CIT WORLD 8 TEMPLATE - The Chartered Institute of Logistics and ...

World 

New post-nominals 

Act locally – 

think GLOBALLY 

Supply chain 

management 

London 

congestion charge 

Power-house China surges 

DEC 03/JAN 04 

09 

The worldwide newsletter for 

The Chartered Institute of Logistics and Transport 

Your career partner

02 

CILTWorld issue 9 

contents 

Cover picture: 01 

Sunrise on Kuala Lumpur, 

Malaysia 

CILT news and views 02 - 09 

Logistics - some reality 10 - 11 

London congestion 

charging 

12 - 14 

Focus on China 16 - 17 

‘A passenger service 

for trucks’ 

18 - 19 

Cuba - taking things 

for granted 

20 

Improving disabled 

access 

21 

US light rail revolution 22 - 23 

Let CILTWorld 

Have your news 

and views 

CILT World would like to hear about news and 

activities of CILT members and councils, sections 

and branches around the world. 

In particular we invite contributions, letters and 

possible articles from those individual members 

who do not have a journal produced in their own 

territories. 

Please send your contributions, or letters, to 

The Editor, Alan Marshall. 

If you are communicating written information, 

if possible please send this as e-mail to: 

CILTWorld@aol.com. 

If you want to send information by fax, please dial 

(+) 44 1926 863178 (01926 863178 in the UK) 

Communication by mail is also possible! Please 

address your correspondence to: 

CILT WORLD, 

49 INCHBROOK ROAD, 

KENILWORTH, 

WARWICKSHIRE, 

CV8 2EW, 

UNITED KINGDOM. 

telephone/voice-mail: (+) 44 1926 852944 

© CILT World is published by the Chartered 

Institute of Logistics and Transport. It is designed 

by item, Kingsway House, 103 Kingsway, 

London, WC2B 6QX, tel: 020 7405 4767 , 

www.item.co.uk and printed by PHP Litho 

Printers,Unit 3, Mount Osborne Business Centre, 

OakwellDrive, Pontefract Road, Barnsley, S71 

1HH, UK. 

Message from Director-General 

By Cyril Bleasdale, FCILT 

IT IS POSSIBLE the context of the recent bye-law 

changes, which have now been approved by the Privy 

Council will not be completely understood, but they 

are important to the future success of our Institute. 

Previously we had incorporated ‘Logistics’ in our title, 

to become the Chartered Institute of Logistics and 

Transport. We then had to seek the approval of Privy 

Council to the change of our post nominals to reflect 

the change in our Title, as well as have their authority 

to introduce a new grade of “Member”. 

The new post nominals which all members 

should now adopt are as follows:- 

Fellow FCILT 

Chartered Member CMILT 

Member MILT 

Affiliate (no post nominal) 

Stepping stone to Chartered membership 

The new grade of Member, together with its post 

nominal MILT, should be seen as a stepping stone to 

full Chartered Membership, but the right to use this 

post nominal, MILT, will depend on educational 

qualification and relevant experience. Some of the 

requirements are described in more detail in this issue. 

We now have the opportunity, with the new grade of 

Member, to attract younger members and to 

encourage them to achieve a professional 

qualification which could lead to Chartered status. It 

should be noted that the grade of ‘Associate’ no 

Eng. Saad 

FungaFunga 

FRONT COVER PICTURE: 

longer exists – so should not therefore be used by any 

member any longer. It is replaced by “Affiliate” – this 

being open to anyone who has “an interest in 

logistics and transport.” This grade does not carry a 

post nominal. 

Apart from the Diploma and Advanced Diploma 

programmes, we have now introduced a CILT 

International Certificate in Logistics and Transport. This 

opportunity – to study to gain this new qualification, 

linked with relevant experience – can enable a 

candidate to qualify for the Member grade, MILT. 

We are encouraging all Councils and Sections, to 

appoint training providers, and to introduce this 

programme in 2004. This is a real opportunity to 

expand our membership. 

We are increasingly seeking new ways to make our 

Institute known and the new website 

is an example, together with new 

promotional material, to help recruit members. Our 

aim is always to make our Institute more relevant to 

members and to be recognised as your career partner. 

If you have ideas that you wish to contribute, please 

do let me knowby email at cyril@railnews.co.uk 

CILT developments in Africa 

A second educational training workshop 

is to be held in Africa in 2004. This 

follows the 2003 training and education 

workshop, which had led to three 

regional groups being established. 

There was a clear need for a second 

education workshop, Eng. Saad 

FungaFunga told the International Council 

meeting in Kuala Lumpur. He said the 

Institute in Africa should seek a position 

whereby organisations in the logistics and 

transport field would require staff to hold 

a CILT qualification as evidence of their 

professional status. He considered that 

this requirement was likely to emerge in 

his own country (Tanzania). 

The International Council was told by Dr 

David Maunder, Vice-President, of 

continuing progress in establishing 

‘Independent Section’ status for CILT in 

Uganda, Zambia, Malawi, Tanzania and 

South Africa. 

Dr. Maunder referred to the previous 

153 direct members in Africa, but of 

these one third had not paid their 

subscriptions. It was also known that a 

number of the African Sections had 

significant non-declared membership. 

He said that from October 2003 all those 

who formerly paid their membership 

subscriptions to the UK had been 

transferred to local Sections. 

7am and the rising sun highlights the Petronas Twin Towers (top right) in Kuala Lumpur, 

Malaysia. A metro train on the elevated Star Line hurries into Putra station (bottom 

right) across Julan Putra on which traffic is already building up. We will report on 

transport developments in Malaysia in the next edition of CILT World.

Professional Career Development 

Standards and Routes to 

Chartered Membership 

CILT BYE-LAWS require that Chartered members 

must have the appropriate educational 

qualifications and relevant experience. 

The detailed requirements were outlined to the 

International Council by the Director Professional 

Development (Dorothea Carvalho). The new “key 

knowledge” areas require that candidates must be 

able to demonstrate understanding in at least four 

of nine areas. In addition, applicants should also 

demonstrate expertise in at least one of the three 

further specialist areas, which broadly relate to 

supply-chain management, transport operation 

including passenger transport and transport 

planning. 

There are four basic ‘Routes to Chartered 

Membership’: 

i. Applicants should have passed the CILT 

Advanced Diploma and need only demonstrate 

their five years managerial experience including 

two years at the level defined under the 

‘experience criteria’ 

ii. Accredited Exempting Degree: is a first or higher 

degree specifically accredited by CILT, as 

meeting the educational requirements for 

Chartered membership. Applicants need to 

demonstrate at least four years managerial 

experience, of which two years must be at the 

level defined under the ‘experience criteria’ 

CILT HAS DEVELOPED a new qualification for 

junior/first line managers and supervisors working 

in a logistics or transport function – the CILT 

Certificate in Logistics and Transport. 

The qualification currently consists of six units: 

1. Managing the Logistics and Transport 

Environment. 

2. Managing Resources. 

3. Customer Service and Quality Management in 

Logistics and Transport Operations. 

4. Warehousing and Stores Operations. 

5. Freight Operations. 

6. Fleet Management. 

All candidates must complete the first three units, 

which are core units and then select one optional 

unit from the remaining three units. 

A Portfolio for the ‘Experience’ Route to 

Membership (MILT) 

CILT International Council has approved an 

‘Experience Route for MILT.’ 

The basic requirement is for applicants to submit 

an extended CV (portfolio) for assessment to show 

iii. Professional Entry: Candidates who cannot 

meet the specific requirements of the two 

routes (i) and (ii) but who have at least five years 

experiences at the level defined by the 

‘experience criteria’, may be able to gain 

Chartered membership through presentation of 

evidence of how they satisfy the required criteria 

for knowledge. Such methods can include a 

professional interview; submitting a 

dissertation; a paper or presentation to a CILT 

meeting. 

iv. Other accredited schemes: These are specific 

and include those who qualify having achieved 

professional status in another relevant 

discipline. Included under this route are specific 

military qualifications. National Councils should 

seek advice from Director Professional 

Development on whether other Institution’s 

qualifications could be accredited. 

Applicants through all the routes must provide 

evidence of attainment for experience and 

responsibility as required and evidence is to be 

submitted in the form of a CV. Such applications 

will be required to be supported by two Chartered 

members, whilst the evidence could be signed off 

by the applicant’s line Manger. 

The international Council plans to publish a ‘Guide 

to Chartered Membership’ which will set out the 

detailed requirements. 

CILT Certificate in Logistics 

and Transport 

that they had met the standards set for 

membership (MILT). Any application will require 

the support of a Chartered member, or group of 

members to mentor the applicant through the 

process to enable the application to be assessed. 

CILTWorld issue 9 03 

CILT NEWS 

Prospect of 4,000 new 

members in China 

A NEW Independent Section for China is likely 

to be formally recommended to the 

International Council at the March 2004 

meeting, which will be held in Dubai. 

Director-General Cyril Bleasdale told the 

International Council meeting in Kuala 

Lumpur (see picture) that as a result of 18 

months of negotiations, a draft Memorandum 

of Understanding had now been agreed 

which would enable a CILT section to function 

in Mainland China. He reported that 

constructive discussions had taken place in 

both Beijing and London with Professor Wang 

Derong, CCTA. 

It was likely to result in a fast growing 

membership in China with a target of 4000 

members in three years. 

The Director General emphasised that the 

new Section would require support from the 

rest of the International Institute in matters of 

education, networking; introductions to 

organisations and members who might help 

with advice; and visits. 

He particularly recommended that China 

should be invited to attend conferences in 

logistics and transport which were being held 

by National Sections. 

Cyril Bleasdale asked that all National 

Councils/Sections should welcome China as a 

full member — and, in line with CILT agreed 

policy, give them the support they seek as an 

international institute. 

Developments in Dubai 

The Patron, HH Sheikh Ahmed Bin Saeed Al 

Maktoum had been granted Fellowship and 

has agreed to be Patron of the CILT in Dubai. 

The Director General, together with members 

of the Dubai Committee, had presented the 

Fellowship Certificate to His Highness.

04 


CILT NEWS 

New Post- 

Nominals For 

Institute 

Members 

The Chartered Institute of Logistics and 

Transport (CILT) International Council meeting 

in Kuala Lumpur (above) was told of approval 

from the Privy Council for its new byelaws. It is 

now in a position to introduce formally a new 

membership grade structure and new postnominal 

letters to match its name change in 

2001. 

The new post-nominal letters to be taken 

into use in the CILT worldwide are: 

Chartered Fellow – FCILT, was previously 

FCIT 

Chartered Member – CMILT, was previously 

MCIT 

Member – MILT, no previous post-nominal 

letters 

Affiliate - no post-nominal letters, 

Affiliate replaces Associate, which also 

did not have post-nominal letters 

In the United Kingdom, ILT members are 

included in this change. Amongst other 

things, the new membership grade structure 

for CILT, set out in the new CILT bylaws, 

introduces the grade of Member – MILT. Many 

UK ILT members have held this post-nominal 

for some time, and these changes introduce 

international recognition for the first time. 

Members world-wide should use the new CILT 

post-nominal letters, subject to their 

membership grade, with immediate effect. 

‘Act locally, but think 

– says new President 

At the CILT’s International Council meeting in Kuala Lumpur, 

Peter O’Keefe, FCILT, was inaugurated as President for the next two years. 

New CILT President 

Peter O’Keefe, right, 

together with Director 

General Cyril Bleasdale 

in their caps and gowns, 

ready for the 

Convocation in Kuala 

Lumpur. 

I AM PLEASED and honoured to become President 

of this great Institute, which has been in existence 

since 1919. 

I have accepted this position, having been a Vice 

President for four years during which time I have 

witnessed many changes. 

I attended my first meeting on 17 March 1999 – 

St Patrick’s Day — and, as the name O’Keefe 

suggests, I am an Irishman, but one who has 

represented the United Kingdom on the CILT 

International Council … so I am already used to 

taking an international view of the Institute’s 

affairs. 

As one of my predecessors, Dr Tony Ridley, used to 

say: ‘I am of and for the International CILT and NOT 

of any National Council or Section during my term 

of office.’ Having said that I will, of course, be 

asking ALL in the Institute to act locally but think 

GLOBALLY. 

When you are considering the role of President you 

naturally ask yourself “Can I make a difference in 

my two years in office and, if so, what difference?” 

During the last few years the International 

Council has worked diligently to bring our 

Institute into the modern world. For example … 

• We have changed our name from CIT to CILT, 

thereby embracing more fully the supply chain 

activity in our profession. 

• We have now changed the post-nominals to 

reflect the change of name to CILT 

• We have also now updated our byelaws — and 

we have made our International Council 

meetings more hands-on, active events. 

We have a unique Institute, in that it is worldwide 

and is for the development of the individual 

member. 

The standards of our development programmes 

are monitored and governed by our Charter, and 

we are a charitable organisation run for the 

benefit of our members. But even charitable 

organisation require funds in order to run well 

and therefore we must solve our capitation fee 

problem if the Institute is to move forward.

