Hard facts from a truthful Brexiteer
We focus on the hard facts of Brexit. Eight months after the referendum, people who point to some inevitable consequences of leaving the single market and customs union are still being accused of scaremongering. The pro-Brexit campaign was a sea of half-truths and untruths but right in the middle of it we found a little island of hard facts and downright commonsense.
A year ago the Leave Alliance did an utter demolition job on its own campaign colleagues who said all would be rosy outside the single market. If we wrote this, they would call it scaremongering: we reprint a long extract and have taken the liberty of highlighting a few salient points:
The point about the Single Market is that border checks have been eliminated. The common rules are monitored by relevant national authorities and there is mutual recognition of standards. Thus, if you so desire, you can load a truck with grommets in Glasgow and ship them all the way to Alexandroupoli on the Turkish border, with just the occasional document check.
But the moment we leave the EU, this stops. Your component manufacturer may still comply with exactly the same standards, but the testing houses and the regulatory agencies are no longer recognised. The consignment has no valid paperwork. And, without it, it must be subject to border checks, visual inspection and physical testing.
What that means in practice is that the customs inspector detains your shipment and takes samples to send to an approved testing house (one for the inspector, one for the office pool, one for the stevedores and one for the lab is often the case). Your container inspection is typically about £700 and detention costs about £80 a day for the ten days or so it will take to get your results back. Add the testing fee and you’re paying an extra £2,000 to deliver a container into the EU.
Apart from the costs, the delays are highly damaging. Many European industries have highly integrated supply chains, relying on components shipped from multiple countries right across Europe, working to a “just in time” regime. If even a small number of consignments are delayed, the whole system starts to snarl up.
Then, as European ports start having to deal with the unexpected burden of thousands of inspections, and a backlog of testing as a huge range of products sit at the ports awaiting results, the system will grind to a halt. It won’t just slow down. It will stop. Trucks waiting to cross the Channel at Dover will be backed up the motorway all the way to London.
For animal products exported to the EU, the situation is even worse — if that is possible. Products from third countries (which is now the UK) are permitted entry only through designated border inspection posts (BIPs). Only at these can they be inspected and, if necessary, detained for testing. But, for trade between the UK and EU member states, there are no designated BIPs. Until one (or more) has been nominated and equipped trade in these products stops dead — say goodbye to a £12 billion export trade.
If the way out of the country becomes blocked, very quickly the return route gets blocked and incoming trade from the EU starts suffering. In the UK, goods from the EU are no longer delivered. Trade slows. Manufacturers which depend on imported components start struggling and then have to close. And while the naysayers talk about losing three million jobs if we leave the EU, we are looking at twice that and more — seven or eight million jobs are at stake.
At this point, you might say, “But how can this possibly happen?”