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First published in 1891<br />
<strong>April</strong> <strong>2019</strong><br />
thedcn.com.au<br />
The voice of Australian shipping & maritime logistics<br />
The troubled<br />
route north<br />
Crisis in liner trades to north and east Asia<br />
38 Sustainability focus for<br />
major Victorian ports<br />
46 The impact of limits to<br />
liability on insurance<br />
56 Benefits of preparing<br />
your business for failure
CELEBRATING 30 YEARS IN<br />
AUSTRALIA<br />
MSC Mediterranean Shipping Company is proud to be celebrating 30<br />
years in Australia.<br />
We would like to take this opportunity to thank our customers for their<br />
ongoing support.<br />
For more information contact our Sydney office:<br />
+61 2 8270 4000 or AUS-SYDinfo@msc.com<br />
msc.com/aus
XXXXXX<br />
Contents<br />
38<br />
28<br />
FEATURES<br />
28<br />
Liner trades to north and east Asia<br />
Latest trends in container trade to and from the north<br />
38 Victoria<br />
Sustainability focus for major ports and supply chains<br />
46<br />
56<br />
Maritime insurance<br />
The impact of shipowners and carriers limiting their liability<br />
Maritime law<br />
Exploring the types of control for risk management<br />
COLUMNS<br />
56<br />
46<br />
8 A word from the minister<br />
Deputy PM McCormack<br />
discusses freight transport<br />
18 Industry opinion<br />
Senate inquiry into shipping<br />
20 MIAL<br />
Teresa Lloyd explores the hallmarks<br />
of a sustainable industry<br />
22 Women in maritime<br />
Recent reports on gender equality<br />
24 Industry opinion<br />
Llew Russell reflects on the value<br />
of international experience<br />
26 Aust Logistics Council<br />
Wrap up from the ALC Forum <strong>2019</strong><br />
52 Industry opinion<br />
The influence of customer<br />
demand on logistics technologies<br />
54 Trade law<br />
Digital trade and SMEs<br />
58 Workplace law<br />
Labor and plans for Fair Work Act<br />
60 Industry analytics<br />
Examining the decline in fatal<br />
heavy truck accidents<br />
62 Out & about<br />
Naming of Victorian Reliance II<br />
66 The grill<br />
The new vice-president, Oceania<br />
at Kalmar: Tom Holyman<br />
4 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Australia’s best connected gateway port
First published in 1891<br />
<strong>April</strong> <strong>2019</strong><br />
thedcn.com.au<br />
EDITORIAL<br />
ISSUE NUMBER 1245 <strong>April</strong> <strong>2019</strong><br />
The future of Australian-flagged shipping is much debated<br />
From the editor<br />
It is often said that we are in an age of polarisation. We’re seeing<br />
that in shipping policy to some extent. Labor’s plans for a locallyflagged<br />
fleet of tankers to ensure fuel security in the event of a<br />
crisis have been hailed as visionary by some and lunacy by others.<br />
Similarly, opposition leader Bill Shorten’s pronouncements of<br />
plans to restore Australian shipping more generally have produced<br />
widely disparate reactions, with sceptics suggesting it is a sop<br />
to the Maritime Union (or the CFMMEU). This topic produced<br />
some entertaining clashes between politicians and industry group<br />
representatives during a recent conference in Melbourne.<br />
It’s probably too much to hope for, but it would be great to see<br />
some sort of consensus on what we should be aiming for. Even if<br />
Australian-flagged shipping may take a long time to return, we<br />
should start with defending, and then expanding, the important<br />
maritime ‘clusters’, the many business and training facilities that<br />
relate to maritime trade more generally.<br />
Meanwhile, we are now a quarter of the way through the<br />
calendar year and can take stock somewhat of what has occurred.<br />
The issue of the brown marmorated stink bug has continued to<br />
wreak havoc. And, the announcement of a steering committee to<br />
examine the federal biosecurity levy has done little to quell debate<br />
in that contentious sphere.<br />
We haven’t yet come to arguably the most interesting event of<br />
the year, the federal election which is tipped to occur next month.<br />
This will no doubt generate some interesting news which we look<br />
forward to bringing you in the weeks to come.<br />
David Sexton<br />
Editor, Daily Cargo News<br />
Stay up to date with the latest industry news and insights<br />
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thedcn.com.au<br />
Publisher<br />
Lloyd O’Harte lloyd.oharte@thedcn.com.au<br />
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David Sexton david.sexton@thedcn.com.au<br />
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The voice of Australian shipping & maritime logistics<br />
The troubled<br />
route north<br />
38 Sustainability focus for<br />
major Victorian ports<br />
Crisis in liner trades to north and east Asia<br />
46 The impact of limits to<br />
liability on insurance<br />
56 Benefits of preparing<br />
your business for failure<br />
<strong>DCN</strong>0419_Cover.in d 3 28-Mar-19 2:54:04 PM<br />
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Dale E Crisp<br />
6 <strong>April</strong> <strong>2019</strong><br />
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Piloting a vessel into Newcastle Harbour,<br />
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WORD FROM THE MINISTER<br />
Helping future freight<br />
pull greater weight<br />
The data is in the details for the future of Australia’s freight task, which is growing<br />
at break-neck speed, writes Deputy Prime Minister Michael McCormack<br />
WHETHER YOU LIVE IN THE CITY<br />
or the country, in a house, a high-rise or a<br />
farm, freight supply chains affect us all.<br />
When freight moves efficiently, we are<br />
all winners. Fresh produce and other goods<br />
are delivered quickly and safely, businesses<br />
can operate and freight vehicles move<br />
smoothly in and out of town. When our<br />
supply chains are interrupted all of this is<br />
at risk of falling apart.<br />
THE FREIGHT IMPULSION<br />
The need for an efficient and productive<br />
freight transport system to keep<br />
our economy moving cannot be<br />
overemphasised. The nation’s population<br />
is growing and the demand for freight is<br />
growing even faster.<br />
As cities grow, some freight corridors<br />
and logistics facilities will pose planning<br />
challenges unless we act now. It is<br />
reasonable to expect governments at all<br />
levels to be able to plan ahead to ensure we<br />
can meet the need for both efficient freight<br />
and liveable, residential communities. Data<br />
plays a key role in this planning.<br />
The Liberal and Nationals government<br />
recognises the importance of ensuring the<br />
freight sector is efficient and productive in<br />
keeping Australia moving. That is why we<br />
have been developing a National Freight<br />
and Supply Chain Strategy with state,<br />
territory and local governments, as well as<br />
industry. The strategy will set an agenda for<br />
collaborative and integrated government<br />
action on freight and supply chains during<br />
the next 20 years.<br />
THE DRIVE FOR DATA<br />
As part of the 2018 industry expert<br />
panel-led Inquiry into National Freight<br />
and Supply Chain Priorities, a scenario<br />
planning project was undertaken to help<br />
future proof the strategy. This project<br />
involved developing four potential future<br />
scenarios, designed around different<br />
levels of progress of automation, among<br />
various other factors, to assist in long term<br />
planning for our freight sector.<br />
Across all scenarios, it became clear<br />
improved data sharing and use is needed if<br />
we are to better plan for future disruptions<br />
and maintain the performance and<br />
competitiveness of supply chains.<br />
NEXT STEPS<br />
Following the inquiry, the Australian<br />
government commissioned iMove<br />
Cooperative Research Centre to do a<br />
research study of the freight sector’s data<br />
requirements to improve decision-making<br />
and performance. The study found five key<br />
barriers facing the freight sector which<br />
prevent better sharing of data.<br />
These barriers were: inadequate<br />
protection of competition and confidential<br />
data; excessive legal and contractual<br />
requirements; resource-intensiveness in<br />
terms of costs, time and human resources;<br />
institutional weakness, in particular a lack<br />
of governance around data; and a lack of<br />
co-ordination and compatibility when it<br />
comes to types of data.<br />
In short, we need to enable the freight<br />
sector to cut through the red tape and<br />
technical discrepancies surrounding data.<br />
The freight sector should be able to use<br />
data, communicate and share data, and<br />
protect the data which actually needs<br />
protecting.<br />
While the final version of the iMove<br />
study has yet to be released, initial findings<br />
suggest the government should develop a<br />
national policy on freight data in Australia<br />
– a project which is already underway –<br />
and establish a national data office as a<br />
trusted central co-ordination point for<br />
hosting freight data. Conclusive findings<br />
and recommendations of this study have<br />
yet to be released.<br />
THE GOVERNMENT’S TASK<br />
The government’s role in developing the<br />
National Freight and Supply Chain Strategy<br />
Michael McCormack, Deputy Prime Minister<br />
and minister for infrastructure and transport<br />
for Australia – combined with increased<br />
accessibility and efficient management of<br />
freight data – is positioning the freight<br />
sector to meet significant future growth<br />
in the freight task. Our freight sector, its<br />
workers and customers, will be supported<br />
to meet increased overseas demand<br />
for Australian resources and produce,<br />
especially in growing Asian markets.<br />
We will also be able to better<br />
support increased domestic demand<br />
from Australia’s growing population<br />
through a unified, national approach to<br />
freight planning. A national approach is<br />
essential to ensure freight systems and<br />
infrastructure work across state and<br />
territory borders to enable the efficient<br />
delivery of goods across Australia.<br />
Our government understands this and is<br />
investing in this national, evidence-based<br />
approach right now.<br />
I look forward to ongoing industry<br />
engagement as we work with all involved in<br />
the freight supply chain sector. There will<br />
be great weight to pull in the future, but<br />
the rewards will be even greater.<br />
8 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
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seafarers”.<br />
he said.<br />
las term of office.<br />
shipping industry,” Mr<br />
Albanese concluded.<br />
“It is vital for our<br />
is also vital for people<br />
like the 70 Australian<br />
outrageous decision.”<br />
when they a rived at<br />
Sydney Airport.<br />
Mr Crumlin criticised<br />
the negotiation stage.<br />
in June this year.<br />
industry.<br />
Travellight<br />
NEWS IN BRIEF<br />
Letters to the Editor<br />
BHP DECISION “CALLOUS AND<br />
OUTRAGEOUS”, SAYS ALBO<br />
Opposition infrastructure spokesman Anthony Albanese<br />
used Parliamen to condemn BHP for its decision to no<br />
longer use Australian-crewed ships in moving iron ore from<br />
Port Hedland to Port Kembla.<br />
BHP has argued the decision was forced by changes to its<br />
business in recent years, but in the House of Representatives<br />
Mr Albanese disagreed.<br />
“BHP has made a decision to abandon the Australian flag,<br />
to abandon Australian seafarers and Australian jobs and<br />
replace [them] with foreign-flagged vessels with foreign<br />
workers being paid foreign wages,” he told the House.<br />
“The ‘big Australian’, as it is ca led, has been exposed to<br />
having a li tle heart and no soul when it comes to looking<br />
after the national interest.”<br />
Two of the redundant workers were in the parliamentary<br />
ga lery to hear the speech.<br />
Mr Albanese said it was in Australia’s national interest “to<br />
have the Australian flag on the back of ships with Australian<br />
“It is in the interests of our national security because<br />
we’ve had nothing from [the government] to say abou this,”<br />
“It is in the interests of our environment and it is in the<br />
interests of our economy.”<br />
He took a swipe a the government for seeking to<br />
implement ‘Work Choices on water’, a reference to industrial<br />
relations laws introduced by the Howard government in its<br />
“We need an Australian<br />
14 March <strong>2019</strong><br />
national interest, but it<br />
seafarers who los their<br />
jobs with this ca lous and<br />
Earlier, Maritime Union<br />
national secretary Paddy<br />
Crumlin ca led upon Prime<br />
Minister Sco t Mo rison to<br />
meet mariners from the<br />
MV Lowlands Bri liance<br />
the government, saying it was “directly responsible for the<br />
loss of these last iron ore vessels”.<br />
“Sco t Mo rison should front up to Sydney Airport, meet<br />
these workers, and te l them why his government has<br />
rubber-stamped BHP and BlueScope replacing them with<br />
exploited foreign seafarers who are paid as li tle as $2 an<br />
hour,” Mr Crumlin said.<br />
“The Liberal National Coalition has spen the last five<br />
years in government actively undermining what is left of<br />
Australia’s shipping industry and now wants to make it even<br />
easier for multinational companies to replace Australian<br />
seafarers with exploited labour.”<br />
The government has previously argued tha the case is a<br />
private one for BHP and BlueScope.<br />
DPWA and Patrick finalists<br />
for new Freo container<br />
terminal leases<br />
The tender for new leases to operate container terminals a the<br />
Port of Fremantle was na rowed to the two cu rent operators, DP<br />
World Australia and Patrick, with the proce s now moving on to<br />
Th existing leases, which were awarded in 1997, are set to expire<br />
The intent of the current process is to grant new seven-year<br />
leases with options for extensions for two further periods up<br />
to a total of 21 years at the discretion of Fremantle Ports, and<br />
dependent upon state government decisions arising from the<br />
Westport: Port and Environs Strategy.<br />
Leases would start on July 1, <strong>2019</strong> and end on June 30, 2026 (or<br />
on later dates if options were granted).<br />
The process to secure new leases gives confidence to the industry<br />
and the community that Western Australia’s expected trade growth<br />
over the next decade can be accommodated.<br />
Western Australia ports minister Alannah MacTiernan said<br />
securing suitable container termina leases is importan to the<br />