GLOBALLY’ 

We NEED more members, and it is my view that 

not enough is being done by ALL national 

organisations to achieve this. What we offer to 

prospective candidates is not yet good enough. 

National councils and sections must ask 

themselves “What is our unique selling 

proposition? What differentiates us from other 

institutes in our area?” Why should candidates 

apply for membership of the CILT in their 

country? 

While In Kuala Lumpur I presented CILT 

certificates and diplomas to graduates of CILT- 

Malaysia in a convocation ceremony similar to the 

awarding of a University degree. It was the 

second time I had attended this convocation and 

it is a very impressive event. 

It is one of CILT-Malaysia’s USPs (unique selling 

propositions). Few other National Councils do it 

like they do it in Kuala Lumpur. And the large 

number of proud family members attending that 

function was a testament to the esteem in which 

the award of a CILT certificate or diploma is held. 

So I urge all national Councils and Sections to 

examine what they offer to prospective 

members. How does it compare with other 

institute bodies in their area? How can it be 

improved? 

Ours IS the BEST Institute and therefore it should 

offer the best courses, the best communications 

and the warmest welcome to those wishing to 

join – as well as to those who are already 

enrolled. 

The International Council is doing its bit to assist 

with (a) its marketing initiative, (b) the new web 

site and (c) the new education programme. So 

when Councils and Sections review the 

programmes they are offering new candidates, 

they should embrace the latest initiatives from 

the International Council. 

The Director General, Cyril; Bleasdale, has been 

busy in 2003 actively recruiting in China, the 

United Arab Emirates, Indonesia and Africa. His 

visits have helped to raise the profile of the CILT in 

these countries. 

I said earlier that the Institute needs funds to 

support development. This means recruiting new 

members – also prompt payment of dues by 

Councils and Sections. Remember, act locally and 

think GLOBALLY. 

Our Director General has said he wishes to curtail 

his activities from October 2004, and we must 

give thought to a replacement structure that 

would be as near to cost neutral as possible. This 

will be discussed initially with the Vice Presidents 

before proposals are put to your council. 

The number of Vice Presidents, and their roles in 

the Institute are also for debate as we move more 

and more to an active International Council 

membership, capable of achieving greater 

communication, electronically, between our 

meetings. We cannot afford to have more 

meetings. But we can be more active and speedy 

in communicating with each other. 

It is my wish that those who accept active 

positions on the International Council should set 

themselves targets for their term of office and do 

their utmost to achieve them. 

In so doing we will accomplish much more and 


CILT NEWS 

Meet Jyanthi, 

CMILT 

JYANTHIA PATTIS is typical of the kind of new 

member that CILT is seeking to recruit – under 

30 and female. 

After studying for a year in England and two 

years in Australia, Jyanthi returned to her 

native Malaysia and spent 20 months studying 

for CILT Malaysia’s Diploma in Transport,, 

which she was awarded at the Convocation 

ceremony in 2002. 

With her Diploma Jyanthi was able to gain a 

position as Executive Officer, Logistics, with 

Westport, the giant container terminal at Port 

Klang. Jyanthi is pictured here in the control 

centre atop Westport’s headquarters tower 

building (pictured left). 

With her qualification gained from CILT 

Malaysia, Jyanthi is now entitled to use the 

post-nominal CMILT, following the recent 

byelaw changes. 

set our Institute on the right road for today’s 

membership. It is our responsibility to act on our 

members’ behalf in order to give them full value 

for their subscription. This will not happen if all 

we do is make savings and penny pinch. 

We must develop the CILT by introducing the best 

education courses, capable of being reached by 

ALL who want them. We must also be an 

information centre, capable of being easily 

accessed by every member. 

Our standards must be maintained at a high level 

and the achievement of those standards must be 

sought by the brightest and the best, both male 

and female.

06 


COMMENT 

By Alan Marshall, Editor, CILTWorld 

FIRST OF ALL, my sincere apologies for the length of time 

since the last edition of CILT World was published (last 

February). 

Mindful of the need for economy, the International Council 

decided at its meeting in Ottawa last April that publication 

of CILT World should be restricted to twice a year. Instead 

of edition 09 appearing in July, this meant publication 

being deferred until September. 

But I was also asked to delay publication until the UK Privy 

Council (which oversees the rules of charitable organisations) 

had approved the new bye-laws and new post-nominals, 

which Chartered members had voted for last March. 

Unfortunately,this procedure became very protracted. 

Of course, during all that time there was no shortage of 

information about the logistics and transport profession, 

and whenever possible I have added current news and 

information to the CILT web site 

(www.cilt-international.com). 

Although I hope we may be able to return to publishing this 

magazine newsletter three times a year from 2004,clearly 

the way ahead to keep members availed of current news 

and developments is the World Wide Web. On page 09 of 

this edition you will find a special article,highlighting some 

of the features of the CILT international web site. 

I would like the printed editions of CILT World to focus on 

more in-depth issues of logistics and transport,and 

members’ knowledge and experiences which they wish to 

share with each other — but there is still a shortage of 

information coming forward. If you have prepared a paper 

for presentation,to a conference for example,or you know 

of such a paper and you think its contents will be of interest 

to our world-wide readership,please let me know. Contact 

details are shown in the left-hand column of page 2. 

BALANCING the frequency of publication of CILT World with 

the costs of production — which led to the earlier decision to 

reduce frequency of publication to twice-yearly — is always 

difficult.This is one of the matters for consideration in the 

International Council’s review of future strategy,which will 

be considered in some detail at the Council meeting in March 

2004. In trying to identify what CILT International activities 

fall into cost centres and what fall into profit centres,CILT 

World drops somewhere in between! 

Although the International Council approved in principle 

two years ago the notion of defraying some production 

costs by accepting advertising in CILT World,this proved 

difficult to attract.While the Institute has a very high quality 

of Chartered membership,the numbers are relatively small 

in total (except in the UK) and diffuse in their locations. 

However,if readers have any serious suggestions to make, 

or indeed would wish to use CILT World as a world-wide 

advertising medium,please let us know. 

READER LETTER 

UK airport policy 

MEMBERS OF the UK Institute’s (ILT’s) Public Policies 

Committee were interested and somewhat 

concerned to read the article in CILT World 08 “UK’s 

new airport plans attacked – concerns over 

environmental pollution lead to criticisms.” 

There is concern that the weight given in CILT World 

08 to the views of the Royal Commission for the 

Environment and the Institute of Public Policy 

research, without further commentary, might be 

mistaken for ILT policy. It is important that members 

know that a detailed, professionally-informed 

submission has been made to the Department for 

Transport and, in due course, a further policy paper 

will be prepared in response to the imminent revised 

Government Consultation for the South East which 

will include Gatwick for consideration. 

In developing its response to government on the 

“Consultation Document on the Future of Aviation” 

and the “SERAS” consultation, the Public Policies 

Committee was able to call upon advice from the 

very experienced professional membership of the 

Strategic Rail and Aviation Forums. The ILT made it 

clear that improvements to surface access to airports 

is a critical issue that must be tacked in parallel with, 

and within the same timetable as, airport capacity, 

and that accessing airports via express train services 

on the existing regional and trunk route was 

essential. But new dedicated airport to airport, or 

airport to city centre, rail services involving new 

infrastructure are unlikely to be justified, as airports 

will not generate sufficient air passenger traffic to 

support them. 

Although the ILT is keen to avoid unnecessary 

regulation and taxation (which is excessive by 

international standards), it may be necessary to 

calculate the traffic effects of a possible international 

agreement on the taxation of aviation fuel as a 

feasible means of controlling growth and demand. 

Where noise and air quality are concerned, airports 

should not bear a harsher share of regulatory control 

than road or rail operators. 

Of particular concern is the contents of the Royal 

Commission on Environmental Pollution’s response 

Unlike the UK, Malaysia 

does not face difficult 

decisions over 

expanding airport 

capacity. Left: Kuala 

Lumpur International 

Airport (KLIA), opened 

in 1998, has scope to 

expand to 100 million 

passengers a year, with 

five runways. At present 

KLIA handles 20m 

passengers a year with 

two runways. 

which advocates positively managing down air 

travel demand such that there should be no new 

airport capacity provided, and that air cargo should 

be restricted to only high value and perishable 

goods, diverting the remainder back to shipping 

and rail. Apart from the implications of such a 

policy by restricting business and leisure flights, 

many ILT members will be very concerned at their 

agile global supply chains returning to high 

inventory and unpredictable conditions. The 

premise is that the effect of jet aircraft emissions, 

particularly at high flight levels, is disproportionately 

high, and with calculated growth in air travel will 

negate the government’s greenhouse gas reduction 

targets. The science here is extremely questionable 

and by no means proven. 

In the (ILT) Public Policies Committee’s commitment 

to “sustainability” we recognise that the issues are 

broader than environmental issues. 

“Sustainability” in our industrial society 

encompasses transport and supply chain logistics, 

the location and type of manufacturing processes, 

concepts such as re-regionalisation, and the effect 

of economic decisions on the expectations and 

standard of living of particular communities. It is 

important to recognise the role that the aviation 

industry plays within the UK economy. Airport 

development decisions are therefore a great deal 

broader and more complex than a simple 

consideration of climate change and we 

recommend that this broader debate should be 

represented in CILT World. 

JOLYON DRURY, FCILT, 

Member, ILT Public Policies Committee. 

(Editor’s note: I hope our report in CILT World 08 was 

not taken as ILT policy, and the report opened with 

reference to “despite the UK ILT submitting 

substantial evidence in support of new runways.” At 

the time of this edition of CILT World going to press 

the ‘imminent revised government consultation for 

the south east’ – including Gatwick – referred to in 

Mr Drury’s letter, had still not been published by the 

British government.)

CILT Australia is focusing on making a difference in 

the logistics and transport industry. 

Chairman and Chief Executive Len Harper outlined 

the progress of the enterprising effort at the last 

International Council meeting in Kuala Lumpur. 

“Our primary task is taking a lead role in developing 

the industry and creating opportunities for the 

people to better themselves,” Len Harper said. 

Taking an active role in the development of policy 

issues was a key step towards making a positive 

difference. 

In this respect, CILT Australia is actively involved in 

opportunities to improve public transport and 

funding options in the development of a better 

public transport system. 

The group is also part of the drive to improve the 

effectiveness of freight movements in Australia and 

overseas. CILT Australia is represented on the Sea 

Freight Council and is a partner in the Australian 

Logistics Council, responsible for a more efficient 

freight logistics network. 

Education is ‘major consideration’ 

Education is another major consideration and CILT 

Australia is represented on the Industry Advisory 

Board (NSW). The Board is responsible for advising 

Government on the opportunities of developing 

the learning pathways for people in the industry. 

CILT Australia has also organized a number of 

Careers Fairs where graduates and corporations 

come together to discuss the career opportunities 

in the logistics and transport industry. 

Achievements by corporations and individuals are 

recognized by way of the Australian National 

Awards Program. The program is sponsored by 

CILT Australia in partnership with key companies in 

the industry. For instance, the major sponsor in 

2003 was Mack Trucks. 

“CILT Australia is not a group that sits on its hands 

and waits for things to happen” Len Harper said. 

“Our job is to make it happen in partnership with 

the primary beneficiaries in the industry. 

“That’s what we call making a difference”. 


CILT NEWS 

What’s happening in Australia? 

ENVIRONMENTAL damage caused by aviation 

could be brought under control if aircraft cruised at 

a lower altitude and flew in straight lines, according 

to leading scientists. 

Keith Mans, chief executive of the Royal 

Aeronautical Society, has claimed that pollution 

could be controlled even if the industry grows at 

the forecast rate of 3%-5% a year. “If we invest in 

technology, invest in operational improvements 

and look at the problems in a holistic way, there is a 

good chance we will be able to at least stabilise 

emissions in the medium term,” said Mr Mans. 

New research suggests that by flying 6,000ft lower 

than their present cruising altitude, airlines could 

cut the damage caused by vapour trails by 47% — 

As well as being Chairman and 

Chief Executive of CILT 

Australia, Len Harper has now 

also been appointed a Vice 

President. He is pictured with 

other senior colleagues at the 

International Council Meeting 

in Kuala Lumpur. From left to 

right: Joe Walsh (Ireland), Vice 

President; David Maunder (UK), 

Vice President and Chairman of 

the Africa Support Group; Peter 

O’Keefe, President of CILT 

2003-05; Dorothy Yuen Tak Fai 

(Hong Kong), Vice President; 

Cyril Bleasdale, Director- 

General; Len Harper (Australia); 

and Dr Ibrahim Vandu Chikolo 

(Nigeria), Vice President. 

Low flying 'would aid air quality' 

although they would burn 6% more fuel. Vapour 

emissions are viewed as a big contributor to global 

warming. 

Greener by Design, a group of academics urging 

the aviation industry to take on board 

environmental issues, believes that improved air 

traffic control could cut emissions by a further 10% 

if planes no longer had to fly “zig-zag” patterns 

and were able to avoid queuing for take-off and 

landing slots. 

The findings contradict warnings from the Royal 

Commission on Environmental Pollution that 

expansion in air travel is unsustainable. 

• See reader letter ‘UK airport policy’ page 06.

