DCN0718_Combined_150

First published in 1891 


July 2018 

thedcn.com.au 

The voice of Australian shipping & maritime logistics 

Coastal 

revival 

Why the cause of coastal 

shipping is not lost 

34 RoRo business on 

a serious roll 

40 Key developments 

in port technology 

46 Major logistics and 

supply chain projects

Celebrating 25 years of 

connecting Australia 

to the world

Thank you to all our customers and 

business partners for your continued 

support over the years. We couldn’t 

have done it without you! 

www.maerskline.com


XXXXX 

Contents 

28 

34 

40 

FEATURES 

28 

34 

40 

46 

Coastal shipping 

Two captains are going where others dare not: they plan on 

establishing a coastal service for the coast of Queensland 

Ro-Ro & car carriers 

Demand for car carrier services is on the rise in Australia 

Port & container equipment 

Technology sharing is key to waterfront efficiency 

Logistics & supply chain 

Big projects are changing the supply chain in the north-west 

COLUMNS 

8 A word from the minister 

Deputy PM McCormack writes 

about supply chain efficiency 

16 Trade minister comment 

Steven Ciobo on the TPP 

19 DAWR perspective 

Deputy Secretary O’Connell 

discusses the Biosecurity Act 

20 Women in maritime 

Diversity is not just filling quotas 

22 The broker’s view 

CBFCA on key topics 

25 Industry opinion 

FTA discusses Biosecurity Levy 

26 Future generations 

YSAL analyses the future of the 

shipping industry 

52 Currency & trade 

Paul Bettany discusses 

international trade and Trump 

46 

54 Infographics 

Winter harvest looks smaller 

56 Trade & the law 

Time to modernise practices 

58 Workplace relations 

Chris Gianatti discusses legal 

issues surrounding picketing 

66 The Grill 

Kelly McGinty gets grilled on 

movies, WiLAT and more 

4 July 2018 

thedcn.com.au

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a serious ro l 


July 2018 

thedcn.com.au 

EDITORIAL 

From the editor 


First published in 

Welcome to your new-look Daily Cargo News. 

We believe the new magazine format provides an ideal 

combination of news, in-depth features and analysis. 

I’m delighted to mark our first magazine edition with a 

feature close to readers’ hearts: that of coastal shipping. 

In this edition, we profile a couple of intrepid mariners 

willing to stick out their necks and have a go at establishing 

a service for the Queensland coast. Past experience suggests 

it would be foolish to make extravagant predictions, but as a 

champion of maritime freight and logistics we wish them well. 

You only need to go for a drive through our major capital 

cities to see that many of our major roads are struggling to 

handle commuter traffic and heavy vehicles, and alternatives 

are badly needed. The ‘blue highway’ is something which 

should form part of freight task planning. Coastal shipping 

truly requires a fresh start. 

On a different note, thanks to all our readers as we also 

enter a new era. We look forward to bringing you full coverage 

of shipping and maritime logistics. 


July 2018 

ISSUE NUMBER 1236 

Publisher 

Lloyd O’Harte lloyd.oharte@thedcn.com.au 

Editor 

David Sexton david.sexton@thedcn.com.au 

Journalists 

Ian Ackerman ian.ackerman@thedcn.com.au 

Paula Wallace editorial@thedcn.com.au 

Creative Director Lee McLachlan 

Production Manager 

Grant Lopez grant.lopez@thedcn.com.au 

Electronic Services 

Linda Saleh, Oliver Buzzi 

Advertising Sales Director 

Lindsay Reed lindsay.reed@thedcn.com.au 

Tel: 0431 956 645 

Subscription Manager 

Amy O’Rourke amy.orourke@thedcn.com.au 

Tel: 02 9126 9713 

David Sexton 

Editor, Daily Cargo News 

The voice of Australian shipping & maritime logistics 


Coastal 

revival 

Why the cause of coastal 

shipping is not lost 


Publisher’s note 

34 RoRo business on 

40 Key developments 

in port technology 

46 Major logistics and 

supply chain projects 

DCN0718_Cover.indd 1 29-Jun-18 9:14:08 PM 

COVER IMAGE 

Brisbane River 

by Mike Nash 

6 

Today marks the beginning of an important next stage in the 

life of DCN and we are thrilled to bring you the publication 

in this new-look style and layout. This move is a continuation 

of our history of embracing change and evolution and, in 

tandem with our daily online news service, it will enable us 

to provide far superior content, coverage and deeper analysis 

of all the important issues facing the shipping and maritime 

logistics industry. 

Remember to save the date – Thursday 22 November – for 

this year’s annual Shipping & Maritime Industry Awards, 

where we are introducing a number of initiatives including a 

new Women in Shipping & Maritime Logistics Award and a 

new Gender Diversity Award. We are also pleased to formally 

announce and welcome our Major Host Sponsor, NSW Ports. 

On behalf of the DCN team, we highly appreciate the 

continued support of our readers and advertisers and, in our 

new livery, we look forward to continuing to bring you leadingedge 

and thought-provoking news, analysis and commentary. 

We hope you enjoy this new chapter in DCN’s evolution. 

Lloyd O’Harte 

Publisher, Daily Cargo News 

July 2018 

Published by 

PARAGON MEDIA PTY LIMITED 

ABN: 49 097 087 860 

PO Box 81, St Leonards, NSW 1590 

Tel: +61 2 9126 9709 

CEO 

Ian Brooks ianb@paragonmedia.com.au 

www.thedcn.com.au 

The Daily Cargo News is available to interested 

parties throughout Australia and overseas via 

subscription. 

For enquires please call 02 9126 9713. 

The publisher welcomes editorial contributions 

from interested parties, however, the publisher 

and Paragon Media accept no responsibility for 

the content of these contributions and the views 

contained therein are not necessarily those of 

the publisher or of Paragon Media. The publisher 

and Paragon Media do not accept responsibility 

for any claims made by advertisers. 

Unless explicitly stated otherwise in writing, by 

providing editorial material to Paragon Media, 

including text and images, you are providing 

permission for that material to be subsequently 

used by Paragon Media, whole or in part, edited 

or unchanged, alone or in combination with 

other material in any publication or format 

in print or online or howsoever distributed, 

whether produced by Paragon Media and its 

agents and associates or another party to 

whom Paragon Media has provided permission. 

thedcn.com.au

People look to us when they think 

towage in Australia, we are here for 

something that is bigger than ourselves 

svitzer.com.au

WORD FROM THE MINISTER 

Freight: driving productivity 

in Australia 

Michael McCormack, deputy prime minister and minister for infrastructure and 

transport, discusses how to bring about a more efficient supply chain 

ONE OF THE GREATEST PRODUCTIVITY 

problems facing the nation is creating 

an efficient, safe, secure and sustainable 

freight transport system which isn’t 

impeded by movement across borders 

and through regions and cities by 

different transport modes. 

Having lived my whole life in regional 

Australia, the link between good 

infrastructure and economic growth is 

ingrained in my thinking. 

The freight and supply chain logistics 

industry is an essential component of the 

Australian economy, accounting for up 

to 10% of our gross domestic product. 

Whether you live in a city or in the 

regions, all Australians rely on efficient 

and reliable freight movement. 

The Liberal and Nationals’ 2018-19 

Budget included major steps to improve 

freight productivity. This included 

our new $3.5bn Roads of Strategic 

Importance initiative to fund upgrades 

to key freight routes and a targeted new 

$1bn Urban Congestion Fund, addressing 

pinch points and last-mile access to 

ports, airports and freight hubs. 

There were also commitments of $400m 

for the Port Botany Rail Line duplication 

and $971m for the Coffs Harbour Bypass, 

both of which are strategic investments in 

the productivity, efficiency and safety of 

the freight industry. 

Inland Rail, a 1700km “corridor 

of commerce”, is an important part 

of the national supply chain, and the 

government has put some serious 

momentum into making it happen. 

When complete, it will reduce freight 

transport costs between Melbourne and 

Brisbane, improve service standards and 

move some freight transport off the 

congested road network. 

We know there is scope for more 

domestic freight to be moved by ship. 

Between 2010 and 2030, Australia’s 

overall freight task is expected to grow 

by about 80%. Coastal shipping, by 

contrast, is only forecast to grow by 

around 15% in the period to 2030. 

The current regulation of coastal 

shipping creates a range of administrative 

issues for shipping companies and 

Australian businesses that use coastal 

shipping, resulting in a substantial 

regulatory burden. 

Our Coastal Trading (Revitalising 

Australian Shipping) Amendment Bill 

2017 aims to give industry more choice 

and flexibility in how it moves freight 

around the country, while at the same 

time reducing red tape. 

As with all other industries, the 

freight industry is feeling the heat of 

international competition and fast-paced 

technological change. Australia cannot 

afford to be complacent in relation 

The current regulation of coastal shipping creates a 

range of administrative issues for shipping companies 

and Australian businesses that use coastal shipping 

to freight and the physical and social 

infrastructure which delivers it. Failure 

to act will lead to loss of market share 

and an increase to the cost of goods. 

Governments play a central role in 

the long-term planning, provision and 

management of the transport networks, 

but I freely admit government doesn’t 

have all the ideas, funding, or know-how 

– no government does. We are acutely 

aware though the pace of change is now 

so rapid it requires increasingly dynamic 

and responsive government. 

Above: Michael McCormack, deputy prime 

minister, minister for infrastructure and 

transport, leader of the Nationals 

Businesses and governments will need 

to embrace new thinking and adopt new 

technologies to make what is already 

in place work better, and capture new 

opportunities to meet the challenges of 

the growing freight task. 

The government has heard the strong 

message of support for an overarching 

national strategy that will address the 

needs of all sectors of the freight and 

logistics industry and the users of freight 

services. To ensure we cater to these 

ongoing challenges, we are committed to 

developing a National Freight and Supply 

Chain Strategy. 

In May, I released the final report of 

the industry-led Inquiry into National 

Freight and Supply Chain containing 

priority actions, which will be vital input 

into the development of a National 

Freight and Supply Chain Strategy. 

I look forward to ongoing industry 

engagement as we work with the states 

and territories to develop a strategy which 

ensures an efficient, safe, secure and 

sustainable freight transport system to 

meet the needs of a growing Australia. 

Office of the minister 

8 


July 2018 

thedcn.com.au

News in brief 

Full details at thedcn.com.au 

Department issues live 

export licence suspension 

Emanuel Exports was named as the company that lost its live export licence 

A Company dealing in live exports has had 

its license suspended by the Department 

of Agriculture and Water Resources. 

The name of the company has not 

been released, however Fairfax, 

the ABC and The Guardian 

are all reporting it is 

Emanuel Exports, 

understood to be 

the nation’s largest 

exporter of sheep. 

In a statement 

released by the 

Department, it said the 

licence would remain 

suspended “pending a 

review of the company’s 

response to a show cause notice”. 

“The laws that regulate the export 

of livestock include strict requirements 

to ensure the health and welfare of 

animals. It is the responsibility of 

each exporter to ensure it meets those 

obligations,” the Department stated. 

“The Department takes those 

responsibilities very seriously.” 

According to the 

statement, it was 

inappropriate for 

the Department 

to provide 

information while 

the investigation was 

ongoing. 

Further information 

is expected to be released 

after a review. 

Emanuel Exports was the liveexport 

company that stocked the vessel 

Awassi Express, a ship on which 2400 

animals died last year in conditions of 

extreme heat on a voyage. 

Footage from the voyage, broadcast 

by 60 Minutes, generated outrage when 

witnessed by Australian viewers earlier in 

the year. 

The topic of live exports exploded in 

early April when 60 Minutes broadcast 

images and footage of sheep on board 

the Awassi Express that were clearly in 

terrible distress. 

Since that time Mr Littleproud has 

been fighting something of a rearguard 

action to defend the live export 

sector, even as criticisms arose not only 

from activists but from government 

backbenchers. 

Liberal MP Sussan Ley introduced a 

bill to ban the live sheep trade back in 

May this year. 

Coode Road closure confirmed 

A partial closure has taken effect ahead of a full closure to through-traffic in August 

A closure of Coode Road West has begun, Port of Melbourne 

and DP World Australia have confirmed. 

In a joint statement, the Port and the stevedore said the move 

was necessary in order to handle a burgeoning freight task. 

The closure of Coode Road West is to take place in two stages: 

From Monday 18 June, Coode Road West was to be reduced 

to one through-lane, with work site barriers and traffic 

management to facilitate construction. 

From Monday 13 August, Coode Road West will be closed to 

through traffic (between Dock Link Road and Mackenzie Road). 

From August 13 access to Mackenzie Road initially is to be from 

Dynon Road, Footscray Road and the Sims Street loops with 

ramps to and from the West Gate Tunnel to provide additional 

connections to Mackenzie Road in the longer term. 

“With the Port of Melbourne expected to handle up to 12m 

TEU by 2065, there is a need to develop and configure the 

port to accommodate this expected future growth,” the joint 

statement read. 

“The closure of Coode Road West will create additional 

truck marshalling capacity, increase gate capacity and be the 

first step in creating an integrated multi-modal terminal with 

increased yard capacity at DP World Australia’s Melbourne 

Terminal.” 

Supporters believe the integration of Coode Road West 

into DPWA’s terminal will help provide greater efficiencies and 

cost-competitiveness to Victoria’s freight and logistics industry, 

while cutting the impact of port transport congestion on 

industry, the environment and the broader community. 

Nonetheless, plans to close the road have attracted 

opposition from those in the transport sector. 

Give us your views. Is this the right decision? Email us at: 

editorial@paragonmedia.com.au or post a comment. 

Cosca 

10 


July 2018 thedcn.com.au

WiseTech Global founder and 

chief executive Richard White 

WISETECH GOES BACK 

TO MASSACHUSETTS 

Fair Work Ombudsman fails 

in bid for hefty fine for MUA 

Hutchison’s decision to sack workers in 2015 

has led to a lengthy legal saga 

Attempts by the Fair Work Ombudsman 

to penalise the Maritime Union more 

than $4m have been thrown out by the 

Federal Court. 

The case related to a decision by 

Hutchison Ports Australia in August 

2015 to sack 97 workers in Sydney and 

Brisbane. 

It was alleged the MUA subsequently 

took illegal industrial action before a 

settlement ultimately was negotiated. 

The MUA described the Court’s 

decision as a victory for common sense. 

National secretary and International 

Transport Workers’ Federation president 

Paddy Crumlin said the Fair Work 

Ombudsman’s claim for $3.7m in 

penalties and $600,000 in compensation 

to Hutchison was “outrageous”. 

“The Federal Court comprehensively 

rejected the FWO case for compensation 

and reduced the fine to 1% of what the 

FWO was seeking,” Mr Crumlin said. 

“This decision was a win for common 

sense and demonstrates that the fight 

must go on to change the rules, so 

workers and their unions get a fair go 

from the industrial relations system.” 

However, the union will have to pay 

a fine of $38,000. 

Global logistics software group 

WiseTech Global has announced the 

acquisition of Pierbridge, a parcel 

shipping transportation management 

solution provider in the United States. 

Pierbridge is said to have a focus 

on medium and large shippers in the 

USA and is based in Massachusetts, 

also having development offices in 

the UK and Finland. 

Pierbridge technology automates 

several large shipping operations. 

WiseTech Global founder and 

chief executive Richard White said 

E-commerce was driving parcel 

shipment growth internationally and 

domestically. 

“Across the WiseTech Global 

group we are building out the cargo 

chain ecosystem to deliver realtime 

visibility, control over margins, 

faster movement, more efficient use 

of resources and error reduction 

across all transport modes for our 

customers,” Mr White said. 

The transaction follows several 

other recent WiseTech acquisitions. 

Death of CMA CGM’s Jacques R Saadé 

The founding president of the CMA CGM Group started with four 

employees and went on to build a maritime empire 

Jim wilson (2); REA 

CMA CGM Group confirmed the death of its founding president Jacques R. Saadé. 

In a public statement, the company said it was “with infinite sadness” Mr Saadé had 

died on 24 June at the age of 81. 

“Jacques R. Saadé dedicated his life to CMA CGM,” the company said in a statement. “An 

extraordinary visionary and entrepreneur, he made the Group into a world leader in the 

maritime transport of containers, developing the company in more than 160 countries, 

while maintaining the family dimension with its values.” 

Mr Saadé left war-torn Lebanon to protect his family and founded the Compagnie 

Maritime d’Affretement (CMA) in 1978, anticipating world trade growth. 

He started with four employees, a single ship and just one maritime service between 

Marseilles and Beirut. 

In February 2017, on the occasion of his 80th birthday, he appointed his son Rodolphe 

Saadé to the position of CMA CGM Group chief executive and then appointed him 

chairman of the Board of Directors on 24 November of the same year 

thedcn.com.au 

July 2018 

11

NEWS IN BRIEF 

Increase container x-raying 

capacity recommended 

The Commonwealth Ombudsman was asked to investigate 

the administration of the Customs Act by the ABF 

Increased X-Ray capacity at smaller 

ports was one recommendation 

handed down by the Commonwealth 

Ombudsman following a report into the 

administration of the Customs Act. 

According to a document released by 

the Ombudsman, representatives of the 

CBFCA approached them in late 2016, 

concerned about unnecessary delays 

from the ABF’s administration of its 

customs-related powers. 

“Since July 2012 and prior to the 

commencement of this investigation, 

the Office has received 356 approaches 

related to the border control area of the 

ABF,” the Ombudsman reported. 

“The issues were varied, however some 

of the reasons for delays in inbound 

freight raised concerns regarding the 

reasonableness and consistency of the 

ABF’s handling of the clearance of 

inbound containerised sea cargo.” 

In May 2017 the Ombudsman’s Office 

began an investigation, a report being 

released a year later. 

Some of the Ombudsman’s 

recommendations included: 

The Department increase x-ray 

capacity at smaller ports; and that the 

ABF work with industry to improve 

asbestos risk assessment to reduce the 

repeated targeting of importers with a 

history of compliance, except where new 

information suggests such targeting is 

appropriate. 

“This investigation sought to gain an 

understanding of how the ABF manages 

border compliance in the containerised 

sea cargo environment, and how this 

affects the legitimate supply chain,” the 

Ombudsman noted. 

“We expanded the investigation to 

include the biosecurity functions of 

DAWR, as it works collaboratively with 

the ABF in this space.” 

The Ombudsman described the 

containerised sea cargo industry as “a 

complex commercial environment”. 

CBFCA chief executive Paul Damkjaer 

said he was pleased the council would 

receive a private reception from the 

Ombudsman. 

“We look forward to working closely 

with the ABF/DAWR to assist in putting 

in place the recommendations that have 

been noted,” Mr Damkjaer said. 

“The Commonwealth Ombudsman 

will be further discussing with 

the CBFCA the progress of these 

recommendations and seeking a 

combined meeting with parties.” 

Port Kembla Gas Terminal declared 

critical infrastructure 

The New South Wales planning minister, Anthony Roberts, has 

declared the planned Port Kembla Gas Terminal “Critical State Significant 

Infrastructure” citing its importance to future gas supply reliability. 

The port was chosen as the site for the LNG import terminal in June. 

Projects are classified as state-significant due to their size, economic 

value and potential impacts. 

The new state-significant classification for the gas terminal means the 

project will go through a separate assessment pathway, overseen by the 

Independent Planning Commission. 

