages early due to safety risks, discharging cargo at an earlier/
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Policy & Compliance
A summary of the changes to the China Maritime Code While the revised code does not single out
shipment to shipment. For one consignment, you may act purely as an agent passing instructions. In another, you may issue documents or contract in your own name and find yourself treated as a contracting carrier, NVOCC. The revised code does not single out freight forwarders, but it does shift risk towards the party closest to the transport contract and the transport record. In practice, that can be the forwarder. Historically, China operated a two-track system, one covering international maritime journeys, the other domestic movements. The Maritime Code’s carriage of goods chapter was focused on international sea carriage, while domestic coastal carriage between Chinese ports often defaulted to general civil and transport law. The distinction disappears under the revised code. A ‘contract of carriage of goods by sea’ now expressly
freight forwarders, it does shift risk towards the party closest to the transport contract and the transport record. In practice, that may be the forwarder
C hina’s revised Maritime Code, which became effective on 1 May 2026, is the fi rst comprehensive overhaul since the code entered into force in the early 1990. It reshapes several rules that freight forwarders deal with every day, often without conscious reference to the law behind them. BIFA is examining the code and seeking guidance on key areas, but felt it appropriate to advise Members of the changes identified to date. The freight forwarder’s legal role can change from
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Policy & Compliance
or other appropriate place. Provided the shipper is notified “without delay”, the shipper bears the associated risks and costs. Where a consignee has exercised its rights under the contract but then delays or refuses delivery, the consignee will bear those costs instead. This marks a shift away from a default assumption that costs sit with the consignee, and places renewed focus on who the contractual shipper is. Under the revised code, a ‘shipper’ includes not only the cargo owner, but also anyone who enters into the contract of carriage or delivers the goods to the carrier, directly or through another. Depending on how booking notes are signed, how house bills are issued, and how capacity is described, a forwarder may find itself characterised as the shipper. Documentation discipline therefore becomes critical. Forwarders intending to act only as agent should ensure booking notes and instructions are signed clearly “as agent for and on behalf of” the named principal. Just as important is notice. The allocation of cost and risk now turns on whether notice was given ‘without delay’. That makes the audit trail – emails, system messages, formal letters – not just good practice, but potentially decisive. BIFA’s advice Members’ attention is drawn to the revised wording of Clause 10(A) of the 2025 edition of the BIFA Standard Trading Conditions (STC) which covers the situation where cargo is not delivered, emphasising that all costs shall be paid by the customer or owner of the cargo. What Members should consider in their operational processes are: • Tightening abandoned cargo wording in booking notes, service agreements and house bill of lading terms. Where applicable, the relevant clause within the STC should be referred to. • Being explicit on when cargo is treated as unclaimed, how notice is given, who pays, and what indemnities apply, especially where you could be viewed as the contractual shipper upstream. Mid-voyage change requests The revised code formally recognises a shipper’s right, during the carrier’s responsibility period, to instruct changes such as suspending the voyage, returning goods, changing the discharge port, or delivering to a different consignee. These rights are subject to indemnifying the carrier for resulting losses and expenses. Once again, BIFA STC Clause 20 (A) requires the customer to indemnify the BIFA Member in this situation. Carriers may only refuse where compliance is impossible, would disrupt normal operations, involves unpaid additional costs without security, or where required transport documents cannot be produced. In practice, many forwarders have been handling such requests on a commercial basis for many years, but it is now a legal right. When handling such a scenario the key points to consider are:
“ Under the revised code, a ‘shipper’ includes not only the cargo owner, but also anyone who enters into the contract of carriage or delivers the goods to the carrier, directly or