08 


CILT NEWS 

New interim CILT group in 

South Africa aims to be 

“meaningful and significant” 

THE RECENTLY-ESTABLISHED Chartered Institute 

of Logistics and Transport (South Africa) can make 

a meaningful and significant contribution to the 

Logistics and Transport industries, both in its 

country and on the continent. This is the view of 

Gerard de Villiers CMILT, Chairperson of the CILT- 

SA Interim Committee. 

South Africa has one of the most modern and 

extensive infrastructures for logistics and 

transport in Africa. This includes: 

• approximately 148 licensed airports / 

aerodromes; a national road network of over 

7200km (4,500 miles) – with about 20 000km 

(12,500 miles) of primary roads planned in the 

future); 

• the largest port authority in southern Africa 

with the best equipped and most efficient 

network of ports on the continent; – and over 

30 600 km (19,125 miles) of single rail track. 

South Africa is currently enjoying challenging but 

exciting times. Now in its tenth year of 

democratic rule, the country has become the hub 

for many economic activities and networks and is 

recognised as one of the leading nations on the 

continent. It plays a crucial and active role in a 

number of regional initiatives, such as the 

Southern African Development Community 

(SADC) and the New Plan for Africa’s 

Development (Nepad). 

‘Exciting’ 

Some of the most exciting logistics and transport 

projects currently under way in South Africa, says 

Gerard de Villiers, include: 

• Proposed Rapid Rail Link, known as Gautrain, 

linking Pretoria, Johannesburg and the 

Johannesburg International Airport industrial 

development zone; 

• Construction of the deep water Port of Coega, 

in the Eastern Cape, next to the Coega 

Industrial Development Zone; and 

• Development of a national freight logistics 

strategy with specific focus on regional 

movements within the Southern African States. 

Logistics and Transport have been identified by 

the South African government as major critical 

success factors to the country’s continued growth 

and development. 

Skills development is priority 

But the transport sector is only as effective and 

efficient as the people it employs. The 

government has recognised skills development as 

a priority and has introduced legislation over the 

past few years to encourage a culture of highquality 

life-long workplace learning to stimulate 

productivity, economic growth and job creation. 

It is in the area of skills development and 

education and training that the CILT in South 

Africa can play a vital role. CILT-SA’s purpose is to 

establish and maintain the professional standing 

of its members so that they are recognised for 

their superior ability and expertise to create 

Logistics and Transport value within their 

organisations and South Africa. 

CILT-SA’s approach to establishing itself in the 

industry rests on three key thrusts. 

Firstly, through continuous development and 

accreditation of Professional Development 

programmes, CILT-SA aims to uplift the 

professional standing of its members. 

Secondly, through the registration of Logistics and 

Transport professionals, CILT-SA will provide 

organisations with a source of skilled Logistics and 

Transport professionals. CILT-SA is the only local 

learned society for Logistics and Transport 

professionals in the country. 

Lastly, ongoing events are being arranged. These 

functions provide members with excellent 

opportunities to network and to gain exposure to 

Prof. Leon Raath (at 

right of picture), 

General Manager 

Logistics of the South 

African government’s 

Transnet Limited, 

represented CILT-SA 

at the International 

Council meeting iin 

Malaysia. He is seen 

capturing the scene 

in the Control Tower 

at Westport, Port 

Klang. 

the latest happenings, trends and thinking in the 

industry. In its brief existence, CILT-SA has 

achieved the following: 

• The setting up of a membership database. 

• The creation of a Strategic Plan and a Business 

Plan to guide the Institute in its activities. 

• The identification of key portfolios and 

Champions to drive them. Portfolios 

established include Events, International 

Liaison, Africa liaison, Membership and 

Professional Development. 

• The organisation of a series of networking 

functions with industry leaders addressing 

topical issues. 

• The establishment of links with key learning 

institutions. 

Gerard de Villiers, CMILT, says: “In achieving its 

goals, CILT-SA is working closely with the logistics 

and transport industry to ensure that we remain 

relevant and credible, whilst delivering value and 

high quality services. 

“We are committed to involving all players in 

industry with a specific objective of participating 

in the development and capacitation of previously 

disadvantaged individuals in the logistics and 

transport industry. We strive for professionalism 

that is inclusive rather than exclusive and actively 

work towards developing Logistics and Transport 

in Africa.”

www.cilt-international.com 

CILT web site now on line 

to keep you up to date 

CILT International’s web site is now on line to keep 

all members up to date – and to let aspiring 

members submit their applications. 

The web site is available at , 

and functions as a portal to 

CILT’s world-wide organisation. Here are some 

hints on navigating around our web site. 

On the ‘home page’ you will find all the key links in 

the left and right columns, with current 

information in the centre of the screen – and across 

the top of the home page are the latest news 

headlines, moving from right-to-left like a ‘tickertape.’ 

Click on the headline as it moves across your 

screen, and you will be taken to the full news story. 

If you want to go to the web site of a particular 

country’s CILT organisation, you should click on 

‘jump to country sites’ at the top right of the home 

page. A drop-down dialogue box will appear and 

you can click on your chosen country. At present, 

there are links to CILT web sites in Cyprus, Hong 

Kong, India, Ireland, North America, Pakistan, 

Singapore, Thailand and the United Kingdom. 

‘Membership’ form 

By clicking on ‘CILT Membership’ and ‘membership 

enquiries’ an application form will appear. If you 

know someone who wishes to join CILT, or 

someone you wish to sponsor for membership, 

guide them to this ‘electronic’ application form on 

the web site. 

Depending in which country the applicant is based, 

the web site will direct the completed application 

form automatically to the appropriate National 

Council or Section, or otherwise to the Director- 

General. Details of education training opportunities 

and information are also available by clicking on 

‘CILT Education.’ 

CILT India 

Conference 

CILT-India will hold its 9th International Conference 

on Friday 16th and Saturday 17th January, 2004 in 

the Banquet Hall, Hotel Ashok, Chanakyapuri, New 

Delhi. The theme of the Conference is 

“Transportation and Logistics - 2004 & Beyond”. 

Details from 

For up-to-date news and information, either click on 

the ‘ticker-tape’ at the top of the home page, or click 

on ‘CILT News.’ In this part of the web site you will 

find the latest news reports from CILT World. Choose 

a story you wish to read, click on the orange headline 

and the fully story will be displayed. News stories are 

archived monthly, and earlier items can be found by 

navigating through the previous months. 

You can also go to the CILT World archive and 

download PDF copies of previous editions of CILT 

Dubai CILT conference, 

March 2004 

THE NEXT meeting of the CILT International 

Council is to take place on 21 - 23 March, 2004, 

in Dubai. Associated with this meeting, CILT 

Dubai are proposing a conference on Saturday 

20th March, which would be a high profile 

event for CILT. 


USEFUL INFORMATION 

World. A copy of the current edition of CILT World is 

not, however, displayed on the web site, as this is 

intended only for fully paid-up CILT members, who 

receive copies either printed in the UK and sent to 

National Councils and Sections, or printed locally by 

National Councils. 

• News and information are updated regularly, so 

please make a point of logging on to 

frequently to keep abreast of 

new developments. 

When full details of conference arrangements are 

available, they will be posted on the CILTinternational.com 

web site. After the 

International Council meeting it is proposed to 

arrange optional technical visits to the Port of 

Dubai, and the Emirates Airline training academy.

10 


LOGISTICS 

Logistics process for supply chain 

management – some reality 

A SUPPLY CHAIN is not a series of links forged 

together for a common purpose. That is a nice 

image. However it minimises the reality of the 

chain and how each link in that chain must design 

its own logistics process to function within the 

chain. As a result, there are supply chains within 

each supply chain. With supply chains, the 

emphasis is on logistics because that is the vital 

driver of the supply chain. 

The success of the chain depends on many things. 

How well and how clearly the key player in the 

chain, the large retailer/mass merchandiser or 

whoever, has defined what he is doing and why 

he is doing it that way. For suppliers located within 

the chain, this is important. There is no one 

standard universal chain. What you are dealing 

with are multiple, different supply chains and 

logistics processes and supply chains for each 

customer. That means developing agile, tailored 

logistics solutions to meet the requirements of 

each customer. 

Each chain is really a series of buyers and sellers of 

products and services. That means that each link 

participant has his own objectives, and sometimes 

conflicting objectives, which can work against 

supply chain effectiveness. 

Companies buy and sell and participate in the 

supply chain for their own reasons. This is an 

important and sometimes overlooked 

fundamental of developing a working logistics 

process, both for the entire chain and for each link 

in the chain. It is also the driver behind the need 

for collaboration between and among various 

buyers and sellers. 

A relay race 

Think of the supply chain as a relay race with good 

speed by each runner and a great handoff and 

exchange of the baton between runners. 

The diversity of participants in the chain can create 

a complex and long process. The supply chain 

design and plan must be clearly communicated. 

All parties must understand how and, especially, 

why the chain is supposed to function. This 

becomes more important as the complexity and 

length of the chain grows. Suppliers to suppliers 

to suppliers need to understand the ‘what and 

why’ so they can design their own production and 

logistics process and cycle time. 

Suppliers located in other countries need to 

understand the supply chain given the time and 

distance they are from the final supply chain 

“The supply chain should be 

designed from the end user 

back through the various 

product and service providers, 

and the purpose should be 

transparent.” 

destination. Factor in uncertainty – a primary 

reason for inventory and something that increases 

as the supply chain complexity and distances 

increase – and the need for proper supply chain 

strategic design and tactical implementation is 

compounded. 

Expediting and other crises are symptoms of 

supply chain problems. There is more involved 

than a ‘weakest link’. Excessive and consistent 

occurrences are signs of poor supply chain design 

and execution. And no software can make up for 

supply chain design and execution flaws or 

shortcomings. Software is a means to an end, a 

tool. It is not an end in and of itself to supply chain 

success. 

Cleary defined and delegated 

The supply chain should be designed from the end 

user back through the various product and service 

providers. The purpose should be transparent. 

Each party’s role in the movement of product and 

information should be clearly defined and 

delegated. Communication should be open and 

flow both ways. The potential for exceptions 

should be recognised and be built into 

contingencies for the plan. 

But note – they are exceptions. When exceptions 

occur too often, there is no process. There are just 

multiple entities each doing what they think they 

should do. The result is that the very purpose of 

supply chain management, to drive out 

inefficiencies, is lost. Instead the ‘process’ has 

reconfirmed and created its own inefficiencies. 

The process should be designed from both the 

strategic and tactical views. The strategic should 

set out the grand plan and purpose and to define 

the players and their roles and responsibilities. 

Then the tactical, operational design must address 

the details to make the process function 

effectively. 

No matter where you are positioned in the supply 

chain and no matter how well the supply chain is 

designed and operated, here are points you 

should address in your company’s logistics 

process. 

• Recognise that supply chain management has 

different meanings in different industries. The 

importance of transportation cost or inventory 

or information technology can impact the 

design and operation of the logistics process. 

Understand customer requirements 

• Understand what each of your customers 

wants and why. Each customer may have his 

own requirements. Know them. Ask questions. 

Communicate internally and work together. 

Get forecasts for each customer, that match the

egional configuration of your distribution 

centres. This enables you to better ensure that 

you have the right products positioned at the 

right warehouses to meet their local demands. 

This is important for being able to deliver full, 

complete orders on time. 

• Reduce your internal total logistics cycle time, 

with purchasing, manufacturing, customer 

order and shipping, to have product ready and 

available for delivery to the customer. Seek 

improvements to reduce the cycle time and 

improve agility. Communicate the logistics 

process within the company, both in general 

and for specific, key customers, so everyone 

internally knows what will be done, why and 

how. Analyse your distribution network. Are 

your warehouses in the correct locations for 

maximum supply chain effectiveness? Each of 

your customers expects his orders to be 

delivered complete, accurate and on time. 

Become a ‘valued supplier’ 

Make sure you are capable of doing that 

consistently so that you are a valued supplier. Do 

not fixate on lesser points, such as your LTL 

program. Instead focus on how that and other 

points come together as a cohesive effort. 

• Develop and communicate to your suppliers 

what you are doing, why you are doing it and 

what you expect of them. Learn their processes 

to help you design the best one. Collaborate 

with them to improve their processes. Have 

them develop and communicate to their 

suppliers. Optimising your own needs without 

regard to your suppliers’ can really suboptimise 

your logistics programme. 

• Learn your international suppliers’ operations 

and logistics cycle time. The lead-time with 

international sourcing and its impact in 

inventory and on operations makes this very 

important. Always having inventory in transit, 

in the pipeline, smooths some of the peaks 

and valleys in inventory replenishment and 

availability, given the distance and lead times. 

Learning when ocean carriers ship from the 

overseas port and arrive at your port of entry is 

a step to reducing bunching of incoming 

containers and product. Depending upon 

your distribution or plant locations, analyse 

using both ‘mini-landbridge’ and all-water 

options. Look at using more than one carrier 

to handle your shipments. Different sailing 

dates and arrival dates gives you alternate 

movements of inventory. Look at having a 

multi-modal approach. Depending upon your 

products and their characteristics, consider 

flying some product to also keep inventory 

flowing to reduce gaps and bunching. Do not 

fixate on such things as ‘premium freight’ 

with regard to airfreight. That is an antiquated 

definition and ignores the cycle time, 

customer service and inventory issues of 

supply chain management. 