NSW Deputy Premier John Barilaro said if the project was approved, it 

could supply 70% of the state’s gas demand. 

“The new Port Kembla terminal would allow for the import of cheaper gas 

that would increase competition and which has the potential to drive down 

the state’s gas prices,” he said. 

Despite being declared “critical”, the LNG import project will still be 

subject to detailed community consultation. 

lOvE lOvE; New South Wales Ports 

12 



Plans are afoot for a 

Webb Dock rail connection 

VICT backs Webb Dock rail plans 

A far-reaching transport document released by the 

Victorian state opposition is sure to get tongues wagging 

Victoria International Container 

Terminal (VICT) has welcomed a state 

opposition announcement that it would 

provide $1.5m for a feasibility study into 

connecting Webb Dock with Melbourne’s 

freight rail network. 

The opposition has pledged to: 

Revive the Port Rail Shuttle project, 

developing a network of suburban 

intermodal terminals to improve freight 

efficiency and productivity; 

Invest $20m in a four-year extension 

of the successful Mode Shift Incentive 

Scheme to take trucks off some roads; 

Provide $1.5m for a feasibility study to 

assess options for a rail link to connect 

Webb Dock with the freight rail network; 

Establish an industry working group 

to advise on new industry innovations in 

the freight and logistics sector. 

VICT chief executive Anders 

Dømmestrup said he supported the 

Webb Dock rail initiatives. 

“As the new container terminal 

operating in the Port of Melbourne 

and the only international container 

terminal at Webb Dock, VICT 

is delighted to learn about the 

commitment to develop a rail 

connection to this area,” he said. 

“This investment is great for 

Victoria’s economy and ensures the 

longevity of the port. An initiative that 

everyone should support.” 

In a public statement, Nationals 

leader and spokesman for regional 

Victoria Peter Walsh said the 

opposition document reinforced the 

importance of the Port of Melbourne 

to regional Victoria. 

“We must take action to improve 

freight movement across Victoria and 

make sure exporters in regional Victoria 

can get their product from farm to port 

quicker,” Mr Walsh said. 

Ports spokesman David Hodgett also 

spoke of the significance of rail. 

“Webb Dock is best placed to service 

the next generation of large container 

vessels calling into Melbourne, but it 

won’t fulfil its potential unless it has a 

rail link,” he said. 

“An elected Liberal-Nationals 

government would look at ways to 

link Webb Dock to the rail network to 

improve efficiency and also get trucks 

off local roads,” Mr Walsh said. 

AUSTRALIA TAKES 

STEP TO JOIN 

WTO PACT ON 

GOVERNMENT 

PROCUREMENT 

Australia has received inprinciple 

agreement to join the 

WTO Agreement on Government 

Procurement (GPA). 

The GPA opens government 

procurement markets between 

members. 

The current GPA has 47 current 

members, a market valued at US$1.7 

trillion and is expected to grow 

significantly with the accession of 

China and Russia to the agreement. 

In return for being able to bid for 

government business in member 

countries, Australia will allow 

overseas companies to bid for 

Australian government business. 

MAKE SURE YOUR COMPANY 

STANDS OUT IN 2019 

The Directory of Maritime and Logistics Services 

This indispensable reference book, in 

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available to the Australian transport 

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Highlight the key products and 

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following advertising options: 

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• Company Logos 

• Company Listings 

For more information, contact us at directory@thedcn.com.au 

Visit our new website 

www.dcndirectory.com.au 

thedcn.com.au 

July 2018 

13

NEWS IN BRIEF 

Underwater 

drones to detect 

ships’ biohazards 

The government is talking tough 

as it prepares to do battle with bio-invaders 

FAST FACTS 

• Some $313m in total funding 

includes $283m over the next 

five years, plus an additional 

one-off amount of $20m in 2017- 

18 to support Tasmanian fruit 

growers impacted by fruit fly; 

• Total funding for biosecurity in 

2018-19 is to be $773.2m – an 

increase of 28.1%, or $169.8m, 

since 2012-13. 

• The government had already 

allocated $145.9m of the $313m 

towards biosecurity in the 

recent budget. 

Underwater sonar drones and x-ray guns 

are to feature as part of Commonwealth 

plans to strengthen biosecurity. 

Agriculture minister David Littleproud 

said the government was “beefing 

up” biosecurity via $137.8m to build a 

smarter and stronger system to protect 

farms and the environment. 

“This investment is part of the 

Coalition’s comprehensive plan to keep 

Australia’s industries and environment 

safe from invading biosecurity threats,” 

Mr Littleproud said. 

“A $25.2m Biosecurity Innovation 

Program will invest in smart new 

technology, such as underwater sonar 

drones to check for pests on the 

underside of ships and x-ray guns to scan 

more passenger baggage more quickly at 

airports,” he said. 

“Electronic sensors in sea containers 

will pick up intruding insects through 

sound and smell.” 

Mr Littleproud said a further $36.5m 

would be allocated for a team of 

biosecurity analytics specialists to help 

determine which passengers, countries 

and imports were likely to be hazards. 

Also getting a boost will be the 

Indigenous Biosecurity Rangers program 

via $33.5m over the next five years to 

employ 69 groups of Indigenous Rangers 

on the coastline of northern Australia. 

“The Rangers access remote areas to 

conduct animal disease samples, insect 

trapping and plant diseases monitoring 

and are now using drones to assist with 

plant surveillance work,” said. 

“We have set aside $35m in 

contingency funding, ready to go if we 

do face an incursion we need to stamp 

out. Another $7.6m over five years 

will establish and appoint an ongoing 

Environmental Biosecurity Protection 

Officer and staff within the Department 

of Agriculture,” Mr L Littleproud said. 

Such an officer would prepare plans 

and invest in projects to keep out threats 

including the Asian black spined toad, 

said to be similar to the cane toad which 

has already wreaked havoc. 

“Pests and diseases have an 

environmental impact,” he said. 

Source: Office of David Littleproud 

2018 INDUSTRY EVENTS 

DATE 

EVENT 

1 August WISTA Australia Conference, Sydney 

1-2 August Australian Grains Industry Conference, Melbourne 

3 August SCLAA Women in Logistics Lunch, Melbourne 

8 August VTA Freight Outlook 2018, Melbourne 

8 August Women in Logistics Forum, Sydney 

27-29 August Ports Australia Biennial Conference, Darwin 

31 August Shipping Australia Limited Port Kembla Luncheon, Wollongong 

1 September VTA Australian Freight Industry Awards, Melbourne 

12-14 September Australian Cruise Association Annual Conference, Broome 

19-21 September Australasian Marine Pilots Institute Spring Workshop, Darwin 

23 October Shipping Industry Charity Golf Challenge, Sydney 

1-3 November CBFCA National Conference, Sydney 

22 November Australian Shipping and Maritime Industry Awards, Sydney 

23 November SCLAA Awards Gala Dinner, Sydney 

Please contact DCN – editorial@paragonmedia.com.au – to notify us of annual events. 

DEVONPORT BERTH 

CONVERTED FOR 

CATTLE 

Tasports says work is underway to 

reconfigure Devonport East Berth 3 

for the movement of livestock. 

This is to allow its subsidiary Bass 

Island Lines (which runs the vessel 

John Duigan) to move cattle. 

“This port infrastructure work is 

to ensure that a Devonport call can 

be added to the weekly schedule 

specifically for cattle destined to JBS 

at Longford,” a BIL statement read. 

“This initiative is in response to our 

customers’ requests and contributes 

to improved animal welfare.” 

The berth is expected to be ready 

for a call in early July. 

aquapix 


14 July ‘18 thedcn.com.au

Australia’s best connected gateway port

TRADE MINISTER COMMENT 

The Trans-Pacific Partnership: 

seizing the day 

Steven Ciobo, minister for trade, tourism and investment, discusses how TPP-11 

will further enable businesses to benefit from regional value chains 

THE COMPREHENSIVE AND 

Progressive Agreement for Trans-Pacific 

Partnership, or TPP-11, is a highly 

ambitious free trade agreement (FTA) 

signed on 8 March 2018 by Australia, 

Brunei, Canada, Chile, Japan, Malaysia, 

Mexico, New Zealand, Peru, Singapore 

and Vietnam. It is set to provide new 

opportunities for Australian exporters 

and importers as well as shippers, 

customs brokers and freight forwarders. 

The TPP-11 will liberalise more than 

98% of tariffs in a trade area that has a 

GDP of $13.7 trillion and encompasses 

nearly 500m consumers. The Turnbull 

government is working hard to ensure 

our businesses can take advantage of the 

deal as soon as possible. 

THE IMPACT OF THE TPP-11 

The TPP-11 is much more than a 

traditional tariff-cutting deal – this 

agreement will dismantle some of the 

most persistent barriers to free trade. It 

has a single set of rules of origin, allowing 

exporters to complete one standard set of 

documentation to claim preferential tariff 

treatment within the TPP-11 market, and 

will allow producers to self-certify. 

The agreement includes modern 

rules that will provide certainty to 

traders when liaising with customs 

authorities. It will also provide certainty 

around customs processes by allowing 

for advance rulings on the tariff 

classification of a good; how it should 

be valued; from where the good is 

originating and how to claim preference; 

and independent review of decisions by 

customs authorities. 

For the first time in a regional 

agreement, duty-free entry will be given 

to the temporary entry of containers 

and pallets involved in transporting 

goods. This will reduce costs considerably 

for Australian exporters and transport 

companies, who currently pay duties as 

high as 20% in some TPP-11 countries. 

Malaysia has also guaranteed its current 

investment regime for freight transport 

(with a foreign equity regime of 49%) 

and has guaranteed that any future 

market reforms will flow through to 

Australian producers. 

In addition, the TPP-11 promotes high 

quality standards for the treatment of 

express shipments, including courier 

services. It encourages the provision of 

information before a shipment arrives 

and demands minimal documentation 

requirements. The TPP-11 encourages 

the adoption of simplified customs 

procedures, thereby reducing the time 

taken to clear goods by allowing advance 

electronic submission and processing 

of customs information and allowing 

goods to be released before the final 

determination of customs duties. 

The TPP-11 will further enable 

Australian businesses to benefit from 

regional value chains. It does so by 

allowing countries to specialise in 

their respective areas of comparative 

advantage, which in turn delivers a boost 

in productivity and extra income for 

Australian businesses. 

This agreement, at its core, operates 

on the principles of openness, fair 

competition and transparency. The scope 

of this deal and its level of ambition 

cannot be underestimated. The TPP-11 will 

have a major impact on our region’s trade 

and economic landscape, and its reach will 

naturally expand as more countries sign 

up for membership, increasing the size and 

significance of the agreement. 

SO WHAT’S NEXT? 

The TPP-11 is currently undergoing 

parallel parliamentary review processes 

Above: Steven Ciobo, minister for trade, 

tourism and investment 

This agreement, at its core, operates on the principles 

of openness, fair competition and transparency 

in the countries it covers. The 

agreement is to enter into force 

60 days after six of the 11 signatories 

have ratified the agreement. It is 

important that Australia is a part of 

this first wave of countries that ratify 

the new agreement. The government 

is focused on concluding Australia’s 

domestic treaty-making processes as 

swiftly as possible. 

GETTING THE BENEFITS 

To make it easier for Australian 

businesses to enjoy the benefits of FTAs, 

the FTA Portal (ftaportal.dfat.gov. 

au/), maintained by the Department 

of Foreign Affairs and Trade, can help 

importers and exporters understand 

which FTA suits their business best. 

And, for more information on the 

TPP-11, please visit dfat.gov.au/trade/ 

agreements/not-yet-in-force/tpp-11. 

Image supplied 

16 


July 2018 

thedcn.com.au

“We care for 

our clients and 

their cargo.” 

NEWCASTLE STEVEDORES PTY LTD 

ABN 37 076 866 156 

TELEPHONE: 02 4978 7100 

130 Young St, Carrington NSW 

PO Box 190, Carrington NSW 2294 

MOBILE: 0412 680 001 

E-MAIL: exec@newcastlestevedores.com.au 

www.newcastlestevedores.com.au

LIFE IN THE SUPPLY CHAIN 

Logistics growth in Asia – 

the view from Singapore 

SCLAA national chairman Amanda O’Brien writes about China, conferences, trade, 

diversity and bringing about change in the logistics industry 

THE SCLAA CONTINUES TO GROW 

its presence in global markets. 

Attending as a guest of LogiSYM for 

one of Asia’s largest logistics and supply 

chain conferences in Singapore, it was 

evident supply chains face the greatest 

challenge in the next decade. Resilience, 

innovation and internal capabilities 

of organisations were highlighted 

as key themes to sustain long-term 

viability. The ability of companies to 

maintain speed and flexibility in a 

highly technological market is essential 

to sustaining robust supply chains. 

There are great benefits generated from 

increased supply-chain pipeline velocity, 

profitability and performance. The twoday 

conference was hosted at the NUSS 

Kent Ridge Guild House in Singapore 

and brought together 300-plus shippers, 

manufacturers, 3PLs, forwarders, 

logistics professionals, educators and 

technology providers from around 

Asia. This is the fourth time LogiSYM 

has hosted an event in Singapore in 

partnership with The Logistics and 

Supply Chain Management Society, 

which is Asia’s premier peer-to-peer 

members’ only logistics practitioners’ 

association. The symposium aimed to 

bridge the gap between supply chain 

concepts and technology and real world 

implementation. 

COLLABORATION 

Can we really predict what requirements 

are needed in the supply chain areas 

over the next 40 years, or even the 

coming decade? Certainly not. In the 

new normal everything and anything is 

possible. We have come to expect natural 

disasters and the need to make faster 

decisions. We are already working in 

the midst of megatrends, globalisation, 

urbanisation, shifting economic powers 

and scarcity of natural resources, nextgeneration 

technologies and climate 

change. Efficient urban logistics is an 

increasing requirement, and distribution 

centres or hubs on city outskirts will 

be required to accommodate increasing 

population and demanding consumer 

driven online buying. 

CHINA’S PLAN 

At the conference the Belt and Road 

Initiative was articulately presented by 

Ton Van Den Bosch, energy terminals 

and infrastructure lawyer at Ince & 

Co LLP. Ton is the global head of Ince 

& Co’s ports, logistics and terminals 

practice and head of projects and energy 

in Asia. He has particular expertise in 

frontier and emerging markets in Africa 

and Asia. The Belt and Road Initiative 

is President Xi Jinping’s strategic vision 

to strengthen the long-term economic 

and social prosperity of participating 

countries and to enhance global trade 

and investment connectivity. To date, 

60 countries have shown interest. In 

2014 Xi Jinping, in his address to the 

Australian parliament, said China 

welcomed Australia’s participation in 

the “maritime Silk Road”. Australia 

and China have a strong relationship 

strengthened by the China-Australia 

Free Trade Agreement. China is one of 

our most important trading partners. 

BELT AND ROAD IN AUSTRALIA 

For Australia, the Belt and Road 

Initiative means expanding outbound 

and inbound trade and investment 

opportunities, and the Initiative is 

important to Australia’s infrastructure 

development. Trade between China and 

Australia was valued at $130bn in 2013 

(that is just under 24% of our total trade 

in goods and services, making China by 

far the most important single market for 

Australian exports). China is Australia’s 

largest trading partner for imports and 

exports. Australia is China’s sixth largest 

trading partner. Some 25% of Australian 

manufactured imports come from China 

Above: Amanda O’Brien, Supply Chain 

and Logistics Association of Australia 

national chairman 

and 13% of its exports are thermal coal 

to China. Ton stated that US$1.3 trillion 

globally had already been invested in the 

Belt and Road Initiative. 

BUILD BETTER BUSINESS 

Dr John Gattorna, a world expert and 

global supply chain thought leader and 

author, opened as keynote speaker at the 

global logistics conference in Singapore. 

He said growth through turbulence and 

volatility drives innovation. Looking 

outside of our businesses and seeing 

trends and different core relationships 

assists us to understand expectations of 

customers. 

He said most businesses manage 

vertically, but customers manage 

horizontally and changing the design 

of customers’ demands would enable 

organisations to sense key markets and 

internal capabilities to adapt. 

Agility to make fast decisions and 

changes in a volatile environment 

is key he said, giving the example of 

Zara, which has had 16 or 17 product 

changes in a year and maintain a 


18 


July 2018 

thedcn.com.au

DEPARTMENTAL PERSPECTIVE 

DAWR 

responsible operating model which 

enables them sustained profitability. It 

is a requirement to have a fully flexible, 

agile, lean and collaborative culture to 

make a great company. Being trusted 

and reliable, process driven, prefect 

ready, responsive and innovative is the 

result of robust processes. 

OUTLOOK 2018 

SCLAA participated in a key panel 

discussion at The Australian Tourism & 

Transport Forum’s Outlook Conference 

held at the Hilton Hotel in Sydney in 

May. Outlook 2018 featured Australian 

and international keynote speakers, 

expert panels and case studies and 

has become Australia’s pre-eminent 

national tourism industry and policy 

conference. The conference brought 

together public and private sector 

experts from throughout Australia and 

across the globe, with discussions on the 

rise of the shared economy, the global 

over tourism phenomenon, security and 

the threat of terrorism, and emerging 

transport issues affecting the Australian 

Transport Sector. 

KEEPING AHEAD WITH AIRFREIGHT 

The ‘Ahead of the Curve’ panel 

discussion was commandeered 

masterfully by Margy Osmond, CEO 

of TTF; Simon Gandy, chief of aviation 

Melbourne Airport; David Goh, general 

manager Australia/New Zealand for 

Singapore Airlines Cargo; and Douglas 

Robinson, vice-president of IBM Asia 

Pacific. Discussion topics related that the 

volume of international air freight and 

the inevitable dichotomy that population 

growth will continue over the next 20 

years. The volume of outbound and 

inbound airfreight through Australian 

airports is forecast to increase by 6% a 

year over the next twenty years and by 

1.2m tonnes by 2030. Seventy percent of 

airfreight is uplifted at Australia’s two 

major airports in Melbourne and Sydney. 

In terms of volume, New Zealand is 

the largest destination for Australia 

outbound air freight. It accounts for 16% 

of total outbound airfreight followed by 

Singapore, Hong Kong, the United Arab 

Emirates, the USA, Japan, Malaysia, 

Thailand and Indonesia. Regarding 

Australia’s inbound freight volume, 

China is the largest source. It accounts 

for approximately 40% of total inbound 

aircraft 12 million tonnes. 

Happy second 

birthday to 

Australia’s “vital 

Biosecurity Act” 

The Biosecurity Act has 

allowed some changes 

in the way the Department 

of Agriculture and Water 

Resources conducts its 

essential business, 

writes Lyn O’Connell 

AUSTRALIA’S BIOSECURITY ACT 

has just turned two. It‘s been a couple 

of very big years for this vital piece of 

legislation that helps protects Australia’s 

enviable reputation as a producer of 

“clean and green” produce by stopping 

exotic pests and diseases entering our 

country and becoming established. 

The Act has allowed some important 

changes in the way the Department of 

Agriculture and Water Resources conducts 

its essential biosecurity business to 

protect our agricultural industries, unique 

environment, our tourism industries, our 

health, and our broader economy. 

Operations under the Biosecurity Act 

commenced on 16 June 2016 but this was 

only the first stage of implementation. 