economy of Western Australia.<br />
“Negotiations wi l focus on the ability to address investment<br />
and operations plans to cater for expected trade growth in the<br />
years ahead, but also th efficiency of land transport movements of<br />
containers to and from the port,” she said.<br />
“As part of this proce s Fremantle Ports wi l seek to further<br />
improve the efficiency of land transport movements of containers<br />
to and from the port, for the benefit of the community and<br />
“The container trade is of enormous importance to Western<br />
Australia and this tender proce s is being conducted in the context<br />
of deliberations by the Westport Taskforce, which is examining port<br />
and landside planning and development requirements to serve the<br />
State in the decades to come.”<br />
The two stevedores recently raised their infrastructure surcharges<br />
a their terminals around the country, with DPWA’ surcharge<br />
taking effect on 1 January and Patrick’s due to kick in on 4 March.<br />
However, neither stevedore announced increases a their<br />
Fremantle terminals this year, with DPWA’s surcharge remaining<br />
$8.22 per container and Patrick’s remaining $7.50.<br />
thedcn.com.au<br />
<strong>DCN</strong>0319_News.in d 14 22-Feb-19 2:06:39 PM<br />
Ian Ackerman; Fremantle Ports<br />
ALBANESE CRITICISMS WIDE<br />
OF THE MARK<br />
I was appalled to read Anthony Albanese’s<br />
response to Rod Nairn (6/3/<strong>2019</strong>) and his<br />
inference on the name Shipping Australia.<br />
As a founder of SAL (and I might say<br />
without my blessing it would not have<br />
happened) I went out of my way to ensure<br />
this new organisation did indeed represent<br />
and acted in the interests of the Australian<br />
shipping industry.<br />
Some years ago when Mr Albanese was<br />
Minister I made a speech at an AMSA<br />
conference when I defined what Australian<br />
meant and on all counts (I was chairman<br />
of SAL at the time and one of my company’s<br />
founders actually brought ANL into being)<br />
SAL ticked off all the boxes. However we all<br />
know the political games that are played<br />
and at the time when Albanese was putting<br />
together a new inquiry who was left out<br />
of the equation? SAL. All Albanese’s best<br />
mates were there and what was the<br />
upshot? Nothing.<br />
Yet here we go again.<br />
Opposition leader Bill Shorten promises<br />
the world with another panel of experts<br />
to define what we need to revitalise the<br />
Australian shipping Industry. Penny-toa-pound<br />
SAL again will not be invited.<br />
Yet his besties (doubtless on the behest of<br />
Albanese) will be invited.<br />
Albanese/Shorten prattle on about how<br />
we need good Aussie seafarers for tankers<br />
etc. But how many remember the days of<br />
vessels being held up because the colour of<br />
the ice cream was not right? Because crew<br />
were missing from connecting flights? Or<br />
the wild parties on oil tankers when only<br />
good luck prevented serious accidents.<br />
That was reality and while I appreciate<br />
times have changed the context should<br />
be remembered.<br />
With the CFMMEU now in charge,<br />
how can we trust there will be a positive<br />
outcome? Let alone there are two other<br />
unions to woo. Perhaps I should write a<br />
book on all of the unions’ antics over<br />
the years.<br />
Michael Phillips<br />
Former chairman, Shipping Australia<br />
CBFCA QUESTIONS COMPOSITION OF<br />
BIOSECURITY IMPORT LEVY STEERING<br />
COMMITTEE<br />
Agriculture minister David Littleproud<br />
recently established a Biosecurity<br />
Levy Steering Committee to make<br />
recommendations on the implementation<br />
of this new levy.<br />
The Customs Brokers and Forwarders<br />
Council of Australia has a long history<br />
of working with the Department of<br />
Agriculture and Water Resources on<br />
biosecurity policy.<br />
The CBFCA is one of the peak industry<br />
associations representing service providers<br />
in international trade logistics and<br />
supply chain management, in particular<br />
those service providers who undertake<br />
border clearance activities through<br />
the departments of Home Affairs and<br />
Agriculture, these being licensed individual<br />
customs brokers or licensed corporate<br />
customs brokerages where the individual<br />
licensed customs broker is a nominee for<br />
that corporate entity.<br />
Licensed customs brokers are accredited<br />
by DAWRS under the Broker Accreditation<br />
Scheme to undertake in co-regulatory<br />
arrangement documentation assessment<br />
activities for non-commodities/commodities<br />
and freight forwarders are accredited under<br />
the Approved Arrangements Scheme.<br />
In this capacity, the CBFCA has provided<br />
commentary to a variety of government<br />
and regulatory inquiries as to policy,<br />
equity, compliance, cost recovery and<br />
process improvement on biosecurity<br />
matters. The CBFCA as an active member<br />
of the Department of Agriculture Cargo<br />
Consultative Committee and the Import<br />
Industry Finance Consultative Committee<br />
and works with the Department on a variety<br />
of idealistic biosecurity process outcomes, is<br />
very disappointed with the Minister and his<br />
advisors for excluding the CBFCA and other<br />
key industry associations and stakeholders<br />
from the steering committee.<br />
What is interesting to note is the CBFCA<br />
was involved in past biosecurity import levy<br />
meetings and industry workshops but was<br />
still overlooked, despite our long history<br />
working with the Department.<br />
During departmental workshops we<br />
often heard from industry that their<br />
preferred collection model was via the Full<br />
Import Declaration which is currently<br />
in place and is facilitated by the customs<br />
brokers and freight forwarders who pay the<br />
fees and pass on to their clients. If the new<br />
committee is to push for this collection<br />
model the CBFCA is most qualified to<br />
represent and make commentary on behalf<br />
of members. In the absence of the CBFCA<br />
we question if our specific industry sector<br />
will be appropriately represented.<br />
The CBFCA understands that Australia’s<br />
border biosecurity protects our food supply,<br />
agriculture industry and our way of life.<br />
However, we have concerns about whether<br />
the money collected will even be used for<br />
biosecurity, as the current cost recovered<br />
Imports Program is in desperate need of<br />
additional resources to manage the brown<br />
marmorated stink bug.<br />
The CBFCA strongly opposes this<br />
proposed new tax as unfair, wrongly<br />
targeted and highly inefficient, however we<br />
support adequate funding for biosecurity.<br />
The Department claims that biosecurity<br />
is a “shared responsibility”. This is often<br />
spoken about, but unfortunately not<br />
practiced enough. The CBFCA believes<br />
any additional funding should provide a<br />
modern, seamless border clearance that<br />
also manages biosecurity risks, as only in<br />
partnership with industry the biosecurity<br />
risks can be better managed.<br />
Paul Damkjaer<br />
CEO, BFCA<br />
10 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
News in brief<br />
Full details at thedcn.com.au<br />
New Patrick manager<br />
for Fremantle<br />
Rita Antranik has received a significant<br />
promotion at Patrick Terminals<br />
Patrick Terminals have announced the<br />
appointment of Rita Antranik as its<br />
terminal manager for Fremantle.<br />
Ms Antranik has experience across<br />
several roles having worked with Qube,<br />
Smit Lamnalco Towage and the Qube<br />
general stevedoring business as operations<br />
manager at Port Kembla.<br />
“Patrick Terminals is proud to make the<br />
first appointment of a female to the role of<br />
Terminal Manager in Australia, particularly<br />
as it coincides with International Women’s<br />
Day,” the company said in an online<br />
statement.<br />
Patrick Terminals is one of the big two<br />
container terminal operating companies in<br />
Australia and handles more than 3m TEU<br />
a year.<br />
Patrick operates container terminals<br />
at four key ports around the Australian<br />
coast. Qube, as part of the Qube/Brookfield<br />
consortium, owns 50% of Patrick Terminals.<br />
EPA GREEN LIGHTS PORT ADELAIDE CHANNEL WIDENING<br />
Work on widening the outer harbour shipping<br />
channel and swing basin at Port Adelaide is set to<br />
proceed, following the issuing of a licence by the state<br />
Environment Protection Authority.<br />
This project is seen as essential in underpinning<br />
the port’s ongoing effective operations.<br />
Flinders Ports chief executive Stewart Lammin<br />
said the company was committed to minimising any<br />
environmental impact.<br />
“We have been working with representatives of<br />
the EPA, Primary Industries and Regions SA and<br />
the South Australian Research and Development<br />
Institute, to identify any risks and establish strategies<br />
and protocols for addressing them,” Mr Lammin said.<br />
“Central to that is the use of state-of-the-art<br />
equipment to minimise turbidity, loss of seagrass<br />
and any impact on fauna, adherence to an<br />
agreed seasonal window and the imposition of<br />
comprehensive risk management protocols.”<br />
The Department for Environment and Water has<br />
also approved a Native Vegetation Clearance permit<br />
to allow Flinders Ports to clear what it says is “a small<br />
amount of seagrass” as part of the expansion of the<br />
outer harbour channel.<br />
Flinders Ports has contracted international dredge<br />
contractor Boskalis to do the channel widening.<br />
Dredging is due to start in early June and should last<br />
about three months.<br />
Mr Lammin said the channel widening program<br />
was necessary to ensure Port Adelaide’s continued<br />
global relevance.<br />
The $80m project is to widen the shipping channel<br />
and swing basin to accommodate the world’s largest<br />
cruise ships and the larger ‘post panamax’ container<br />
ships.<br />
The expanded channel is also expected to open<br />
Adelaide up to larger cruise ships and underpin a<br />
stronger tourism industry.<br />
South Australian exports through the port exceed<br />
$8bn annually with imports valued at about $6.5bn.<br />
Reneefairhurs; Patrick/Qube<br />
12 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Sea Swift and Puma Energy renew their vows<br />
Northern Australian shipping company Sea Swift has<br />
renewed a long-term contract with Puma Energy to deliver bulk<br />
diesel across the Northern Territory.<br />
Sea Swift general manager Scott Ezzy said the contract<br />
would provide the continuation of sustainable services by<br />
barge to remote NT coastal communities and islands, powering<br />
businesses, schools, health centres and homes.<br />
“We are also able to deliver more fuel and freight due to our<br />
extensive network throughout the Northern Territory, and we<br />
believe local residents feel the benefits,” Mr Ezzy said.<br />
The contract aims to ensure Sea Swift’s fuel distribution<br />
across NT will reach sites such as Galiwinku, Gapuwiyak,<br />
Maningrida, Milikapiti, Milingimbi, Milyakburra, Minjilang,<br />
Wurrumiyanga, Numbulwar, Pirlangimpi, Ramingining,<br />
Umbakumba and Warruwi.<br />
The fuel storage of Sea Swift’s 26 vessels and mobile assets<br />
serve the power generation, fishing, retail, defence and mining<br />
industries.<br />
Sea Swift’s 30-year operations throughout NT and the<br />
Aboriginal and Torres Strait Islander communities stem from<br />
depots in Darwin, Gove, Groote Eylandt, Cairns, Weipa, Seisia,<br />
Horn Island, Badu Island and Thursday Island.<br />
The SeaSwift vessel Arnhem Trader plays an important role in the Top End.<br />
Senate Committee examines shipping<br />
Image supplied<br />
Policies, regulations and taxes affecting<br />
Australian shipping are under the<br />
microscope of a Senate Committee.<br />
The Rural and Regional Affairs and<br />
Transport References Committee has<br />
already received a series of written<br />
submissions from key industry players, with<br />
a formal report due on 13 August <strong>2019</strong>.<br />
Hearings were held in Melbourne<br />
with representatives from ANL, Freight<br />
and Trade Alliance, Maritime Industry<br />
Australia, the Tasmanian Logistics<br />
Committee and the Maritime Union<br />
among those speaking.<br />
Further submissions were made by<br />
AMSA, the Australian Maritime Officers<br />
Union, Toll Group, Department of<br />
Infrastructure and the Department of<br />
Home Affairs.<br />
Particular reference is being paid to:<br />
•<br />
new investment in Australian ships and<br />
building<br />
a maritime cluster in Australia;<br />
• the establishment of an efficient and<br />
commercially-oriented coastal ship<br />
licensing system and foreign crew<br />
visa system;<br />
• the interaction with other modes of<br />
freight transport, non-freight shipping<br />
and government shipping;<br />
• maritime security, including fuel security<br />
and foreign ship and crew standards;<br />
environmental sustainability;<br />
• workforce development and the seafarer<br />
training system; and<br />
• port infrastructure, port services and<br />
port fees and charges.<br />
As part of the hearings, the MUA<br />
proposed a series of measures aimed at<br />
salvaging Australian shipping. The union<br />
measures included tax incentives to<br />
support investment in ships, ship-related<br />
infrastructure, and local seafarers. It also<br />
suggested reform of the seafarer visa system<br />
and reform of legislation and regulations<br />
governing coastal trading.<br />
The MUA also wants to see the creation<br />
of a national strategic fleet to guarantee fuel<br />
security and enhance the nation’s economic<br />
security. In addition to the development of<br />
a strategic approach to maritime workforce<br />
development; and better ship safety and<br />
pollution reduction measures.<br />
“There’s no question that Australian<br />
shipping is in crisis,” MUA national<br />
secretary Paddy Crumlin said.<br />
“Since 2013, we’ve lost more than half<br />
our remaining coastal fleet, leaving the<br />
country with just 12 large trading vessels to<br />
carry our growing coastal cargoes.<br />
“With the right political leadership and<br />
policy settings, this dramatic decline can<br />
be arrested and our shipping industry can<br />
be rebuilt.”<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 13
NEWS IN BRIEF<br />
Wharfies vote for<br />
“rolling industrial action”<br />
MILK AND HONEY BOOSTED<br />
BY INDONESIAN TRADE DEAL<br />
Australian exporters of milk, honey, beef and carrots are<br />