• Reduce the number of suppliers and service 

providers you work with. Besides the benefits of 

consolidated volume and leveraging, using 

fewer firms limits, if not reduces, the complexity 

of your supply chain. Unnecessary, extra players 

can run counter to improving the process with 

collaboration. 

And, when you think you have it all worked out, 

take a deep breath, smile, and get ready to make 

changes. Your customers’ expectations and needs 

are dynamic. Your logistics process must be agile 

to meet the new demands. 

If you excel at your supply chain, your company 

will have a competitive advantage. 

This article is based on an item that appeared on 

the website of www.eyefortransport.com – a free 

information portal for the freight transportation 

industry, updated daily. 


LOGISTICS 

RESEARCH SHOWS 

HOW I.T. DRIVES LATEST 

SUPPLY-CHAIN TRENDS 

THE INSTITUTE of Logistics and Transport (ILT) 

– the UK arm of the CILT – together with DCE 

Consultants launched the ‘Supply-Chain 

Package Solutions Handbook’ at ILT2003, the 

ILT’s annual logistics convention. 

The Handbook is a comprehensive guide for 

Supply-Chain, Operations or Information 

Technology (IT) Directors in any industry, who 

want to implement highly competitive 

supply-chains that make the best use of IT 

and package software. 

The Handbook is the result of extensive 

research into the latest supply-chain trends 

and it shows how IT is: 

• Facilitating collaboration in the extended 

supply-chain 

• Enhancing supply-chain visibility through 

effective event management 

• Establishing dynamic supplier relationship 

management 

• Using real time customer data to improve 

demand planning 

IT performs a critically important role in all 

supply-chain execution, management and 

support activities. One of the key drivers for 

major change in the supply-chain has been 

the emergence of technologies enabling 

integration and real time information sharing 

across an extended supply-chain, providing 

the visibility that is now being demanded by 

customers and suppliers. 

Companies today are thus competing 

through the effectiveness of their supplychains 

but the diversity in today’s supplychain 

software market creates complexity 

and confusion for a potential purchaser. 

The Handbook guides readers through the 

latest advances in technology that are 

supporting and, increasingly, driving new, 

more sophisticated, collaborative and 

demand driven supply-chain models. It 

discusses how companies are moving 

towards these advanced supply-chain models 

and how long-term sustainable change, 

operational benefits and return on 

investment (ROI) can be achieved through 

Operational Excellence. 

Copies of this extensive report can be 

purchased from the ILT’s Bookshop: 

ILT Members: £150 +p&p 

Non ILT members: £200 +p&p 

Contact: ILT Bookshop. 

Tel: +44 (0) 1536 740104. 

Email: bookshop@iolt.org.uk

12 


ROAD PRICING 

London congestion charging brings 

‘impressive reductions’ in traffic 

In February 2003, London controversially became the largest city 

in the world to attempt to improve the movement of people and 

goods by introducing a congestion charge. 

After six months, Central London is a changed 

place – with 50,000 fewer cars per day being 

driven in the charging zone, but only 4,000 fewer 

people are entering central London each day. 

Around 110,000 motorists a day pay the charge. 

Public transport ridership has risen substantially, 

especially on buses. 15,000 extra passengers are 

using buses in the morning rush hour. Bus 

journeys that may have taken half-an-hour before 

now take only a few minutes. 

CONGESTION CHARGING commenced in central 

London on 17 February 2003. A £5 charge ($7.70) 

is required to be paid for all vehicles within the 

charging zone between 7:00 and 18:30 on 

Mondays-Fridays – unless the vehicle is exempt or 

the driver or a vehicle occupant – such as a resident 

– is entitled to a discount. 

Vehicles entering the charging zone are 

photographed by banks of cameras that record the 

time and details of vehicle registration plates. Each 

night, the details are checked electronically against 

the records of payments made by drivers – on the 

Internet, at selected shops, fuel-filling stations and 

car parks, by post in advance, by telephone, by 

SMS text message from a mobile (cellular) phone, 

or at British Telecom Internet kiosks. 

If a payment is not recorded for a vehicle by 22.00, 

the vehicle owner’s details are downloaded from 

the UK’s Driver and Vehicle Licensing Centre and a 

penalty notice is issued. The penalty charge is £40 

($62) if paid within 14 days, rising to £80 ($124) if 

paid within 28 days and £120 ($186) after then. 

Persistent evaders can have their vehicles clamped, 

towed away or impounded and broken up. 

Transport for London (TfL) – London Mayor Ken 

Livingstone’s agency that oversees all transport 

issues in the UK capital – says in its November 

2003 monitoring report that the Central London 

Congestion Charging scheme has continued to 

deliver “impressive reductions” in traffic and 

congestion after the first six months of operation. 

More than 50% of London residents say they 

support or tend to support the scheme compared 

to around 30% who oppose or tend to oppose it. 

Now the British government is talking of a national 

congestion charge. 

The following article is based on the first 

monitoring report, published in November 2003, 

reviewing the first six months of the London 

scheme.* 

TfL says the congestion charging scheme directly 

tackles four key transport priorities for London: 

- reducing congestion; 

- improving bus services; 

- improving journey time reliability for car users; 

- and making the distribution of goods and 

services more reliable, sustainable and efficient. 

It is also aimed at raising significant funds to 

improve London’s transport system. 

Reduced Traffic Levels and Congestion 

Six months from inception of congestion charging, 

TfL’s surveys show 50,000 fewer cars per day are 

being driven in the charging zone, with the 

majority of drivers switching to public transport or 

other modes of transport such as bicycles, scooters 

and car sharing, Some are diverting around the 

zone, but overall only 4,000 fewer people now 

come into the charging zone. 

Traffic delays have been reduced and the increased 

public transport capacity is successfully 

accommodating new bus passengers. 

More than 50% of London residents support or 

tend to support the scheme, compared to around 

30% who oppose or tend to oppose it. 

Congestion levels within the charging zone are 

now lower than at any stage since the mid-1980s, 

and the number of four-wheeled vehicles entering 

the zone – the main cause of congestion – has 

dropped by 16%. This has cut the amount of time 

drivers spend in queues; cut journey times; 

increased average speed; and appears to have cut 

the number of reported accidents. 

The cut in congestion could now save an average 

of ten minutes on an 80-minute round-trip to the 

zone. TfL’s target of reducing traffic delays in the 

zone by 20-30% has been achieved with an actual 

fall of around 30%. 

Public transport is coping well with the increased 

number of ex-car users. Before congestion 

charging was introduced, TfL increased bus 

capacity – with additional new vehicles, including 

London’s first articulated buses on some services, 

and some entirely new bus routes – which were 

needed to accommodate the 15,000 extra bus 

passengers travelling to the congestion charging 

zone during the morning peak period. 

Bus operations are more reliable than before, with 

excess waiting time at bus stops reduced by a 

third, and lost kilometres due to traffic delays cut 

by 60%. Additional bus lanes have been

✁ 

iv CILTWorld issue 9 

MARKETING CO-ORDINATORS 

The International Council marketing committee seeks to recommend policies to attract new members to CILT. 

The committee has a co-ordinator, Iain Parsons who links with Councils and Sections through a network of 

marketing advisers. Details are shown below. 

Country Nominated Marketing Advisor E-Mail address 

Marketing Committe Iain parsons Iain.Parsons@Wirralsurf.co.uk 

Australia Len Harper Harps@sneaker.net.au (or) citia@mail.smartchat.net.au 

Bangladesh Amirul I. Chowdhury Amirul@tcl.4mg.com 

Ghana Addai Peter Otchere Travelex@hotmail.com 

Hong Kong Dr S.C.Wong hhecwsc@hkucc.hku.hk 

India Mr V.N. Mathur edchg@del3.vsnl.net.in 

Ireland Barry O’Grady philip@citi.iol.ie 

Kenya Mr Anyangogi anyangogi@gt.co.ke 

Malaysia Dr Abdul Samad bin Mohamed citm@po.jaring.my 

Malta Bruno Olivier mark.bruno@mma.gov.mt 

Mauritius Details awaited iks@intnet.mu (or) mpa@intnet.mu 

Nepal Details awaited Raunair@unlimit.com 

New Zealand Bruce Draper Citnz@citnz.org.nz (or) Bruce@itnz.org.nz 

Nigeria Gregg Ilukwe Gezhil@linkserve.com.ng 

North America Hazim Ghonima Ghonima@citna.com 

Pakistan Mr Humera Ysmeen Lodhi Citkhpak@yahoo.com (or) e-mail@tachno-consult.com 

Singapore Ivan Neo Cit@pacific.net.sg (or) ivanneo@asia1.com 

South Africa Details awaited pfreeman@csir.co.za. (or) gerarddv@khuthele.co.za 

Sri Lanka Details awaited Cit-sl@sathsindu.com.ik 

Tanzania Details awaited Fungafungasaad@hotmail.com.or 

Thailand Details awaited Admin@ciltthai.com 

Uganda Details awaited Eolupot@yahoo.com 

U A E Jitendra Misra capt.misra@osmdubai.com 

United Kingdom Brian Ford Bford@iolt.org.uk 

Zambia Details awaited Muhechi@coppernet.zm 

Zimbabwe David Cruttenden utgceo@africaonline.co.zw 

PLEASE CUT ALONG DOTTED LINE AND RETURN IN AN ENVELOPE TO: 

THE CHARTERED INSTITUTE OF LOGISTICS AND TRANSPORT 

C/O ELECTORAL REFORM SERVICES 

INDEPENDENCE HOUSE 

33 CLARENDON ROAD 

LONDON 

N8 ONW 

ENGLAND

I am proud and honoured to be elected as your 

President for my term of 2 years from 1 October 

2003. I look forward to continue the development of 

the Institute and it’s strategy, which my predecessor 

encouraged under the theme “What’s Next?”. The 

aim is to address our future strategy. I also wish to 

pay tribute to Jack So, who has now relinquished 

office to become Past President. We are grateful for 

his commitment and encouragement in developing 

a membership base in mainland China. 

Last year we saw the culmination of the work that 

has gone into debating and agreeing the 

propositions which were to be put to the 

membership to change our bye-laws, to recognise 

new post nominals and introduce the new grade of 

Member. I am very pleased that the Privy Council 

gave authority to introduce the new bye-laws on the 

23 September 2003. 

I am pleased to report we were able to agree a 

proposal to submit to a future Council meeting that 

the membership in Beijing should be recognised as 

an Independent Section through the China 

Communications and Transportation Association 

(CCTA). I am also delighted that we were able to 

grant independent status to our Section in Dubai, in 

the UAE. It proves there is a significant role for our 

Important changes in our Institute bye-laws took 

place in September 2003 when the Privy Council 

approved new bye-laws. These changes have 

resulted in the Institute being able to establish a new 

grade of “Member” which together with the 

appropriate education and experience qualifications 

will enable a member once elected to have a post 

nominal MILT. 

The former grade of “Associate” has now been 

abolished, since it is thought more fitting that many 

of our Associates could qualify for Member status 

and may qualify for MILT. This will give status and 

international recognition to this important group of 

our membership. We will of course continue to 

welcome those who have an interest in logistics and 

transport but do not seek full membership and 

become Affiliate members. This does not carry a post 

nominal. 

The changes are significant because they now enable 

all of us to recruit younger members into our Institute 

and to give them much earlier recognition in their 

Institute as countries seek to develop professional 

management in the logistics and transport 

disciplines which is of course so necessary if countries 

are to maximise their economic potential. 

As International Vice President, I was constantly 

made aware of the unique role of our Institute in its 

international dimension, and the recognition that we 

are multimodal with a mission to provide education 

and training for our membership through our policy 

of continuous professional development. 

I wish to take this opportunity to thank the 

International Vice Presidents for their 

encouragement and support and also to the Chief 

Officers of our Institute who particularly have borne 

the brunt of introducing the changes, which were 

approved by the International Council and approved 

by a membership vote. 

In my role as President, I want to have proper regard 

to the aspirations of our membership who wish to 

see our Institute raise its profile, recruit members and 

to make it more relevant in to-day’s business world. 

Peter J O’Keefe FCILT 

President 

22 January 2004 

career. The new grade of MILT is supported by a new 

Certificate in Logistics and Transport and is a stepping 

stone towards those who would wish to qualify for 

Chartered Membership. 

For all members new post nominals are now 

introduced to reflect our new title. Members should 

now use these. 

Chartered Fellow: FCILT 

Chartered Member: CMILT 

Member: MILT 

The Council will now examine its future strategy 

under “What’s Next?” having achieved a change in 

title and made our Institute more relevant to 

members. Inevitably we have more to do particularly 

in communicating with our membership. I am 

pleased that CILT World has been well received by 

our membership. At the same time we have spent a 

great deal of time and energy in commissioning our 

new CILT website, www.cilt-international.com. I 

hope you will take the opportunity to visit the site 

regularly with its breaking news facility. 