The second stage, implementing 

remaining provisions of the Act, 

has now been completed. One of 

the key achievements during this 

period was the implementation of the 

International Convention for the Control 

and Management of Ships’ Ballast Water 

and Sediment 2004, which will assist 

in limiting the spread of marine pests 

already established in Australian ports. 

Implementation of the Biosecurity Act 

has simplified administrative procedures 

and this has resulted in significant 

financial benefits for stakeholders 

Above: Lyn O’Connell, Deputy Secretary, 

Department of Agriculture and Water Resources 

including the import industry. 

There are a couple of implementation 

measures to come, these include working 

with first points of entry operators to 

ensure they are ready to meet legislative 

provisions that come into effect from 

June 2019 and ongoing updates to import 

conditions as biosecurity risks change. 

The volume of goods and people 

travelling to Australia is projected to 

continue to increase in coming years 

and the department is working hard, 

supported by the Biosecurity Act, to ensure 

it is in a strong position to respond to the 

evolving biosecurity environment. 

For more on the Biosecurity Act and 

your obligations under the Act visit 

agriculture.gov.au/biosecurity-act. 

thedcn.com.au July 2018 

19

WOMEN IN MARITIME 

Raising the bar 

Diversity and inclusion is no longer simply about recruitment quota filling, 

writes Jeanine Drummond, newly appointed Newcastle harbour master 

WELCOME TO THE DCN’S FIRST 

column dedicated to women in maritime. 

This is more than just an opportunity 

to recognise the work of women in the 

industry; it gives us a platform to discuss 

issues and raise awareness about how 

diversity and inclusion contribute to 

successful organisations. 

So why do we need this column? 

Well, the number of female participants 

in most maritime industry sectors in 

Australia remains remarkably low. 

Statistics are difficult to find but if 

qualifications are anything to go by, 

around 98% of Standards of Training, 

Certification and Watchkeeping for 

Seafarers (STCW) qualifications are 

currently issued to men. That is similar 

to the percentage of male marine pilots, 

tug masters, tug engineers and tug 

crews across Australia. These on-water 

results can have an adverse effect on 

medium/long term career progression 

for women in maritime into shore-based 

management and leadership roles. 

Although employers increasingly 

acknowledge the importance of equal 

employment opportunities, the reality 

is well-meaning equal employment 

policies often result in little or no actual 

improvement in gender diversity in the 

medium to long term. 

However, in recent years there has 

been a quantum shift in the approach to 

diversity at work. It’s no longer based on 

recruitment quotas, but on increasing 

the industry’s visibility, educating job 

seekers and students on career pathways, 

creating awareness of opportunities and 

inspiring people to take them. 

And that’s important, as diversity 

and inclusion in the workplace gives 

an organisation a different approach 

to problem-solving, strategising and 

collaborating – key elements needed for 

innovation and future success. 

As one of the 2% of female Australian 

STCW holders, it’s pleasing to see this 

change. So many organisations now 

recognise value in being an equal 

opportunity employer. 

Twenty-three-years ago I was the only 

female among our company’s 28 deck 

and engineering cadets starting our 

first year at the Australian Maritime 

College in Launceston. It was an amazing 

opportunity and, like many women, I’ve 

worked hard to get to where I am today. 

Now, there are organisations that 

are helping others pursue similar 

opportunities. Two such organisations 

working to create equal opportunities 

in the Australian maritime industry are 

the Women in Shipping and Transport 

Association (WISTA) and the Nautical 

Institute – South East Australia Branch. 

Formed in 2011, the Women in 

Shipping and Transport Association 

(WISTA) is an international networking 

organisation whose mission is to attract 

and support women at the management 

level in maritime, trading and logistics. 

WISTA Australia holds engaging, 

education and informative professional 

networking series, speaker events and 

launched a mentoring program last year. 

The Nautical Institute is the 

international representative body for 

maritime professionals. The NI – South 

East Australia Branch recently partnered 

with Port Authority of New South Wales 

for a ‘Women in Maritime’ initiative 

that’s open to all people and maritime 

organisations. Its first networking event 

at the end of 2017 attracted 80 maritime 

people to hear more about efforts to 

‘connect women in maritime’. 

The initiative quickly gained 

momentum and in March 2018 Glenn 

McPhee, executive manager at Manpower 

Group and director of Recruiting 

Services for Defence Force Recruiting, 

presented at a ‘Recruiting for Diversity 

and Inclusion in Maritime’ workshop to 

aid HR professionals in the industry. 

These, and similar networking and 

workshop events, provide a forum to 

discuss the obstacles that women have 

faced in our industry and to find ways of 

attracting women to maritime roles. 

Initiatives like this not only assist 

women already in the industry, but 

Above: Jeanine Drummond is general 

manager, operations and deputy harbour 

master for Sydney Harbour. She is also vicechair 

of the International Association of Ports 

and Harbours Women’s Forum. 

inspire those wanting to pursue a 

maritime career. These events help 

organisations and others in the industry 

understand why diversity and inclusion 

isn’t just about hitting targets but about 

delivering a service that is world class. 

I’m proud to contribute to these 

organisations and encourage you to get 

involved in their networking and social 

events; professional development; and 

education opportunities. 

By working together, we can find 

better ways to encourage and empower 

women to develop careers in maritime 

and make choices that will let them 

develop their skills, seek improved 

workplace practices and embrace 

leadership opportunities. 

As a start, why not review what your 

organisations can do to encourage 

further gender diversity in your 

operations and leadership teams? 

In this column, you will find out more 

about the women who are contributing 

to the future success of our industry and 

discover what diversity and inclusion can 

mean for maritime. We hope it inspires. 

Visit wista.net/au and nisea.org 


20 



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containerchain.com

THE BROKER’S VIEW 

Talking trade with 

the CBFCA 

Customs Brokers and Forwarders Council of Australia chief executive 

Paul Damkjaer outlines some key talking points 

THE CBFCA HAS CONDUCTED 

demonstrations of its new electronic 

tariff, with great reviews from members. 

It is a competitive product for members’ 

classification needs, whether they 

be imports or exports. It is an everevolving 

software product to be updated 

as we receive member requests. With 

it currently in test mode, where it is 

available to all members for free, it is to 

be officially launched on 1 July 2018. 

REGULATORY ENGAGEMENT 

While the Department of Home 

Affairs and the Australian Border Force 

regularly talk of industry engagement, 

this only seems to be happening at a 

senior management level. Involvement 

at this level is welcomed by the CBFCA. 

However, it is at the operational day-today 

level where improvement is required. 

Industry stakeholders trying to resolve 

issues in relation to current shipments, 

refunds and valuation regularly find 

themselves referred from department 

to department, receiving email auto 

responses. These stakeholders should 

have a direct link to the ABF to be able 

to find an officer able to resolve the 

issue at hand. Border and community 

protection is a shared responsibility 

and the ABF needs to consider improving 

its interface and industry’s access to 

skilled officers. 

While the CBFCA has obtained a 

high-level organisation chart, it is short 

of the contacts needed for industry to 

run successful businesses. The CBFCA 

will continue to seek an operational-level 

contact list for members. 

GST ON LOW-VALUE THRESHOLD 

GOODS 

While industry has seen various 

communications from the ABF and the 

Australian Tax Office, it is fair to say 

there are still many within industry who 

are confused. At the recent round of 

regional CBFCA conventions, the ATO 

gave presentations that went some way 

towards easing members’ concerns. It 

was made quite clear the ATO’s follow-up 

actions would be towards the overseas 

entity, however the ABF presentation still 

leaves members concerned of potential 

penalty action down the track. 

The ABF provided screen shots of 

FIDs and SACs, and advised that should 

industry not have the necessary evidence 

of GST having been paid at the point 

of sale or a VIN, they should process 

the clearance in the normal way. It is 

then up to the ATO to follow-up noncollection 

at the point of sale overseas. 

The CBFCA will continue to represent 

members concerns to both the ATO and 

ABF and work to ensure the protection of 

members in this area. 

BMSB POST-SEASON REVIEW 

DAWR is undertaking a review of the 

brown marmorated stink bug (BMSB) 

risk season and currently working 

with industry to identify performance 

improvements for season 2018-19. 

The emergency measures applied to 

the 2017/2018 BMSB season challenged 

the Department and industry with 

the facilitation of trade at the border 

resulting in extended delays in cargo 

clearance and additional costs. 

For next season’s measures, the 

Department is expected to use the 

experiences and data from the recent 

season to prepare a BMSB management 

strategy for next season. 

The CBFCA will continue to consult 

with the department on any proposed 

measures prior to the commencement of 

the next BMSB risk season. 

THE OMBUDSMAN 

The Commonwealth Ombudsman 

has released a report into processing 

delays for inbound containerised sea 

cargo. In May 2017 the Ombudsman’s 

Above: Paul Damkjaer, 

chief executive, CBFCA 

office started an investigation into the 

administration of powers under the 

Customs Act 1901 by the then ABF. 

The CBFCA had raised concerns about 

unnecessary delays stemming from the 

ABF’s administration of its customsrelated 

powers. 

Since July 2012, the office has received 

356 approaches related to the border 

control area of the ABF. 

The report lists recommendations 

which address many of the concerns 

CBFCA and industry have raised in 

regards staffing levels, processing times, 

infrastructure, the ability for clear 

communication and a clearly detailed 

compensation process. 

The CBFCA is pleased with the 

reception by the Ombudsman and 

looks forward to working closely with 

the ABF to assist in putting in place its 

recommendations. 

The Ombudsman will engage in 

further discussions with the CBFCA on 

the progress of these recommendations 

and will also seek a combined meeting 

with other key stakeholders. 

Ian Ackerman 

22 


July 2018 

thedcn.com.au

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SUSTAINABLE PORTS & LOGISTICS 

Newcastle 

environmental 

restoration 

plans honoured 

The project to rehabilitate shorebird habitat 

drew PIANC’s attention, 

writes David Sexton 

NEWCASTLE COAL INFRASTRUCTURE 

Group was recently awarded a PIANC 

Working with Nature Certificate for 

its Shorebird Rehabilitation project. 

The Certificate was awarded at the 

PIANC 2018 congress in Panama and 

was one of just two Australian projects 

ever to receive the award. 

The tidal wetlands around Port of 

Newcastle are home to threatened 

species, including coastal saltmarsh 

vegetation and migratory shorebirds. 

Back in 2016 NCIG began its 

Shorebird Rehabilitation project as a 

requirement of its project approval 

to re-establish habitat for shore birds 

and the endangered coastal saltmarsh 

ecological community. 

It then went “above-and-beyond” 

compliance requirements, increasing the 

scope area from eight to 24 hectares to 

enable a better environmental outcome. 

The project removed a large area of 

mangroves encroaching on a former 

section of saltmarsh and mudflats. The 

mangroves were deemed a key factor in 

the decline of the saltmarsh. 

NCIG worked with UNSW Water 

Research Laboratory and Local Land 

Services to install a culvert and valve 

system to control tidal flooding and 

prevent mangrove seeds from entering. 

The Port carried out a 12-month 

saltmarsh rehabilitation project to help 

with the overall success of NCIG’s project. 

Saltmarsh is now appearing across the 

site and migratory birds have returned. 

Birds include the critically endangered 

curlew sandpipe and whimbrel. 

“It’s an illustration that the process 

adopted through integrating stakeholder 

engagement, cutting edge research and 

sound environmental practices can 

achieve tangible outcomes which are 

considered world’s best practice,” said 

NCIG chief executive Aaron Johansen. 

“The great beneficiary of this project 

is local wetland communities and the 

vulnerable and endangered migratory 

shorebird species which rely on them.” 

Discussing the project, outgoing Port 

of Newcastle chief executive officer 

Geoff Crowe said the port “recognises 

that its boundary is just a line on a 

map and the port resides within a very 

important, multi-facetted natural 

ecosystem”. 

Artificial reefs set to restore Port Phillip Bay to health 

SOME 55 tonnes of limestone rubble and 13.75 tonnes of 

recycled sea shells are to be placed onto the sea bed of Corio 

Bay (part of Port Phillip Bay) to create so-called “shellfish reefs”. 

The 500 square metres of reef bases near Geelong are being 

developed by The Nature Conservancy as part of efforts to 

restore health to Port Phillip Bay as a whole. 

Shells have been sourced as part of the ‘Shuck Don’t Chuck’ 

recycling program, including from restaurants. 

The Conservancy will return to the laid-bases in mid-July 

along with Margaret’s Reef off St Kilda, which was built last year 

with eleven tonnes of live mussels grown by a local farmer. 

“Our project to restore the lost shellfish reefs of Port Phillip 

Bay has been up and running for more than three years now,” 

marine restoration co-ordinator with The Nature Conservancy 

Simon Branigan said. 

“The momentum behind restoring the shellfish reefs that 

once dominated up to half of Port Phillip Bay’s seafloor, 

continues to build and it’s great to be leading that push.” 

Four oyster reefs at Wilson Spit in Corio Bay and Margaret’s 

Reef in Hobsons Bay have already been restored totalling 1150 

square metres over a total footprint of one hectare. 

Two million hatchery-reared oysters have been used to seed 

these new reefs which are encouraging other species to return. 

“By working with partners like the Victorian Government 

and the Albert Park Yachting and Angling Club to bring back the 

reefs that were historically overexploited,” Mr Branigan said. 

GeelongPort has provided The Nature Conservancy with 

facilities to load limestone and recycled shells onto their vessel 

to transport to Wilson Spit to form a reef base. 

“It has been a wonderful opportunity for GeelongPort to 

be involved in the supply chain process. GeelongPort facilities 

provide support to the reef restoration project and we will 

continue to support as the project develops,” GeelongPort 

general manager of operations at Adam Gordon said. “We 

consider ourselves custodians of the bay and contributing 

towards the project aligns to our environmental objectives.” 

MyShot 

24 


July 2018 

thedcn.com.au

INDUSTRY OPINION 

Industry escalates 

biosecurity levy concerns 

Benefits of a new levy, set to come into force next year, 

may not be enjoyed by those who pay it, writes FTA’s Travis Brooks-Garrett 

FREIGHT & TRADE ALLIANCE (FTA) 

and the Australian Peak Shippers 

Association (APSA) have received 

clarification that the new levy effective 

1 July 2019 is a general taxation with 

revenue to contribute to consolidated 

government revenue. 

As a general taxation, industry will have 

no transparency as to how this money 

will be spent and will have no guarantees 

the revenue will find its way back to 

Department of Agriculture and Water 

Resources (DAWR) frontline services. 

As the levy is not considered a “cost 

recovery”, we understand that it is 

not required to comply with the Cost 

Recovery Guidelines and is not subject to 

industry review via the Industry Finance 

Consultative Committee (IIFC) or other 

industry committees. 

SURELY THERE IS A BETTER WAY. 

The proposed method of collection, 

via the stevedores, presents further 

issues for industry. Like the notorious 

“infrastructure charges”, it is anticipated 

that stevedores will look to recover this 

cost via the Vehicle Booking System 

(VBS) used by transport companies to 

book time slots for the collection of 

import containers. If this were to occur, 

it is again anticipated that transport 

operators would look to recover this 

cost with an additional administrative 

fee to address operational costs and 

offset negative cash flow implications. 

This cost recovery is likely to cascade 

down the supply chain with importers 

ultimately paying an inflated price with 

the additional impost and complexity of 

GST payments. 

FTA and APSA have recommended 

the department consider alternative 

models, including collecting the levy 

via the Full Import Declaration (FID). 

The FID is already a collection point for 

duty, GST, import processing charges 

and other government-imposed charges. 

Andrew Crawford, FTA’s head of border 

and biosecurity, has recommended that 

the Integrated Cargo System (ICS) has 

code reinstated to calculate containers 

per FID to administer the new levy. 

The benefit of the FID is that costs are 

usually passed on from customs brokers 

to importers at a net rate as per costs 

displayed on the FID. 

A better outcome, instead of a tax, 

would be an equivalent increase in cost 

recovery. At least that way industry will 

know that the department will receive 

the revenue. This would provide industry 

with some guarantee that the revenue 

would be spent on frontline border 

activities, as well as delivering a level of 

transparency and accountability as to 

how the revenue will be spent. 

Instead, we have another fixed tax. 

A stamp duty on international trade 

movements. As container volumes 

increase so will the government’s 

revenue, with no guarantee that 

frontline services will be improved. 

At a time where many media 

commentators are decrying “trade wars” 

between our major trading partners, 

it is a curious time for Australia to be 

introducing a general tax on imports. 

The question must be asked: how do our 

trading partners feel about such a tax? 

Does this breach any of our existing 

international commitments? Will some 

of our trading partners simply respond in 

kind with a levy of their own? 

It is unsurprising that the response 

from the Australian freight industry 

to this levy has been strong and swift. 

The Australian Logistics Council (ALC), 

Ports Australia and other bodies have all 

provided media commentary opposing 

the levy. While FTA participates on 

several DAWR industry forums, we can 

confirm that there was no consultation 

or warning before the budget 

announcement. It caught the entire 

industry off guard. The only warning 

was a “teaser” article in The Australian, 

immediately before the budget, which 

suggested the possibility of such a levy. 

In that article, the suggestion was made 

that a similar arrangement may be put 

in place for airfreight imports. The final 

budget announcement, however, was 

limited to sea freight imports only. 

A better outcome, instead of a tax, 

would be an equivalent increase in cost recovery 

While we appreciate the ongoing 

engagement with DAWR in exploring 

alternative models, FTA and APSA also 

look forward to working more closely 

with Treasury on this issue. 

FTA and APSA will continue to 

advocate for industry and will provide 

further updates as they emerge. 

Above: Travis Brooks-Garrett – Freight 

& Trade Alliance/Australian Peak 

Shippers Association 

David Sexton 


25

FUTURE GENERATIONS 

The next generation in 

the invisible shipping industry 

Shipping is facing a big problem in sourcing the next generation of seafarers, with 

younger people leaving the industry, or not joining at all, writes Stephen Westfield 

IN LATE 2017, I WAS SHOCKED TO 

receive more than 30 email bounce 

backs from a distribution to Young 

Shipping Australia (YSA) members after 

sending out an invitation to one of 

our monthly functions. They had left 

the industry, moved on from the lines, 

logistics providers, freight forwarders 

and associated industry companies 

where they had once worked and had 

been valued industry contributors. 

It was a sobering reality that many 

young people had quit the industry. 

It is true we had just come out of the 

longest and most depressed periods 

for shipping rates in a generation. The 

email bounce-backs drove home that 

suddenly, there were fewer opportunities, 

stagnant wage growth, smaller bonuses 

and more attractive jobs elsewhere in 

other industries. In addition, there has 

been progressively more automation in 

shipping which has resulted in rising 

redundancies and the movement of 

back-office roles away from Australia to 

cheaper labour markets. Few industries, 

and shipping is certainly not one of 

them, have not been seriously affected by 

digital technology and a relentless search 

by major employers for low-cost labour. 

At sea, there is a looming shortage 

of seafarers. A Drewry report released 

in early 2018 warned that, globally, 

shipping will require an additional 

42,500 officers by 2019. Attracting the 

next generation of workers at sea from 

the most consumerist generation in 

history is proving difficult. Increasingly 

quicker port turnarounds, stringent 

security and visa requirements, 

combined with seven-day working weeks 

and long periods of time away from 

family, the industry faces a challenging 

task in attracting the best people. 