includes both international and domestic coastal carriage between PRC ports. Inland river transport, however, remains outside the scope. For forwarders, this matters because domestic coastal carriage carries some important differences: • The carrier’s seaworthiness obligation runs throughout the voyage, not just before and at the beginning. • Delay can be established where goods are not delivered within a reasonable time, even where no delivery deadline is specified. • Two familiar international defences – errors in navigation or management of the ship, and fire – do not apply to domestic coastal carriage. If you are involved in coastal sea legs, including sea-river or river-sea moves, contract wording, standard operating procedures and claims handling assumptions should be reviewed at the earliest opportunity. Unclaimed cargo: the cost burden shifts towards the shipper The revised code introduces a clearer framework for unclaimed and abandoned cargo. Where nobody takes delivery at the discharge port, the master may discharge the cargo to a warehouse
through another
Continued on Page 16
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Policy & Compliance
Continued from Page 15
Above: Shanghai Yangshan deepwater port “ Views of the practical impacts of these changes are varied; some basically feel that it reflects the reality of what occurs
the scope of the new code. • Where a loading or discharge port is in China, the Carriage of Goods by Sea Chapter IV applies mandatorily, potentially limiting the practical effect of foreign jurisdiction clauses. • Mandatory Application of Chinese Law (Article 295) – The biggest issue for UK operators. This is the most significant change for UK-based freight forwarders and NVOCCs. Article 295(2) stipulates that contracts for the international carriage of goods by sea, where the port of loading or the port of discharge is located within the territory of the People’s Republic of China, shall be governed by Chapter IV of the Revised Maritime Code. This means that choice-of-law clauses in international maritime cargo transport contracts or bills of lading that designate a foreign law (such as English law) as the governing law are now subject to the mandatory application of Chapter IV, which establishes the precedence of Chinese Law. In this article BIFA has examined most of the main changes that the legal and insurance professions have currently identified stemming from the changes contained within the Maritime Code. Views of the practical impacts of these changes are varied; some basically feel that it reflects the reality of what occurs now and growing Chinese power in maritime trades. There are some areas where further guidance is being sought and the Association will advise Members of these where appropriate. In certain ways, it might assist the freight forwarder when preparing customs entries because the code does include requirements regarding accurate cargo values being declared. Our final suggestion is that Members should speak to their insurance brokers to discuss whether any adjustments to their freight forwarder liability policy are necessary.
• Who has authority to give the instruction? • Is the request operationally executable? • What additional costs or security are required, and from whom? • Is presentation of a transport document or proof of control needed? Time bars: still one year, but easier to interrupt The headline one-year limitation period for cargo claims remains. However, the revised code introduces a more balanced structure and a notable change on interruption. Limitation can now be interrupted, not only by commencing proceedings but also by submitting a request for performance, a formal demand that can be oral or written and does not require acceptance by the counterparty. The code also provides a clearer recourse window: at least 90 days from settlement of the original claim. Technical changes with practical impact The amended Maritime Code introduces several other changes, which Members should take note of: • For shipowners/operators, the fire defence is narrowed to ‘fire on board’. • Cargo value is assessed primarily by market value at the place and time of delivery, where ascertainable. • Lien wording is refined, improving enforceability but restricting use where freight is stated as pre-paid. • The definition of ‘actual carrier’ is broadened, potentially bringing ports or subcontractors within the framework. From the freight forwarders’ viewpoint, the crucial point to remember is that should they issue a house bill of lading they become a contractual carrier and regarded as being within
now and growing Chinese power in maritime trades
16 | June 2026
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30 June - 2 July 2026 NEC Birmingham UK
Multimodal: The Sustainable Transport, Logistics and Supply Chain Management Event for Cargo Owners
Celebrating 19 years of providing shippers and cargo owners with solutions to optimise their supply chains by improving efficiencies and sustainability goals
Free to attend
300 Exhibitors 60+ Conferences Digital sessions from Google Networking Drinks Party
In 2026, Multimodal joins forces with Warehouse., Yard., eDX and Road Transport Expo to create the UK’s most powerful logistics event in one place. Visitors will benefit from more exhibitors, more solutions and extended networking across the entire supply chain.