CILTWorld issue 9 i 

ANNUAL REPORT AND ACCOUNTS – SPECIAL SUPPLEMENT 

THE CHARTERED INSTITUTE 

OF LOGISTICS AND TRANSPORT 

PRESIDENT’S REPORT 

Peter O’Keefe 

President CILT 

Report from Director General 

During the year I have made a number of visits to 

Councils and Sections overseas on behalf of the 

Council to develop membership particularly in new 

countries. It is anticipated that Mainland China will 

soon become a new Independent Section and 

discussions are now taking place with Indonesia. 

There is a growing worldwide interest in our Institute 

since we have a unique role in being both 

international, multimodal and with a Royal Charter 

which gives a recognition of our professional 

standards and quality. We intend to protect our 

standards while maintaining our core objective of 

training and education. 

May I thank all those who have given me their time 

and support in enabling me to carry out my task of 

serving the membership. 

Cyril Bleasdale OBE FCILT 

Director General 

22 January 2004

ii CILTWorld issue 9 

ANNUAL ACCOUNTS 

ANNUAL GENERAL MEETING 

NOTICE IS HEREBY GIVEN that the 2004 Annual 

General Meeting of the Institute will be held at 

The Fairmont Hotel,PO Box 97555, 

Sheikh Zayed Road, Dubai. on Monday 22 March 

2004 at 1.30 p.m. to conduct the following 

business: 

As Ordinary Business 

1. To consider and if thought fit adopt the 

Accounts for the year ended 30 September 

2003 and the reports of the Council and 

Auditors. 

2. To re-appoint Mazars as Auditors and to 

authorise Council to agree their 

remuneration. 

By Order of the Council 

Cyril Bleasdale OBE 

Director General and Secretary 

22 January 2004 

Notes: 

1. An abstract of the annual accounts of the 

Institute for the year to 30 September 2003 is 

shown on these pages. A copy of the full 

accounts for the year can be obtained on 

request to J Kinley, Director of Finance, 11/12 

Buckingham Gate, London SW1E 6LB or 

email jkinley@iolt.org.uk. 

2. An Institute Member (A Chartered Fellow or 

Chartered Member) entitled to attend and 

vote at the meeting convened by this notice is 

entitled to appoint a proxy to attend and vote 

instead of him. A proxy must be an Institute 

Member of the Institute or the chairman of 

the meeting. 

3. The appointment of a proxy will not prevent 

you from subsequently attending and voting 

at the meeting in person. 

4. To be effective the instrument appointing a 

proxy, and any power of attorney or other 

authority under which it is executed (or a duly 

certified copy of any such power or 

authority), must be deposited at the office of 

the Institute, as set out in the Form of Proxy, 

not less than 48 hours before the time of 

holding the meeting. 

FINANCIAL ACTIVITIES FOR THE YEAR ENDED 30 SEPTEMBER 2003 

Unrestricted Funds Endowment Total 

General Other Total Funds Funds 2002 

£'000 £'000 £'000 £'000 £'000 £'000 

Income and Expenditure 

Incoming Resources 

Activities in furtherance of the charity’s objects 

Subscriptions and fees 85 - 85 - 85 91 

Dividends and interest 9 2 11 13 24 25 

Total 94 2 96 13 109 116 

Resources Expended 

Charitable Expenditure 

Cost of activities in furtherance of the charity’s objectives 

Professional activities 101 34 135 3 138 148 

Net (outgoing)/incoming resources before transfers (7) (32) (39) 10 (29) (32) 

Transfers between funds 3 3 (3) - - 

Net (outgoing)/incoming resources for the year (7) (29) (36) 7 (29) (32) 

before revaluations and investment asset disposals 

Other recognised gains and losses 

Gains/(Losses) on investments: 4 1 5 6 11 (76) 

NET MOVEMENT IN FUNDS (3) (28) (31) 13 (18) (108) 

Funds brought forward, 1 October 2002 174 28 202 266 468 576 

Funds carried forward, 30 September 2003 171 - 171 279 450 468

BALANCE SHEET AT 30 SEPTEMBER 2003 

2003 2002 

£'000 £'000 

FIXED ASSETS 

Investments 442 484 

CURRENT ASSETS 

Cash 23 9 

Sundry debtors 6 16 

Due by The Institute of Logistics and Transport 2 - 

31 25 

CURRENT LIABILITIES 

Due to The Institute of Logistics and Transport - (22) 

Other creditors (23) (19) 

(23) (41) 

NET CURRENT ASSETS/(LIABILITIES) 8 (16) 

NET ASSETS 450 468 

Represented by: 

Unrestricted funds 171 202 

Endowment funds 279 266 

MEMBERS' FUNDS 450 468 

PLEASE COMPLETE IN BLOCK CAPITALS 

The Chartered Institute of 

Logistics Membership & Transport No. 

Name 

International 

Address 

The Chartered Institute of Logistics and Transport 

Form of Proxy 

I being an Institute Member (Chartered Fellow or Chartered Member) of 

The Chartered Institute of Logistics and Transport, and entitled to vote 

hereby appoint the chairman of the meeting* 

................... ................ ................ ................ ................ ................ ..... 

as my proxy to vote for me on my behalf at the annual general meeting of 

the Institute to be held on 22 March 2004 and at any adjournment thereof. 

I desire my vote(s) to be cast as indicated below: 

(Please indicate below with a X how you 

wish your votes to be cast) FOR AGAINST 

1. To adopt the Reports and Accounts 

2. To re appoint Mazars as Auditors and to 

authorise Council to agree their renumeration 

CILTWorld issue 9 iii 

ANNUAL ACCOUNTS 

Signed on behalf of 

the Council on 22 

January 2004 

P J O’Keefe 

President 

M N Pestereff 

Honorary Treasurer 

C Bleasdale 

Director General 

and Secretary 

SIGNATURE................................................................................ 

DATED THIS .............................DAY OF...............................2004 

Note 

Proxies must be lodged at the office of the Institute not later than 

48 hours before the meeting. Unless otherwise instructed the proxy 

will vote or abstain as he thinks fit. A proxy must be an Institute 

Member (a Chartered Fellow or Chartered Member) of the Institute 

or the chairman of the meeting. 

* If you wish to appoint a proxy other than the chairman of the 

meeting please insert his or her name and address and delete “the 

chairman of the meeting”. 

✁

Left: Less congestion has led to 

improved quality of life for those who 

live in, work in, or visit central London. 

Above: Bus journey times have also 

improved by the requirement of all 

passengers to obtain authority to 

travel before boarding buses on most 

routes. 

Right: Many extra buses have been 

introduced to cope with additional 

passengers – as many as 15,000 more 

in the morning rush hour. 

introduced, with increased enforcement. Journey 

times have also been improved by the 

requirement of all passengers to obtain authority 

to travel before boarding buses on most routes. 

To facilitate this, on-street ticket machines have 

been set up at all bus stops throughout Central 

London, either for purchase of a single journey 

ticket or an all-day travel card. 

A reduction of 30% in car movements to the 

zone slightly exceeds TfL’s original expectations. 

Taxi movements have increased by 20% – more 

than TfL expected – while van and lorry 

movements have decreased by 10%, slightly 

more than expected; and cycling has increased by 

30%, although the exceptionally favourable 

spring and summer weather in 2003 may have 

been a factor. 

Small changes – varying between -7% and +7% 

– have been measured in orbital traffic levels 

outside the charging zone. However, no 

significant traffic displacement to local roads 

around the zone has been observed. 

Provisional data for reported accidents inside the 

charging zone during charging hours suggest an 

approximate 20% reduction compared to the 

same period in 2002. Concerns raised about 

potential increases in two-wheeled vehicle 

accidents (particularly motorbikes) seem to have 

been unfounded. TfL says it will be closely 

monitoring the situation to assess whether these 

early indications are sustained. 

Economic Impact 

Concerns over the detrimental impact of charging 

on economic activity appear to have been 

misplaced, says TfL. 

Fewer people are now coming into central London 

– but for a variety of reasons. The ‘Footfall Index’, 

a measure of people visiting retail centres, 

indicates a 7% year-on-year decline within the 

charging zone, and that retail activity in central 

London during the first half of 2003 was notably 

lower than the equivalent period in 2002. 

Approximately 70,000 fewer people are coming 

into the zone by all forms of transport compared to 

Spring 2002, when an estimated 1.6million people 

made journeys into the charging zone. Since 85- 

90% of people coming into central London travel 

by public transport, the relative impact of reduced 

car users is minimal. It is estimated that the 

congestion-charging scheme is only responsible 

for around 5-7% of the overall reduction in people 

coming into the charging zone. 

Furthermore, reduced traffic delays, improved 

journey time reliability, reduced waiting time at bus 

stops, and lower fuel consumption resulting from 

congestion charging all have economic benefits 

which should assist business, says TfL. 

Transport for London says it will continue to 

develop the assessment of the economic impacts 

of the scheme through its ongoing monitoring 

programme. 


ROAD PRICING 

Improvements to Operations 

Most aspects of the operation of the congestioncharging 

scheme have been functioning 

satisfactorily for most chargepayers since charging 

began, claims TfL. But it adds that monitoring and 

chargepayer feedback on the first months of 

operation highlighted concerns around several 

aspects of the service. 

In August 2003 changes were made to TfL’s 

contract with Capita, the company that is 

contracted to operate the project and collect the 

revenues and penalty payments. Capita has 

agreed to invest substantially to provide an 

enhanced level of service to central London 

congestion charge users. This programme of 

improvements includes the employment of more 

staff, the introduction of enhanced Information 

Technology and processes to improve data quality, 

customer care, and “firm but fair enforcement.” 

However, TfL admitted the contract re-negotiation 

was “not unexpected given the new, innovative 

and unique nature of the scheme.” Indeed, the 

original contract envisaged substantial changes 

would be made through a change control process 

and a six monthly review of the performance 

regime. 

Improvements are planned to become apparent 

over the coming months, with the full programme 

to be complete by the end of March 2004. 

Measures have already been taken to increase 

numbers of enforcement processing and customer

14 


ROAD PRICING 

service representatives, and TfL is due to improve 

the enforcement processes and implement an 

enhanced Performance Indicator regime. 

Enquiries via the telephone call centre now 

average around 70,000 calls per week – a fall from 

the 167,000 average of the first few weeks of 

operation. This reduction is said to be due to 

increased public awareness of the scheme, both in 

terms of its policy and its operation, and reduced 

use of the call centre for payments. 

Enforcement Improvements 

In the first six months an average of 106,200 

Penalty Charge Notices (PCN) were issued per 

month. At the end of September, around 14,200 

appeals had been registered. By November 2003, 

10,600 of these appeals had been processed, with 

4,000 being referred to the independent 

adjudicator. 

Additional bus services 

have included the 

introduction of 

London’s first 

articulated buses (left) 

Recent figures show an ongoing trend in the 

reduction of the number of representations and 

appeals. Since the summer more than 110 

persistent evaders have had their vehicles 

clamped or removed and impounded by TfL. The 

number of vehicles clamped or removed is 

expected to increase over the coming months. 

The number of representations made by vehicle 

keepers in response to PCNs has significantly 

decreased month on month. Representations 

made in response to PCNs currently lie at about 

16% compared with 62% in the opening weeks 

of the scheme. 

As a result of the renegotiations with Capita, and 

the improvements demanded by TfL, it is expected 

that the numbers of PCNs issued will increase, 

while the efficiency of handling representations 

will be improved. 

Revenues 

Congestion charging is now expected to generate 

£68 million ($105m) in the 2003/4 financial year 

for spending on transport improvements. 

Revenues are expected to increase to £80-£100 

million ($125m - $155m) in subsequent years as 

improved enforcement is implemented from 

autumn 2003 onwards. 

The net revenues are lower than originally 

projected, largely due to the lower number of 

chargeable vehicles entering the zone than 

predicted, but also because of a higher number of 

exempt and discounted vehicles. 

London’s ‘improved quality of life’ 

Less congestion and fewer vehicles have eased the 

strain of travelling around central London leading 

to improved quality of life for those who live in, 

work in, or visit central London. 

London’s congestion charging scheme, whilst 

having some early teething problems, is tackling 

key transport priorities and helping improve 

London and its environment, TfL reckons. TfL says 

it will continue to monitor the impacts closely to 

ensure that these benefits are maintained. Fuller 

details of the impacts of the scheme will be 

provided in the Second Annual Monitoring 

Report, expected to be published in spring 2004. 

• A full copy of ‘Congestion Charging: 6 Months 

On’ — and full details of how the London 

congestion charging scheme works — can be 

found on the TfL website at: 

http://www.tfl.gov.uk/tfl/cc_intro.shtml

16 


FOCUS ON CHINA 

Power-house China’s economy 

surges – up 9.1% 

China continues to be a power-house 

of world trade, and of logistics and 

transport requirements 

CHINA'S FACTORIES hit their fastest 

growth rate in eight months in 

October2003 as sectors such as 

electronics and machinery kept the 

world's sixth-biggest economy 

steaming ahead. 