So what attracts people to maritime 

industry in the first place? This 

silent industry dominated by global 

conglomerates few outside have heard 

of that are responsible for ultimately 

transporting almost every item bought 

by households worldwide. I believe 

that most people who end up working 

in the maritime industry simply fall 

into it through family or a friend, or 

by applying for a job after university 

The email bounce-backs drove home that suddenly, 

there were fewer opportunities, stagnant wage 

growth, smaller bonuses and more attractive jobs 

elsewhere in other industries 

or school to a company that happens 

to be logistics-related. Intentional or 

not, industry joiners will soon come 

to a realisation of a whole new world. 

The scale of the industry that delivers 

your winter sweater or newest iPhone is 

mind-boggling once it is appreciated how 

complex it is. Some are attracted to the 

romanticism of a career in the industry 

involving great vessels, international 

trade across jurisdictions and vast seas. 

I believe there is room for 

improvement here in Australia. We 

need to attract the best and brightest 

to our industry, as we have fallen well 

behind based on comparisons with other 

more traditional maritime countries 

such as Singapore, Germany, Greece 

and the Scandinavian nations. The 

Singapore Maritime Foundation is worth 

noting for promoting potential career 

paths within the industry for talented 

university graduates. It is not only up 

to industry bodies, but also the private 

sector to share the role of attracting the 

best young strategic thinkers with an 

aptitude for technology. With improving 

freight rates and for most global shipping 

companies, it will be interesting to see 

if better returns allow for more enticing 

offers to potential industry entrants. It 

will be the industry that benefits most by 

adopting this course of thinking. 

YSA was established to encourage and 

assist young professionals in the shipping 

industry in Australia with regular 

educational and social events tailored to 

professional development for the under 

35s age group. If you would like to get 

involved in Young Shipping Australia, 

our email is ysa@shippingaustralia. 

com.au. Upcoming YSA events in 

Sydney include networking drinks in 

July and a breakfast panel with industry 

representatives in August. You can also 

kickstart your knowledge of the shipping 

industry with online training courses 

available through Shipping Australia at: 

www.shippingaustralia.com.au/coursesand-careers/courses/online-courses/. 

Above: Stephen Westfield, chairman, Young 

Shipping Australia, New South Wales 


26 



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COASTAL SHIPPING 

28 July 2018 

thedcn.com.au

& True 

the 

coastal 

Good mates Steve Pelecanos and Denis 

Gallagher are going where others dare 

not: they plan on establishing a coastal 

service for the coast of Queensland, 

writes David Sexton 

Mike Nash 

Travelling down Brisbane River in the early morning 

SPEAKING WITH CAPTAIN STEVE PELECANOS, THERE 

is no mistaking his passion for domestic shipping. 

“We’re strong believers in a domestic coastal shipping 

service. It is just crazy stuff that we haven’t got one,” Captain 

Pelecanos said. 

“When you look at it and analyse it, it is just crazy that we 

haven’t got one.” 

Captain Pelecanos and his good mate Captain Denis Gallagher 

are establishing a coastal service focused on the Queensland 

coast via their business, Hermes Maritime Pty Ltd. 

Captain Pelecanos told Daily Cargo News about why he 

thinks building a new coastal service is a goal worth pursuing 

and why it can be successful, even though many who have gone 

before have failed. 

Captain Pelecanos said the two friends – both highly 

experienced mariners – agreed in late 2016 that it was high time 

to act. 

“We had been looking at the Australian coast since 1987,” 

He said. 

“We’re not men who are endowed with too much money, 

but in 2016, we thought, ‘if we’re ever going to do it, now is the 

time to do it’.” 

The two men then got to work, conducting their own 

feasibility study, which finished up in April 2017. 

They concluded it would be viable. 

thedcn.com.au 

July 2018 

29


POLICY SETTINGS CRUCIAL TO REVITALISE THE COASTAL FLEET 

Change to current coastal shipping laws have to be the right changes, writes Teresa Lloyd 

The need for certainty and stability 

of coastal shipping policy settings 

in Australia remains critical. Do the 

current cabotage arrangements need to 

be changed? Yes, they do. 

There are currently 50 vessels that 

hold a General Licence. That’s probably 

a lot more than anyone realised. But 

the detail is important. They are: eight 

vessels that work in/across Bass Strait; 

five dry bulk carriers; five expedition 

cruise vessels; one research vessel; 31 

servicing northern Australia including a 

large number of landing barges. Suffice 

to say, the activity of these General 

Licence vessels is not preventing 

the presence of the foreign-flagged 

shipping in coastal trades. 

However, it is recognised the process 

for obtaining a temporary licence to 

work on the coast can be a deterrent. 

There are simple fixes to maximise 

use of the blue highway and remove 

red-tape burdens. These process 

improvements are clearly described in 

the green paper released in 2016 (mial. 

com.au/our-work/coastal-tradinggreen-paper) 

and would result in 

almost all voyages being undertaken 

with the bare minimum of paperwork 

and approvals. Most would not even 

require an application, far less a 

variation, under the proposals put 

forward. And, this is possible precisely 

because the vast majority of coastal 

shipping is undertaken by foreign ships. 

Importantly, these changes can 

liberate the vast majority without 

destroying the fabric of the regime 

that offers fair and reasonable checks 

and balances for what is left of the 

Australian industry. Why hasn’t 

this already been done? Failure to 

progress change sits squarely with 

the proponents of the proposal put 

forward by the government. MIAL has 

clearly identified the need for a radical 

change in the approvals process and 

yet the government proposal went 

nowhere near far enough in removing 

red tape for the voyages where there 

is no Australian ship (which is almost 

all voyages) and too far in terms of 

undermining the integrity of the regime 

in terms of tolerances for the few 

voyages where it does matter. 

Coastal voyages by foreign ships 

could be free of application and 

variation processes today had the 

proposals been properly considered 

and drafted – and it is a great shame 

this is not the case. But all this is really 

tinkering at the edges. A desire for change 

beyond the paperwork and processes has 

been expressed continually for years by 

the full range of impacted stakeholders. 

PRAGMATISM 

What is very apparent is that after all 

this time, there is no genuine desire for a 

solution because many parties involved 

remain unwilling to be pragmatic. The 

way forward cannot be to the benefit of 

only one party; there must be a way to 

accommodate all interests. Pragmatism is 

the only way. 

Australia needs a clear vision to create 

a stable and sustainable coastal shipping 

policy. Such a vision needs to tackle the 

core questions: 

• What maritime capability does the 

country need? 

• How will it be provided? 

• Who is going to pay for it? 

It is possible to design a regime that: 

• supports Australian businesses 

involved in providing shipping services; 

• provides users of shipping services 

with the service they need at a rate 

they can afford; 

• provides work for a strategic group 

of Australian maritime workers; 

• allows Australia to capitalise on the 

natural advantages it has to be a 

strong maritime nation with resultant 

benefits to the nation (economic 

and social)? 

Above: Teresa Lloyd, 

CEO, Maritime Industry Australia 

The government, as custodian of the 

national interest, can make this happen. 

We need to think differently about 

how Australia can maximise the natural 

advantages we have to be a shipping 

nation, particularly how we see our 

coastal shipping task working. It is time 

to start looking at new options such 

as the use of mini-ports and short-sea 

shuttle services. 

CABOTAGE 

As to the calls for cabotage to 

be abolished, as it is a form of 

protectionism, I say, “show me nation 

that doesn’t protect its shipping 

industry”. The nations that provide 

the ships to carry international cargos 

all incentivise their industry – in many 

cases to an extreme extent. The effect 

is precisely the same as protectionism, 

or cargo reservation. One person’s 

incentive is another person’s subsidy. 

There is no such thing as a level 

playing field in shipping – everyone is 

protected somehow, it’s just a matter 

of how. Tax breaks, international 

employment arrangements and 

other incentives go unremarked upon 

while cabotage or cargo reservation 

appear with flashing neon headlines. 

Australian shipping businesses don’t 

want cabotage necessarily, but they 

do want an equivalent to give them 

half a chance at competing with 

other nations that incentivise and/or 

subsidise their industry in their own 

country. As contributors to the national 

economy and employers of Australians 

both on shore and at sea, it makes 

sound economic sense to ensure these 

businesses have that opportunity. 

The opportunity still exists for 

Australia to choose what role we want 

our maritime industry generally, and 

coastal shipping sector in particular, to 

play. We are a maritime nation and we 

owe it to ourselves to retain some level 

of indigenous capability. To do this, we 

require strategic maritime skills to make 

our ports and blue highway workable 

and a few critical assets that can both 

train these people and be deployed as 

and when needed in the interests of 

Australian and its citizens. 

The government can and should 

provide the vision and the environment 

to make this happen and the industry 

players can and should be pragmatic in 

their support. 

Jim Wilson 

30 



PREVIOUS FAILURES 

Captain Pelecanos said some previous 

attempts to run coastal shipping 

operations in Australia failed because 

people “went into it went in with their 

eyes shut”. 

“They didn’t really understand ship 

costs and ship operations. They were a 

bit optimistic in what they thought they 

believed would happen,” he said frankly. 

“I don’t think they were practical. 

I don’t want to be critical, and I take 

my hat off to anyone who’s done it, but 

obviously we didn’t want to make the 

same mistakes.” 

In terms of their feasibility study, 

he said he and Captain Gallagher were 

qualified to conduct one, with Denis 

having an honours degree in economics 

and law and Captain Pelecanos having a 

graduate diploma in business shipping. 

“I’ve done a number of ship feasibility 

studies,” Captain Pelecanos said. 

A PASSION FOR SHIPPING 

Captain Pelecanos said the geography of 

Australia was key. 

“You have got a country with 10,000- 

mile coastline and all of its domestic 

“Protectionism created an environment where 

there were huge problems between unions and 

management. The environment was one of poor 

attitudes on both sides.” 

cargo is carried by road and rail,” he said. 

“But road and rail have all sorts of 

associated problems.” 

He noted past governments backed 

road and rail as part of efforts to open up 

the country. 

Then, the Navigation Act was 

introduced with a view to protect 

Australian shipping. 

“But, that caused issues. Protectionism 

created an environment where there 

were huge problems between unions and 

management. 

“The environment was one of poor 

attitudes on both sides,” Captain 

Pelecanos said. 

“I think those attitudes stemmed from 

the fact there was this protectionism and 

ultimately it led to the demise of coastal 

shipping. The demise of coastal shipping 

has poorly served the country.” 

Captain Pelecanos noted that most 

of Australia’s population live close to 

the sea, albeit, cargo is moved around 

the coast on road and rail, which “just 

makes little sense”. 

“When you look at economies of 

scale, when you look at the costs of road 

maintenance and rail maintenance 

compared with the cost of maintaining 

an ocean and the environmental impact 

of moving freight by the three modes, it 

is just incredible,” he said. 

WHERE ELSE BUT QUEENSLAND? 

Captain Pelecanos, who lives in 

Brisbane, and Captain Gallagher (based 

in Townsville) have chosen to make the 

Sunshine State front and centre of their 

audacious business plans. 

thedcn.com.au 

July 2018 

31


Above: Captain Steve Pelecanos, managing 

director, Hermes Maritime 

“Queensland is the most decentralised 

state,” he said. 

“The Queensland coast is serviced by 

the Bruce Highway where governments 

have historically pumped money into 

keeping it maintained.” 

He also noted the railway lines in 

Queensland are losing money and 

are heavily subsidised by the state 

government. 

“We found people who moved cargo 

up and down the Queensland coast had 

little choice – moving cargo by truck is 

expensive, moving cargo by rail is less 

expensive but poor service.” 

Their plan is to begin operations with 

a Brisbane –Townsville shuttle. 

“We want to get the company in, 

get our procedures in play and iron 

out any difficulties. A good reason we 

are looking at Brisbane – Townsville 

is that Townsville is a hub for North 

Queensland,” he said. 

“In extreme weather events, you have 

got rail washout, you have got closures to 

the Bruce Highway and Townsville and 

the north gets cut off. 

“Once the cyclones have passed 

there’s a backlog of cargo that takes 

months to clear.” 

“By adding a shipping service local 

communities can keep going,” he said. 

“Part of our strategy in sourcing cargo 

is to approach those companies that have 

historically suffered or been price-gouged 

as a result of extreme weather events.” 

WHY NOW? 

Captain Pelecanos said a depressed global 

shipping market made it an opportune 

time to secure a ship, with chartering 

costs low. 

He also noted studies suggesting that 

from 2015 to 2035 the domestic freight 

task is likely to grow 3% year on year. 

“When you think about that, that 

means in order to accommodate that 

doubling of the freight task, you have got 

to double the number of trucks and double 

the number of rail freight,” he said. 

“The Bruce Highway and metropolitan 

transport corridors can’t cope with the 

trucks that we’ve got now. Can you just 

imagine doubling it? 

“On top of that, trucking and rail now 

costs the government annually $26.3bn 

to maintain road and about $13bn to 

maintain rail.” 

He noted also the average age of truck 

drivers is increasing. 

“The average age of the truck driver is 

61. Trucking companies just can’t get the 

drivers for long haul as the truck driver 

wants to get home every night,” he said. 

“Even if trucking companies 

double the number of trucks to cope 

with (the added freight task), they can’t 

get the drivers.” 

THE ROLE OF UNIONS 

Captain Pelecanos believes the unions 

and Hermes are on the same page. 

“The maritime unions have suffered 

a lot in recent years with job losses and 

loss of members. 

“We find they are very business-like 

now,” he said. 

“It’s fair to say, not only the unions, 

but everyone in the maritime sector 

has learnt the lessons of the past. I 

think there is a will now, on behalf 

of everyone involved in the shipping 

industry… to move on and develop 

a coastal shipping service that can 

properly serve the nation.” 

COASTAL SHIPPING: FAST FACTS 

• There are currently 50 vessels with 

a coastal shipping General Licence 

• Eight ships that work in/across 

Bass Strait 

• Five dry bulk carriers 

• Five expedition cruise ships 

• One research vessel 

• Thirty-one servicing Northern 

Australia 

• Some companies that currently 

operate in this space include Toll, 

Searoad Shipping and Bass Island 

Lines (a subsidiary of TasPorts, 

the Tasmanian governmentowned 

ports operator) 

• Examples of services that came and went 

include Agility Shipping, an operation 

that moved cargo on Bass Strait in 2010- 

11 before ceasing operations. Its vessel, 

the Andrea, suffered technical problems 

and competition with existing operators 

made the business of making money 

difficult 

• Changes introduced by the former Laborgovernment 

of Julia Gillard (and driven 

by then infrastructure minister Anthony 

Albanese) in 2012 aimed to revive both 

coastal and Australian-flagged shipping, 

but (and the reasons are contested) 

failed to have the desired impact 

• In an interview earlier this year to mark 

his retirement, former ANL manager 

director John Lines said he would love 

to have run a coastal service in Australia 

Source: MIAL and DCN archives 

Steve Pelecanos 

32 



CREATING 

VALUE 

AT EVERY 

POINT OF 

TRANSFER 

When a new piece of construction equipment is delivered by Wallenius 

Wilhelmsen Ocean to the dealer, it’s not just another handover. It’s the 

last in a series of transfers designed to perfection. It’s about precision 

and efficiency at every step. And it’s about combining local expertise 

with a truly global network. Whether you need reliable shipping from A 

to B or solutions to optimise your outbound supply chain, we work with 

you to create value at every handover. 

Through this approach we help our customers reduce inventory costs and increase delivery precision 

from factory to dealer. Find out more about how we can create value together at www.2wglobal.com

RO-RO & CAR CARRIERS 

The 

Ro-Ro road 

to 

success 

Ro-ro is on the rise in Australia – vehicles and equipment 

for mining and construction are boosting demand 

for services, writes Ian Ackerman 

RO-RO LINERS ARE INCREASINGLY 

busy in Australia, driven by the decline of 

the local car manufacturing sector, as well 

as an uptick in renewable energy projects 

in Queensland and South Australia. 

Both Höegh Autoliners and Wallenius 

Wilhelmsen Ocean have boosted their 

ro-ro services from Europe and North 

America. 

NEW CALLS 

WW Ocean recently added a monthly 

call to Adelaide and Höegh has boosted 

its direct service to Australia and New 

Zealand from the US and Mexico, 

offering two sailings per month. 

The service already calls into Brisbane, 

Fremantle, Melbourne and Port Kembla, 

with the extended port coverage aiming 

to support the agriculture and mining 

sectors, which are expected to grow. 

South Australia already has sizeable 

natural gas fields and mines, so with 

vessels calling directly into Adelaide, 

equipment and machinery for these 

developments can be positioned faster 

and cheaper than using inland haulage. 

The same could be said for the 

burgeoning renewable energy sector 

in the state; these regular calls at 

Adelaide will make it easier to position 

construction equipment and material to 

support renewable energy developments. 

WW head of Oceania sales Paul 

Johnson tells Daily Cargo News its vessel 

Salome would be the first vessel on this 

service calling at Adelaide in mid-July. 

“That brings our total calls to four 

vessels on that trade,” he says. “We have 

four vessels coining in from the west, 

so we have about eight or nine vessel 

calls per month coming through all 

Australian ports except for Adelaide, 

which will just get one a month.” 

Mr Johnson says it has been quite some 

time since WW has called at Adelaide. 

“We haven’t had a vessel in there 

for a number of years,” he says. “At the 

Höegh Autoliners 

34 



Höegh Target berthed at Melbourne 

moment, we’ve been bringing vehicles 

into Melbourne and having them 

motored across, so adding Adelaide in 

now will alleviate that necessity.” 

Meanwhile, Höegh area sales manager 

for Oceania Brendan Wallis tells DCN 

he has seen quite a bit of pent-up 

demand for options in the trade, hence 

its increase of frequency in its North 

America to Oceania route. 

“We’ve been very happy with the 

reception, and we’re glad to see how it’s 

growing voyage by voyage,” he says. 

While the automotive trades make up 

the backbone of the cargo on the route, 

the range of cargo moved in the ro-ro 

trades is quite diverse, Mr Wallis says. 

“There’s a real mix of agricultural, 

construction, breakbulk, it’s quite a diverse 

cargo range, but in general, we at Höegh 

see good demand and opportunities 

for agricultural cargo. There’s an 

ongoing growth in civil construction in 

Australia, and constant demand for civil 

construction equipment.” 

Mr Johnson echoes the sentiment, 

saying WW’s automotive trade is strong, 

but mining and construction equipment 

has been very strong this year. 

“We’ve seen a bit of a replacement 

cycle occurring, with new machinery 

coming out of Europe and North 

America,” he says. “Mining and 

construction has been the big increase 

this year, but how long it will continue 

for, we’ll just have to wait and see.” 

Mr Johnson says he’s keeping his ear 

to the ground about what’s happening in 

the mining sector, and WW would look 

at adding ports if there was a need to 

support inbound units in Queensland. 

“We’re also looking at potential 

opportunities on how we get cargo in 

closer to mine sites on the west coast 

as well. Obviously, our vessels are too 

big to call at the likes of Dampier and 

those ones, and [there is] quite a big road 

transit from Fremantle north, so we’re 

thedcn.com.au 

July 2018 

35

“We do get various breakbulk – could be 

anything from swimming pools to steel, 

anything really. If we can get it on a ship, 

we’ll take it.” 

constantly keeping our ear to the ground 

with what’s happening with the market.” 