Register free
Supported by
BIFA Awards
apparent who’s in charge.” In the case of the return leg from Lerwick, Hepburn continued: “We had bad weather that made it unsafe to move, so we had to cancel the police escort. With no guarantees of either a good weather window or availability of the right officers during that window, it’s always a risk. “The police are very good and work with us, but we generally try to keep off the roads as much as possible.” That’s exactly the approach DFDS took in this instance. Local knowledge was key to its success, as the company sourced a small multipurpose workboat and mobile crane to complete the return of the PAUs, involving six crane setups, six shortsea voyages, three vessel crew, six crane crew, two truck drivers and one ops controller. “We knew we could do this and we knew how to do it,” Hepburn said. For instance: “We knew which boats were available, and we know the people at the port authorities [Lerwick Port and the Shetland Islands Council, which manages the other ports].” The timescale for the project was tight. Lift plans and other preparations had to be completed quickly – and a further challenge arose when the selected boat lost power while en route. Fortunately, the crew repaired the vessel as it drifted and the project was completed on time. Satisfying work This was an expensive job, Hepburn conceded, even before the decision to switch from road to sea transport. He explained: “There was a lot of cost, because there were lots of variables, so we decided to do this job for a fixed price.” This protected the customer from any extra cost volatility risk and ensured DFDS delivered within the tolerances of the end client. Looking back, Hepburn concluded: “It’s very satisfying to do this sort of work. Nothing is worth anything if it’s not where it’s meant to be at the right time. We have the ideas, the contacts, the ability and the knowledge – and we really want to help. We even did an extra lift, onshore, for our customer. It’s a real joy when the work is done.”
DFDS sourced a small multipurpose workboat and mobile crane to complete the return of the PAUs
No roads? No problem...
When newly installed pre-assembled units off Shetland needed urgent repair, DFDS stepped in – adapting to challenges on land and at sea to deliver on time for its client, and scooping this year’s BIFA Project Forwarding Award , too
I n late 2024, DFDS Shetland partnered with another forwarder to help a marine company transport three de fi cient pre-assembled units (PAUs) from Shetland to Aberdeen harbour on the Scottish mainland for repair. The size of the PAUs required complete road closures between Sullom Voe Oil Terminal and Lerwick Harbour on Shetland, as well as a police escort. Complicating factors Further complicating matters, a change in Scotland Police policy means specific traffic officers must now be deployed to escort wide loads, and there are no such officers on the island. Instead, project forwarders must bring in UK mainland-based officers to perform any wide load road escort on Shetland as overtime. The outbound leg of the move went to plan. However, Bryan Hepburn, DFDS operations
The road transport leg (above) with Bryan Hepburn inset
manager – Shetland, pointed out: “Timing is difficult. There’s not a lot of land here; we’re basically just a mountain ridge in the middle of the sea, so we’re at the mercy of the weather – and it’s very
Project Forwarding Award
BT is proud to be a sponsor of this BIFA award, having been engaged in the industry for more than four decades, powering theair community as its
system provider. Bringing innovation and digitalisation to air cargo, it understands the value its users bring to moving freight across the globe, some of which form special projects with innovative solutions that exceed customers’ expectations.