among those set to benefit from the Indonesia-Australia<br />
Comprehensive Economic Partnership Agreement.<br />
That was the view of National Farmers Federation chief<br />
executive Tony Mahar who joined trade minister Simon<br />
Birmingham in Jakarta for the signing ceremony.<br />
“IA-CEPA will deliver improved market access for live<br />
cattle, feed grains, beef, sheepmeat, dairy, sugar, fruit,<br />
carrots, potatoes and honey,” Mr Mahar said.<br />
“Indonesia is the world’s biggest importer of Australian<br />
wheat and Australia is Indonesia’s largest supplier of red<br />
meat. Australian dairy products and sugar are also highly<br />
valued by our neighbour.”<br />
Some features include immediate elimination of a 5%<br />
tariff for milk and cream. This is on top of the immediate<br />
elimination of 5% tariff for grated or powdered cheese; and<br />
elimination of a 5% tariff after 15 years on Australian honey.<br />
The tariff on carrots will be immediately cut to 10% from 25%<br />
for 5000 tonnes per year, with the tariff further reduced over<br />
time, down to zero after 15 years for an unlimited volume.<br />
Mr Mahar also reflected the benefits for Australian<br />
grains, saying international competitors were increasingly<br />
challenging Australian agriculture’s market share in<br />
Indonesia, including wheat from the Black Sea and red meat<br />
from the Americas.<br />
“In many instances, IA-CEPA will strengthen Australia’s<br />
role as the preferred supplier to the burgeoning south-east<br />
Asian economy,” he said.<br />
“For example, IA-CEPA will significantly grow the quota<br />
for Australian cattle to be exported with duty free access for<br />
575,000 head of live male cattle per year, growing at 4% per<br />
year to 700,000.”<br />
Mr Mahar said carrots were at the forefront of the<br />
agreement.<br />
“The tariff relief represents an extra $5 million to $10<br />
million to Australia’s fresh vegetable exports per annum,”<br />
he said.<br />
Mr Mahar said it was up to the Australian Parliament<br />
to ratify the agreement and some segments of the union<br />
movement had already expressed concerns.<br />
“It is a matter of significant national importance that free<br />
trade agreements… enjoy bipartisan support and rapid<br />
passage through both houses,” he said.<br />
“In the face of drought and floods, it is vital that the future<br />
interests of farmers are not compromised by short-term<br />
partisan politics.”<br />
Waterfront workers at the DPWA terminals in Sydney, Melbourne,<br />
Brisbane and Fremantle voted to take “rolling industrial action”,<br />
following a breakdown in negotiations on a new enterprise agreement.<br />
The Maritime Union (now part of the CFMMEU) accused<br />
the company of seeking to strip workers of income protection<br />
insurance unless they accepted the company’s demands.<br />
But in a statement, a DPWA spokesman said “we have always<br />
been clear that we will not negotiate the EA under threat of or<br />
during industrial action”.<br />
Maritime Union national secretary Paddy Crumlin said the<br />
ballot sent “an overwhelming message”.<br />
“We will not be intimidated, we will not roll over and accept<br />
your unfair agreement, and we are willing to take every step<br />
possible to fight for a fair outcome,” Mr Crumlin said.<br />
MUA assistant national secretary Warren Smith said the ballot<br />
“overwhelmingly endorsed wide-ranging industrial action”.<br />
“Workers are extremely angry at DPW for the attack on income<br />
protection and are prepared to use that action to achieve some<br />
justice,” Mr Smith said.<br />
A spokesman for DPWA said their leadership was preparing for<br />
enterprise agreement negotiations on 26 March, but were cancelled<br />
“following the notice of intent to take protected industrial action.”<br />
The four enterprise agreements with the union at DPWA<br />
container terminals nominally expired on 28 February <strong>2019</strong><br />
without replacement terms.<br />
In a statement to employees, new DPWA managing director<br />
and chief executive Glen Hilton talked of a difficult operating<br />
environment.<br />
“Recent decisions by shipping lines along with a weak outlook of<br />
volume growth are, and will continue to have a profound effect on<br />
the financial performance of DPWA,” Mr Hilton said.<br />
“A3 Central (COSCO, OOCL and ANL) decided to cease calling<br />
at Melbourne in August last year.<br />
“In addition the AAS consortium (Maersk and MSC) will also<br />
cease calling at Melbourne before the middle of the year. This<br />
will have a combined effect of reducing volumes by 210,000 units<br />
compared to the prior years. EAX is also considering options for<br />
future calls at our terminals from the third quarter of this year.”<br />
He said this volume loss had been compounded by weak export<br />
volumes, driven in part by ongoing drought in parts of New South<br />
Wales and Queensland.<br />
“In the face of this, DPWA chose to make a very reasonable offer<br />
to your representatives to roll over all EA’s on current terms which<br />
included a wage increase of 2.6% from 1 March,” Mr Hilton said.<br />
“This was a generous wage offer and is almost 1% higher the<br />
current CPI.”<br />
He said they also offered the continuation of income protection.<br />
“The CFMMEU’s wage claim of 5%, plus 5% plus 5% over<br />
three years as well as IP was predictably rejected by DPWA as it is<br />
completely out of touch with the financial outlook of the company<br />
and unsustainable in our competitive industry,” Mr Hilton said.<br />
Australian Peak Shippers Association secretariat Travis Brooks-<br />
Garrett said any industrial action would have an immediate<br />
impact, particularly with delays to trucks and extra costs for<br />
importers and exporters.<br />
14 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Largest tanker at<br />
Newcastle follows<br />
big investment<br />
Tony Corbett from Port of Newcastle, Gordon Lasker<br />
from Stolthaven and Ben Serong from Stolthaven<br />
Terminals with Pro Alliance in the background<br />
The largest fuel tanker to enter Port of<br />
Newcastle in its 220-year history arrived<br />
in mid-March. The 244metre tanker Pro<br />
Alliance berthed at Stolthaven’s Mayfield 7<br />
bulk liquids terminal, a facility purposebuilt<br />
for such vessels.<br />
According to Port of Newcastle,<br />
receiving vessels of this size is possible only<br />
due to a four-year collaborative project<br />
between Stolthaven, Port of Newcastle, Port<br />
Authority of NSW and Svitzer to expand<br />
channel capacity and accommodate deepdraft<br />
inbound tankers of up to 245 metres<br />
load on arrival.<br />
Project partners committed to increasing<br />
the port’s capacity via several activities,<br />
including detailed channel simulation,<br />
adding active escort tug capability to<br />
the port’s fleet and the development of a<br />
dynamic under-keel clearance system for<br />
deep draft inbound ships.<br />
Port of Newcastle executive manager<br />
marine and operations Keith Wilks said<br />
the Pro Alliance’s arrival was significant,<br />
delivering supply chain flexibility and<br />
efficiencies for the oil industry.<br />
“We are proud to have facilitated the<br />
arrival of Pro Alliance at Stolthaven’s bulk<br />
liquids terminal at Port of Newcastle this<br />
morning,” Mr Wilks said.<br />
“In our 220th year of commercial<br />
shipping, milestones such as this signify<br />
the evolving role of the port in facilitating<br />
global trade through our harbour and<br />
driving growth in the regional, state and<br />
national economies.”<br />
Stolthaven managing director Gordon<br />
Lasker said the company made a significant<br />
investment in its fuel terminal facility.<br />
“The arrival of our first LR2 tanker is the<br />
realisation of a long-term investment in the<br />
dedicated bulk liquids precinct at Mayfield<br />
7 berth,” Mr Lasker said.<br />
“We are grateful for the proactive<br />
approach by Port of Newcastle to support<br />
not only our current business but also our<br />
future expansion plans.”<br />
Stolthaven Australia has been operating<br />
a bulk liquids precinct at Newcastle since<br />
December 2013. A further 10 hectares<br />
is currently under development and is<br />
expected to deliver an expected capacity<br />
build of 450,000 cubic meters of bulk fuels<br />
and chemicals storage.<br />
Littleproud announces steering committee for biosecurity levy<br />
Port of Newcastle; Image supplied<br />
David Littleproud, Minister for Agriculture<br />
Veteran corporate leader David<br />
Trebeck has been announced as the<br />
chairman of the biosecurity levy<br />
steering committee.<br />
Mr Trebeck currently chairs<br />
Australia’s Oyster Coast Ltd and has<br />
been a non-executive director of six<br />
ASX-listed companies during the past<br />
two decades, including GrainCorp and<br />
Incitec Pivot. He also has links with<br />
shipping going back to the mid-1970s.<br />
The steering committee also includes<br />
Paul Zalai from the Freight Trade Alliance;<br />
Margie Thomson from the Cement<br />
Industry Federation; Mike Gallacher<br />
from Ports Australia; Mike Sousa from<br />
Qube Holdings; Rod Nairn AM from<br />
Shipping Australia; Brian Lovell from the<br />
Australian Federation of International<br />
Forwarders; and Tony Mahar from the<br />
National Farmers Federation.<br />
The committee is expected to<br />
design the levy and assist with its<br />
implementation.<br />
“Australia’s border biosecurity<br />
protects our food supply, 300,000 jobs,<br />
the $60 billion agriculture industry and<br />
our way of life,” Minister for agriculture,<br />
David Littleproud said.<br />
“Those creating biosecurity risk should<br />
contribute fairly to addressing that risk,<br />
remembering pests and diseases arrive<br />
on the hulls and decks of ships and not<br />
just in the imported product itself.<br />
“If the taxpayer alone bears the burden<br />
of protecting Australia then companies<br />
being bailed out by the taxpayer are<br />
unlikely to take our biosecurity seriously.”<br />
Mr Littleproud said he was also<br />
glad that his Labor counterpart Joel<br />
Fitzgibbon had supported the rationale<br />
for a biosecurity levy.<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 15
NEWS IN BRIEF<br />
Svitzer welcomes new tugs<br />
Svitzer Australia is set to welcome two new vessels to<br />
its fleet this year, as two UZMAR-built RAstar 3200 series<br />
tugboats begin their journey from Turkey.<br />
A delivery ceremony was hosted by UZMAR recently for<br />
the two tugboats, Svitzer Ruby and Svitzer Redhead, designed<br />
by Canadian naval architecture firm Robert Allan Ltd.<br />
The 85-tonne bollard pull tug, Svitzer Ruby, is to join Port<br />
Kembla in May <strong>2019</strong>, and the 80-tonne bollard pull tug,<br />
Svitzer Redhead, is to join the team in Fremantle in late <strong>April</strong>.<br />
According to Svitzer, the two escort towage capable<br />
vessels feature render recovery winches, FiFi1 class notation<br />
for firefighting, LNG operational protection package and a<br />
rear winch for over the stern towing operations.<br />
Svitzer Australia managing director Nicolaj Noes said they<br />
were always “working closely with our stakeholders, and<br />
importantly, local port authorities to understand how we<br />
can best meet their requirements, now and into the future,<br />
with our national and diverse fleet of vessel types and<br />
capabilities”.<br />
Svitzer Newton, welcomed to Fremantle last year, is to sail<br />
to the east coast to join the Newcastle fleet.<br />
“To that end, we have been working closely with our port<br />
stakeholders Fremantle Ports and Port Authority New South<br />
Wales to determine port operations requirements,” Mr Noes<br />
said.<br />
“We look forward to welcoming Svitzer Ruby, Svitzer Redhead<br />
and Svitzer Newton to their respective ports.”<br />
With the new additions, Svitzer’s tug fleet will number<br />
more than 432 vessels in over 100 locations worldwide.<br />
Svitzer Ruby soon will be in operation at Port Kembla, New South Wales<br />
WiseTech goes<br />
to market<br />
Pursuing a global growth strategy is behind WiseTech Global’s<br />
latest share offering, chief executive and founder Richard White<br />
has indicated.<br />
The freight forwarding/tech giant announced an underwritten<br />
$250m institutional placement to be followed by the opportunity<br />
for eligible shareholders to participate in a share purchase plan<br />
or offer.<br />
The move necessitated a trading halt.<br />
“Growth is our primary driver and, across the global logistics<br />
industry, the opportunity now available to WiseTech is vast,” Mr<br />
White said in a statement to the market.<br />
“Through the offer<br />
announced, we add<br />
further strength to<br />
our balance sheet and<br />
increase the capacity at<br />
which we can accelerate<br />
our long-term organic<br />
growth, through<br />
relentless innovation<br />
and the acquisition of<br />
strategically valuable<br />
assets in important<br />
new geographies and<br />
key adjacencies.”<br />
Mr White said they<br />
would continue to<br />
execute on smaller, but<br />
important, European<br />
economies and key<br />
WiseTech founder Richard White is looking<br />
remaining markets<br />
to pursue a strategy of aggressive growth<br />
in Asia.<br />
“As we expand geographically, we have also been widening our<br />
reach into and across the supply chain,” he said.<br />
“We are building out rapidly from our stronghold of<br />
international logistics and complex cross-border compliance,<br />
to leverage our innovation pipeline and put in place the key<br />
technologies and assets to start building unassailable ecosystems.”<br />
According to a statement on the WiseTech website, the<br />
placement to raise $250m is underwritten by Goldman Sachs<br />
Australia and Morgan Stanley Australia.<br />
INDUSTRY EVENTS<br />
<strong>2019</strong> EVENT<br />
1-3 May Victorian Transport Infrastructure Conference <strong>2019</strong>, Melbourne vicinfrastructure.com.au<br />
23-24 May AFIF <strong>2019</strong> national Conference and Gala Dinner, Melbourne afif.asn.au<br />
10-13 Sep Australasian Coasts & Ports <strong>2019</strong>, Hobart coastsandports<strong>2019</strong>.com.au<br />
8-10 Oct Pacific <strong>2019</strong> International Maritime conference, Sydney pacificexpo.com.au<br />
28 Oct-1 Nov AMPI Pilotage & Ports Logistics Conference, Sydney ampi.org.au/AMPI<strong>2019</strong><br />
14 Nov <strong>2019</strong> Australian Shipping & Maritime Industry Awards, Melbourne dcnawards.com.au<br />
To notify <strong>DCN</strong> of events please email us at editorial@paragonmedia.com.au<br />
Image supplied; WiseTech Global<br />
16 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Terry O’Connor resigns from Darwin Port<br />