Domestic shipping has always been a 

significant part of the ro-ro trade in 

Australia, with significant trade going in 

both directions. 

Höegh’s Mr Wallis says the company 

had always done coastal shipping from 

east to west. 

“We’ve had a lot of success and a lot 

of support with that trade, and now 

with the new service we’re also offering 

coastal shipping coming from east to 

west,” he says. “We’re offering it in both 

directions now.” 

WW does a roaring coastal trade as 

well. “It’s been pretty good business – 

we’ve been doing two, sometimes three 

vessels east to west, it keeps us busy,” 

Mr Johnson says. 

“There is a lot of repositioning of 

automotive equipment domestically; 

we also get various breakbulk cargoes – 

could be anything from swimming pools 

to steel, anything really. If we can get it 

on a ship, we’ll take it.” 

BIOSECURITY 

The mighty nuisance 

that has been caused by that tiny, odious 

insect known as the brown marmorated 

stink bug has wreaked seasonal havoc on 

supply chains, and the ro-ro sector is not 

immune. 

Mr Wallis confirms one of the major 

biosecurity issues the sector faces is from 

that malodorous bug, particularly in 

cargo coming from the US and Europe. 

“Last year it became an issue out of 

Italy and therefore out of our European 

load ports,” he says, “because it’s a cargo 

origin, not a port origin issue”. 

“We got through the season without 

any real incident, which is great, and a lot 

of vigilance from all of our booking staff, 

operational staff, port captains, etc.” 

However, Mr Wallis says when one 

carrier has issues with biosecurity, it can 

impact on all the other carriers in the 

trade, pointing to a series of events this 

past summer when vessels were blocked 

from berthing at Auckland because of 

stink-bug infestations. 

“While we didn’t have anything 

impacting on us directly, I think everyone 

Wallenius Wilhelmsen’s Salome 

in the trade felt some major issues around 

transiting Auckland Port,” he says. 

“The flow-on effects are still felt now, 

with delays getting through Auckland, 

because the bottleneck just moves 

further up the supply chain with the 

processers, the trucking companies, etc.” 

With the Northern Hemisphere 

summer just beginning to heat up, stinkbug 

season is nearly upon us again. 

Mr Wallis says Höegh has robust 

procedures in place, and he is pleased 

about how the company managed last 

year’s stink-bug season. 

“We’re eagerly awaiting the new 

guidelines from the Department of 

Agriculture so we can make sure we’re 

compliant and ready to go,” he says. 

THE FUTURE 

Technological developments in vehicles 

are progressing swiftly, around the 

world, with electric and autonomous 

vehicles shaping up to be the way of the 

future. However, Mr Johnson explains 

electric vehicles are looking slow on 

Höegh Autoliners/Wallenius Wilhelmsen 

36 




Flensburger Schiffbau-Gesellschaft 

the uptake in Australia, and they don’t 

require much special treatment from 

ro-ro liners. 

“Certainly for the electric vehicles, a 

car is a car, and we don’t need to class 

them as dangerous goods on our vessels, 

not like when they go into containers,” 

he says. 

“Australia has such a vast import 

base, everyone’s talking and looking at 

[electric vehicles], but we’re probably 

a little bit behind where everyone else 

is globally. For us, there’s no real big 

market for it at the moment, but we’re 

definitely reviewing how we can support 

it better.” 

Mr Johnson says one of the things 

WW is looking at is how to make sure 

batteries don’t get run down on a 

40-odd-day transit from Europe. 

THE IMPENDING SULPHUR CAP 

One issue that the entire shipping 

industry is looking towards is the IMO’s 

looming marine fuel sulphur cap, which 

will require all marine fuel to have a 

sulphur content of 0.5% or less. 

Due to come into force in 2020, it is 

causing consternation in the industry, 

and ro-ro operators are not immune. 

However, many are taking action, 

ordering ships powered with cleaner 

fuel, such as LNG, or fitting scrubbers to 

existing fleets. 

A spokesperson for Höegh Autoliners 

says the company had reduced its fuel 

consumption and hence emissions per 

shipped cargo unit and nautical mile, by 

about 20%. 

“By complying with the global sulphur 

regulations in 2020, our fleet will 

reduce its environmental impact even 

further, meaning that our customers 

and the society will benefit from cleaner 

transportation,” the spokesperson says. 

“Our plan is to bunker low sulphur 

fuel and not to install scrubbers, at least 

not in the initial stage. As the majority 

of the world fleet will not have scrubbers 

in place by 2020, it is imperative that 

the refineries must secure enough low 

sulphur fuel before the end of 2019.” 

WW’s Mr Johnson says the IMO 

sulphur cap will be a big deal and WW 

is also looking closely at how to comply 

with the new regulations. 

Whatever happens on 1 January 

2020, ro-ro vessels will still be calling at 

Australian ports, delivering the things 

that help roll the economy along. 

NEW TASMANIAN SPIRITS ON THE WAY 

The two new ro-pax vessels are to be powered by LNG 

Tasmania is about to get two new Spirits, after ferry operator TT-Line and 

European shipbuilder Flensburger Schiffbau-Gesellschaft (FSG) recently signed a 

€438m contract for the design and construction of the new vessels. 

The two new vessels are to be powered by LNG, a cleaner burning fuel than 

standard heavy fuel oil, with much lower emissions. 

With work expected to start soon, the two new ships are expected to begin plying 

the waves of Bass Strait after they are completed in 2021. 

FSG CEO Rüdiger Fuchs said he was very pleased that FSG was selected by the TT- 

Line Supervisory Board in competition against a number of international shipyards 

to design and build the new Spirits of Tasmania. 

“The two ships are specially developed for use in the rough seas of Bass Strait 

and feature the latest technology for eco-efficiency,” Mr Fuchs said. 

TT-Line chairman Mike Grainger said: “FSG was endorsed by the Board after the 

company short listed a number of international shipyards to build the new tailormade 

vessels”. 

“The new, purpose-built vessels will also be able to carry increased freight 

volumes when compared to the current Spirit of Tasmania vessels,” Mr Grainger said. 

“The two ships are specially developed for use in 

the rough seas of Bass Strait and feature the latest 

technology for eco-efficiency” 

“In preparing a business case for the Tasmanian government, TT-Line 

exhaustively assessed vessel types and fleet configurations to determine the most 

suitable vessels to operate daily crossings on Bass Strait,” he said. 

“The Board is pleased with the final terms of the contract as negotiated between 

the parties since signing a letter of intent last calendar year.” 

The TT-Line board and the company’s executive team of the company worked 

closely with the Tasmanian government on vessel replacement through the Ships 

Replacement Sub-Committee of Cabinet, chaired by the Minister for Infrastructure, 

Rene Hidding, and including Premier Will Hodgman and Treasurer Peter Gutwein. 

FSG has built more than 750 vessels since it was established in 1872, and it is 

currently building cruise ferries for Irish Ferries and Brittany Ferries, which are 

similar in design to the new Spirits. 

The Company has also recently designed 

and built ro-pax ferries for Canadian BC 

Ferries and Scottish Caledonian MacBrayne. 

FAST FACTS 

Next Generation 

Spirit of Tasmania 

An artist’s impression of the next generation Spirit of Tasmania 

LENGTH: 212 metres 

BEAM: 31.5 metres 

PASSENGERS & CREW: 2000 

PASSENGER VEHICLES: 600 

CABINS: 284 

RECLINERS: 195 

thedcn.com.au 

July 2018 

37


TRAMS BY SEA 

An innovative system allowed new trams to be shipped from Germany to Brisbane 

How to get a tram from Germany to the Gold Coast? On a 

ro-ro vessel, of course. 

Two 43.5-metre Bombardier trams were recently shipped 

from Germany to Queensland on a Höegh vessel, using 

rolltrailers. 

However, there is a problem with using normal rolltrailers, 

as they are only 24.4 metres long. So, why not just connect two 

trailers end to end? 

Höegh global breakbulk operation manager Geir Paulsen 

said the company came up with the extended rolltrailer 

concept, connecting the two trailers with a “Höegh Bridge”. 

“These have been tested and approved and the prototype 

was used for this operation,” he said. 

“The railcars were loaded on a special truck trailer at the 

factory in Austria and driven directly on board Höegh Traveller 

in Bremerhaven. On board the vessel, the trams were 

pulled from the 50-metre-long truck trailer to the extended 

rolltrailer concept.” 

Mr Paulsen continued, saying, “with the success of this 

shipment it proves that our development in customised 

solutions offer higher quality and less risk for new types of 

cargo which would not have normally been loaded on a ro-ro 

vessel in the past”. 

Höegh area sales manager for Oceania Brendan Wallis said 

generally the company had been seeing good utilisation of 

specialised breakbulk equipment. 

“We’ve invested heavily in specialised equipment to carry 

more breakbulk cargo on a ro-ro solution, which has really 

worked well, and we’ve seen good success, especially in 

the rail and energy segments,” he said. 

In addition to the Gold Coast tram shipment, Mr Wallis said 

the company had carried out other cargo movements with 

creative uses of rolltrailers. 

“We’ve also done some ultra-wide rolltrailers where we join 

two of them side-by-side and load and discharge them at the 

same time using a specialised gooseneck,” he said. 

“Also, we have some ultra-low mafi trailers, which allow us to 

load higher cargo on our vessels.” 

An example of this is a colossal drum transported from 

Spain to Australia last year. 

Röhlig Spain needed to transport a 90-tonne rotary drying 

machine drum to Port Kembla. With a diameter of 7.25 metres, 

it was too wide to put on a single rolltrailer (which have a 

diameter of 2.6 metres). 

Höegh had developed a double mafi concept that had been 

tested in the US, with the prototype being used to transport a 

7.2-metre-wide catamaran from Antwerp to Brisbane. 

Mr Paulsen said the two rolltrailers were put together using 

a coupling kit system 

“The system comprises of an easy to use system, which 

locks two 40-foot rolltrailers side by side,” he said. “A twin 

gooseneck was also developed and produced on a Höegh 

design, and this ensures the tug master has a firm hold of the 

rolltrailer at all times during transport.” 

The trams were transported all in one piece on special trailers 

38 



2018 Australian 

Shipping & Maritime 

Industry Awards 

Thursday 22 November 2018 

The Grand Ballroom, Sofitel Sydney 

Join us for the 23rd annual Australian 

Shipping and Maritime Industry Awards 

and help celebrate the shipping and 

maritime industry achievers. 

Have your say and nominate now. 

Sponsorships still available! 

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lloyd.oharte@thedcn.com.au 

dcnawards.com.au

NEW TRE 

in waterfront 

PORT & CONTAINER EQUIPMENT 

The waterfront is becoming 

ever-more sophisticated 

40 



NDS 

automation 

Sharing of technology is the key to 

the future in the port equipment 

sector, writes David Sexton 

BUSINESSES WORKING IN THE 

area of port logistics should be prepared 

to share technology in order to facilitate 

future growth. 

That’s the view of Kalmar Asia-Pacific 

senior vice-president Peter McLean. 

The Singapore-based (but decidedly 

Australian) executive was in Melbourne 

for the Global Shippers Forum where he 

spoke with Daily Cargo News over lunch. 

We asked Mr McLean if he saw much 

room for growth in the field of portside 

technology. 

“I think there is a lot more [room]. 

Automated terminals are no different to 

our smart phones or the world we live 

in in any way. It will always continue to 

change,” Mr McLean told DCN. 

“We’ll get more productivity. We’ll 

get faster, more simple, ways to connect 

different systems. 

“I think that can be achieved by all 

of us working together more. I think 

The Kalmar Fastcharge 

in action 

thedcn.com.au 

July 2018 

41


more… For example, we recently released 

a product called Kalmar Key. 

“So, we’ve opened our doors, 

welcoming people who have got other 

technology and want to link to ours 

where we will build the bridge. We will 

openly build the bridge so that we share.” 

“In five minutes you can bring it up to 

a very sensible, high-level work charge. 

It’s not fully charged, but it can be 60% 

to 80% charged within five minutes. 

“It’s that sort of technology that 

can be improved all the time as well as 

battery technology.” 

Above: Peter van Duyn, director, ICHCA 

Australia 

we need to follow the lead of the car 

industry. If you look at the alliances in 

the car industry, I think they are a good 

example of where the port business and 

the container handling and the freight 

business should go.” 

Mr McLean said the various 

competitors should “drop the facades and 

work together more behind the scenes”. 

“Of course we can all have our brand, 

but there is a large amount of technology 

and skill sets that available if we share 

AUTOMOTIVE EXAMPLES 

Mr McLean noted examples of similar 

co-operation that can be seen in the 

automotive industry. 

“I think we should follow the lead of 

the Renault – Nissan alliance and other 

companies where they sink lots and 

lots of money into these backroom-type 

businesses,” he said. 

“They build engines and build 

transmissions and share technology that 

they put on their own products and sell 

their own brand.” 

Asked about the drivers of change, Mr 

McLean said it was sustainability. 

“We’re such huge consumers of 

energy. Our [humanity’s] pollution is out 

of ratio…” he said. 

He spoke of developments in electric 

automatic guided vehicles (AGVs). 

“An AGV is not new to the industry, 

but the real release was the fast charge… 

REGENERATION 

For some of us, regeneration is 

something we once associated with 

episodes of Dr Who. 

However, Mr McLean said this was 

also entirely relevant to port technology. 

“Regeneration is a big thing in our 

industry… That regeneration of power 

within our business going back into the 

grid or back into our equipment,” he said. 

“That is another big thing we’re 

working on. We’ve got some of it 

perfected, but there is a long way to go.” 

DCN asked Mr McLean how 

stevedores would compete when 

automated technology became 

ubiquitous; his answer was in “service”. 

“We’ve seen this in Australia. 

Australia has a very high degree of 

automation. There’s the saying ‘keeping 

up with the Joneses’ or ‘keeping up with 

your neighbour’. 

Shutterstock 

42 



REDUCED EMISSIONS A FEATURE OF NEW RAIL-MOUNTED GANTRIES 

Kalmar is supporting expansion at Rotterdam Short Sea Terminals with order for customised RMGs 

Reduced CO2 emissions is a key feature of rail-mounted 

gantry cranes set to be delivered to Rotterdam Short Sea 

Terminals in Europe during 2019/20. 

As the world seeks to become more sustainable, so this 

trend is affecting the nature of port machinery. 

Kalmar (part of Cargotec) has signed a contract with RST to 

supply two Kalmar RMG cranes described as having remote 

control and extensive customisation. 

“They are powered by highly efficient electric drive units 

that enable exceptionally smooth operation and produce zero 

emissions at source,” Kalmar said in a statement. 

“They can be supplied by either a cable reel or busbar setup.” 

The order was booked during Cargotec’s 2018 second 

quarter order intake. 

The first crane is to be delivered in the fourth quarter of 

2019 and the second during first quarter of 2020. 

Rotterdam Short Sea Terminals (part of the massive Port 

of Rotterdam) is understood to be the largest short sea 

shipping hub in Europe, with more than 320 employees 

working 24-hours a day to process more than 800,000 

containers a year. 

The terminal has undergone considerable expansion in 

recent years in keeping with increasing demand, and Kalmar 

has been closely involved. 

Two wide-span monobox Kalmar STS cranes are said to 

be nearing completion following an order announced in the 

second quarter of 2017. 

Kalmar says its RMGs are ideal for high-density stacking 

in container terminals and offer design flexibility to meet 

customer requirements. 

The two cranes supplied to RST are to have a lifting capacity 

of 41 tonnes and feature a rotating trolley. 

Their wide 54-metre span and double cantilever is expected 

to enable the cranes to cover a large part of the yard, while 

their high-speed operation will help to maximise productivity 

at the terminal. Furthermore, the RMGs are to share many 

common components with the Kalmar STS cranes currently 

being built, which should support smoother and more costeffective 

maintenance activities. 

RST manager, technical department and projects, Cees van 

Pelt, spoke effusively about the Kalmar relationship. 

“Kalmar has been a reliable partner for many years, so 

naturally we turned to them to support our ongoing expansion 

plans,” Mr van Peelt said. 

“The key factor for us is that the Kalmar RMG solution is not 

‘one-size-fits-all’; instead, we were able to work closely with 

their expert team to develop a highly customised solution that 

meets our operational needs and demands.” 

Kalmar vice president, intelligent crane solutions, Ilkka 

Annala, said they were proud of their RST connections, 

“Our successful cooperation with RST is something we 

are very proud of, so we are pleased to be able to announce 

another order that further strengthens the relationship 

between our two organisations,” Mr Annala said. 

“The design flexibility that these new RMGs offer is all down 

to the hard work and dedication of the fantastic team we 

have at Kalmar, who are truly committed to delivering tailored 

solutions that add real value for our customers. This is already 

the fourth RMG order we have received since the product was 

launched in September 2017.” 

RSRT 

Europe is on the lookout for 

more automated solutions 

thedcn.com.au 

July 2018 

43


“When Patricks years ago put 

Fisherman Island into place, the pressure 

really was on DPWA to automate their 

terminal and offer a consistent service. 

“But then the pressure [was on] DPWA 

to do the next one as you go around the 

chain of ports in Australia and the same 

with Patricks. So it self-generates because 

the shipping lines need consistency.” 

Mr McLean continued, saying, 

“Shipping lines have to have that 

[consistency] to be efficient and we want 

goods that we’ve ordered… so the key to 

stevedores is building a very consistent, 

reliable, fast service for their clients.” 

Meanwhile, Maersk Line Oceania 

operations manager Stuart Jennings said 

in a high-cost country such as Australia, 

productivity and efficiency in every 

aspect of the whole cargo supply chain 

must be maximised. 

“Maersk Line welcomes close 

collaboration across the entire ecosystem 

of the supply chain – customers, shipping 

lines, port operators, container depots, 

freight forwarders and authorities - to 

ensure Australia remains competitive in 

the global marketplace,” he said. 

“We see plenty of opportunity for 

key stakeholders, both in Australia 

and globally, to work jointly on the 

development of digital solutions which 

support future industry efficiencies and 

customer benefits.” 

Above: Peter McLean, Kalmar Asia-Pacific 

senior vice-president 

Port operators and stevedoring companies are checking out the 

options available to them in terms of automated technology 

A recent trip to Webb Dock in 

Melbourne provided some insights into 

the future of automated technology on 

the waterfront. 

It was there that visitors were able 

to get a first-hand look at the Easy Mile 

EZ-10 vehicle, a driverless shuttle that 

allows people to safely move around 

the docks. 

The EZ-10 was in Melbourne for trials 

involving the EasyMile company and 

Melbourne International RoRo and 

Automotive Terminal. 

EasyMile business development and 

project delivery manager for the Asia 

Pacific, Adwait Kale, told Daily Cargo 

News a little about the concept. 

He explained how the first three 

prototypes were commercialised 

in Singapore in 2014 and are still in 

operations in Gardens by the Bay. 

The machines are manufactured 

by a car and minibus manufacturing 

company Ligier in the south of 

France. EasyMile in turn provided the 

automation technology. 

EASY MILE SHUTTLE 

OFFERS A SNAPSHOT 

OF THE FUTURE 

Mr Kale said the cost in Australia to 

buy an EZ-10 would be around $360,000 

plus importation costs. 