Industrial output in October was 

17.2% higher than a year earlier, 

accelerating from the 16.3% rise in 

the year through September. The 

State Statistical Bureau said China's 

exports to the rest of the world surged 

by over 36%. 

Chinese exports hit $40.93 billion 

(£24.8bn) in October and imports 

rose an annual 39.7% to $35.19 

Shenzhen Port growth 

overtakes Hong Kong 

SHENZHEN Port overtook Hong 

Kong's Kwai Chung Terminal with 

a total container throughput of 

1.029 million TEU (20ft equivalent 

units) in October, 2003 – the third 

consecutive month that 

Shenzhen’s throughput topped 

the one million mark 

Initial figures put Hong Kong's 

Kwai Chung Terminal at 1.025 

million TEU in October, about 

5,000 TEU less than Shenzhen’s, 

and the fifth consecutive month 

that Kwai Chung has recorded a 

drop in container throughput. 

For the first 10 months of the year, 

Shenzhen’s total throughput was 

8.68 million TEU, up 39.82% over the 

same period last year. Yantian 

accounted for 4.31 million TEU, up 

25.9%; Chiwan had 1.31million TEU, 

up 40.7%, and Shekou handled 1.24 

million TEU, an increase of 77.7%. 

According to Prof. Zheng Tian-xiang 

of Hong Kong, Macau and Pearl River 

Delta Research Centre at Zhongshan 

University, Shenzhen is on the way to 

increase its total annual capacity to 32 

million TEU, well ahead of Hong 

Kong's 19 million TEU. 

New logistics hub for 

China-Japan food trade 

A JOINT VENTURE between Japan’s 

i-Logistics and China's Shandong 

International Transportation Corp. 

is to open a newly completed 

large-size refrigerated warehouse 

in the hinterland of China's 

Qingdao port. The warehouse will 

act as an integrated logistics hub, 

mainly handling food trade 

between China and Japan. 

Shandong Province is a major 

agricultural centre in China, 

handling the largest volumes of 

reefer containers in China. 

billion (£22.9bn), according to China’s 

Customs service. Factory output, 

driven by exports and investment, 

showed China’s economy grew 9.1% 

between the third quarters of 2002 

and 2003. 

Overall, industrial output in the first 

10 months of 2003 was 16.7% 

higher than a year earlier. Personal 

computer output in October 2003 

was twice as great as a year earlier 

while production of other kinds of 

computers rose nearly 58%. Output 

of home appliances such as ovens 

and microwaves soared more than 

SHANGHAI is now the third-largest 

container port in the world, after 

Hong Kong and Singapore and 

expects to handle 11 million TEU in 

2003, exceeding its own authority’s 

earlier predictions which put the 

figure at 10 million. 

The port of Shanghai has already 

handled more containers this year 

than the 8.61 million TEU in 2002, 

50% while steel production climbed 

25%. In the United States there 

were complaints of jobs losses in 

manufacturing being caused by 

China's fixed exchange rate regime, 

with claims that an undervalued 

yuan currency gives the world's fifth 

largest trading nation an unfair 

export advantage. 

While China's exports boomed 

during 2003, imports have also 

soared as the country bought huge 

amounts of raw materials and 

components to keep its industries 

going. 

Shanghai now third largest 

container port in world 

which was a record figure at that 

time. According to the Chinese 

Ministry of Trade, that total was 

exceeded on 14 October 2003. 

Hong Kong and Singapore are still 

much larger container ports, but 

the Chinese government plans to 

boost Shanghai’s position with 

major investments over the next 

few years.

Australians focus on China’s 

supply chains 

AUSTRALIAN logistics companies are 

making their presence felt in China, 

exploiting a sector trying to keep up 

with the country's economic 

expansion. 

Tennant Ltd is increasing its physical 

presence in China with two new 

distribution centres, which has 

opened a multi-million-dollar 

installation in Shanghai, complete 

with warehousing facilities, cranes 

and container loading. The company 

is also due to establish another centre 

in Tianjin, the closest seaport to 

Beijing. 

Tennant started nine years ago with a 

distribution centre in Guangzhou, 

and now claims a $100 million 

turnover in China, where it moves 

between 500,000 and 700,000 tons 

of products each year. The company 

specialises in transporting chemical 

products to, from, and within China 

by road, rail and ship, and provides 

Beijing new airport plan 

BEIJING, China’s capital – which is 

to host the 2008 Olympic games – 

has unveiled plans for a $2 billion 

airport terminal designed by 

architect Sir Norman Foster. 

The British firm, Foster and 

Partners, called their sleek creation 

a “modern gateway” to the 

Chinese capital. In a ceremony, 

Civil Aviation Administration Vice- 

Minister Yang Guoqing 

pronounced Foster’s firm winners 

of an international competition to 

build the 16 billion yuan ($1.93 

billion, £1.18bn) project. 

Foster and Partners, in a statement 

on its web site, said their design as 

user-friendly and energy-saving. 

The structure’s “soaring 

aerodynamic roof reflects the 

poetry of flight as well as being 

evocative of traditional Chinese 

colours and symbols,” it said. “All 

passengers will enjoy the fully 

glazed single lofty space, daylit 

through rooflights and bathed in 

colour changing from red to yellow 

as you progress through it.” 

Beijing Capital International 

Airport Co. announced in 

September 2003 that the 

government had approved a 16.7 

billion yuan expansion plan. The 

airport’s last makeover came in the 

form of a minimalist new terminal 

that opened in 1999. 

But with traffic at China’s busiest 

airport expected to more than 

double to 60 million passengers 

per year by 2015, from 27.5 million 

in 2002, a vast new terminal is 

needed. 

Foster is collaborating on the 

project with British engineering 

company ARUP, an alliance that 

also forged the Chek Lap Kok 

International Airport in Hong 

Kong. They will team up with the 

Beijing Institute of Architectural 

Design and Research as China 

requires foreign architects to work 

with local partners. 

Construction is set to begin in 

2004 and be completed by 2007, 

the Beijing Evening News said. 

supply chain management. 

According to Tennant’s MD, Stephen 

Wolfe, and other observers, logistics is 

an under-developed field in China, 

causing hassles for companies doing 

business there but creating 

opportunities for logistics providers 

prepared to solve them. 

Another Australian logistics company 

operating in China is Adelaide-based 

Pulse Logistics Systems. 

But expansion into China is not 

limited to Australian companies. 

Fedex Express recently announced it 

would create a special operation to 

handle China. “It's one of the fastest 

growing markets around the 

world,” said Rhicke Jennings, Fedex 

MD for Australia, New Zealand and 

the Pacific. 

BILATERAL trade between China and 

Singapore reached US$16.89 billion 

in the first 10 months of 2003, an 

increase of 28.7% over the same 

period last year, according to China’s 

Ministry of Commerce. 

China’s imports from Singapore 

were up 40.8% at $7.96 billion, 


FOCUS ON CHINA 

Cathay sets 

cargo record 

Further confirmation of the 

growth in China came from 

Cathay Pacific Airways, whose 

traffic figures for October 2003 

showed an all-time record for 

one-month cargo shipments. 

Cathay said it carried a record 

5,651 tons in September, a 2.4% 

increase year-on-year. 

The airline’s General Manager 

(Cargo) Kenny Tang said that 

October's record figures show 

that “Hong Kong's export 

market remains robust, 

particularly on trunk routes to the 

US, Europe and Japan.” 

Cathay Pacific also carried 

1,017,884 passengers in October, 

2003, up from 951,703 

passengers in September, though 

down 3.5% year-on-year. 

China-Singapore trade 

expected to exceed $20bn 

while exports to Singapore were up 

19.5% at $8.92 billion. 

The ministry quoted forecasts from 

Singapore predicting that bilateral 

trade between the two countries 

would pass the US$20 billion mark 

by the end of 2003.

18 


MULTI-MODAL 

Canadian Expressway — 

‘a passenger service for trucks’ 

by Alan Marshall 

WHILE a £10 billion project strives to win approval in 

the UK to take up to 10,000 lorries a day off Britain’s 

motorways, a Canadian railway is showing the 

benefits of a similar scheme between Montreal and 

the mid-west USA. 

The British proposal would see ‘piggy-back’ 

trains taking lorry trailers from a series of depots 

to the Channel Tunnel. The ‘Central Railway’ 

route would relieve motorways of some five 

million lorry journeys a year, its backers claim. 

Central Railway would extend beyond the 

Channel Tunnel to Lille, in Northern France, and 

is reported to have attracted the support of the 

French government. 

In Canada and mid-west America a similar 

cross-border scheme is already winning large 

volumes of ‘piggy-back’ lorry trailers from the 

roads. Launched in 2002 by Canadian Pacific 

Railway, one of Canada’s two railroad giants – 

after three years of trials and £20 million 

investment – the service is dubbed Expressway, 

with huge trains speeding daily between the 

eastern port of Montreal (Quebec), Toronto 

(Ontario), Windsor (Ontario) and Detroit 

(Michigan, USA). 

CP Rail – which is Canada's second-biggest 

railway with a 22,500-kilometre (14,060 mile) 

network stretching from Montreal to Vancouver, 

and into the U.S. Northeast and Midwest region 

– is also making major investments in new 

intermodal rolling stock (see page 19). 

Because the Port of Montreal is 1,000 miles 

along the St Lawrence River inside Canada, more 

goods to and from mid-west USA travel this way 

than via east coast US ports, such as New York. 

Montreal now handles more than one million 

containers a year – half of them coming from, or 

going to, locations in the United States. 

So successful has been the service , at the time of 

writing Expressway is to extend south to Chicago 

(Illinois), and in Canada eastwards to Quebec 

City. A service from Toronto via Montreal to New 

York is also planned. 

Each train 1.8km long 

Each Expressway train is 2,000 yards long — that’s 

nearly one and a quarter miles (1.8 km) – and 

operates at 100 km/h (60mph), hauled by three or 

four diesel locomotives, depending on their 

power. The journey between Montreal and 

Toronto takes five hours and road hauliers can 

book up to a year in advance to get their trailers 

on the trains. 

All customers negotiate their own prices with 

CPR, as there is no regulation of costs and charges 

on Canadian or American railways, but a typical 

rate to carry a trailer between Montreal and 

Toronto would be around £200 ($330), CPR 

officials told me. 

The ‘secret’ of CPR’s Expressway operation is the 

rapidity with which lorry trailers are loaded onto 

the rail wagons and the trains are despatched. 

Each train is divided into 10-wagon articulated 

sections and trailers are parked in order for 

loading. CPR claims that 95% of road tractor 

units leave a terminal within 15 minutes of 

delivering their trailers. All paperwork, including 

bills of lading and customs documentation, is 

computerised as part of the pre-booking 

arrangements. 

“Expressway is basically a passenger service for 

trucks,” said Ray O’Meara, CPR’s general 

manager of Expressway. “We don’t compete with 

truckers because we don’t deal with shippers. 

Rather, we are a wholesaler of line-haul services 

for truckers. What we are saying is that we think 

we can help the truck industry become more 

profitable.” 

Expressway is also popular with trucking 

companies because of the growing shortage of 

truck drivers in Canada and the USA, where the 

industry is attracting fewer recruits each year. 

The CPR procedure is very efficient, with just two 

tractor drivers and two supervisors on the ground 

being responsible for loading the whole train, 

keeping in touch with each other and with the 

train driver by two-way radio. 

After consignments have been delivered to a CPR 

terminal, diesel tractor tugs push each trailer up a 

portable ramp onto its designated rail wagon. A 

support then rises from the floor of the wagon to 

replace the ‘fifth wheel’ on the tractor unit and to 

hold the trailer securely in place. The trailer’s air 

brake lines are detached and the tractor tug unit is 

removed. The loading process takes just one 

minute. 

Many refrigerated trailers are carried, but no 

power supplies are necessary on the train because 

of the quick loading and transit times. Instead 

trailers are fully charged to maximum coldness 

before departure. 

As each 10-wagon set is loaded, it is shunted into 

line by the train locomotives until the massive 

trainload, 2,000 yards (1.8 km) long, is all coupled 

together. Brake tests are done as each section is 

coupled to the train so, within a minute or two of 

the last set of wagons being hooked up, the train 

is ready to head off at 60 mph.

Fixed articulated wagons, with buck-eye couplers 

between the 10-wagon sections, mean the whole 

train is a rigid unit, thus avoiding “snatch” shocks 

which could damage the road trailers during 

acceleration and braking. 

British proposal argued for 20 years 

The projected Central Railway link in Britain, 

which has been argued over for 20 years, would 

follow much of the former Great Central Railway 

route, closed in 1967, and its proposers say this 

will minimise disruption during both its 

construction and operation. The line would 

extend from Liverpool through the Warrington 

and Sheffield areas – including bringing the 

Trans-Pennine Woodhead Tunnel back into use – 

down to west London, via Leicester, Rugby and 

Main picture: A double-stacked intermodal train 

heads east through the Rockies from Vancouver 

for Chicago. 