Port of Darwin chief executive<br />
Terry O’Connor has announced his<br />
resignation.<br />
However Mr O’Connor, who has<br />
been CEO since 2011, is to remain at his<br />
post until a replacement can be found.<br />
Mr O’Connor was chief executive<br />
before Landbridge’s acquisition<br />
of the port in 2015 and has led its<br />
transformation from a government<br />
business to a privately-owned entity.<br />
In a public statement, Landbridge<br />
Australia managing director Mike<br />
Hughes praised Mr O’Connor for his<br />
contribution.<br />
“Terry has made a significant<br />
contribution to Landbridge and to<br />
Darwin Port over the last eleven<br />
years,” Mr Hughes said.<br />
“He was instrumental in ensuring a smooth<br />
transition from public to private management<br />
and more recently has led Landbridge’s<br />
investment in port infrastructure and ongoing<br />
transformation into a world-class port<br />
capable of supporting the growing demands of<br />
Northern Australia.<br />
“On behalf of Landbridge, I would like to<br />
thank Terry for his dedication, expertise<br />
and exceptional leadership over his<br />
years at the Port.”<br />
Before joining the port,<br />
Mr O’Connor served in the Royal<br />
Australian Navy and held positions<br />
with the federal government as a<br />
maritime specialist. He also<br />
worked in the private sector<br />
in logistics and facilities<br />
management.<br />
Terry O’Connor, CEO, Darwin Port<br />
Export centres mooted for rural Queensland<br />
Agricultural export centres soon could<br />
be operating in the Queensland cities<br />
of Toowoomba and Cairns, with the<br />
state government seeking private sector<br />
involvement.<br />
For Toowoomba, the government has<br />
invited Wagner Group Holdings to submit<br />
a business case for a possible agricultural<br />
export distribution centre at Toowoomba<br />
Wellcamp Airport.<br />
Wagner Group famously developed this<br />
airport from scratch.<br />
Meanwhile in Cairns, the government<br />
has invited Air Freight Handling Services to<br />
submit a business case for a similar concept<br />
at its airport.<br />
State development minister Cameron<br />
Dick said the government made an election<br />
commitment to provide up to $10m for<br />
each project from the $150m Jobs and<br />
Regional Growth Fund.<br />
“The delivery of this election<br />
commitment will support the development<br />
and construction of an agricultural<br />
export distribution pilot centre in regional<br />
Queensland,” Mr Dick said.<br />
“Wagner Group Holdings will now start<br />
work on a business case for Toowoomba<br />
after progressing through the Regional<br />
Export Distribution Centre Pilot expression<br />
of interest process, which attracted detailed<br />
proposals from across Queensland,” he said.<br />
“An export distribution centre of this<br />
type is new for Queensland, and we are<br />
taking our time to get it right.”<br />
Agriculture minister Mark Furner said<br />
agricultural exports continued to generate<br />
huge results.<br />
“The export of Queensland’s premium<br />
agriculture products contributed almost<br />
$12 billion to our economy last financial<br />
year,” Mr Furner said.<br />
“Initiatives like the Regional Export<br />
Distribution Centre Pilot will ensure<br />
we can build on our reputation as a global<br />
leader.”<br />
Member for Cairns Michael Healy said<br />
valuable space on passenger flights could<br />
be better utilised for agriculture exports.<br />
“This is an excellent opportunity to<br />
not only grow our agricultural output and<br />
export, but to strengthen our tourism<br />
industry by increasing economic viability<br />
of airlines,” Mr Healy said.<br />
LLA; ChameleonsEye<br />
Cairns Airport, Queensland<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 17
INDUSTRY OPINION<br />
Inquiry gives shipping<br />
national attention<br />
The Australian Peak Shippers Association was among those who presented to a recent<br />
Senate Committee examining some of the issues related to Australian shipping<br />
ON 5 DECEMBER 2018, THE FEDERAL<br />
MINIMUM SERVICE LEVELS<br />
Senate brought forward an inquiry into the<br />
The first recommendation of FTA/APSA to<br />
policy, regulatory, taxation, administrative<br />
the committee related to the strengthening<br />
and funding priorities for Australian<br />
of minimum levels of service for Australian<br />
shipping. As the world’s largest island,<br />
shippers. We proposed that given the<br />
and for an economy totally dependent on<br />
non-use of Part X by many shipping lines<br />
maritime trade, shipping deserves a place<br />
(due to consolidation), these requirements<br />
in the national conversation. However, for<br />
should sit outside of the Part X regime. This<br />
an industry weary with the coastal shipping<br />
should include a non-negotiable minimum<br />
debate, very few organisations lodged<br />
notification period for the introduction<br />
submissions, in fact only 15 submissions<br />
of new rates and charges, or changes<br />
were received in all, five of which were<br />
to existing rates and charges, which is<br />
provided by government agencies.<br />
equivalent to the protections that already<br />
exist in the United States for shippers.<br />
TERMS OF REFERENCE<br />
The botched rollout of the Emergency<br />
The interesting feature of this inquiry was<br />
Bunker Surcharges in 2018 is a prime<br />
the breadth of the terms of reference. It<br />
example of why such protections are<br />
recognised the complexity of the shipping<br />
needed. In some cases, Australian shippers<br />
sector and its interrelationship with freight<br />
policy, trade policy and even competition<br />
issues. The terms of reference included<br />
were given four days’ notice before the<br />
introduction of the EBS, while the same<br />
shipping lines provided US shippers with<br />
Travis Brooks-Garrett, director, Freight &<br />
Trade Alliance and secretariat, Australian Peak<br />
Shippers Association<br />
an examination of “port infrastructure,<br />
the same notification, except with a<br />
freight supply chain. As has been widely<br />
port services and port fees and charges”<br />
30-day lead time. The extra lead time<br />
discussed in Daily Cargo News, industry has<br />
and “the interaction with other modes<br />
was in deference to the strength and<br />
seen a continuing deterioration of empty<br />
of freight transport”. The committee’s<br />
enforceability of the Federal Maritime<br />
container management in this country.<br />
interest in these areas, particularly the<br />
Commission regulations.<br />
So much so that Australian transport<br />
effectiveness of Part X of the Competition<br />
operators have rolled out industry-wide<br />
and Consumer Act, infrastructure charges,<br />
TERMINAL HANDLING CHARGES<br />
surcharges in response.<br />
and even the Biosecurity Levy, was<br />
FTA/APSA’s second recommendation<br />
Unfair detention and demurrage<br />
clearly evident in the hearings and in the<br />
related to the spiralling situation regarding<br />
practices also remain a persistent<br />
questions raised by the senators.<br />
terminal infrastructure charges and<br />
issue, particularly with unforeseen<br />
terminal handling charges, which are<br />
and unprecedented events such as the<br />
A FORMAL SUBMISSION<br />
increasingly independent of each other.<br />
brown marmorated stink bug emergency<br />
Freight & Trade Alliance and the Australian<br />
While shipping lines have been the<br />
measures. When there are disputes over<br />
Peak Shippers Association provided a<br />
beneficiaries of increased competition in<br />
invoices, they are impossible to navigate,<br />
formal submission to the Rural and<br />
stevedoring, it is now clear that Australian<br />
with the opaqueness, or complete absence,<br />
Regional Affairs and Transport Committee<br />
shippers have not seen any of those<br />
of any dispute resolution process or policy.<br />
on 5 March <strong>2019</strong>. To date, it is the only<br />
benefits and now are paying twice for<br />
We need to once again follow the lead of<br />
submission that has been lodged on behalf<br />
container terminal services. This is an<br />
the FMC and establish fair and reasonable<br />
of cargo owners.<br />
area where some intervention, or some<br />
industry practices in these areas.<br />
Based on member feedback, the<br />
formal rule-setting, is needed. There are<br />
submission focused on detention and<br />
very few people, who aren’t beholden to<br />
FINAL THOUGHTS<br />
demurrage practices; minimum levels of<br />
infrastructure interests, who disagree.<br />
FTA/APSA would like to thank the Senate<br />
service; empty container management;<br />
shipping line surcharges; dispute<br />
mechanisms; and infrastructure charges/<br />
terminal handling charges.<br />
SEA FREIGHT OVERSIGHT<br />
FTA/APSA’s third recommendation<br />
requested stronger oversight of the sea<br />
Committee for their time and interest in<br />
these areas. We welcome the opportunity<br />
to have shipping at the centre of a national<br />
debate.<br />
Image supplied<br />
18 <strong>April</strong> <strong>2019</strong><br />
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INDUSTRY OPINION<br />
Building a shipping industry<br />
in its own right<br />
Actions must be taken to create a sustainable industry that enables<br />
the nation’s maritime potential to be realised, writes Teresa Lloyd<br />
MARITIME INDUSTRY AUSTRALIA’S<br />
overarching position concerning shipping<br />
policy in Australia is that we ought to have<br />
a sustainable, viable shipping industry.<br />
This shipping activity can occur anywhere<br />
and should encompass anything, including<br />
freight, tourism, passenger movement,<br />
port and harbour services, offshore oil and<br />
gas, construction, scientific/research and<br />
government services.<br />
The potential breadth of Australia’s<br />
shipping industry would be the envy of any<br />
nation in the world such is the diversity of<br />
the maritime task that naturally exists in<br />
our region. We say, “would be the envy”<br />
because Australia has thus far failed to<br />
capitalise on the natural advantages that<br />
our shipping industry presents.<br />
Australia needs a maritime and shipping<br />
policy that focuses on encouraging a<br />
shipping industry in its own right - to<br />
deliver the economic multiplier effects<br />
that are universally cherished by maritime<br />
nations (often known as maritime clusters)<br />
and the maritime skills development so<br />
many nations need.<br />
BENEFITS OF SHIPPING<br />
The benefits that nations accrue from<br />
having a strong shipping industry include<br />
the creation of skills and know how;<br />
control of strategic assets and ability to call<br />
upon them for national support; a degree<br />
of supply chain security; and economic<br />
diversity and returns to the nation<br />
generated from the sector.<br />
As the world’s largest island nation,<br />
Australia requires maritime skills more<br />
so than most other countries. From the<br />
requirement to ensure trade is facilitated<br />
via Australian ports without incident,<br />
to ensuring we meet our international<br />
responsibilities as a country with one of<br />
the largest port state control tasks, the use,<br />
retention and development of maritime<br />
expertise is vitally important.<br />
The Australian maritime sector has a<br />
projected shortage of seafarers of 560+<br />
personnel by 2023 – a large proportion of<br />
which is in the deck and marine engineer<br />
officer skill sets. Further, the sector has<br />
identified 80% of employers require more<br />
than base level qualifications – they<br />
require higher order skills and, critically,<br />
experience. That experience importantly<br />
must be on certain types of ships, tanker<br />
experience being the most sought after.<br />
Australia cannot rely solely on immigration<br />
to fill those roles given the global imbalance<br />
in supply and demand for quality seafarers<br />
with projected shortages of 18% by 2025.<br />
Much of the commentary regarding<br />
shipping policy in Australia focuses on<br />
domestic freight, however shipping policies<br />
from leading maritime nations do not<br />
draw a distinction between what the ship<br />
is doing – rather the focus is encouraging a<br />
shipping industry in its own right.<br />
AN ATTRACTIVE SHIPPING REGIME<br />
MIAL is an advocate for a fiscal and<br />
regulatory regime that makes it attractive<br />
for shipping and maritime businesses<br />
to exist in Australia and affords those<br />
Australian businesses every opportunity<br />
to compete for work and participate in<br />
maritime activity worldwide.<br />
A report prepared by PwC shows<br />
that in Australia in 2012-13 the total<br />
(including the direct and induced impacts)<br />
contribution of the shipping industry was<br />
$21b in GDP; 45,000 jobs; and $1.3b in tax<br />
revenue. The report went on to identify,<br />
that with positive shipping policies those<br />
figures rise to $25b in GDP; 54,000 jobs;<br />
and $2.1b in tax revenue.<br />
ECONOMIC CLUSTER<br />
The impact of the economic cluster that<br />
develops around a robust shipping industry<br />
cannot be underestimated. Economic<br />
diversity is provided not only via direct<br />
shipping activities but also through the vast<br />
array of technical disciplines and service<br />
Teresa Lloyd, CEO,<br />
Maritime Industry Australia<br />
industries that provide necessary ancillary<br />
support. This is the economic multiplier.<br />
Actions must be taken to create a<br />
sustainable maritime industry and enable<br />
the nation’s maritime potential to be<br />
realised. Increasing training without<br />
securing opportunities to work to gain<br />
experience, will not result in growing the<br />
skills and know how to fill the strategic<br />
shore-based roles Australia relies upon.<br />
A STRATEGIC FLEET<br />
Australia needs a minimum number of<br />
assets available to provide the training<br />
and work opportunities. And that is why<br />
MIAL supports the concept of a strategic<br />
fleet. Such a fleet would provide adequate<br />
training and work opportunities to secure<br />
the skills base, provide stability for key<br />
supply chains and offer strategic support to<br />
the nation should they ever be called upon.<br />
All nations with an indigenous shipping<br />
capability either protect, subsidise or<br />
incentivise the sector. Australia must do<br />
likewise to create a pool of assets to train<br />
our essential maritime skill set.<br />
20 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
INTERNATIONAL WOMEN’S DAY<br />
WISTA members in Melbourne with<br />