For hiring, the cost would vary, but 

he mentions it would be around $8000 

a month for a five-year lease. 

The EZ 10 carries 14 people and 

those who visited MIRRAT during the 

recent demonstration got a good feel 

for its steering and braking capabilities. 

MIRRAT head of commercial and 

stakeholder management Jed Smith 

said they partnered with EasyMile to 

better understand the technology, how 

it works, how it performs in a dynamic 

environment and how they could design 

yard infrastructure to cater for such 

vehicles in the future. 

“The real benefit of these trials for 

us is to gain some exposure to this 

technology and begin building our 

knowledge on how it works and what 

are its requirements,” Mr Smith said. 

The unit and the EasyMile team 

arrived onsite on Tuesday, 5 June for 

three days of tests at MIRRAT. 

BLOCKCHAIN 

No article in 2018 would be complete 

without discussing blockchain, and Mr 

McLean said it did not yet keep him 

awake at night. 

“But again, it also is going to be part of 

our world,” he said. 

“It is something that we either will 

start to develop ourselves or we will 

partner with people; of course and that’s 

really what blockchain is all about as well. 

“So again it’s coming, and that’s why 

I think anyone who doesn’t open their 

doors and partner will be left behind in 

this industry.” 

ICHCA Australia director Peter van 

Duyn helped organise the Global Shippers 

Forum and agreed the trends influencing 

automation were of great significance. 

“Automation is very important, as 

labour costs are only going to go higher,” 

Mr van Duyn said. 

“But it’s also about safety. We’ve had 

incidents recently where people were hurt 

on the waterfront. 

“Had there been automation, you 

would have had damage but no injuries.” 

Mr van Duyn said automation 

would not necessarily be implemented 

everywhere overnight, but would happen. 

He noted Mr McLean’s comments 

about sharing technology. 

“It’s interesting because some 

companies may feel they have a 

commercial advantage, a bit like Tesla 

or Uber, and are reluctant to give up too 

much information,” he said. 

“But if there is some sharing of 

ideas there could be benefits for the 

waterfront overall.” 

Kalmar 

44 




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46 

July 2018 

thedcn.com.au

LOGISTICS & SUPPLY CHAIN 

Grand projects are 

transforming the 

supply chain in the 

nation’s north-west, 

writes Paula Wallace 

AMBITIOUS PROJECTS IN THE 

north-west are bringing about supplychain 

changes in parts of the country 

sometimes overlooked by those on the 

eastern seaboard. 

Sweeping change is underway at 

Broome with the business case being 

developed for a circa $100m investment 

in new marine infrastructure. 

Meanwhile, a project bankrolled by the 

Northern Australia Infrastructure Facility 

(NAIF) near Onslow is set to result in the 

construction of a multi-user infrastructure 

port and marine supply facility, providing 

fuel, waste management and logistics 

support to companies operating in the 

Carnarvon Basin. 

BROOME 

Kimberley Marine Support Base (KMSB) 

is the Western Australian private 

developer which is making plans to 

build a new floating wharf and on-shore 

infrastructure within the port of Broome. 

A floating wharf is seen as a potential 

solution for cruise ships wanting to access 

Broome during the extreme local tides 

which sometimes impede smaller ships 

from transferring passengers. New heavy 

lifting equipment would also expand the 

current capacity of the Port to handle the 

full range of oil and gas equipment. 

“It offers increased capacity for 

Broome at a time when it’s needed and 

has been identified in our masterplan,” 

Kimberley Port Authority chief executive 

Kevin Schellack said. “We see it working 

hand in hand.” 

The Port’s 50-year masterplan showed 

the current facility would need the 

support of additional infrastructure 

within five to 10 years, partly due to the 

increase in cruise shipping. 

Mr Schellack told Daily Cargo 

News they were a government trading 

enterprise without the capacity to raise 

all the money on their own. 

“We’re thrilled that a private company 

has come in, in line with our masterplanning, 

and suggests that it is going 

to build a $100m facility that will fulfil 

certain shortfalls we have identified,” 

he said. 

The lead investor with KMSB has 

port-development project experience in 

the Kimberley and Pilbara. The company 

predicts the Broome project could create 

250 construction jobs and up to 450 

operational jobs, as well as the existing 

jobs and services at the port. 

KMSB has until early in 2019 to build 

the business case for review by KPA and 

the government of Western Australia. If 

viable, KPA would then enter into a lease 

with the company and approvals would 

be sought to develop the land and seabed. 

KMSB’s Andrew Natta said Broome 

was “a fantastic resource offshore and 

onshore but the area needs to capitalise 

on it”. 

“In developing the business case we’ll 

be looking at the needs of the Kimberley 

Port Authority, the region and the 

market’s,” Mr Natta said. 

“Our intention is to have it all done 

within a year and go into construction 

by 2019, with completion of the project 

in 2021,” he said. 

This timing would be in line with a 

major project in the region that is due to 

commence operations in 2021. 

KPA is also aware of the billions of 

dollars of investment happening off the 

Kimberley coast by oil and gas operators. 

“We are encouraged by this 

opportunity to capture more of the 

on-shore benefits from this activity while 

also providing greater opportunities for 

cruise ship access into Broome,” 

Mr Schellack said. 

In terms of the infrastructure, 

KMSB is investigating the viability of 

constructing a floating wharf at the 

southern side of the current port facility. 

“There should be little if any dredging 

required,” Mr Schellack said. “They are 

looking at having a floating wharf with a 

700-tonne lifting capacity as a multiuser 

facility.” 

KPA is to working with the 

Department of Transport and the 

Department of Jobs, Tourism, Science 

and Innovation to develop the strategic 

benefits of the proposal with KMSB. 

The proponent is to take responsibility 

for the full range of engineering, 

environmental and heritage approvals. 

“We have been talking with the 

proponent to make sure there is good 

engagement with the local community 

and the full range of benefits are 

identified for Broome,” Mr Schellack said. 

Mr Natta said the developer planned 

to be consultative. 

“We won’t take one step without 

working with the port authority and the 

government, we will involve all relevant 

stakeholders,” he said. “We have to 

capitalise on what Broome has to offer – 

it’s a great location.” 

thedcn.com.au 

July 2018 

47


The Port of Broome 

ONSLOW 

A project billed as the first to be 

bankrolled by the NAIF is another 

project set to get underway on Western 

Australia’s northern coast. 

Owned by a private company, the 

Onslow Marine Support Base (OMSB) is 

to receive a NAIF loan of up to $16.8m 

for a multi-user infrastructure port and 

marine supply project. 

The OMSB is to provide supply and 

support services for onshore and offshore 

businesses, such as logistics, fuel supply, 

waste management and construction and 

maintenance for companies operating in 

the Carnarvon Basin. 

NAIF chief executive Laurie Walker 

told DCN its loan would fund the second 

stage of the project with the deepening of 

the harbour channel by 5.5 metres (chart 

datum), thus allowing access for larger 

vessels. 

“It means that the whole project 

is much more useable by more cargo 

vessels,” she said. 

NAIF is partnering with National 

Australia Bank to finance the project, 

which helps meet its aim of encouraging 

private-sector investors to help build 

infrastructure for the benefit of northern 

Australia. 

“Obviously we’ve done an assessment 

that the growth will come and there’s an 

operator that’s been engaged… a credible 

operator that understands the industry 

and has committed to the project,” Ms 

Walker said. 

Ms Walker said one way NAIF was 

different from other financiers was it had 

to demonstrate a net public benefit from 

each of its investment decisions. 

“The benefit of this project is predicted 

to be in the region of $100m,” she said, 

adding that it was over the life of the 

ten-year loan,” she said. 

“This is based on the jobs that the 

project will create, reduced costs to 

businesses, and the time that logistics 

companies would have had on the road 

to get to and from Perth. 

Above: Kevin Schellack, chief executive of the 

Kimberley Ports Authority 

“It will also mean the maintenance of 

vessels can be done in the region rather 

than going to Singapore.” 

NAIF and OMSB say the loan has 

brought forward the development of the 

project by three to five years. 

“We have a mandatory criterion that 

there must be an indigenous engagement 

plan, and there are comprehensive 

guidelines around participation and 

employment,” Ms Walker said. 

“And, in this case, it will be targeted 

and appropriate for the region. There are 

strategies that the proponent committed 

to… and after speaking to indigenous 

leaders in the region, we are comfortable 

there is a good strategy in place.” 

When the NAIF board decided to invest 

in the OMSB, its investment mandate 

stated NAIF had to have a preference for 

the loan size to be a minimum of $50m 

and only 50% of the debt. 

Ms Walker said there likely would 

be at least three to five investment 

decisions made before the end of the 

2017-18 financial year. 

“We have now got a pipeline 

that’s building up and I expect that 

momentum to keep flowing,” she said. 

NAIF 

48 



INTERMODAL PROJECT A BOON FOR QLD BUSINESSES 

InterLinkSQ is about connecting the growing south-west region of 

Queensland to the Port of Brisbane and the international market 

DELAYS have occurred, but 

InterLinkSQ inland port construction is 

set to resume, general manager Blair 

Batts says. 

Mr Batts spoke with Daily Cargo News 

and explained how construction had 

been put on hold for a tunnel-lowering 

project initiated by Queensland Rail. 

But, with that out of the way, work 

on the facility near Toowoomba can 

resume. 

“We are targeting completion by late 

2019,” Mr Batts says. 

Developing in stages, with a 

capacity up to 250,000 TEU, the 

InterLink Global Logistics Centre is to 

provide opportunities for cold-store 

warehousing; grain and commodities 

storage and packing; rail maintenance 

and provisioning services; a container 

park including on-site upgrade and 

maintenance; and food processing. 

In addition to the 3km frontage along 

the existing West Moreton Rail Line, 

InterLinkSQ is positioned at the junction 

of three major highways and the eastern 

extent of the type-1 road train network. 

Government-accredited clearing and 

customs bonded facilities are planned 

to enable direct export of containerised 

product through to the Port of Brisbane 

via an IMEX port shuttle service. 

“This positions the InterLink Global 

Logistics Centre as a true inland port,” 

Mr Batts says. 

Proponents believe businesses are 

looking at InterLinkSQ because of its 

proximity to transport and logistics 

options. 

“InterLinkSQ is about putting freight 

movers and freight makers together,” Mr 

Batts says. 

“Businesses we engage with regularly 

are looking to future-proof their 

operations by having cost-effective 

transport options. The benefit of 

InterLinkSQ is that the closer you are to 

the rail hub the cheaper that option is.” 

Mr Batts says the response from 

companies in the region to the 

development has been “positive, albeit a 

little sceptical”. 

“This is understandable given the 

decline in rail volumes over the past 10 

years and the increase in productivity of 

the road based freight transport system. 

However, there is a concern that we 

currently have all our freight eggs in one 

basket with a road only system. 

“A competitive and efficient freight 

rail network is an absolute necessity for 

a robust and secure freight network to 

ensure the produce and goods from this 

region make it to the Port of Brisbane 

and export destinations via the most 

cost effective, efficient and safe path 

possible,” he says. 

InterLinkSQ sits at the junction of the 

Gowrie to Helidon section of the Inland 

Rail, and the border-to-Gowrie section. 

“It is the Gowrie to Acacia Ridge [in 

Helidon] section of Inland Rail, which 

provides the significant benefit to our 

region and community,” Mr Batts says. 

Above: Blair Batts, general manager of 

InterLinkSQ 

“It is an absolute imperative for our 

region that this section be prioritised by 

the federal government and delivered 

in the shortest possible timeframe,” Mr 

Batts explains. 

“The government has the opportunity 

to facilitate this outcome through the 

public-private partnership framework.” 

Currently, the Australian Rail Track 

Corporation is preparing the draft 

environmental impact statement 

for submission to the Queensland 

Coordinator General’s office. 

“We hope that this section of track 

could be operational by mid-2022 in 

line with the delivery program outlined 

in the business case,” Mr Batts says. 

Interlink 

InterLinkSQ is 

delivering an inland 

port, intermodal 

terminal and port rail 

shuttle 

thedcn.com.au 

July 2018 

49


LINX IN THE CHAIN 

How a Sydney intermodal park may ease congestion around Port Botany and provide a smoother 

supply chain for importers and exporters to Brisbane and the international market 

Talk to LINX Cargo Care chief executive Anthony Jones 

about Enfield Intermodal Terminal and there’s no mistaking 

his enthusiasm. 

“The excitement is where it sits in the rail geography. It is 

perfectly positioned on the junction of the Southern Freight 

Line, the Port Botany dedicated freight line and also the 

freight network up into Strathfield and up north,” he tells Daily 

Cargo News. 

“When I look at it as a rail infrastructure supply chain 

solution, we can offer an intermodal terminal without any 

inefficiency. 

“We see the terminal as being highly efficient and highly 

productive with great infrastructure… we know this will work 

and we know we will be able to give value back to the importers 

and exporters.” 

To recap, earlier this year it was announced LINX had 

secured the right to lease and operate the Enfield Intermodal 

Terminal in western Sydney, a facility previously operated 

by Aurizon. 

LINX is also to operate a port shuttle service between the 

terminal and Port Botany, 18km away. 

Some key features: 

• 15.1ha of leasehold from NSW Ports 

• Annual terminal capacity of 300,000 TEU 

• Two rail sidings of 920 metres in length and through-line of 

1800 metres, enabling the management of longer trains. 

The terminal is part of the Enfield Intermodal Logistics 

Centre which includes warehousing, buildings and vacant 

land for the development of rail-related warehousing, freight 

forwarding, transport and import/export facilities. 

Currently the terminal handles about 24,000 TEU equivalent, 

so considerable growth is anticipated. 

Mr Jones indicates the company is keen to maximise capacity. 

“Our aim is to drive that throughput so we maximise that full 

300,000-TEU capacity and work in closely with the stevedores, 

the truck access providers and the NSW government,” he says. 

He notes forecast throughput at Port Botany should 

increase demand for the terminal. 

To give some context to his statement, a 2015 NSW Ports 

study suggested that Port Botany would be handling anywhere 

between 7.5m and 8.4m TEU by 2045. 

“Facilitating the efficient and sustainable handling of growing 

trade volumes through the Port will maximise economic benefit 

for the state and minimise environmental impacts on the local 

and wider community,” the report authors wrote. 

“The key drivers of container growth through Port Botany 

are domestic demand, population growth, the strength of 

the NSW economy, the value of the Australian dollar, levels of 

domestic manufacturing, government trade policies and the 

location of key distribution centres.” 

Mr Jones says such trends were sure to boost the need for 

the Enfield Intermodal Terminal. 

“The more growth you have, the more land you need, the 

more you can move out to satellite terminals,” he says. 

EMPTY CONTAINER PARKS 

Mr Jones explains the role of an empty container park capacity 

at the terminal (a facility that is still to begin operating). 

“We see the empty container park as being critical. It’s 

actually not functioning at the moment. We are shuttling boxes 

from empty parks to try and triangulate and backload our 

export volume,” he says. “Once we get an empty park onsite, 

we will be able to bring export trains down from the country 

direct into port, backload them with imports and then offload 

those imports at Enfield and then reload the empties to go 

back up-country.” 

THE SIGNIFICANCE OF ENFIELD 

DCN asked Mr Jones about the significance of Enfield as part of 

its overall business. 

“We’re committed to rail... We have our Riverina train; we 

have an expanding rail business,” he says. 

“So for us, we see this as a bit of a beachhead investment 

for us. It gives us a great solution… a solution that will be 

attractive, and is already proving to be attractive to importers 

and exporters. 

“But it also gives us the opportunity (to provide) a Sydney or 

a Melbourne solution to our customers.” 

LINX 

50 



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CURRENCIES, GEO-POLITICS & TRADE 

Markets in the age 

of Trump 

Paul Bettany takes a look at currencies, geopolitics 

and how they impact upon international trade 

Above: Paul Bettany, foreign exchange 

partner, Collinson & Co 

THE G7 AND THE TRADE WARS 

Financial markets have been mesmerised 

by geo-political events enveloping the 

globe. The G7 is always a fantastic event 

for leaders to prance around the world 

stage and bask in the media spotlight. 

The talk-fest has always ended with 

an agreed-upon communiqué, signed 

by all participants in a show of world 

solidarity. The build-up was enormous, 

with verbal jousting surrounding the 

emerging “global trade war”. The US, 

under President Donald Trump, has 

been threatening all its major trading 

partners with a reality check on tariffs. 

Trump has looked at the massive 

trade imbalances suffered by the US 

and concluded the multi-lateral trade 

agreements are neither fair nor free. The 

EU, China and Canada (under NAFTA) 

have all seemingly taken advantage of 

unfair trade practices, employing many 

protectionist measures and penalising 

US exports. Meanwhile, the unfettered 

access to the biggest market in the world 

(the US), has been virtually unimpeded. 

Trump is advocating reciprocal, bi-lateral 

agreements, so all trading partners 

operate under the same rules. This has 

been vociferously rejected by the EU and 

Canada, framing it as an attack on the 

concept of free trade, while playing the 

victim card. Trump has responded with 

tariffs and dire warnings linking trade to 

defence. The G7 seemed to accept this, 

until his departure from the meeting, 

when Canadian PM Trudeau launched a 

scathing attack on the president (in his 

absence). Result: a car crash, which will 

cost the Canadians and Europeans $$$. 

THE SINGAPORE SUMMIT 

This G7 was a tumultuous event but 

would soon be forgotten in the brave new 

world of Trump. The speed and regularity 

of momentous events occurring in 

the world have increased in frequency 

since the inauguration of the current 

administration in the White House. 

Trump flew directly from Canada to the 

Singapore Summit, where he spent the 

day negotiating with the North Korean 

Communist Chairman Kim. This was a 

historical occasion, resulting in a signed 

agreement between the two leaders, 

aimed at denuclearising the Korean 

Peninsula. The G7 was way in the rearview 

mirror. Trump and Kim cavorted 

for most of the day in a world-first, 

addressing the climacteric position the 

region and the world find themselves in. 

The results were, it seems, surprisingly 

positive and look to be a great first 

step in solving one of the world’s great 

dilemmas. An agreement was signed and 

the process is underway. 

GLOBAL TRADE WARS 

Trade remains a key issue in global 

markets and a resolution may take some 

time. The Europeans will have to sign 

an amended trade agreement, balancing 

tariffs and trade sanctions, or suffer 

the consequences. Trump did offer a 

proposal, namely to abandon all tariffs 

between the G7 nations, but this was 

summarily rejected. Trade is a major 

factor globally and particularly impacts 

trade-dependent, commodity nations, 

such as Australia. The ebb and flow of 

these developments therefore affect 

the associated currency. The AUD has 

suffered severe recent setbacks, although 

looks to have stabilised, with recent 

positive fiscal developments. The real 

fluctuations are found in relation to the 

reserve currency. The AUD experiences 

more volatility measured against the 

USD, rather than the EUR, which tends 

to move in conjunction with the AUD. 