18 | June 2026
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Policy & Compliance
The UK government has indicated that emissions from international aviation and shipping will be included in the UK’s Carbon Budget from 2033 Accounting for shipping emissions
I n April 2026, the UK government laid a draft Statutory Instrument (SI) before parliament to include emissions from international aviation and shipping within the UK’s carbon budgets. Under the proposal, the UK’s share of international aviation and international shipping (IAIS) will be included from the Sixth Carbon Budget, which runs from 2033- 2037, and all subsequent periods Carbon budgets are legally binding five-year caps on the maximum level of greenhouse gas (GHG) emissions that the UK can emit, designed to incrementally progress the UK towards its legally mandated goal to reach net zero GHG emissions by 2050. The UK currently calculates its share of IAIS emissions based on fuel bunker data from the National Atmospheric Emission Inventory (NAEI), rather than passenger or cargo metrics. Under the new proposal, if a containership refuels at a UK port with 8,000 tonnes of fuel, the resulting CO 2 e would be allocated to the UK’s national carbon budget. International fi rst If approved, the UK will become the first major economy to include international transport emissions in its national carbon budget. This marks a pivotal policy shift, whereby international freight is no longer treated as an outlier, but is instead embedded within the UK’s legal pathway to net zero. The changes are likely to bring air and ocean freight into sharper regulatory focus, increasing the likelihood of further policy intervention and operational scrutiny. Whilst this measure will not lead directly to additional costs, the announcement means that movement of goods by air and sea
are likely to be the focus of further policy intervention in the future. If further policy intervention occurs, the costs of compliance are likely to cascade through the supply chain. Members who have incorporated the BIFA Standard Trading Conditions (2025 Edition) within their contracts can rely primarily on Clause 20 as the mechanism to pass on environmental surcharges to their customers. However, to mitigate the risk of legal disputes and to maintain healthy commercial relationships, Members should clearly outline any potential environmental surcharges in all quotes and formal communications with their customer. Furthermore, the increased regulatory scrutiny on IAIS is likely to further drive an increase in customers requesting freight emission calculations. Forwarders should ensure that any freight shipment emissions calculation follows ISO 14083, which is the international standard
underpinned by the Global Logistics Emission Council (GLEC) Framework. Higher carbon pricing for air and sea freight may drive a shift in transport modes. Forwarders that can offer informed, multimodal advice will be well placed to add value in this new environment. Members can explore the advantages of modal shift via the ‘Introduction to Sustainable Logistics’ bitesize course on the BIFA portal. Landmark shift As the SI heads for debate in the coming months, BIFA will continue to track its development. The inclusion of IAIS emissions would signal a landmark shift in how the UK accounts for transport carbon. Forwarders sit at a critical juncture in the supply chain; therefore, they will need to navigate a more complex regulatory and pricing landscape, while also supporting their customers by offering more sustainable logistics solutions.
“ The inclusion of IAIS emissions would signal a landmark shift in how the UK accounts for transport carbon
June 2026 | 19
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Training
S ince launching in February 2025, BIFA Bitesize has seen more than 2,800 employees of BIFA corporate members accessing the various modules and completing over 12,000 courses. The brand-new Dangerous Goods Awareness module has been designed to provide essential knowledge for a wide range of roles within the logistics and freight forwarding sector. While particularly relevant for those directly handling dangerous goods, the course delivers valuable insights for all staff involved in the supply chain. The course covers: • The regulatory bodies that exist and their responsibilities, • The types of dangerous goods and their classification, • An explanation of UN numbers, • The Dangerous Goods Note (DGN), • Advice on the safe packing, labelling and handling of these goods, • Ensuring compliance when moving this type of shipment; and the consequences and penalties that may result from non-compliance. BIFA Training Manager Graeme Wilkinson outlines the module in this episode of BIFA TV. The range of eLearning modules in the BIFA Bitesize suite continues to expand with the latest addition covering the vitally important topic of Dangerous Goods Awareness Are you DG aware? “ ... the course delivers valuable insights for all staff involved in the supply chain
Other modules The full suite of Bitesize courses now includes: • Preparing to Trade • Incoterms 2020 • Inward Processing • Outward Processing • Customs Warehousing • Classification • Returned Goods Relief • Paying HMRC • Procedure Codes • Introduction to Sustainability
• Rules of Origin • Representation • Valuation • ATA Carnet.
To benefit from these courses, which are included in the membership subscription, BIFA Members should ensure that employees are set up on the BIFA Member Portal. From here they can access the full range of courses and complete them at their own pace.
20 | June 2026
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