umbrellas to mark IWD<br />
Empowering women at work<br />
WISTA Australia held two events on 8 March <strong>2019</strong> to recognise International’s<br />
Women’s Day. Alison Cusack examines some of the key lessons<br />
LEANNE LEWIS, MANAGING<br />
Don’t shy away from the traditional men’s<br />
ASCI’s future leaders program to celebrate<br />
director of Insync Personnel, addressed a<br />
type events either but also keep an eye out<br />
International Women’s Day and address<br />
sold out event in Victoria on International<br />
for the WISTA events or similar.<br />
the day’s global theme: #balanceforbetter.<br />
Women’s Day, hosted at the offices of<br />
Finally, continue to build your skills,<br />
Audience members heard keynote<br />
Norton Rose Fulbright. She focused on two<br />
whether via more formal education or a<br />
addresses from three experts who shared<br />
key issues: how to ask for a pay increase<br />
variety of short courses to focus on specific<br />
their involvement in supply chain and how<br />
and how to put your best foot forward to<br />
skills, such as improving public speaking.<br />
it has impacted their careers.<br />
achieve an internal job promotion.<br />
Speakers at the event included Marcia<br />
There was a fantastic and lively round<br />
LESSONS FOR EMPLOYERS<br />
de Almeida, supply-chain improvement<br />
table discussion afterwards with participants<br />
If you are in charge and want to help<br />
superintendent iron ore/integrated<br />
sharing their experiences and encouraging<br />
facilitate the careers of women, there are<br />
production and remote operations for BHP,<br />
others to step up into their careers.<br />
several factors to consider.<br />
as well as Ella Cahtarevic, capacity manager<br />
There were several lessons from the day.<br />
To start with, are you conducting<br />
Australia/New Zealand, MSC and WISTA<br />
annual reviews to see how your employees<br />
Western Australian chapter committee<br />
LESSONS FOR EMPLOYEES<br />
are engaged? What are their future goals<br />
member. The final speaker at the WISTA/<br />
A key message was the simple one of<br />
within the company?<br />
ASCI event was Andrea Macau, investment<br />
updating your CV so that you’re prepared<br />
Ask yourself, do your female staff get the<br />
analysis officer, Water Corporation<br />
for those internal job opportunities (this<br />
same opportunities to attend networking<br />
and ASCI Western Australian chapter<br />
also helps you track your successes for your<br />
functions (golf days, events, continuing<br />
committee member.<br />
annual review).<br />
professional development etc) as the men<br />
Also don’t be afraid to ask for that pay<br />
in your office? If not, maybe a formal policy<br />
NORTHERN EXPOSURE<br />
rise, but ensure you’re prepped with facts<br />
should be in place to ensure a fair and<br />
Meanwhile WISTA QLD recently held an<br />
and figures. Ensure you’ve booked in a<br />
balanced approach.<br />
event in late February with renowned voice<br />
formal review discussion with your boss so<br />
Create an environment to facilitate<br />
coach Lisa Lockland-Bell which allowed<br />
they’re also prepared for the conversation.<br />
conversations around career progression. Not<br />
audience members to workshop their vocal<br />
Getting a mentor is a great idea, whether<br />
only conversations based around salary but<br />
skills and present with added confidence.<br />
internally in your business, or externally.<br />
also access to further education, conference<br />
Since July 2018 WISTA International has<br />
It can be through a formal program or<br />
attendance and innovative projects.<br />
enjoyed consultative status with the IMO.<br />
informal through your networks (stay<br />
The IMO’s theme for <strong>2019</strong> is “Empowering<br />
tuned for WISTA’s mentoring program later<br />
WAY OUT WEST<br />
Women in the Maritime Community”.<br />
in the year).<br />
WISTA Australia together with WISTA<br />
I’d encourage all people and businesses<br />
WISTA<br />
Then there’s the need to build your<br />
networks and attend networking events.<br />
Association partner ASCI, held an event<br />
in Perth hosted by KPMG as part of<br />
in the maritime community to aim towards<br />
this goal in <strong>2019</strong>.<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 21
WOMEN IN MARITIME<br />
Korean VTS operators with delegates from a recent IALA<br />
meeting, including VTS committee chair Monica Sundklev<br />
from the Swedish Maritime Administration<br />
Paving the way for<br />
gender equality<br />
Achieving gender equality within the maritime sector has been a slow process,<br />
however, there has been progress in some areas, writes Jillian Carson-Jackson<br />
THERE IS MIXED NEWS COMING<br />
THE PATH OF RIGHTS<br />
expressed and therefore can’t be addressed.<br />
out of recent reports on the status of<br />
It isn’t enough that laws don’t prohibit<br />
The panels that are setting agendas and<br />
gender equality. The Maritime Industry<br />
gender equality, they need to promote<br />
making the decisions should have female<br />
Australia Seafaring Skills Census 2018<br />
equality. This includes recognising and<br />
representation. The goal should not be to<br />
reported the overall percentage of female<br />
addressing harassment and discrimination.<br />
fix women so they fit in, but to ensure the<br />
seafarers at 5%. The details, however, show<br />
It also means valuing work through<br />
work environment promotes and engenders<br />
only 3% for deck and 0.4% for engineers<br />
transparency in wages, and supporting<br />
equal participation.<br />
with “other” at 23%. Looking at the<br />
women in the workplace. This requires<br />
employment of seafarers ashore, the overall<br />
ensuring women are not discriminated<br />
A SILVER LINING<br />
percentage of women drops to 3%. Masters<br />
against if they wish to start a family, or<br />
The news isn’t all bad. The MIAL census<br />
and deck come in at 3%, engineers at 1%<br />
decide to transition to another role.<br />
shows an increase in female seafarers.<br />
and “other” at 5%.<br />
There are pockets of focus activity around<br />
THE PATH OF ACCESS<br />
the world – for example, in South Korea<br />
ILO REPORT<br />
At a macro level, the ILO report highlights<br />
17% of vessel traffic services officers are<br />
On the eve of International Women’s Day,<br />
the benefits of gender diversity in the<br />
female. The ILO report shows women<br />
the International Labour Organization<br />
designing, planning and implementation<br />
tend to rise to the role of manager faster<br />
released its report, A quantum leap for<br />
of infrastructure activities. Budgets need to<br />
and with more advanced education.<br />
gender equality – for a better future of work<br />
respond to the priorities of women, be set<br />
Some 44.3% of female managers have an<br />
for all. While there are some gains, the<br />
by women, and this needs to be reflected in<br />
advanced university degree, compared with<br />
report notes that there has been little or no<br />
the formulation of policies – at the national<br />
38.3% of male managers. However, the<br />
improvement on narrowing the gender gap<br />
and the industry specific level.<br />
top job of CEO is still elusive, with the G7<br />
over the past 20 years.<br />
country data showing from between 0%<br />
“Progress in closing gender gaps has<br />
THE PATH OF ENGAGEMENT<br />
(Germany) to 4.6 % (US) of female CEOs.<br />
stalled, and in some cases is reversing,” the<br />
In the maritime industry we know women<br />
What we know is that the journey is far<br />
report notes. “The gender gaps with respect<br />
change roles, going from ship to shore<br />
from over. While governments, workers<br />
to key labour market indicators have not<br />
and sometimes back onboard again. What<br />
and employers claim they are progressing<br />
narrowed in any meaningful way for over<br />
initiatives are in place to support women<br />
gender equality agendas, this is not<br />
20 years.” The report highlights that, over<br />
through different work environment<br />
supported by the data. How can we develop<br />
the past 27 years, the gender employment<br />
transitions? Some practical measures could<br />
a transformative and measurable agenda for<br />
gap has been reduced by less than 2%.<br />
include implementing mentoring programs,<br />
gender equality in the maritime industry?<br />
The underlying thread in the report is<br />
encouraging continuing professional<br />
We all need to overcome stereotypes related<br />
that current action is not resulting in<br />
development, and providing opportunities for<br />
to women in non-traditional roles and put<br />
meaningful change. A “transformative and<br />
education through focus programs and grants.<br />
in place policies that are aimed at seeing<br />
measurable agenda” is urgently needed, and<br />
the report presents several key paths.<br />
Without equal representation, the<br />
needs of women cannot be properly<br />
tangible results. Words are not enough;<br />
<strong>2019</strong> is a year for action.<br />
IALA<br />
22 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
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INDUSTRY OPINION<br />
Making Australian shipping<br />
more competitive<br />
Llew Russell examines some of the overseas trends that could be relevant<br />
to the Australian maritime scene<br />
ONE OF THE BENEFITS OF RETIRING<br />
from full time work in 2013 was the<br />
opportunity to travel overseas on occasion.<br />
Last year my wife and I cruised around the<br />
Mediterranean, Scandinavia and the<br />
Baltic States.<br />
You might ask ‘what has all this to do<br />
with the title of this article?’ The answer is,<br />
the two cruise vessels we were on. The first<br />
was Le Lyrial, a 264-passenger vessel owned<br />
by the French cruise company Ponant<br />
registered in France. The other, Silver Spirit,<br />
was a 600-passenger vessel owned then<br />
by the Italian cruise company Silver Seas<br />
registered in the Bahamas, being an open<br />
registry or what some would term a ‘flag of<br />
convenience’ registry.<br />
MANY NATIONS<br />
Le Lyrial had French officers, both on<br />
deck and in the engine room, and foreign<br />
ratings. A number of the “hotel” crew were<br />
also French. The Silver Spirit had Italian<br />
deck and engine room officers, ratings of<br />
other nationalities and a smaller number<br />
of hotel crew were also Italian. Other<br />
than the officers, the majority of the<br />
remainder of the crew were Filipinos but<br />
there was a mixture of other nationalities.<br />
Subsequently the Silver Seas Cruise<br />
company was bought by Royal Caribbean<br />
International.<br />
LESSONS FOR AUSTRALIA<br />
I wondered what lessons Australia<br />
could learn from the international<br />
competitiveness of these shipping<br />
companies? Could these concepts be<br />
translated into types of shipping other than<br />
cruise shipping lines? If the right regulatory<br />
environment was in place, I could not see<br />
why it was not viable.<br />
I recall almost two decades ago, the<br />
Australia Japan Container Line (a joint<br />
venture between P&O and Swires) had two<br />
vessels in the Australia to North and East<br />
Asian trades with Australian officers and<br />
foreign crew.<br />
There is every reason for new shipping<br />
companies to emerge in Australia in<br />
the right regulatory environment. It is<br />
understood Australian officer wages<br />
and conditions are competitive with<br />
those overseas, especially those of many<br />
European nations.<br />
THE LOCAL REGISTER<br />
The Australian International Shipping<br />
Register (AISR), which was established under<br />
the Rudd/Gillard Labor government, does<br />
not have one vessel registered. Details of the<br />
requirements can be found on the website of<br />
the Australian Maritime Safety Authority.<br />
The objective of the Register is to be<br />
competitive with other similar registries<br />
overseas. It has clearly failed. There could<br />
be a number of reasons but importantly it<br />
does provide for mixed crews on registered<br />
vessels. However, the vessels must have a<br />
collective agreement with the seafarers<br />
There is every reason for new shipping companies to<br />
emerge in Australia in the right regulatory environment.<br />
bargaining unit and it can (therefore not<br />
necessarily) be based on the International<br />
Transport Forum standard collective<br />
agreement. In addition, the minimum<br />
wage and minimum requirement for<br />
compensation insurance is established<br />
by ministerial determination. These<br />
requirements are likely to be barriers to<br />
registration but there is another major one.<br />
TAX ARRANGEMENTS<br />
Internationally, seafarers involved in<br />
overseas shipping for 180 days or more do<br />
not pay income tax. In Australia, the tax<br />
Llew Russell AM<br />
laws require payment of income tax by all<br />
Australian residents. An exception will have<br />
to be made if the dream of encouraging<br />
Australian shipping to thrive is to be<br />
realised. The removal of the tax barrier is<br />
also important if an Australian shipping<br />
company was to use an open registry with<br />
mixed crew but with Australian officers<br />
who would reside in Australia.<br />
FINAL THOUGHTS<br />
If the regulatory regime was improved<br />
in these respects, one can envisage more<br />
start-ups with every prospect of financial<br />
success. This success could also see more<br />
training cadets and an enhanced maritime<br />
training regime in Australia.<br />
The fulfilling of future placements in<br />
the maritime industry such as port pilots,<br />
tug crews, harbour masters and other land<br />
based jobs requiring maritime experience<br />
would be enhanced. There is also the<br />
prospect of a critical mass being established<br />
which could see more opportunities for<br />
Australian ratings to emerge. The old adage<br />
“if you can’t beat them join them” could be<br />
very relevant here.<br />
SAL<br />
24 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
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AUSTRALIAN LOGISTICS COUNCIL, FORUM <strong>2019</strong><br />
Logistics industry returns to the<br />
MCG for debate and discussion<br />
The famous Melbourne Cricket Ground was the setting for the Australian Logistics<br />
Council Forum <strong>2019</strong>, an event that brought together industry heavy hitters<br />
NAIRN AND ALBO JOUST OVER<br />
FUEL SUPPLY<br />
Shipping Australia chief executive Rod Nairn<br />
raised concerns over Labor shipping policy,<br />
suggesting it could amount to handing over<br />
fuel security to the Maritime Union.<br />