Small pictures, clockwise from top left: Expressway 

trailers are backed onto rail wagons using portable 

ramps; hydraulic arm locks into the 5th wheel 

position and holds the trailer in position; a trio of 

locomotives collects a 10-wagon section to be 

shunted onto the whole train which stretches out 

to1.8km; Expressway trailers speed over a 

congested Parkway near Toronto; a doublestacked 

intermodal train is prepared at the Port of 

Montréal. 

Aylesbury. A short extension could also be built at 

Rugby so train services on the West Coast Main 

Line from the North and Scotland could link with 

the new route. 

The principal partners in the Central Railway 

scheme are the multi-national engineering and 

management services’ company, Parsons 

Brinckerhoff, and the French national railway SNCF. 

Andrew Gritten, chairman of Central Railway, said: 

“The main benefit of the project will be the 

enormous number of lorries taken off the roads 

between Britain and France. There are also 

potential benefits for passenger services. A big 

plus for the (UK) government is that the scheme 

will not require any taxpayer’s money.” 


MULTI-MODAL 

Asia traffic 

spurs upgrade 

of CP intermodal 

services 

CANADIAN PACIFIC has embarked on a major 

renewal of its transcontinental intermodal fleet, 

partly driven by growing traffic of consumer 

products from Asia to North America. 

New railcars and longer trains will let CP move 

the same volumes of freight for less cost, the 

Calgary-based company said as it announced 

the major rolling stock revamp in November 

2003. 

CP Rail's intermodal corridors are Montreal- 

Chicago, Vancouver-Chicago and Montreal- 

Vancouver, and each train will carry 28% more 

containers, while there will be 16% fewer train 

starts once the entire fleet is renewed. The 

project involves acquiring 5,500 new doublestack 

cars, extending sidings in northern 

Ontario, running longer trains and adding 

locomotives in the middle of each train. “We’ll 

be carrying the same volume of freight but in 

fewer trains,” company spokesman Len 

Cocolicchio explained. 

He added that the intermodal service between 

Vancouver and the North American railway hub 

of Chicago is CPR's fastest-growing corridor and 

is attracting new business. 

High level of reliability 

“We’ve seen the benefit of more shippers 

calling at Vancouver as their first port of call in 

North America,” said Cocolicchio. He said the 

intermodal services require a high level of 

reliability because containers carry mainly 

inventory-sensitive consumer products made in 

Asia. 

CP’s undisclosed investment in the new 

intermodal fleet will create savings in fuel costs 

and labour, said Pat Pender, vice-president of 

product design. The order is for 3,900 cars that 

are 16m long and 1,600 cars that are 12.2m. 

New trains will be introduced in January and 

should all be in service by the fourth quarter of 

2004. CP Rail will have a net reduction of 1,300 

cars once the fleet is renewed. 

The trains will be a maximum of almost three 

kilometres long. In previous winters, trains 

have been made shorter because air leaks have 

caused brakes to be applied on rail cars towards 

the rear of the train. Adding a middle 

locomotive in winter – a new concept for CP – 

will increase the air supply to the brakes, 

hopefully enabling the longer trains to run 

all-year round.

20 


NEWS FROM MEMBERS 

Cuba – taking things for granted 

How one Chartered member of 

CILT felt he might have to go into 

‘James Bond mode’ to observe 

Havana’s overland metro bus 

services – which operate with 

‘Camels’ ... but without route 

maps or timetables, and few bus 

stops! 

By Mike Taylor, CMILT * 

IN BRITAIN, we often take some of the simple 

things for granted. On a recent visit to Cuba I 

was quickly reminded of this. About a month 

before my departure from the UK I decided it 

would be nice, while on holiday to visit a couple 

of Cuba bus companies in order to have an 

informal meeting to compare bus-operating 

problems and to have the opportunity to take 

some photographs for my archive. 

Faxes were sent off to three bus companies in 

Cuba, but after a week I had received no response 

from any of them. I repeated the exercise a second 

time, but still no response. A week before my 

departure to Havana I was disturbed by my 

secretary in a meeting to say the Cuban Public 

Relations Attaché In London wanted to speak to 

me urgently. 

The gentleman from the Embassy, although 

polite, was very assertive on the phone line: he 

had “heard” that I wanted to interview some bus 

managers. I had “only” a tourist visa and not a 

journalist visa, and such visits could not be 

permitted. Suddenly it appeared “big brother” 

was in a position to stop my holiday to Cuba. It 

was necessary for me to quickly backtrack, eat 

humble pie and to forego my harmless idea of 

sharing bus operational experience with my 

Cuban peers. 

Attitudes change and finally the Attaché 

suggested that upon my arrival in Havana I 

presented myself to the “English Section” at the 

International Press office. This I duly did – and was 

met by a very helpful official. Photographs and 

forms were completed and exchanged, meetings 

would be arranged and a ‘minder’ would escort 

me on my visits. 

‘I felt I was moving into covert operations’ 

However, after completing all these formalities I 

heard nothing more from the International Press 

Office about my proposed visits to the bus depots. 

As I had not been given any official permission to 

make my visit I felt I was moving into covert 

operations in my observations of the public road 

passenger transport in Havana. 

The city has around two million residents, no metro 

and a relatively low car population. Personal 

mobility, therefore, is either by foot or by bus. 

Political and economic conditions have precluded 

any substantial investment in the city bus fleet. 

The municipal fleet appears to consist of Mercedes 

Benz and Volvo standard buses with Brazilian Buscar 

bodies painted in a dull blue and white livery. These 

appear to have been supplemented by a number of 

Dutch Den Oudsten Dafs, still in their original 

liveries. 

Among those interested in transport, Havana has 

become famous for its substitute overland metro 

bus services. Known as “Camels” – because of their 

two humps – these are principally converted 

articulated lorries (see picture above). These were 

introduced in 1995 on around ten major corridor 

routes radiating out from the city centre. The routes 

have to be planned carefully due to the physical size 

and manoeuvrability of these huge “truck buses”, 

which are around 75ft (23 metres) long – compared 

with 60ft (18 metres) for a typical articulated bus. 

Each route has a prefix letter “M” followed by a 

designated numerical number. To add further 

distinction, each route has a specific allocation of 

“Camels” and they are painted in very bright pastel 

colours dedicated to that route. 

Carrying up to 300 passengers, these vehicles are 

clearly prime movers as, having observed them 

during the day, they always appeared to be full. 

Ultimate secrecy 

The secrecy in Cuban life seems to extend to the 

ultimate. There appear to be no official bus route 

maps or printed timetables for any of the bus 

services to assist Havana’s two million citizens. 

That may not be too surprising, as many capitals 

in developing countries have limited budgets – 

but Cuba has around two million overseas 

visitors a year, and nearly all of them spend time 

in Havana. 

What is even more problematic is that bus stops 

are almost non existent in the city. Your only clue is 

a line of waiting people. However, you have no 

idea what bus they are waiting for, where that bus 

may be going or when it is supposed to turn up! 

The social convention, I believe, is to ask (if you 

can speak Spanish) the last person you think is in 

the queue if they are “in” the queue. 

Despite this, my English-speaking hotel 

receptionist told me that queue jumping in 

Havana is very much considered as being antisocial 

– unlike my earlier experiences in Central 

and Southern America. 

Having made this report, nevertheless I would 

recommend anybody to visit Cuba. It is a warm, 

friendly and casual country with a wonderful road 

passenger system that has a particularly Cuban 

approach to a particularly Cuban problem. 

• Mike Taylor is Principal Lecturer in Travel 

Marketing at the School of Services Management, 

University of Brighton, Sussex, UK.

People with disabilities constitute a significant 

proportion of the poor in developing countries. If 

internationally agreed targets on reducing poverty 

are to be reached, it is critical that specific measures 

be taken to reduce societal discrimination and 

isolation that people with disabilities continue to 

face. Transport is an important enabler of strategies 

to fight poverty by enhancing access to education, 

employment, and social services. 

A Department for International Development 

[DFID] funded project aims to further the 

understanding of the mobility and access issues 

experienced by people with disabilities in urban 

areas in developing countries, and to identify 

specific steps that can be taken to start addressing 

problems. A major objective is to compile a 

compendium of guidelines that can be used by 

government authorities, advocacy groups, and 

donors to improve access for people with 

disabilities (and all passengers) to transport in 

urban areas. The guidelines will specifically focus 

on low-cost, incremental approaches that can be 

implemented within constrained budgets in the 

developing world. 

Phase I of the project included an investigation into 

the mobility needs of people with disabilities in five 

case study countries (India, Malawi, Mexico, 

Mozambique and South Africa) and benchmark 

studies of current practice in Europe, Latin America, 

Africa and India. 

The needs analysis highlighted three major barriers 

to access and mobility: namely social, psychological 

and structural. Major obstacles identified by focus 

group participants were high transport costs, lack of 

awareness among transport staff and the general 

public of the needs of disabled passengers, and 

structural barriers in the transport system. 

The problems identified were remarkably similar 

across the countries studied, and also similar to 

obstacles that countries in Europe and North 

America have begun to remove. First steps in 

addressing mobility barriers have already been 

taken in countries of Latin America and Asia. 

Technical standards on access to transport are 

converging across developing and developed 

countries. Knowledge – that could be instructive to 

least developed countries in improving accessibility 

and mobility – is growing. 

Phase 2 included an investigation of technical and 

operational solutions and the prioritisation of 

improvements within constrained budgets. Smallscale 

demonstration projects have been 

successfully implemented in Pune, India, Blantyre, 

Malawi, and Maputo in Mozambique and surveys 

undertaken to assess the effectiveness of the 

projects to all users. The pictures illustrate a bus 

stand in Pune, which was modified to take 

account of disabled passengers’ needs. 


NEWS FROM MEMBERS 

Improving access and mobility 

for people with disabilities 

By David Maunder*, TRL Limited 

These pictures show how a bus 

stand in India was modified 

for disabled passengers. 

The compendium of guidelines which will be 

enriched by the findings of the demonstration 

projects are presently being drafted by the projects 

multi national team and will be published in March 

2004. Information and project outputs are available 

on the project web site, which can be accessed at 

www.transport-links.org. 

• Dr Maunder is currently a Vice President of the 

CILT, and Chair of the Africa Support Group.

22 


U.S. LIGHT RAIL REVILUTION 

Seattle is joining two dozen other U.S. cities 

that either have built or plan to build modern 

rail systems 

Rail Revolution 

IN CILT WORLD 07 we reported that “something 

strange has been happening in the United States 

… use of public transport – or transit, as 

Americans call it – has risen by five per cent, year 

on year.” In furtherance of this trend, several large 

U.S. cities are now involved in major light-rapid 

transit (LRT) or rail schemes. Some of these 

projects are summarised here. 

SEATTLE – This Washington state city has become 

the latest to join some two dozen other U.S. cities that 

either have built, or plan to build, modern light-rail 

systems. 

The 14-mile (22.4 km) Sound Transit line, known as 

Central Link – costing $2.44 billion (£1.5bn) – will be 

the largest public-works project in the city since the 

construction of Interstate highway 5 in the 1960s. 

After the groundbreaking on 10 November 2003 

Dwight Pelz, a Sound Transit board member whose 

council district includes much of the corridor, 

predicted: “We're confident it will be a countywide 

system within 20 years. Communities across the 

county are going to be clamouring for rail.” 

Sound Transit's trains will travel under downtown, 

sharing a 13-year-old tunnel with buses. The 1.3-mile 

(2 km) tunnel was built with rails for future light rail 

use, but they weren't insulated from the ground, and 

the roadbed is six inches (15cm) too high to 

accommodate trains and newer buses. So Sound 

Transit will close the tunnel for two years for an $82 

million (£50m) retrofit that includes a new “stub 

tunnel” where trains can turn around. 

“World class” 

Officials have said the line will help make Seattle a 

“world-class city.” 

When completed in 2009, the Central Link line, from 

Westlake Centre to Tukwila, will serve mainly lowerincome 

neighbourhoods, where public-housing 

projects are being rebuilt and expanded to put 

thousands within walking distance of stations. 

Critics have called the line a “train to nowhere” 

because it stops short of Seattle-Tacoma International 

Airport (SeaTac) and serves only a few 

neighbourhoods. But supporters reply that Denver, 

Salt Lake City, Dallas and other cities that built an 

initial line later built others. The original Seattle plan 

called for a 21-mile line from the University District to 

SeaTac Airport. Cost overruns forced the agency to 

scale back three years ago. But as work on the project 

began in November 2003, Sound Transit reiterated its 

goal to get light rail to the airport by 2011. 

SALT LAKE CITY – In Utah, a $500 million 

(£303m) line, forming the first part of a new 

commuter route north of Salt Lake City, has just 

got under way. The 43-mile (69 km) stretch of 

route will include nine stops from Salt Lake City to 

Pleasant View in Weber County, and should be 

running by 2007. 

Last year, the transit authority UTA purchased a 

right-of-way corridor from Union Pacific Railroad. 

The100-foot-wide corridor runs parallel to 

Interstate Highway 15 from Payson in Utah County 

north to Weber County. 