Collinson & Co 

52 


July 2018 

thedcn.com.au

AUD/USD 

Australian dollar/U.S. dollar, 1D, FXCM 

Vol (20) 

Published on TradingView.com, June 12, 2018 19:19 EST 

FX:AUD, ID 0.75731 s +0.00049 (+0.06%) O:0.75682 H:0.75768 L:0.75676 C:0.75731 

Nov 17 Dec 17 Jan 18 Feb 18 Mar 18 Apr 18 May 18 Jun 18 

AUD/EUR 

Published on TradingView.com, June 12, 2018 19:8 EST 

FX_IDC:AUDEUR, ID 0.6444 t -0.0003 (+0.05%) O:0.6449 H:0.6449 L:0.6444 C:0.6444 

Australian dollar/euro, 1D, FXCM 

Vol (20) 

Nov 17 Dec 17 Jan 18 Feb 18 Mar 18 Apr 18 May 18 Jun 18 

0.81000 

0.80000 

0.79000 

0.78000 

0.77000 

0.76000 

0.75000 

0.74000 

0.73487 

0.73000 

0.6700 

0.6650 

0.6600 

0.6550 

0.6500 

0.6000 

0.6400 

0.6349 0.6350 

0.6300 

0.6400 

0.6200 

0.6150 

depressed global growth. This has 

continued for 10 years in the ECB, 

Bank of Japan, RBA and RBNZ. As their 

economies continue to struggle to get 

on top of deficit/debt levels and stunted 

growth they have maintained extremely 

accommodating monetary policies. The 

US, in contrast, has boomed recently 

and is rapidly returning to a normalised 

monetary policy. This has been reflected 

in inflation, growth and employment 

leading to rising interest rates. The Fed 

has been raising rates over the last two 

years and look set to continue to do so. 

They operate on an island. US growth 

has pushed interest rates up, as demand 

surges, while a reasonable return on 

money promotes competition for the 

investment dollar. Normalised monetary 

policy is a place where all economies 

wish to be, but indebtedness, sluggish 

growth and instability remain a curse to 

other western economies. Rising interest 

rates support a stronger currency so 

expect the US dollar to appreciate over 

most currencies in the coming year. 

Therefore, recent currency 

fluctuations are rather exaggerated when 

measured against the USD, as opposed 

to the EUR. e.g. the trading range of the 

AUD/USD this year has been 0.7430- 

0.8130 (700 points or a 9.5% fluctuation) 

while the AUD/EUR has moved from 

0.6200-0.6550 (350 points or a 5.5% 

fluctuation). This continues to hold true 

as the EUR moves more in line with 

the AUD, versus the reserve USD (N.B. 

their respective central banks occupy 

a similar space in dramatic contrast 

to the Federal Reserve). It is therefore 

even more important for businesses 

to address foreign currency risk and 

ensure it is managed effectively. The risk 

factors and protection against exchange 

rate movements are essential. Foreign 

exchange cover should, therefore, be 

even more comprehensive for the USD 

as fluctuations are more likely to be 

even greater. Take the risk out of foreign 

exchange exposure. 

CENTRAL BANK INFLUENCE ON 

THE MARKETS 

Central bank influence has been more 

dominant in markets since the GFC. 

The GFC encouraged record-breaking, 

expansive monetary policy to combat 

massive debt levels and stimulate 

SUMMARY 

Markets operate on confidence and 

removing geo-political obstacles provides 

a conducive environment in which 

to operate. The focus then shifts to 

global economic data and the health 

of the individual countries economy 

and fiscal/monetary policy. Monetary 

policy has dominated interest rates, thus 

currencies, forcing effective management 

of foreign exchange risk. Financial 

tools can remove this risk and allow 

the orderly function of a business in an 

international environment. Risks in the 

near future, remain the trade wars and 

unforeseen geo-political events while 

global economies improve. 


53

INFOGRAPHICS 

Winter crop: Wheat and barley 

volumes forecast to rise 

With production volumes expected to rise for wheat and barley, other commodities 

are expected to see a decline in production, writes Oliver Probert 

PRODUCTION OF WHEAT AND 

barley are set to rise in the coming 

2018/19 winter crop, but volumes of less 

common commodities like canola and 

chickpeas are set to drop, according to 

the latest winter crop report from the 

Department of Agriculture. 

Its June Crop Report suggests overall 

winter crop production will decline 

ever so slightly to 37.7m tonnes in the 

2018/19 crop year, which refers to the 12 

months ending March 31. 

This would be down a little from the 

estimated winter crop production in the 

2017/18 crop year, which the Department 

has calculated at 37.8m tonnes. 

Relatively stable production between 

the two seasons will be driven by an 

increase in barley and wheat production, 

and a decrease in production of canola 

and chickpeas. 

Dr Steve Hatfield-Dodds, executive 

director of the Department of 

Agriculture’s statistics division, said 

the mixed outlook for Australia’s 

winter crops was the result of lower 

than average autumn rainfall, which 

“significantly” constrained farmers’ 

planting intentions. 

“The total area planted to winter 

crops is forecast to decrease by 4% to 

21m hectares,” Hatfield-Dodds said. 

“This includes a drop in area planted to 

canola, chickpeas and lentils.” 

Area planted to barley is forecast to 

increase 10% to 4.3m hectares, and this 

will drive a small production increase of 

3% to 9.2m tonnes. Wheat production is 

also forecast to grow 3%, to 22m tonnes. 

Meanwhile, canola production is 

forecast to fall 16% to 3.1m tonnes, and 

chickpea production is set to drop a 

significant 40% to 616,000 tonnes. But, 

Australia’s oats production is forecast to 

remain relatively unchanged clocking in 

at 1.1m tonnes. 

Hatfield-Dodds said sufficient and 

timely winter rainfall would be critically 

important for crop development, as lower 

layer soil moisture at the end of autumn 

was recorded below to very much below 

average across most cropping regions. 

However, the latest BoM analysis 

suggests winter rainfall between June 

and August 2018 is likely to be around 

average in cropping regions in Western 

Australia, but below average in most 

other cropping regions. 

The Department of Agriculture’s 

analysis is more positive than that of 

agribusiness bank Rabobank, which 

recently noted that very low soil 

moisture levels across Australia would 

curb yield prospects, and could also limit 

further plantings into the future. 

Rabobank’s analysis forecasts 

Australia’s total winter crop will be 

just 36.5m tonnes, over 2m tonnes 

lower than what the Department of 

Agriculture is forecasting. 

“High-end yield prospects have been 

removed, certainly for canola, but 

increasingly for wheat and barley with 

average yields, and in some cases lessthan-average 

yields considered likely,” 

Rabobank senior grains and oilseeds 

analyst Cheryl Kalisch Gordon said. 

Ms Kalisch said the Australian 

winter wheat crop was expected to 

come in between 18m and 28m tonnes, 

depending on yields and further 

planting, which would depend on 

further rainfall patterns. 

“If we see a wheat crop of 23m 

tonnes, we could see Australian wheat 

exports fall to their lowest level in nine 

years at 15.5m tonnes,” Kalish said. 

Figures in million tonnes. *ABARES estimate. **ABARES forecast. Crop year refers to 12 months to March 31. 

54 


July 2018 

thedcn.com.au

AUSTRALIAN WINTER CROP PRODUCTION 

WA SA QLD VIC NSW 

34.4 

35.3 

41.7 

45.7 

37.9 

41.9 

39.2 

37.7 

56.7 

37.8 

37.7 

08/09 09/10 10/11 11/12 12/13 13/14 14/15 15/16 16/17 17/18* 18/19** 

PLANTING AREA BY CROP YEAR 

12 

16/17 17/18 (estimate) 18/19 (forecast) 

10 

8 

6 

4 

2 

0 

Wheat Barley Canola Chickpeas 

PRODUCTION BY CROP YEAR 

32 

16/17 17/18 (estimate) 18/19 (forecast) 

28 

24 

20 

16 

12 

8 

4 

0 

Wheat Barley Canola Chickpeas 

MARKET ACCESS CRUCIAL 

IN SECURING GRAIN GAINS 

Government and industry must co-operate in order to 

overcome ‘non-tariff measures’ which threaten Australian 

grain exporters’ access to overseas markets, according 

to a report prepared by consultant Rosemary Richards. 

Bankrolled by the Grains Research and Development 

Corporation and DAWR, the report noted NTMs were 

increasing and were a “priority trade policy issue”. 

“The market access challenge is ongoing and requires 

government and industry to work together to address 

current and future challenges,” Ms Richards wrote. 

“Addressing NTMs provides the greatest opportunity for 

the industry to increase trade and increase value for the 

industry, growers and the economy. 

“Market access is critical for the Australian grains industry, 

with more than 75% of production exported nationally.” 

The report noted the tremendous economic role of grain 

by way of jobs in regional communities. 

Ms Richards noted the gross value of production for the 

grains industry was $17.8bn in 2016/17, with record export 

revenue from increased production. 

“As a trade-exposed sector, ensuring competitive market 

access is essential for its continued prosperity,” she wrote. 

“Continued and improved market access is an essential 

part of the industry’s platform that enables it to provide 

a high quality supply of grains, oilseeds and pulses to 

international customers.” 

Ms Richards wrote that despite Australian governments 

successfully liberalising international trade, “there has been 

an increasing influence of domestic support policies in some 

of our key importing countries and this is creating some 

adverse consequences for the trade environment through 

restricted access or changeable rules.” 


55

TRADE & THE LAW 

Smoothing supply chains 

Lawyer Andrew Hudson discusses the private sector modernising its practices 

THE IDEA OF FACILITATING SECURE 

and compliant trade underpins many 

international agreements, such as the 

WTO Trade Facilitation Agreement 

(TFA) and the WCO Safe Framework of 

Standards (SAFE), and the idea is also 

reflected in many Authorised Economic 

Operator programs such as our own 

Australian Trusted Trader Programme 

(ATTP). Government and its agencies 

also provide further assistance to those 

in the supply chain to take advantage 

of trade opportunities, whether it be 

through export market development 

grants; other export and trade finance; 

and education on benefits available 

through free trade agreements (FTAs). 

As the regulator at the border, there 

is no doubt that government and its 

agencies have a crucial role. However, that 

role is not to the exclusion of obligations 

on those in the private supply chain who 

also operate at the border and throughout 

the wider supply chain. 

There needs to be some degree of 

collaboration between government, its 

agencies (on the one hand), and those 

in the private supply chain (on the other 

hand). There must be mechanisms for 

everyone to work together and even 

co-develop initiatives that assist trade 

as evidenced in the development of the 

ATTP. Certainly many contemporary 

FTAs and the TFA speak at length to 

the interests and importance of the 

private sector and the TFA in particular 

supports the creation of bodies such 

as our National Committee on Trade 

Facilitation (NCTF) and its various 

subcommittees. Similar concepts also 

support other consultative bodies such 

as the ITRF and the DCCC. Formally 

or otherwise, these bodies also provide 

opportunities for representatives of 

government and the private sector to 

meet and resolve issues before they 

become contentious. 

However, there also needs to be focus 

on the work of the private sector, whether 

in conjunction with government or on its 

own account to contribute to improvement 

in the supply chain including: 

• The private sector needs to continue 

its commitment to comprehensive 

engagement with government and its 

agencies, whether through the NCTF 

or other forums such as the ITRF 

and DCCC. While there is a cost to 

the private sector in terms of time 

spent, working with memberships 

and attending meetings, that cost 

is outweighed by the benefits from 

engaging in the process. This goes 

beyond merely attending meetings and 

requires considered work on the issues. 

• The private sector can usefully 

review the progress in agreed work 

by government and its agencies to 

ensure that it is carried out in a timely 

manner. This is increasingly important 

at the moment as government and 

its agencies at the border go through 

many changes which can adversely 

affect the progress of work. 

• The commitment by the private sector 

can be undertaken directly and also 

through membership and support of 

industry associations. I know from my 

56 


July 2018 

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the Australian International Trade 

and Transport Industry Development 

Fund (or AITDF). The establishment 

of the PSG mirrors the existence of a 

similar group known at the WCO as 

the Private Sector Consultative Group 

whose work includes reporting to the 

WCO Policy Commission on issues 

such as the implementation of the TFA. 

• Engagement should not be confined to 

work though the various collaborative 

forums. Government and its agencies 

regularly seek the views of interested 

parties in developing legislation or 

new trade initiatives such as FTAs. It 

org.au/publications/trade-policyrecommendations-5-0-2018 

which 

identifies some measures to assist 

SMEs and MSMEs 

• Those providing finance to the supply 

chain should be looking to the 

development of new products to assist 

those involved in trade. Recently, 

the Export Finance and Investment 

Commission (EFIC) has been 

developing new products but there are 

more to be developed especially those 

supporting MSMEs. 

• The private sector has pressed 

government and its agencies for 

Ultimately, even though the private sector parties may 

have different positions on some issues and different 

degrees of self-interest, the wider interests of all 

parties are served by sensible collaborative action 

Ian Ackerman 

Above: Andrew Hudson is a partner with 

Rigby Cooke Lawyers in Melbourne 

direct involvement with the Customs 

Brokers and Forwarders Council 

of Australia, the Export Council of 

Australia (ECA) and the Food and 

Beverage Importers Association, that 

the role of industry associations is vital 

and needs to be supported. Members 

of industry get significant value 

through their financial support and 

commitment to assist associations. 

• Industry associations should look 

to leverage collective expertise 

and resources to advance interests 

which may be held by them, even if 

they reserve their own positions on 

certain specific points. An informal 

Private Sector Group (PSG) has 

been established at NCTF with the 

assistance of a secretariat funded by 

is in the interests of all parties that 

the private sector makes its interests 

known at an early stage to aid the 

development of the outcomes. 

• There needs to be close review of 

fees and practices adopted by private 

operators of facilities in the supply 

chain as those fees and practices 

can readily become an impediment 

to access to the facilities and a 

disincentive to trade. Those affected 

in the private sector of the supply 

chain may need to be more proactive 

in their approaches to competition 

authorities and government if there 

are issues of concern. 

• The private sector needs to support 

attention to the interests of small 

to medium enterprises (SMEs) 

also now known as micro, small 

and medium enterprises (MSMEs). 

Bigger enterprises (or associations 

supporting those enterprises) often 

have the resources to support and 

promote their own interests while 

SMEs/MSMEs do not have the same 

resources. Due to significant interest 

in these SME and MSME entities 

engaging in trade (evidenced by the 

current Parliamentary Inquiry at 

www.aph.gov.au/fta), their interests 

must also be supported by the private 

and public sectors. This is a focus 

of the ECA in its 2018 Trade Policy 

Recommendations at www.export. 

many years to adopt e-commerce 

initiatives such as the Single Window 

for Trade but there is much work 

to be done by the private sector to 

modernise its own practices in the 

private sector supply chain. For 

example, the continued reliance 

on paper documents for shipping 

and trade finance limits the ability 

of e-commerce to enhance trade 

and could diminish the widespread 

adoption and use of blockchain or 

port community systems. Similarly 

the adoption of more contemporary 

trade conventions, such as the 

Rotterdam Rules would assist in this 

process. Financiers, insurers and 

those providing transport such as 

shipping lines and airlines should 

consider whether there are ways in 

which they can advance these issues in 

conjunction with government. 

Ultimately, even though the private 

sector parties may have different 

positions on some issues and different 

degrees of self-interest, the wider 

interests of all parties are served by 

sensible collaborative action by the 

private sector with shared contributions 

to this trade-modernisation agenda. 

Being engaged at the beginning of the 

process is a far superior way to influence 

the outcome than trying to change 

outcomes which have already been 

agreed and implemented. 


57

WORKPLACE RELATIONS 

Picketing or community 

protests: lawful or unlawful? 

Ports, stevedoring and logistics operators have been subjected to an increase in 

picketing activity in recent times. Considering this, lawyer Chris Gianatti explores 

the contemporary history of the practice. 

PICKETING IS UNFORTUNATELY 

nothing new on the Australian industrial 

landscape, nor on the international 

industrial landscape generally. 

Nevertheless, it has been particularly 

prevalent in Australia and has always been 

the subject of debate as to its lawfulness. 

Picketing is most commonly known 

as a form of industrial protest outside 

the gates of a business’ premises in 

which people line up as “pickets” – that 

is, forming a barrier to entry or exit 

of the premises. Barbecues, caravans, 

vehicles, tents and portaloos are just a 

small number of items that have become 

additional features of modern pickets. 

As far as protesting generally goes, in 

a free country with certain privileges in 

relation to freedom of speech, political 

expression and assembly, protesting 

(whether industrial or otherwise) has 

always been a part of the fabric of 

lawful democratic society, even without 

a bill of rights. As to the uglier side of 

picketing beyond mere protests, picketing 

has also been synonymous with actual 

or threatened physical confrontation, 

damage to property and, of course, the 

blockading of access to and exit from the 

premises that is more akin to a battlefield 

siege than a protest in the causing of 

potentially irreparable economic and 

social damage to a business and its people. 

The legal history of picketing has 

therefore been very much concerned 

with distinguishing the unlawful 

elements of picketing from perfectly 

lawful conduct. 

The landmark “Dollar Sweets” case 

in Victoria in 1986 was the first decision 

of a court to put beyond doubt that 

there were several unlawful elements 

of picketing. The case involved the 

establishment of a picket line outside the 

Dollar Sweets factory in Melbourne, by 

staff seeking a 36-hour week. The picket 

line remained for 143 days, with the 

company sacking workers and refusing to 

reinstate them. 

At the time, the assembly of people 

off the roadway, valid parking of vehicles 

within designated areas and signage 

when not in an obstructive location 

were not breaches of council or Roads 

Department regulations. Despite the 

Commissioner of Police determining 

that a police presence was not required, 

Justice Murphy of the Victorian Supreme 

Court found that the picketers conduct 

went well beyond peaceful assembly. He 

found that conduct included besetting 

behaviour which he regarded as an 

obstruction with hostile intent so as to 

John Kershner 

58 


July 2018 

thedcn.com.au

Picketing is not a form of industrial action – so it 

cannot be immune from suit under the current 

legislative scheme for protected industrial action 

“cause those persons to hesitate through 

fear to proceed or, if they do proceed, to do 

so only with fear for their own safety or the 

safety of their property”. 

The first actual statute to stop 

picketing in Victoria was enacted by the 

Napthine Coalition government in 2014. 

This made it an offence to engage in 

picketing behaviour and initially saw 

the police begin to take a more active 

role in picketing situations. However, 

this legislation was repealed by the 

Andrews Labor government shortly after 

taking power. 

This has left it now to the Court to 

continue to regulate unlawful picketing. 

Key cases include that picketing: 

• is not a form of industrial action – so 

it cannot be immune from suit under 

the current legislative scheme for 

protected industrial action under the 

Fair Work Act; and 

• despite the defences used by unions 

historically that they cannot be 

responsible for the individual actions 

of picketers who they do not allegedly 

know or have association with (i.e. it 

is up to each individual on a picket to 

be responsible for their own conduct), 

unions have recently been held to 

be “representative” defendants of a 

court action and therefore be so found 

to be responsible. 

There is still a range of grey areas – 

such as where does a picket not engage 

in besetting or obstructive behaviour 

in a physical sense, but still has the 

same effect. This can occur in cases in 

which allegedly abusive signs or images 

like “Scabby the Rat” have the effect of 

causing an apprehension of fear in the 

mind of persons seeking to enter or exit a 

site and therefore whether those actions 

are also still unlawful. 