Labor is on record as wanting to ensure a<br />
strategic fleet of Australian-flagged tankers<br />
that could be requisitioned during a conflict<br />
or national emergency.<br />
During one session, Mr Nairn<br />
questioned Labor infrastructure spokesman<br />
Anthony Albanese about the policy.<br />
“My first concern is that I don’t see how<br />
putting our fuel supplies into the hands<br />
of a known militant union is a way of<br />
improving resilience,” he said.<br />
“I thought we would be better off to have<br />
multiple flags, providing that from all over<br />
the world from different sources and also<br />
increasing our level of reserves to give us<br />
that resilience.”<br />
But Mr Albanese stood by the policy.<br />
“I say yes we need multiple flags, unless<br />
we act we won’t have one [Australia] flag<br />
will be missing. Let’s not pretend that’s not<br />
happening,” he said.<br />
“The fact that your organisation, with<br />
respect, is called Shipping Australia,<br />
even though they’re the non-Australian<br />
[shipping businesses], is in my mind a<br />
recognition that there is actually a<br />
Melissa Horne MP, Victorian<br />
minister for ports and freight<br />
national interest in having an Australian<br />
shipping industry.<br />
“That is the giveaway, the fact that you<br />
have chosen that [name].”<br />
Mr Nairn earlier praised Mr Albanese for<br />
his support in connecting inland rail to the<br />
ports of Brisbane and Melbourne and for<br />
his intervention on the biosecurity levy.<br />
BIOSECURITY LEVY “A REVENUE GRAB”,<br />
SAYS ALBANESE<br />
Opposition infrastructure spokesman<br />
Anthony Albanese hit out at the<br />
government over its handling of the<br />
proposed biosecurity levy, describing the<br />
controversial policy as “a revenue grab”.<br />
Mr Albanese, a former minister, was a<br />
keynote speaker. He noted the levy arose<br />
from the review of the inter-governmental<br />
agreement on biosecurity.<br />
“The review proposed a levy of $10 on all<br />
shipping containers to take effect from July<br />
1,” Mr Albanese told the gathering.<br />
“But the government is attempting to<br />
impose a general import levy based upon<br />
volume on all shipping movements – this<br />
appears to be a revenue grab,” he said.<br />
“It has created understandable concern<br />
about whether the money collected will<br />
even be used for biosecurity because of<br />
course, it is no hypothecated – no tax ever<br />
really is.”<br />
Mr Albanese said biosecurity was<br />
important and had to be paid for.<br />
“But the government has completely<br />
botched this process.”<br />
ANALYST MAKES THE CASE FOR<br />
“BALANCE FOR BETTER”<br />
Progress towards gender balance in logistics<br />
suggest participation parity is a century<br />
away, according to director of the National<br />
Association of Women in Operations<br />
Louise Weine.<br />
Ms Weine argued the case for “balance<br />
for better” and said gender disparity within<br />
logistics was no secret.<br />
She noted an overall increase in female<br />
representation in the sector from 25.9% in<br />
2014 to 26.4% in 2018 and the percentage<br />
of women in key management positions has<br />
increased by 5% to 22.2%.<br />
“I think it is fair to say that progress to<br />
balance has been or is patchy and slow,” Ms<br />
Weine said. “In fact, at the current rate of<br />
progress it has been estimated that we are<br />
over 100 years to balance.<br />
“That is 100 years. So my goal for my<br />
daughters to work into an environment<br />
where they don’t feel like they are in the<br />
minority is still quite a long way away.”<br />
MINISTER HORNE MAKES THE CASE<br />
FOR RAIL<br />
Victorian Minister for Ports and Freight<br />
Melissa Horne says rail is imperative in<br />
handling a burgeoning freight task around<br />
the Port of Melbourne.<br />
Ms Horne spoke at the ALC Forum<br />
<strong>2019</strong>, one of her first industry events since<br />
becoming minister following the state<br />
election late last year.<br />
“The port’s dependence upon road is<br />
in a large part due to the fact that import<br />
containers travel such short distances and<br />
most are bound for the metropolitan area,”<br />
the minister said.<br />
“Of all capital city ports, only Adelaide<br />
moves its import containers a shorter<br />
distance than Melbourne – 87% of imports<br />
and 52% of exports have metropolitan<br />
destination or origin.”<br />
Ms Horne was giving one of her first<br />
public addresses since becoming minister<br />
following the state election late last year.<br />
“’With projected growth, this could<br />
rise to over 30,000 trucks a day within the<br />
term of the [50-year] lease – it is simply<br />
unsustainable,” she said.<br />
Ms Horne said Freight Victoria was<br />
assessing a proposal by the Port of<br />
Melbourne to deliver an on-dock rail<br />
solution by integrating stevedore and rail<br />
terminals at Swanson Dock.<br />
David Sexton<br />
26 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Josephine Laduzko from the Department of Agriculture, Paul Zalai from Freight and Trade Alliance<br />
and Teresa Lloyd from Maritime Industry Australia, discuss the finer points of the biosecurity levy<br />
This, she said, would be “a game changer<br />
for rail, overcoming a key operational<br />
constraint on using trains to move export<br />
containers from regional Victoria to<br />
overseas markets”.<br />
“Better use of rail is one of the<br />
conditions imposed by the government in<br />
our lease of the Port of Melbourne,” the<br />
minister said.<br />
“However it is also a key step in<br />
maximising the capacity of the Port of<br />
Melbourne.”<br />
Ms Horne also noted a commitment<br />
in the Victorian Freight Plan to look at<br />
regulating access charges at the Port of<br />
Melbourne, “in particular, to making sure<br />
the charges for trains do not disadvantage<br />
exporters who opt for rail over road”.<br />
PRESERVING FREIGHT CORRIDORS A<br />
FOCUS, SAYS DEPUTY PM<br />
Deputy Prime Minister Michael<br />
McCormack has pledged to protect the<br />
nation’s freight corridors from urban<br />
encroachment.<br />
Mr McCormack also discussed the<br />
National Freight and Supply Chain<br />
Strategy and also talked of the big projects<br />
transforming the country including inland<br />
rail and the Western Sydney Airport.<br />
“Given that we are shaping the future of<br />
all Australians, it is important that we get<br />
it right,” Mr McCormack said.<br />
“Amongst the priorities must be<br />
the protection of freight corridors and<br />
precincts from urban encroachment and/or<br />
incompatible developments, that’s critical.<br />
“We all know that. Governments of all<br />
political persuasions are always pressured<br />
by people who may just move into an area,<br />
who may… then build a house and wonder<br />
about planes going overhead or have a farm,<br />
have it broken up into several blocks and<br />
then wonder why the freight train wants to<br />
have a line there.<br />
“We need to protect those freight<br />
corridors at all cost.”<br />
He said the government “had the runs<br />
on the board” leading into the next federal<br />
election, particularly with the turning of<br />
the first sod on the inland rail project.<br />
Responding to criticism by Labor’s<br />
Anthony Albanese about the lack of<br />
connectivity between Acacia Ridge and<br />
the Port of Brisbane, Mr McCormack<br />
I don’t see how putting our fuel supplies into<br />
the hands of a known militant union is a way<br />
of improving resilience.<br />
Rod Nairn<br />
said the government would work with the<br />
Queensland government to make inland<br />
rail operate effectively.<br />
NSW SETS THE TREND FOR RAIL USE,<br />
SAYS MAURICE JAMES<br />
QUBE general manager Maurice James<br />
heaped praise upon the New South Wales<br />
government for supporting the growth of<br />
rail in and around Port Botany.<br />
He contrasted this performance with<br />
Melbourne where he argued too little<br />
had been done to reduce the dependence<br />
on trucks.<br />
“What we have seen in Australia for the<br />
last five to 10 years is one government with<br />
a focus on rail and that has been the New<br />
South Wales government,” Mr James said.<br />
Mr James noted the NSW government<br />
had pushed the federal government to<br />
commit to duplication of the track into<br />
Port Botany.<br />
“I contrast that with Victoria over the<br />
last 10 years until the last six to 12 months<br />
that wasn’t really focussed on rail in a port<br />
sense,” he said.<br />
“We had a port authority in government<br />
ownership that really didn’t believe in<br />
metro port shuttles.”<br />
Times were, he said, finally changing.<br />
“We now have a privatised port (of<br />
Melbourne) with, as part of legislation, an<br />
objective to go back to government with a<br />
rail strategy and it is very encouraging to<br />
hear,” Mr James said.<br />
Nationwide, Mr James said rail had<br />
been efficient when it had been verticallyintegrated,<br />
particularly evidenced by the<br />
mining industry.<br />
“The reality is the majority of the rail<br />
networks are fragmented, multi-user,<br />
multi-customer networks,” he said.<br />
“What we have seen are governments<br />
generally rating rail much lower than road.<br />
We heard [earlier], road upgrades are often<br />
driven by passengers or by votes and rail<br />
wasn’t driven by that.”<br />
Mr James said more freight on rail was<br />
an important part of ports’ social licence<br />
to operate.<br />
“What we’ve seen is ports being<br />
privatised, we’ve seen ports with plans<br />
to significantly increase their volume,”<br />
he said.<br />
“Their social licence to operate in<br />
the communities around them is driving<br />
them and this will drive a modal shift<br />
around road to rail in order to satisfy that<br />
social licence.<br />
“Rail will never exceed road in and out<br />
of our ports. It will though, play its part in<br />
significantly growing the volumes that go<br />
in and out of our ports.”<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 27
LINER TRADES TO NORTH & EAST ASIA<br />
They say timing is everything. Buoyed by bumper<br />
volumes both northbound and southbound in<br />
2017/18 carriers ramped up capacity in the north<br />
and east Asia trade last year, only for export<br />
volumes to collapse and import rates to dive as<br />
the year rolled on. Dale Crisp reports.<br />
Osaka urban city sea port, Japan<br />
Xxxxxxxxx Image supplied<br />
28 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Reality<br />
bites<br />
Who’d be in liner shipping?<br />
Container trade analysts say history suggests that if<br />
carriers have two good years in 10, they’re doing well – and<br />
even that may be optimistic. The trade between north and<br />
east Asia and Australia is the nation’s biggest and most<br />
important, which is why over time it has attracted players like the<br />
proverbial moths to the flame. But when the flame flickers …<br />
AS ALWAYS, STATISTICS TELL A LOT OF THE STORY<br />
In calendar year 2018 the southbound trade produced one of<br />
its strongest growth years, at 7%, helping to explain why some<br />
carriers thought an extra service and bigger ships could be justified.<br />
Volumes from China grew 8%, while Japan receded 4%, Korea grew<br />
1%, Taiwan slipped 1% and Hong Kong dropped 6%, although it’s<br />
hard to know how much of the latter was simply business shipping<br />
directly from South China instead of, as previously, moving via HK<br />
transhipment. All in all the southbound N&EA trade hit 1.684m<br />
TEU, of which China accounted for 1.45m. “This does not mean<br />
North Asia services will end,” a carrier executive was quick to<br />
assure, despite the huge importance of China continuing to grow<br />
year on year. Japan still provided 62,000 TEU of southbound cargo,<br />
Korea 75,000 and Taiwan 63,000 – although liftings from Japan<br />
and Korea were hit by the demise of car manufacturing<br />
in Australia.<br />
Despite instinct suggesting otherwise, northbound trade from<br />
Australia to N&EA actually grew in 2018, by 1.8% - but this growth<br />
was almost entirely thanks to reefer cargoes which shot up by<br />
9.7% on the back of strong demand for citrus, grapes and meat.<br />
Dry cargo liftings were hit, with, most notably, grain, cotton and<br />
wastes all in sharp reverse. Total northbound trade grew around<br />
12,000 TEU in 2018 but still only reached 807,000 TEU – and that<br />
growth went to China where liftings reached 484,000 TEU while<br />
Japan (125,000), Korea (101,000), Taiwan (62,000) and Hong<br />
Kong (32,000) were stable or slipping. That reefer growth also went<br />
mostly to China, with Japan and Korea stable.<br />
Xxxxxxxxx Songquan Image Deng supplied<br />
CHINA AND FINE WINE<br />
One of the bright spots for carriers in recent years has been the<br />
increasing Chinese demand for Australian wine but that looks to<br />
have plateaued in 2018, with the N&EA total reaching 19,000 TEU<br />
in 2018, just 500 TEU up on 2017. However, this compares with just<br />
8500 TEU in 2015. The big year was 2016, when shipments doubled;<br />
since then growth has been more incremental. Of course the<br />
fundamental takeout from these overall figures is that the N&EA<br />
trade remains harshly imbalanced, in the ratio of 2:1 southbound<br />
over northbound, which means there’s a core structural problem<br />
that lines are powerless to overcome. With those northbound<br />
staples falling away carriers have had to revert to their earlier<br />
practice of evacuating empties at every opportunity, either by filling<br />
otherwise unused (paying) northbound slots or by chartering ships<br />
to sweep up the empties (see accompanying article). “Our mantra<br />
is ‘get the boxes out’,” says one trade manager. “That is, if you can<br />
get them into and through the terminals in the first place.”<br />
CHINESE NEW YEAR<br />
He notes the fall-off in southbound business at Chinese New Year –<br />
generally expected but much more severe in <strong>2019</strong> than 2018 – saw<br />
12 round voyages cancelled “which means 12 lost opportunities to<br />
reposition empties”. And it is this fall-off in southbound business,<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 29
LINER TRADES TO NORTH & EAST ASIA<br />
combined with a simply terrible outlook for agricultural exports that<br />
is, in the view of many in the industry, pushing things to a crisis.<br />
As already noted, during 2018 Asian imports to Australia stayed<br />
unexpectedly robust. But that 7% boost came against a capacity<br />
increase of 19% as Korea’s Hyundai Merchant Marine found enough<br />
friends to start its new A1X weekly service, the A3 group upsized<br />