The $500 million cost will be funded from a variety 

of sources. Federal U.S. transportation funds may 

match as much as 50% of the project cost, with 

the rest coming from voter-approved quarter-cent 

sales tax revenues from Weber, Davis and Salt Lake 

counties. 

In Salt Lake City, construction on the city's 

intermodal centre is already under way to link 

together bus, light-rail, commuter rail and taxi 

services. The existing Delta Centre TRAX line will 

be extended south to pull up along the commuter 

train platform. 

A second train platform is also planned to link with 

the future light-rail line to Salt Lake International 

Airport. 

UTA plans to eventually extend the commuter rail 

system to Provo, possibly by 2012, and up into 

Brigham City, but no date has been projected. 

HOUSTON (Texas) – With its first light rail service 

due to begin January 1 2004 – on a 7.5 mile (12 

km) line, costing $300 million (£180m), which will 

connect downtown Houston to Reliant Stadium – 

the Metropolitan Transit Authority is planning to 

make buses connect efficiently with the new rail 

service, instead of duplicating it. Annual operating 

savings of over $2 million (£1.2m) are forecast. 

Meanwhile, the MTA (Metro) has voted to begin 

immediately implementing a $7.5 billion (£4.5bn) 

transit-expansion plan – narrowly endorsed by 

51.7% of voters – but cautioned it will take four 

years of planning, design and construction before 

the next trains are running. Metro has plans to 

build a total of 73 miles (117 km) of new rail routes 

by 2025. 

The next stage is 22 miles (35 km) of route, 

financed by $640 million (£388m) in bonds. The 

New rail systems are seen as a 

solution to growing traffic 

congestion in American cities. 

first extension will be along a north corridor from 

the University of Houston-Downtown, scheduled 

to open in 2008. A line to the south-east comes 

next in 2009, followed by one to the East End in 

2010. An inner south-west line will open for 

passengers in 2012. 

The transit authority is preparing an application for 

federal funding, which it plans to submit to the 

Federal Transit Authority in 2004. 

Obtaining FTA money requires four steps: 

identifying the best transit option, engineering and 

environmental review, and preliminary engineering 

and final design. Only after this process, which often 

takes four years or more, can an agency become 

eligible for money. 

TENESSEE – Construction has been delayed from 

January until March 2004 of the first leg of a 32-mile 

Nashville-Lebanon commuter route. The $37.6 

million (£22.8m) rail line is set to open in 2005. 

Meanwhile, rail planners are still searching for a 

catchy name for the new commuter rail system, 

which is planned to include five lines from area 

suburbs into Nashville in the coming years. Proposed 

names ''T-Rail,'' ''Tennessee Rail Express,'' or ''T- 

REX'' haven't drawn much enthusiasm. Marketing 

consultants are to enlist residents for focus groups to 

help select a name in the coming months. 

JERSEY CITY – Spring 2004 should see completion 

of the next extension of the new light rail line 

through Jersey City, New Jersey. 

Service to Bayonne's 22nd Street Light Rail station 

began in November 2003. The next extension will 

be north to Lincoln Harbour, by spring 2004, and 

will include stations at 2nd and 9th streets in 

Hoboken. An extension farther north, to Tonnelle 

Avenue in North Bergen, is to be completed by 

summer 2004. 

The new LRT route, built at a cost of $1 billion 

(£600m) and operated by NJ Transit, runs roughly 

along the Hudson River waterfront through Jersey 

City. 17,000 riders already use the line daily. 

HONOLULU – Out in the mid Pacific, plans are 

under way for light rail transit. Following a Hawaii 

State Governor's task force recommendation for a 

$2.6 billion (£1.6bn) light-rail transit system for 

O'ahu, the City Council has now called for a study of 

a proposal that would connect West O'ahu to 

downtown Honolulu.

Gov. Linda Lingle and the task force, made up of 

elected and appointed state, city and federal 

officials, announced plans in October 2003 to build 

the light-rail transit system, which they said would 

require a tax increase. The new rail line would run 

22 miles from Kapolei to Iwilei, where riders would 

board buses moving throughout urban Honolulu. 

Councilman Gary Okino said the purpose of the 

study was to pull together ideas and gain support 

for fixed-rail. “We need to find a way to get this 

implemented,” he said. “If not, within the next 10 

to 20 years this island is going to be in big trouble. 

There's going to be so much growth out there that 

there's literally going to be gridlock.” 

Cheryl Soon, the city Transportation Services 

Director, said her department would build on a 

1992 study of fixed rail, with changes reflecting the 

recommendations of the governor's task force. 

ILLINOIS – Another new commuter route under 

active consideration is along the Union Pacific-CSX 

rail line from Crete, north through South Chicago 

Heights, Steger, Chicago Heights, Glenwood, 

Thornton, South Holland and Dolton. Ultimately, it 

would connect to the LaSalle Street Metra Station 

in downtown Chicago. Metra has agreed to 

include the line in its ‘priorities request’ for Federal 

funding. 

South Holland Mayor Don DeGraff said he looked 

forward to developing the new commuter rail line. 

“This important planning effort will assist us in 

ensuring that transit supportive land development 

stimulates economic growth for the area and 

improves mobility and the quality of life,'' he said. 

The Illinois Department of Transportation funds the 

study, 

GRAND CANYON – Grand Canyon Railway is 

proposing the creation of a $186 million (£113m) 

high-speed light rail line aimed at easing traffic 

congestion along the South Rim of the Canyon. 

The railway said that high-speed rail services could 

begin in 2005 Grand Canyon Superintendent 

Joseph Alston said the GCR’s proposal is one of six 

that will be considered by the U.S. Park Service. 

Main picture: new trams for 

Nottingham Express Transit await 

approval to start public service. Left: 

Hiawatha tram on street trials in 

Minneapolis. Right: Map of $500m 

Salt Lake City line. 

The aim to get visitors to leave their cars outside 

the park's boundaries. The Park Service has been 

mandated by the U.S. Congress to reduce noise at 

the Grand Canyon, with the goal of restoring its 

natural quiet. 80% of the project's costs would be 

paid for with federal money, 

ARIZONA – Hot debate has begun over plans, 

rolled out in November 2003, by the Maricopa 

Association of Governments (MAG) for 57 miles 

of light-rail lines in Phoenix, Tempe, Mesa and 

Glendale. 

The light-rail projects would utilise an estimated 

$17.1 billion of tax revenue between 2005-2025. 

The $17.1 billion consists of both the $9 billion of 

proposed sales tax for the next 20 years in 

Maricopa County, plus an additional $8.1 million 

accumulated through transportation taxes. 

SACRAMENTO – One project that is not faring 

well is the proposal to build a light-rail line from 

downtown Sacramento through Natomas to 

Sacramento International Airport. Only one 

version of the local light-rail proposal – a rail 

connection from downtown to Natomas Town 

Centre – meets new Federal Transit 

Administration cost-benefit guidelines. 

Passengers would have to ride a bus from 

Natomas to the airport 

Sacramento Regional Transit said the estimated 

cost for bus rapid transit to the airport is $250 

million to $500 million (£150-£300m), depending 

on the route. The light-rail cost estimates range 

from $388 million to $739 million (£235-£445m). 

Connie Miottel, executive director of 

Sacramento’s Capitol Station District has 

participated for two years in weighing the 

benefits and costs of various routes for an airport 

light-rail line. She has a story for those worried 

about light rail affecting their property values. 

Miottel grew up in the Rockridge area of Berkeley, 

California, which she said was in decline until the Bay 

Area Rapid Transit (BART) line was built in the 1970s. 


U.S. LIGHT RAIL REVILUTION 

“It has become a beautiful area,” she said, and she 

credits the rail service with prompting attractive 

shopping for the area and its general renewal. “It's 

a good example of how transit improves an area,” 

she said. 

MINNEAPOLIS – The first half of the Hiawatha lightrail 

line in Minneapolis is expected to open in April 

2004, after three years of construction. 

The tracks of the Hiawatha line are down, 12 stations 

are built and overhead power lines are ready. During 

November, initial testing began with a single car 

moving down Fifth Street in Minneapolis. 

Final tests of the trains, tracks, power system, 

warning signals and communication systems were 

due to begin in December with six cars in 

circulation on the track between downtown 

Minneapolis and the park-and-ride lot at Fort 

Snelling. And beginning in January 2004, eight 

trains will make daily trips between downtown 

Minneapolis and Fort Snelling. 

The Hiawatha line is a $715 (£465m) million project. 

COLORADO – Commuters will be riding light trail 

into downtown Denver by early 2012 under 

recently-announced plans. 

All the “FasTracks” mass-transit improvements 

would be built over a 12-year period beginning in 

early 2005 if voters in the seven-county Denver area 

approve a sales-tax increase in November, 2004. 

The West Line would be the first new rail corridor 

completed under “FasTracks,” according to the 

Denver Regional Transportation District's schedule 

for the $4.7 billion (£2.85bn) transit plan. 

Next in line for completion are commuter-rail lines 

to Denver International Airport, Boulder and 

Longmont, which are scheduled for completion by 

spring 2013. 

The remaining “FasTracks” lines or rail extensions 

would be built by late 2016 or early 2017. 

POSTSCRIPT FROM U.K. – Introduction of 

Nottingham Express Transit, one of the few new 

light rail systems proceeding in the UK, has had to 

be deferred again. 

After three years of upheaval – and £200 million 

($330m) construction work along the 14km (8.75 

miles) line between Nottingham and Hucknall – it is 

now likely to be spring 2004 before services begin. 

Initially trams were due to start running in 

November 2003 but this launch date was at first 

put back until mid-January after a derailment 

delayed driver training. Construction work on the 

tram system was expected to be completed by the 

end of 2003. 

Now an early spring launch relies on successful 

trials of the trams and acceptance by the public in 

the city centre, as well as satisfying government rail 

safety inspectors.

24 


Kyoto Treaty ‘in trouble’ 

Only UK and Sweden in Europe on 

target — and Russia may say ‘niet’ 

THE KYOTO climate change pact looks to be in 

some trouble after the European Commission 

warned that 13 of the European Union’s 15 

member states were set to miss their emission 

reduction targets by a huge margin. 

And in a separate development, Russia appeared to 

turn its back on the protocol. 

The 1997 United Nations’ treaty is seen as the 

world's only chance to reduce global warming in a 

meaningful way and requires major industrialised 

countries to slash their 1990 greenhouse gas 

emissions. 

However, Margot Wallstrom, the EU's environment 

commissioner, warned only two countries — 

Sweden and the UK — were on track to meet the 

EU's target of cutting 1990 greenhouse emissions 

by 8% before 2010 and that the other 13 EU 

member states would easily miss that goal. 

Austria, Belgium, Denmark Ireland and Spain 

were the worst offenders, the report said, while 

the UK was forecast to overshoot the EU's 

target by a comfortable margin of 1.4% and 

Sweden by 3.3%. 

That compared with Spain undershooting the 

target by 33.3% and Ireland by 26.8%. 

‘Trucks and cars main culprit’ 

Carbon dioxide emissions from cars and trucks 

were the main culprit, the report said, and 

continued to grow at an alarming rate. Ms 

Wallstrom warned that unless specific policy 

changes were made within 12-18 months, the 

trend would not be reversed. 

Maglev train sets speed record 

JAPAN'S superfast Maglev train has broken its 

own world speed record, reaching 361mph 

(577.6 km/h) during a test run. 

The new speed, set by a three-car train using 

magnetic levitation (maglev) technology on an 

experimental track west of Tokyo, edged up 

from the previous record of 360 mph set in 

November 2003, the Japanese Railway 

Technical Research Institute said. 

Maglev is part of a Japanese government 

project to develop faster, quieter trains. 

Japan's conventional bullet trains, introduced 

in the 1960s, are already among the world's 

fastest. 

Once at speed, the maglev train hovers 10mm 

above the track by means of the principle of 

attraction or repulsion of magnets — superconducting 

coils in the train, and under and on 

both sides of the track, raise it, propel it 

forward, and guide it along the track. 

Suspended in the electromagnetic fields, the 

train creates little noise or vibration, while the 

track is not subject to wear. It has been tested 

since 1997 at the test track in Yamanashi, 60 

miles west of Tokyo, where it has logged a total 

of 207,000 miles and carried 63,934 persons. 

A similar German-built system, was recently 

launched between Shanghai city and Pudong 

airport, and maglev trains are due to connect 

Berlin and Hamburg from 2005. 

World 

At the moment, the Kyoto accord is not legally 

binding because not enough countries have 

ratified it. Under a complex formula, this can only 

happen if the nations involved account for 55% 

of the world's greenhouse gas emissions. 

This critical mass has not yet been reached 

because of the refusal of America — the world's 

biggest polluter— to commit to the protocol. 

Kyoto's supporters had been hoping that Russia 

would ratify it instead. 

However, a top Kremlin aide said that Russia, the 

world's fourth biggest polluter, would do no such 

thing. "In its current form the Kyoto protocol 

places significant limitations on the economic 

growth of Russia," said Andrei Illarionov, an 

adviser to President Vladimir Putin. 

Above: Maglev at 

Shanghai Pudong Airport. 

Left: record-breaking 

Japan Maglev

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