Above: Chris Gianatti is a lawyer and a 

director with KHQ Lawyers in Melbourne 

Ultimately, the resistance to picketing 

activities falls to the individual 

businesses involved and their resources 

in terms of being able to bring matters 

before a court. 

Even when orders are issued, 

enforcement of the orders becomes a 

further issue – which we will seek to 

explore in our next article. 

QUARANTINE APPROVED: 1.1, 2.4, 2.41, 2.5, 2.5.2 

DOAWR: N2416 / N3063 

UNDERBOND: FV68J 

EXPORT: 2035 

9 DOAWR manned depot 

9 In-house fumigation service 

9 Export grain/seed & timber inspections 

9 Export container inspections 

9 DOAWR approved wash bay/steam 

clean bay 

17 BAKER STREET, BANKSMEADOW NSW 2019 


59

INDUSTRY PERSPECTIVE 

Caloundra 

Addressing the brain drain 

The shipping industry needs to do more to attract 

talent, writes James Kurz 

“SO WHAT DO YOU DO FOR A LIVING?” 

The infallible icebreaker that has been 

around for longer than shipping itself. 

The good thing about telling people 

you work in shipping is the reaction it 

can elicit. When people realise you are 

not a doctor or an accountant, they 

tend to show more interest and allow 

their imagination to shape follow-up 

questions. “So do pirates still exist?” 

Shipping is not a common career 

path and many of us have fallen into 

it inadvertently. I was one of the few 

who intentionally pursued a career in 

shipping. I was always around boats and 

the ocean growing up and it was when 

our family moved to a house overlooking 

the pilot boarding ground off the Port of 

Brisbane that my interest turned into a 

passion. The ships would pass less than 

half a nautical mile off Caloundra Head 

where our house was located, making it a 

prime position for ship spotting. I would 

log the ship movements and become 

fascinated with the voyages, cargos and 

a life at sea. I had become a certified 

shipping nerd. A few years later, I would 

enrol in the Australian Maritime College 

and sail as a cadet on oil tankers and 

bulk carriers in Australia and South East 

Asia. My time at sea was one of the best 

experiences of my life. I spent 14 months 

on ships before returning home to take 

up a shore job. Since then, I have worked 

for PAE in Brisbane and Melbourne and 

spent 12 months on secondment at PIL 

China – Shanghai Office. 

ATTRACTING TALENT 

The shipping industry needs to do more 

to attract talent. Not just university 

graduates, but people from outside fields 

that can offer meaningful contributions 

for the advancement of our industry. 

Ours is an ancient profession in a modern 

world, making it ripe for disruption. 

This is where the opportunity lies. Signs 

of disruption are beginning to emerge, 

Signs of disruption are beginning to emerge, 

through the advent of blockchain technology 

and artificial intelligence 

through the advent of blockchain 

technology and artificial intelligence, for 

example. Aside from its main purpose 

of improving efficiencies, disruption 

can also play an important role in 

modernising shipping and attracting new 

talent to the field. We need bright minds 

to carry these new ideas forward and keep 

Above: James Kurz is the Victoria state 

manager for Pacific Asia Express (PAE) Pty Ltd 

shipping at the forefront of innovation 

and technology. Similarly, shipping lines, 

agencies and other associated businesses 

need to adapt to ensure they are providing 

workplaces that foster talent, support 

innovation and encourage the challenging 

of the status quo. 

Anyone considering a career in 

shipping should be encouraged by the 

industry’s appetite for change and 

openness to innovation. Shipping has 

woken up and realised that its future 

relevance and value depends on doing 

things better. Shipping has been the 

lifeblood of global trade for thousands 

of years. The next 50 years will see most 

significant changes in generations. 


60 


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POSITIONS VACANT 

MARINE PILOT - 

MACKAY BASED 

About North Queensland Bulk Ports (NQBP) 

NQBP is looking for a Marine Pilot to join its Mackay 

based team. 

NQBP is one of Australia’s largest port authorities 

by tonnage throughput. More than half of 

Queensland’s trade by tonnage passes through its 

ports of Weipa, Abbot Point, Mackay and Hay Point. 

The NQBP Marine Pilots provide port pilotage in the 

ports of Mackay and Hay Point. 

The Role 

An exciting opportunity exists for an experienced 

and motivated Marine Pilot to join NQBP’s pilotage 

service. Reporting to the Manager Pilotage Services, 

some of the key responsibilities of this role include: 

• Undertake training to gain and progress a valid 

pilot’s licence and area endorsements so as to 

meet the operational demands of the region 

• Conduct safe and efficient pilotage of vessels 

in regional ports through a high level of ship 

handling skill, local port knowledge and general 

maritime expertise 

• Undertake safety training including updating 

and familiarisation of ports and marine 

emergency training 

• Liaise with ships’ masters, operators, agents, 

port authorities, regulatory bodies and providers 

of marine safety services concerning shipping 

• Use computer technology as it relates to the 

effective delivery of pilotage services 

• Assist in the overall task of port pilotage 

management including completing appropriate 

documentation and logs in a timely manner 

• Demonstrate a personal commitment to 

understanding and complying with NQBP’s 

workplace health and safety and environmental 

policies and procedures 

• Promote and contribute to teamwork, 

knowledge and skill sharing 

• Seek to provide a quality, cost-effective and 

customer focused delivery of service. 

Skills and Experience 

To be considered you must hold a valid unrestricted 

Master Class 1 Certificate of Competency or 

Master Unlimited Certificate recognised by the 

Australian Maritime Safety Authority (AMSA); a valid 

Queensland driver’s licence (or equivalent) and be 

able to demonstrate: 

• Experience as a competent master mariner, 

ideally with ship handling experience as Master 

or Pilot, and knowledge of the regulatory 

framework pertaining to pilotage in Queensland; 

• Ability to use Microsoft Office programs, 

including Word and Outlook; 

• Ability to maintain confidentiality and 

communicate professionally to a wide range of 

internal and external clients, both verbally and 

in writing; 

• Ability to work effectively in a team 

environment, resolve conflict and participate 

equitably in positive and successful teams. 

Special Role Requirements 

Marine Pilots are available for work 24 hours per day 

while on their designated pilotage roster (currently 7 

days on, 7 days off). Marine Pilot working hours are 

regulated by a Fatigue Risk Management System. 

In accordance with marine legislation, Marine Pilots 

need to hold a current certificate of medical fitness 

while undertaking duty. 

To be eligible for a permanent role, applicants must 

provide proof of Australian citizenship or permanent 

residency. 

Application Process 

If you are interested in this role based in Mackay, 

please apply through www.seek.com.au with a 

cover letter outlining why you are the best candidate 

for the role. Attach a copy of your resume and 

include your availability for interview from 23 July 

(i.e. work pattern). 

Applications close 12 noon, 

Friday 27 July 2018. 

A full position description is available on NQBP’s website www.nqbp.com.au

THE TORRES STRAIT 

Opening the Strait 

Trials aimed at improving safety in the Torres Strait may soon contribute to better 

productivity, writes David Sexton 

SUCCESSFUL TRIALS INVOLVING 

under-keel clearance technology are now 

allowing deeper-draught ships to pass 

through the Torres Strait. 

For the past three decades the limit 

prescribed by the regulator has been set 

at 12.2 metres, noting this stretch of 

water carries a high risk of grounding 

owing to complicated tides, strong 

currents and a hard, rocky bottom. 

AMSA’s validated Under-Keel Clearance 

Management System (UKCMS) in the 

Torres Strait has been in operation 

since December 2011. The mandatory 

requirement to use the UKCMS for vessels 

with a draught more than 8 metres, yet 

not exceeding 12.2 metres was included 

in the update of Marine Order 54 (coastal 

pilotage) (MO54) that came into effect 

on 1 July 2014. 

The UKCMS is used, on average, five 

times a day by coastal pilots to assist 

with navigational safety decisions 

required for deep-draught vessels 

transiting through Torres Strait. 

“AMSA has identified the potential to 

carefully increase the current regulated 

maximum draught limit of 12.2 metres 

when and where environmental conditions 

permit,” the regulator told Daily Cargo News. 

“To ensure any decision to increase 

the regulated maximum draught limit 

is made safely, AMSA has authorised a 

staged trial to investigate the possibility 

of increasing the regulated maximum 

allowable draught in the region.” 

The trial has been run as a close 

collaboration between OMC International 

(which provides the software and hosts 

the UKCMS on AMSA’s behalf) and 

owners of specifically targeted bulk and 

container vessels. 

According to AMSA, the trial involves 

collecting real-world GPS-based vessel 

motion data over four separate stages of 

multiple transits. 

Each stage uses vessels with 

incrementally increasing draughts over 

the 12.2-metre limit. 

“To date, four stages of the trial have 

been successfully and safely completed 

using bulk vessels with AMSA now 

collecting further trial data at draughts 

of up to 12.5 metres,” AMSA stated. 

“It is intended that targeted container 

vessels will contribute to the trial shortly. 

“It is intended that upon completion 

of the trials and final assessments, 

recommendations will be made to 

endorse possible long-term changes 

to the existing draught regime for the 

benefit of industry without incurring any 

additional navigational risk.” 

OMC chief executive Peter O’Brien 

and general manager product design 

Chris Hens were on the Gold Coast 

recently where they discussed the 

trials as part of the NAV18 Navigation 

Safety Symposium. 

AMSA 


62 July 2018 

thedcn.com.au

They explained how the Straits were a 

shipping bottleneck, something difficult 

to overcome, given its environmental 

sensitivity meant dredging was not 

an option. 

“Up until the last 18 months, no 

(larger) vessels have been able to transit 

through Torres Strait at draughts of greater 

than 12.2 metres,” Mr O’Brien said. 

Rio Tinto ships bauxite from Weipa 

down to Gladstone and every extra 

centimetre in draught is said to be 

worth an extra 80 tonnes of bauxite 

to the big miner. 

“With the right information there 

are opportunities to go deeper than 12.2 

metres,” Mr O’Brien said. 

“It has been quite a significant 

bottleneck.” 

The Straits are also of interest to 

container ships looking to sail down 

the east coast of Australia and to New 

Zealand, as well as some tanker vessels. 

Mr O’Brien said back in 2009 they were 

asked to put in a DUKC variation – the 

DUKC–N that was commissioned in 2011. 

“AMSA’s priority was safety. They were 

clear the system was put in to enhance 

safety,” he said. 

“But it was always recognised in the 

goodness of time they would look to see if 

they could take some of the productivity 

benefits from a dynamic approach.” 

RECENT TRIALS 

Mr O’Brien noted that there were four 

stages of testing for the new system, 

and each stage there were three 

measurements. 

“The first stage was three vessels with 

a draught of 12.3 metres (10cm deeper 

than had ever been allowed). For these 

vessels, our engineers measured the UKC 

and compared with what the system was 

saying,” he told DCN. 

There is environmental benefit in that there 

are 10 fewer ships that could ground 

Further tests involved Rio Tinto vessels 

with draughts of 12.4 metres and 12.5 

metres. 

Maximum draught trials occurred 

in January and February this year, one 

ship with a draught of 12.8 metres and 

another at 12.7 metres. 

New technology may boost maritime productivity in the Torres Strait 

Rio Tinto was allowed for a threemonth 

period to have its ships transit the 

Strait at 12.3 metres. 

This cap (for Rio Tinto) was later lifted 

to 12.4 metres and then 12.5 metres. 

An extra 30cm in draught means Rio 

Tinto can move close to an additional 

2500 tonnes extra bauxite per ship. 

Rio typically makes about 200 

shipments through the Strait every year, 

but extra draught means more bauxite can 

be loaded and thus reduce these number 

of shipments overall. 

“That is worth a lot of money and there 

is environmental benefit in that there are 

10 fewer ships that could ground,” Mr 

O’Brien said. 

A spokesman for Rio Tinto said 

their first priority was safety and 

environmental protection, so the staged 

implementation was carefully monitored 

and checked as the trials progressed. 

The Rio Tinto spokesman said the 

trials added other benefits such as 

improved productivity, meaning less 

ships and fuel required to move bauxite 

volumes required for the Gladstone 

refineries. 

“Rio Tinto has fully supported this 

project since the start, working in 

collaboration with AMSA and OMC,” 

the spokesman said. “It is great to see 

this project has the potential to 

benefit other industries too and 

ultimately improve in/out bound 

shipping costs for Australian businesses 

using container liners.” 

Shipping Australia chief executive Rod 

Nairn said the trials in the Strait were 

“a great development that has been an 

ongoing initiative between AMSA and the 

Australian Hydrographic Office for more 

than a decade”. 

“The implementation of the under-keel 

management system has been a great 

success, improving safety and protection 

of the environment,” Mr Nairn said. 

“Quite rightly the first aim was 

improved safety, but now that the system 

has been operating and has proven 

reliable, it is good to see that the cargo 

and trade benefits of the system are now 

being realised. 

“The outcome is either to reduce 

the number of ships required to carry 

a predetermined cargo or increase 

the cargo carried at a net benefit to 

the environment in terms of tonnes 

per kilo of CO2 produced and greater 

productivity. It’s a real ‘win/win’.” 

thedcn.com.au 

July 2018 

63

OUT & ABOUT 

A high time on the high seas 

The Women in Maritime cruise-ship 

luncheon gathered industry figures to eat, 

drink and discuss diversity 

Third officers from Pacific Explorer with officials from 

Carnival Australia and the Nautical Institute 

SEAFARERS GATHERED ON P&O CRUISE’S PACIFIC 

Explorer while it was berthed at Sydney’s Overseas Passenger 

Terminal to eat, drink and discuss how to encourage more 

diversity in the maritime workforce. 

The event started in the ship’s “Blue Room”, where guests were 

treated to champagne and canapés, and old friends caught up. 

Then, guests were directed to the restaurant where they were 

served a gourmet lunch and a four-woman panel discussed 

impediments to women entering the seafaring workforce – only 

2% of the world’s seafarers are female, they said. 

A group of third officers who are working on the Pacific 

Explorer were in attendance; they are participating in a 

Carnival Australia program that provides a path for young 

people to become deck officers. 

The luncheon was organised by the Nautical Institute under 

its Women in Maritime Initiative. The major sponsor of the 

luncheon was Carnival Australia and P&O Cruises, and the Port 

Authority of New South Wales was the partnering sponsor. 

Adrienne Cahalan, Janine Liang and Alexis Cahalan 

The panel: Justine O’Connell, Holly Saunders, Melissa Yates 

and Jeanine Drummond 

Friends caught up over bubbles 

64 


July 2018 

thedcn.com.au

Ian Ackerman 

Carmen Blanco, Jo Clark and Katherine Mahon 

Kendall Carter of the Nautical Institute 

The event was held on Pacific Explorer 

The welcome drinks reception was held in the cruise sihp’s “Blue Room” 

A gourmet lunch was enjoyed by all in attendance 


65

The grill 

KELLY MCGINTY talks inspirational Australians, 

why “Deadpool” is an amazing movie and getting 

more women into logistics 

What is your job? 

I am business development and project 

management specialist at Powerhouse 

Logistics Pty Ltd. 

My job is never dull and it encompasses 

sales, marketing, operations, account 

management, project management. I 

also manage events and social media 

marketing. I develop new sales from 

general cargo to specialised cargo including; 

over dimensional and overweight cargo, 

artworks, cosmetics, observatories and 

scientific equipment, military/defence 

munitions and equipment, mining 

machinery, and endangered animals. I 

have been relocating exotic, endangered, 

equine animals for about 25 years and 

have moved everything including giraffes, 

rhinos and primates to aquatic animals. 

Where did you grow up? What made it 

special? 

I’ve always been a Sydney girl. My fondest 

memories of my childhood are always of 

my family, (my parents and my sister), 

whether it’s a holiday to Avoca, going ice 

skating with my sister we trained every 

day when we were young girls, going 

for a drive or nice lunch, bush walking, 

Christmas time I always looked forward 

to Christmas, what made it so special 

and still does is purely because of them. 

What do you enjoy doing outside of work? 

I’ve always enjoyed music, dancing (live 

bands rock n roll/swing music/jazz), 

shows and movies, food and wine and 

two years ago I started my WAYWF list 

(What are you waiting for list) which 

is very long. My list includes things I’ve 

always wanted to try but never have, 

of places I want to see, experiences I 

want to have. Now I love to snowboard. 

There’s nothing like clean crisp air and 

snowflakes floating gently from the sky 

while you sit staring down a mountain. 

When I have time I paint or sketch. 

Above all, spending time with my family. 

Is there any Australian (past or present) 

who you find particularly inspirational? 

Sara Jane Henderson for her sheer guts 

to take on the outback in the 1930’s 

and rebuilds Bullo River Cattle Station 

after her husband died in 1985. The 

station was in severe debt however Sara 

and her daughters did not give up, her 

determination and courage won her 

an Australian Business Woman of the 

year award in 1991. I can’t imagine how 

challenging it must have been for her 

and her daughters. 

What was the last movie you watched? 

I’m a huge movie buff. At the cinema I 

recently watched “Black Panther”. The 

female characters were brilliant and 

for me stole the show but the CGI was 

sloppy at times. At my home cinema I 

have watched “Deadpool” multiple times. 

What a mind-blowingly fun ride. I love 

“Deadpool” with his quips along with 

the outrageous action scenes combined 

with incredible CGI. It remains my 

favourite release from 2016. The movie 

is cast brilliantly and Ryan Reynolds just 

owns it. Let’s not forget underneath it all 

it’s a love story…naaawwwww. 

Why are you passionate about getting 

more women working in logistics? 

I was lucky enough to start my journey 

in this industry with a mentor who I am 

still working with today after 25 years, 

Alex Kijurina. When I began, logistics was 

male-dominated however we have come 

a long way. Our industry offers incredible 

choice and diversity. My passion emanates 

from the love of my profession and how 

lucky I am to do amazing work. 

What is WiLAT and what is your role 

with it? 

I have been wanting to pass on my 

knowledge for some time and inspire 

others to join my industry. I thought 

joining a reputable industry association 

would be a good place to start (it was). I 

became a member of CILT-A (Chartered 

Institute of Logistics Australia) and 

within 12 months of joining I applied 

for a scholarship through Women 

and Leadership Australia in Advanced 

Leadership Management. I then won 

the award for Professional Women in 

Logistics and Transport 2017 (WiLAT) 

which was a tremendous honour. 

This is the first time this award was 

introduced by CILT-A and with it comes 

the responsibility of being Australian 

convenor for WiLAT of which I am proud 

to be a part. WiLAT is the international 

women’s group at The Chartered 

Institute of Logistics and Transport. The 

Australian chapter will be launching at 

the end of this year at CILT-A’s annual 

event in Perth. WiLAT promotes the 

status of women in the supply chain, 

logistics and transport industries by 

providing opportunity and support in the 

four key areas of leadership, mentorship, 

entrepreneurship and empowerment. 

#welovefreight #PHLProjectCargo 

#HTFN #CILTA #WiLATAU 

#100daysforchange 


66 


July 2018 

thedcn.com.au

MANAGING AUSTRALIA’S KEY TRADE GATEWAYS 

CONNECTING YOU TO THE WORLD 

Port Botany and Port Kembla are essential infrastructure assets, the primary import and export gateways 

to New South Wales. 

www.nswports.com.au

Delivering safe, 

efficient and sustainable 

world-class port and 

marine services 

www.portauthoritynsw.com.au

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