its ships from average 5700 TEU to 8000+ TEU and others took<br />
advantage of shifts in charter markets to add 500-1000 TEU extra<br />
space per ship. In no-one’s dreams were 19% more slots ever going to<br />
be filled – not southbound and certainly not northbound.<br />
NOT ENOUGH CARGO?<br />
Some sources say present southbound utilisation is running at no<br />
more than 60% and carrier projections of quite reasonable import<br />
growth in <strong>2019</strong> have been slowly slipping, from originally around<br />
7%, to 5%, and now “we might have to re-think that pretty soon”.<br />
There’s simply not enough cargo to go around, and after freight<br />
rates survived a good part of 2018 at buoyant levels – up to twice<br />
that of non-peak 2017 – they’ve since been heading south much<br />
faster than the ships. The situation carriers find themselves in is<br />
amply illustrated by the two key indices, the China Containerised<br />
Freight Index and the Shanghai Containerise Freight Index, both<br />
published by the Shanghai Shipping Exchange. The CCFI reflects<br />
average indexed freight rates (all-inclusive spot and long-term<br />
rates, excluding THCs) of 15 different carriers for shipments from<br />
TRANSIT TIMES NORTHBOUND TO CHINA & HONG KONG<br />
STATE/PORT<br />
SERVICE/<br />
GROUPING<br />
DEPART<br />
AUST<br />
QINGDAO<br />
ARRIVAL PORTS<br />
SHANGHAI/<br />
YANGSHAN<br />
WA (Fremantle) Boomerang Thu 31 33 34 - -<br />
SA<br />
(Port Adelaide)<br />
Vic<br />
(Melbourne)<br />
NSW<br />
(Port Botany)<br />
Qld<br />
(Brisbane)<br />
NINGBO<br />
SHEKOU/CHIWAN<br />
HONG KONG<br />
Boomerang Wed 25 27 28 - -<br />
A1X<br />
A3N<br />
A3C<br />
A3S<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
A1X<br />
A3N<br />
A3C<br />
A3S<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
A1X<br />
A3N<br />
A3C<br />
A3S<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
Fri<br />
Wed<br />
Wed<br />
Thu<br />
Mon<br />
Sat<br />
Tue<br />
Thu<br />
Wed<br />
Sat<br />
Sat<br />
Mon<br />
Thu<br />
Tue<br />
Fri<br />
Sun<br />
Tue<br />
Tue<br />
Mon<br />
Tue<br />
Sat<br />
Fri<br />
Sat<br />
Tue<br />
-<br />
23<br />
-<br />
-<br />
-<br />
22<br />
-<br />
22<br />
-<br />
20<br />
-<br />
-<br />
-<br />
19<br />
-<br />
19<br />
-<br />
17<br />
-<br />
-<br />
-<br />
16<br />
-<br />
17<br />
16<br />
26<br />
24<br />
-<br />
N18<br />
24<br />
19<br />
26<br />
18<br />
23<br />
28<br />
-<br />
N15<br />
21<br />
23<br />
23<br />
12<br />
20<br />
18<br />
-<br />
N13<br />
18<br />
15<br />
21<br />
14<br />
-<br />
22<br />
X16<br />
X17<br />
25<br />
17<br />
27<br />
16<br />
-<br />
26<br />
X19<br />
X14<br />
22<br />
21<br />
24<br />
10<br />
-<br />
16<br />
X11<br />
X12<br />
19<br />
13<br />
22<br />
Y20<br />
-<br />
X20<br />
17<br />
Y20<br />
-<br />
23<br />
-<br />
Y22<br />
-<br />
X24<br />
20<br />
Y17<br />
-<br />
27<br />
-<br />
Y16<br />
-<br />
X14<br />
12<br />
Y15<br />
-<br />
19<br />
-<br />
-<br />
-<br />
-<br />
19<br />
19<br />
-<br />
-<br />
-<br />
-<br />
-<br />
-<br />
22<br />
16<br />
-<br />
-<br />
-<br />
-<br />
-<br />
-<br />
14<br />
14<br />
-<br />
-<br />
-<br />
Much of the grain bound for export markets, such as that stored at<br />
Kwinana Western Australia (pictured), is being diverted to eastern<br />
states of Australia due to the drought there<br />
Dalian, Fuzhou, Guangzhou, Nanjing, Ningbo, Qingdao, Shanghai,<br />
Shenzhen, Tianjin and Xiamen. The overall index (01/01/1998 =<br />
1,000) is based on both spot and long-term rates.<br />
The December 2018 CCFI for the China-Australia/NZ route<br />
stood at 787.54, down from 824.69 in November, and 13.3% below<br />
December 2017’s 908.40. At the end of January <strong>2019</strong> the CCFI had<br />
again eroded, to 766.94; by the end of February it was 718.82. The<br />
SCFI reflects average USD spot rates (all inclusive, but excluding<br />
THC) of 15 different carriers for shipments from Shanghai, to base<br />
ports in the area of destination. The overall index (16/10/2009<br />
= 1,000), is based on spot rates only, and shows a much more<br />
alarming (for carriers) decline.<br />
On the Shanghai-Melbourne route the December 2018 SCFI<br />
fell to US$587.00/TEU, compared with 676.80 in November.<br />
However, the comparison with December 2017 is stark: a 50.4%<br />
fall from 1,184.20. By the end of January <strong>2019</strong> the index had fallen<br />
further, to 532, and a month later was just 383. As this review was<br />
completed in mid-March carriers were reporting spot rates from<br />
central China had totally collapsed, to just US$250/TEU. With<br />
northbound prices permanently stuck in the doldrums “we might<br />
as well sail the ships both ways empty,” one exasperated executive<br />
said, “we’d certainly lose less.”<br />
TRADE SHRINKAGE<br />
While late-2017 rates were buoyed by the very strong southbound<br />
volumes that saw carriers extract maximum returns as bookings<br />
exceeded capacity and cargo was rolled, the 2018 peak failed to<br />
meet price hopes – hopes that are now easily seen as unrealistic in<br />
the context of the additional supply of slots.<br />
In the early years of this decade, carriers in the N&EA/<br />
EA-Australia trades, mostly under the auspices of the Hong<br />
Kong-based Asia Australia Discussion Agreement, organised<br />
variations of a slack-season capacity management program that saw<br />
co-ordinated withdrawal of tonnage – that, in one notable year of<br />
chronic over-capacity, ran from end-November to mid-August. But<br />
now there is no AADA, nor any equivalent northbound discussion<br />
ZakS Photography<br />
30 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Northbound, things are looking “a little dire and miserable,”<br />
says our master of the understatement. Absolutely no export<br />
grain is moving from eastern states – because there isn’t any –<br />
and a lot of Western Australia’s bumper crop is being diverted to<br />
eastern domestic markets, and mostly in bulk carriers. And the<br />
outlook is simply terrible. In its February crop report ABARES<br />
revised downwards forecasts made as recently as December 2018,<br />
such that it now expects the drought to cause the total area of<br />
summer crops planted in 2018-19 to have fallen by 23%. ABARES<br />
reports the complete failure of Queensland sorghum crops will see<br />
production fall 9%, while cotton production is forecast to fall by<br />
42% because of an estimated 44% contraction in the planted area.<br />
Rice production is forecast to dive by 83%.<br />
REDUCED WINTER CROPS<br />
And there’s no carry-over from winter. Total Australian winter<br />
crop production is estimated to have decreased by 20% in 2018–19<br />
to 30.4m tonnes. Production of all the major crops is estimated<br />
to have fallen, wheat by 19%, barley by 7% and canola by 41%.<br />
Amongst other crops, chickpea production is estimated to have<br />
fallen by 76% and oats 21%. The Bureau of Meteorology’s climate<br />
outlook is for worsening dry conditions across most of the growing<br />
agreement (covered by Part X of the Competition and Consumer<br />
Act 2010), and so no officially-sanctioned forum to establish,<br />
maintain and monitor a capacity management program. As at the<br />
time of writing only two measures had been announced to deal<br />
with the massive overcapacity: most significantly, Maersk (with<br />
partners MSC and ONE) is cancelling the YoYo service between end<br />
March and July (at least 12 sailings) and A3 is downsizing three of<br />
the six central loop ships from 8500 TEU to 5700 TEU.<br />
SURELY THERE IS MORE TO COME<br />
“We’re on the verge of a fun quarter,” a line manager says drily. “It<br />
is clear 2Q <strong>2019</strong> is a lost cause and all our hopes are with 3Q and<br />
4Q, but …” Another suggests his line still expects ships to be full<br />
in the August-December peak and shippers will then be grateful<br />
all that additional capacity came onto the berth in 2018: “After<br />
the chaos of late 2017, when Christmas goods were still sitting<br />
on docks in China, there’d have been hell to pay if we hadn’t<br />
responded.”<br />
Several key people who spoke to <strong>DCN</strong> took the view that<br />
although southbound rates were in carriers’ rather than shippers’<br />
favour in 2018 it was shippers who had benefitted. “Customers<br />
should be pretty happy,” one said, “time and again they tell us they<br />
prefer rate stability and things were pretty steady during the year.<br />
Compare that with 2017, when rates for 40-footers fluctuated from<br />
US$600 post CNY to $2800 pre-Christmas.” Last year was far more<br />
disciplined, he notes, while another suggests carrier consolidation<br />
in the form of Maersk/Hamburg Süd, COSCO/OOCL, and ONE<br />
contributed noteworthy stability.<br />
EXPORT GRAIN<br />
Supply and demand fundamentals are ruling in <strong>2019</strong>. “We’ve<br />
known for months this was coming,” an insider confesses. “From<br />
our perspective it’s not controllable so we have to structure<br />
policy accordingly.” He is highly sceptical an announced 1 <strong>April</strong><br />
southbound GRI of US$300/TEU would garner more than a few<br />
dollars, if that.<br />
TRANSIT TIMES SOUTHBOUND FROM CHINA & HONG KONG<br />
STATE/PORT<br />
SERVICE/<br />
GROUPING<br />
Key: N = Nansha, X = Xiamen, Y = Yantian<br />
ARRIVE<br />
AUST<br />
QINGDAO<br />
DEPARTURE PORTS<br />
SHANGHAI/<br />
YANGSHAN<br />
WA (Fremantle) Boomerang Mon 28 26 25 - -<br />
SA<br />
(Port Adelaide)<br />
Vic<br />
(Melbourne)<br />
NSW<br />
(Port Botany)<br />
Qld<br />
(Brisbane)<br />
NINGBO<br />
SHEKOU/CHIWAN<br />
HONG KONG<br />
Boomerang Thu 24 22 21 - -<br />
A1X<br />
A3N<br />
A3C<br />
A3S<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
A1X<br />
A3N<br />
A3C<br />
A3S<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
A1X<br />
A3N<br />
A3C<br />
A3S<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
ANZEX<br />
ANZL<br />
Thu<br />
Tue<br />
Mon<br />
Wed<br />
Sat<br />
Mon<br />
Sun<br />
Tue<br />
Mon<br />
Fri<br />
Thu<br />
Sat<br />
Tue<br />
Thu<br />
Thu<br />
Fri<br />
Mon<br />
Mon<br />
Sun<br />
Sun<br />
Fri<br />
Tue<br />
Fri<br />
Mon<br />
Mon<br />
Sun<br />
-<br />
18<br />
-<br />
-<br />
-<br />
21<br />
-<br />
16<br />
-<br />
21<br />
-<br />
-<br />
-<br />
17<br />
-<br />
19<br />
-<br />
24<br />
-<br />
-<br />
-<br />
15<br />
-<br />
22<br />
-<br />
-<br />
17<br />
14<br />
14<br />
-<br />
N14<br />
19<br />
20<br />
13<br />
14<br />
17<br />
10<br />
-<br />
N17<br />
15<br />
17<br />
16<br />
21<br />
20<br />
21<br />
-<br />
N20<br />
13<br />
25<br />
19<br />
19<br />
13<br />
19<br />
-<br />
13<br />
X18<br />
X16<br />
18<br />
22<br />
12<br />
16<br />
-<br />
9<br />
X15<br />
X19<br />
14<br />
19<br />
15<br />
23<br />
-<br />
20<br />
X23<br />
X22<br />
12<br />
27<br />
18<br />
18<br />
-<br />
Y14<br />
-<br />
X18<br />
16<br />
Y12<br />
-<br />
17<br />
-<br />
Y11<br />
-<br />
X14<br />
14<br />
Y15<br />
-<br />
14<br />
-<br />
Y18<br />
-<br />
X25<br />
22<br />
Y18<br />
-<br />
22<br />
-<br />
14<br />
Y11<br />
-<br />
-<br />
-<br />
15<br />
13<br />
-<br />
-<br />
-<br />
-<br />
-<br />
-<br />
12<br />
16<br />
-<br />
-<br />
-<br />
-<br />
-<br />
-<br />
20<br />
19<br />
-<br />
-<br />
-<br />
21<br />
10<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 31
LINER TRADES TO NORTH & EAST ASIA<br />
One of the bright spots for carriers in<br />
recent years has been the increasing<br />
Chinese demand for Australian wine<br />
but that looks to have plateaued...<br />
consortium/service – and there’s rumour and conjecture<br />
everywhere. The reality of the situation demands attention.<br />
“As well, as new tonnage keeps pouring in to east-west container<br />
trades carriers are under new pressure to cascade tonnage into<br />
north south,” he notes, and another representative confirms “There<br />
are a lot of studies within and between N&EA groups re upsizing to<br />
consolidate but they’re going nowhere.”<br />
areas of Queensland, NSW and Victoria. “Just how much the<br />
impact of the flow-through of this drought has on Australians’<br />
purchasing power is obviously of major concern for the inbound trade,”<br />
one nervous line manager says. “Some carriers could always rely on<br />
picking up a few dollars’ contribution to costs by “taking out the<br />
rubbish” northbound but there’s now no meaningful tonnage in<br />
recyclables. We’re dabbling more in logs but the rates are so poor<br />
it hardly seems worth it, given the damage inflicted on boxes and<br />
consignees’ inclination to require the logs in obscure places from<br />
which it is costly and time-consuming to retrieve the containers.”<br />
GLOOMY ATMOSPHERE<br />
The more key players <strong>DCN</strong> tapped for this review, the gloomier<br />
the atmosphere became. “This is really serious,” one wellconnected<br />
observer claimed. “There’s real agitation amongst lines<br />
and, overseas, everyone is talking to everyone about remedial<br />
measures. Certain carriers have been pushing hard for structural<br />
change – including the complete dissolution of one long-standing<br />
TRUMP, CHINA, BREXIT<br />
“The world’s a strange place right now,” our pundit suggests. “The<br />
whole Trump/China thing, and Brexit, are disrupting trade patterns<br />
and we might like to think we’re insulated down here but we’re not.<br />
Add in the effects of our federal election, an apparent slowing of<br />
the economy, drought, stagnant wages, falling house prices and the<br />
effect that has on consumer confidence. For container lines there’s<br />
no light on the horizon.”<br />
Another manager concurs. “We’re in a pretty stressful situation<br />
in this trade,” he confesses. “Rates are as low as they’ve ever been<br />
and it’s just not sustainable. It just seems to get worse every week.<br />
Something has to give, but it’s going to take a lot to turn this<br />
around.”<br />
A FINAL WORD<br />
Final word goes to a line manager overtaken by fatalism. “They say<br />
there are many right answers in shipping … one always has to live<br />
in hope.”<br />
TRANSIT TIMES NORTHBOUND<br />
TO JAPAN, KOREA, TAIWAN<br />
ARRIVAL PORTS<br />
TRANSIT TIMES SOUTHBOUND<br />
FROM JAPAN, KOREA, TAIWAN<br />
DEPARTURE PORTS<br />
STATE/PORT<br />
SERVICE/GROUP<br />
Key: K = Keelung; T = Tokyo<br />
DEPART<br />
WA (Fremantle) Boomerang Thu 27 25 29 -<br />
SA<br />
(Port Adelaide)<br />
Vic (Melbourne)<br />
NSW<br />
(Port Botany)<br />
Qld (Brisbane)<br />
OSAKA/KOBE<br />
YOKOHAMA<br />
BUSAN<br />
KAOHSIUNG<br />
Boomerang Wed 21 19 23 -<br />
A3N<br />
A3C<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
A3N<br />
A3C<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
A3N<br />
A3C<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
Wed<br />
Thu<br />
Mon<br />
Sat<br />
Tue<br />
Thu<br />
Sat<br />
Mon<br />
Thu<br />
Tue<br />
Fri<br />
Sun<br />
Tue<br />
Tue<br />
Sat<br />
Fri<br />
Sat<br />
Tue<br />
19<br />
-<br />
-<br />
18<br />
-<br />
19<br />
16<br />
-<br />
-<br />
15<br />
-<br />
16<br />
13<br />
-<br />
-<br />
12<br />
-<br />
14<br />
17<br />
-<br />
-<br />
16<br />
-<br />
17<br />
14<br />
-<br />
-<br />
13<br />
-<br />
14<br />
11<br />
-<br />
-<br />
10<br />
-<br />
12<br />
21<br />
-<br />
-<br />
20<br />
-<br />
20<br />
18<br />
-<br />
-<br />
17<br />
-<br />
17<br />
15<br />
-<br />
-<br />
14<br />
-<br />
15<br />
28<br />
19<br />
16<br />
-<br />
15<br />
-<br />
25<br />
23<br />
13<br />
-<br />
19<br />
-<br />
22<br />
13<br />
11<br />
-<br />
11<br />
-<br />
STATE/PORT<br />
SERVICE/GROUP<br />
ARRIVE<br />
WA (Fremantle) Boomerang Mon 33 34 31 -<br />
SA<br />
(Port Adelaide)<br />
Vic (Melbourne)<br />
NSW<br />
(Port Botany)<br />
Qld (Brisbane)<br />
OSAKA/KOBE<br />
YOKOHAMA<br />
BUSAN<br />
KAOHSIUNG<br />
Boomerang Thu 27 28 24 -<br />
A3N<br />
A3C<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
A3N<br />
A3C<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
A3N<br />
A3C<br />
YoYo<br />
Boomerang<br />
CAT<br />
NEAX<br />
ANZEX<br />
ANZL<br />
Tue<br />
Wed<br />
Sat<br />
Mon<br />
Sun<br />
Tue<br />
Fri<br />
Sat<br />
Tue<br />
Thu<br />
Thu<br />
Fri<br />
Mon<br />
Sun<br />
Fri<br />
Tue<br />
Fri<br />
Mon<br />
Mon<br />
Sun<br />
22<br />
-<br />
-<br />
26<br />
-<br />
21<br />
25<br />
-<br />
-<br />
22<br />
-<br />
24<br />
28<br />
-<br />
-<br />
20<br />
-<br />
27<br />
-<br />
17<br />
23<br />
-<br />
-<br />
27<br />
-<br />
23<br />
26<br />
-<br />
-<br />
23<br />
-<br />
26<br />
29<br />
-<br />
-<br />
21<br />
-<br />
29<br />
-<br />
T18<br />
20<br />
-<br />
-<br />
24<br />
-<br />
19<br />
23<br />
-<br />
-<br />
20<br />
-<br />
22<br />
26<br />
-<br />
-<br />
18<br />
-<br />
25<br />
K19<br />
15<br />
12<br />
19<br />
17<br />
-<br />
15<br />
-<br />
15<br />
15<br />
20<br />
-<br />
12<br />
-<br />
18<br />
26<br />
22<br />
-<br />
20<br />
-<br />
11<br />
-<br />
Tables derived from carrier schedules and websites and compiled week ending March 15. © Dale Crisp.<br />
32 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
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Your financial support would be much appreciated.<br />
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www.missiontoseafarers.org.au
LINER TRADES TO NORTH & EAST ASIA<br />
Capacity lurch saturates trade with space<br />
Last year this review opened with an observation of 12 months<br />
of stability in the N&EA-Australia trade – in hindsight, a sure<br />
indicator that things were about to change. Within weeks of<br />
publication rumours began to circulate of a completely new<br />
service starting, driven by Hyundai Merchant Marine’s (now<br />
re-branded as just HMM) return as a vessel operator, and with at<br />
least two partners, possibly including one newcomer to the trade.<br />
Soon sources were confidently conveying news HMM would<br />
be joined by Taiwan’s Evergreen Marine Corp and the CMA CGM<br />
Group’s APL. The partners would provide two, two and one ship<br />
respectively in the 5200-5800 TEU range (APL’s share was said to<br />
be relatively modest). Port rotation would be Ningbo, Shanghai,<br />
Yantian, Sydney, Melbourne, Brisbane with the first southbound<br />
sailing expected to depart mid-August, just as peak import season<br />
got underway. Some sources claimed Taiwan’s Wan Hai was set<br />
to be the third member of the group and had gone so far as to<br />
make inquiries with agents and stevedores - until APL stepped in,<br />
presumably in the collective interest of keeping a newcomer out of<br />
the trade. HMM and APL had both been unhappy since May 2017’s<br />
Hamburg Süd/Maersk-led rejig of the AAUS group, which saw them<br />
‘evicted’ and searching for new homes. The then financially-fragile<br />
HMM could only manage to obtain slot charters while APL was able<br />
to join NEAX with one ship, but both ended up with substantially<br />
reduced allocations from China. HMM (enjoying new-found<br />
bullishness thanks to the backing of the South Korean government)<br />
also obtained slots on NEAX - necessary since, somewhat ironically,<br />
the new service does not call at a South Korean port. There was<br />
already space exchange between and some common members of<br />
NEAX and CAT; it was said the Taiwanese lines for some time had<br />
been keen to replicate the successful three-loop product of the<br />
A3 consortium (ANL, COSCO Shipping Lines, OOCL) with its<br />
targeted but overlapping northern, central and southern strings.<br />
NEW WEEKLY OPERATION<br />
On 14 June 2018 the new weekly operation formally broke cover,<br />
designated A1X (HMM), CAE (EMC) and CA6 (APL) by the<br />
respective carriers, and said to employ five traditional panamax<br />
ships, at average 4600 TEU - smaller than previously indicated.<br />
The partners labelled the service “premium express” and claimed<br />
the market’s fastest transits from Yantian and Shanghai to Sydney<br />
of 11 days and 14 days respectively. Hutchison in Brisbane and<br />
Sydney and ICTSI’s VICT in Melbourne were chosen as Australian<br />
terminals. The first southbound departure from Ningbo was<br />
advertised as the 4571 TEU Hyundai Supreme (previously used on<br />
REGULAR DIRECT CONTAINER SERVICES BETWEEN AUSTRALIA AND NORTH & EAST ASIA<br />
CARRIERS/SERVICE* PORT ROTATION FREQUENCY VESSELS<br />
ANL/Cosco Shipping/OOCL<br />
A3North<br />
Melbourne, Sydney, Brisbane, Yokohama, Osaka, Busan, Qingdao,<br />
Shanghai, Kaohsiung, Melbourne<br />
Fixed-day<br />
weekly<br />
6 x 4760-<br />
5780 TEU<br />
Cosco Shipping/OOCL/ANL<br />
A3Central (5) [PIL SAC (1)]<br />
Sydney, Melbourne, Brisbane, Kaohsiung, Xiamen, Ningbo,<br />
Shanghai, Ningbo, Sydney<br />
Fixed-day<br />
weekly<br />
6 x 8063-<br />
8501 TEU<br />
Cosco Shipping/OOCL/ANL<br />
A3South [PIL SAS]<br />
Sydney, Melbourne, Brisbane, Xiamen, Shekou, Hong Kong,<br />
Sydney<br />
Fixed-day<br />
weekly<br />
5 x 5668-<br />
5888 TEU<br />
ANL/Cosco Shipping/ OOCL/PIL<br />
ANZEX/CNS/CNS/NCS<br />
[APL NZ2, Hapag-Lloyd NZX] (1)<br />
Hong Kong, Keelung, Shanghai, Ningbo, Shekou, Kaohsiung,<br />
Brisbane, New Zealand, Hong Kong<br />
Fixed-day<br />
weekly<br />
7 x 4178-<br />
4578 TEU<br />
Hamburg Süd/Cosco Shipping/ ONE<br />
ANZL/JKHN/ NZJ (1)<br />
Tokyo, Kobe, Busan, Shanghai, Yantian, Hong Kong, Brisbane,<br />
New Zealand, Tokyo<br />
Fixed-day<br />
weekly<br />
6 x 3853-<br />
4538 TEU<br />
Maersk Line/MSC<br />
YoYo/New Panda (4) [Hamburg Süd AAUS SL,<br />
ONE CAE, APL CAS] (2)<br />
Kaohsiung, Xiamen, Nansha, Hong Kong, Yantian, Melbourne,<br />
Sydney, Brisbane, Kaohsiung<br />
Fixed-day<br />
weekly<br />
5 x 4738-<br />
5042 TEU<br />
HMM/Evergreen/APL<br />
A1X/CAE/CA6 [Sinolines CAE]<br />
Ningbo, Shanghai, Yantian, Sydney, Melbourne, Brisbane<br />
Fixed-day<br />
weekly<br />
5 x 4253-<br />
5060 TEU<br />
Maersk Line/ONE<br />
Boomerang/AUS [MSC Wallaby, Hamburg Süd<br />
AAUS NL, APL CA3] (2)<br />
Yokohama, Osaka, Busan, Qingdao, Shanghai/Yangshan, Ningbo,<br />
Brisbane, Sydney, Melbourne, Adelaide, Fremantle, Southeast Asia,<br />
Fremantle, Adelaide, Melbourne, Sydney, Brisbane, Yokohama<br />
Fixed-day<br />
weekly<br />
13 x 4544-<br />
6976 TEU<br />
Mariana Express Lines<br />
ANA [PIL, PDL]<br />
Kaohsiung, Qingdao, Shanghai, Ningbo, Nansha, Hong Kong,<br />
Surabaya, Darwin, Port Moresby, Townsville, Gladstone, Kaohsiung<br />
Fortnightly 3 x 1800<br />
TEU<br />
ONE/Evergreen/Yang Ming/APL/Hapag-Lloyd<br />
AUJ/NEAX/NAX/CA3/NAX<br />
[HMM A2X, Sinolines NEAX, TS Lines NEAX] (2)<br />
Melbourne, Sydney, Brisbane, Yokohama, Osaka, Busan, Qingdao,<br />
Shanghai, Ningbo, Melbourne<br />
Fixed-day<br />
weekly<br />
6 x 4211-<br />
5090 TEU<br />
Yang Ming/Evergreen/TS Lines/Sinolines/PIL<br />
CAT/CAT/CAT/CAT/STA (2)<br />
[APL CA2, Hapag-Lloyd CAT, ONE CAT]<br />
Sydney, Melbourne, Brisbane, Kaohsiung, Ningbo (3), Shanghai,<br />
Shekou, Kaohsiung, Sydney<br />
Fixed-day<br />
weekly<br />
6 x 4211-<br />
4444 TEU<br />
*Ship operators, with service designations in italics. Slot charterers in square brackets. (1) Southbound only. (2) There are slot-swaps between specific members of these services.<br />
(3) Ningbo dropped from end-March. (4) This service will be suspended from end March until July. (5) During southbound low season every second ship will be c.5700 TEU.<br />
34 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Hyundai Supreme<br />
the AAUS service when HMM was a full member, prior to May<br />
2017) on 17 August. In announcing the new partnership HMM<br />
noted that hitherto its only current China-Australia capacity was<br />
through a slot purchase (on the YoYo/Panda/CAE/AAUS service),<br />
while EMC said the expansion in service offerings was in response<br />
to the increasing trade demand on the route.<br />
MARKET REACTION<br />
HMM also announced it was in the process of elevating its<br />
Australian agent (then a joint venture with Inchcape Shipping<br />
Services) to a subsidiary status “to strengthen its position in<br />
Australia and provide more stable service”. Simultaneously,<br />
EMC was reported to be taking full ownership of its local agent,<br />
Evergreen Shipping Agency (Australia) Pty Ltd, established in 2002,<br />
which has branches in Brisbane, Sydney and Melbourne. Trade<br />
watchers declared the new service would hardly be welcomed by<br />
the East Asia-EC Australia trade’s existing players (and so it has<br />
proved). But HMM, EMC and APL were encouraged not only by<br />
2017’s southbound peak season – of which frenzied overbooking<br />
and cargo rolling ex-China was a feature - but also by unexpectedly<br />
long-and-strong southbound volumes in the first half of 2018, with<br />
southbound rates holding at levels double the previous year’s.<br />
A3 PREMIUM PRODUCT<br />
However, it was immediately evident that 2018 northbound liftings<br />
could not hope to match 2017’s grain-driven bonanza, and the<br />
extra capacity on both legs would have an inevitable impact on<br />
profitability (see accompanying article). Meanwhile, coincidentally<br />
– or not – also on 14 June the A3 consortium announced moves<br />
to quickly protect what it regards as the premium product in the<br />
N&EA-Australia market by making adjustments to two of its<br />
three weekly loops to provide “more competitive service in both<br />
directions and comprehensive coverage”, also from August. While<br />
the A3N (northern) loop remained unchanged, some port calls<br />
were shuffled between A3C (central) and A3S (southern) strings<br />
and extra calls added. A3C‘s port rotation added northbound<br />
calls at Kaohsiung and Ningbo for a new rotation of Shanghai,<br />
Ningbo, Sydney, Melbourne, Brisbane, Kaohsiung, Xiamen,<br />
Ningbo, Shanghai, while A3S shed Kaohsiung to rotate Xiamen,<br />
Shekou, Hong Kong, Sydney, Melbourne, Brisbane, Xiamen. While<br />
it was unclear at the time of this announcement whether A3<br />
intended to proceed with a long-mooted upgrade to larger tonnage<br />
on the central loop, before long it became known the partners<br />
would introduce 8000 TEU ships – and indeed add a sixth to<br />
accommodate the additional port calls.<br />
When A1X actually arrived it had none of the foreshadowed<br />
tonnage. Instead HMM contributed the chartered 5042 TEU<br />
Pamina and 5060 TEU MP The Edelman, Evergreen the 4353<br />
TEU Ital Moderna and Ital Melodia (both previous N&EA service<br />
participants) and APL (nominally) the 4253 TEU Navios Lapis. The<br />
former AAX vessel CMA CGM Puget (4367 TEU) has recently taken<br />
over from Navios Lapis.<br />
REGULAR DIRECT BREAKBULK/CONTAINER SERVICES BETWEEN AUSTRALIA AND NORTH & EAST ASIA<br />
CARRIERS/SERVICE* PORT ROTATION FREQUENCY VESSELS<br />
Sheila Fitzgerald<br />
Austral Asia Line (5,6)<br />
AUEC<br />
Austral Asia Line (5)<br />
AUWC<br />
Swire Shipping<br />
APA (5,6)<br />
Swire Shipping<br />
NAX<br />
Kobe+, Busan, Incheon, Tianjin, Bayuquan+, Shanghai, Kaohsiung, Brisbane,<br />
Newcastle, Port Kembla+, Melbourne, Adelaide+, Portland+, Gladstone+, Mackay+,<br />
Townsville+, Kobe+<br />
Tianjin, Busan, Shanghai, Kaohsiung, Singapore, Darwin+, Port Hedland/ Dampier+,<br />
Fremantle<br />
Kobe+, Busan, Incheon, Tianjin, Bayuquan+, Shanghai, Kaohsiung, Brisbane,<br />
Newcastle, Port Kembla+, Melbourne, Adelaide+, Portland+, Gladstone+, Mackay+,<br />
Townsville+, Kobe+<br />
Monthly<br />
Monthly<br />
Monthly<br />
2 x 2028 TEU<br />
1 x 2118 TEU<br />
2 x 969 TEU<br />
2 x 2028 TEU<br />
1 x 1158 TEU<br />
Shanghai, Ningbo, Kaohsiung, Nansha, Lae, Port Moresby, Townsville, Kaohsiung 20 days 1 x 2564 TEU<br />
1 x 2500 TEU<br />
(5) Actual port calls may vary per voyage. (6) AAL and Swire Shipping operate these services under a VSA; each carrier has own port rotation. + Inducement calls<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 35
LINER TRADES TO NORTH & EAST ASIA<br />
In June CMA CGM Eiffel (4404 TEU)<br />
suffered a hull crack and after repairs<br />
in Melbourne was replaced by the 4353<br />
TEU Cuckoo Hunter for one voyage.<br />
LARGER TONNAGE<br />
A3C’s upsizing has seen larger tonnage on high rotation. While the<br />
8063 TEU OOCL Seoul and OOCL Rotterdam have been constants,<br />
ANL contributed the 8110 TEU APL Lativia which was soon<br />
renamed, far more relevantly, ANL Gippsland. For its part COSCO<br />
SL launched with the 8501 TEU Cosco Thailand, 8814 TEU Northern<br />
Jade and 8465 TEU Lloyd Don Pasquale. But after one voyage<br />
Northern Jade was replaced by the 8530 TEU Xin Fei Zhou, with it<br />
too replaced after one rotation, by the 8501 TEU Cosco Indonesia.<br />
Meanwhile, Xin Fei Zhou disappeared after one trip and the 8501<br />
TEU Cosco Korea appeared. Now, with A3C partly downsizing for<br />
the southbound low season, Cosco Indonesia is replaced by the 5762<br />
TEU former MSC charter E R Sweden, Cosco Thailand by the former<br />
5668 TEU ANL/AAX charter Xin Qin Huang Dao and Cosco Korea by<br />
the 5446 TEU Cosco Hamburg. Nevertheless, the addition of A1X –<br />
“which wasn’t needed”, the marked upsizing of A3C and the usual<br />
capacity creep elsewhere resulted in a 19% increase in space in<br />
2018 – which was never going to be filled.<br />
er and Biosecurity Compliance Program<br />
/20 - CPD and CBC<br />
rade Alliance (FTA) is accredited by both the Department of Home Affairs and<br />
WHAT OF OTHER N&EA SERVICES?<br />
tment of Agriculture and Water Resources to deliver Continuing Professional<br />
ent (CPD) and The Continued A3 partners Biosecurity have migrated Competency the Northern (CBC) loop training. vessels up<br />
incrementally, from the 4250-4500 TEU mark to just over 5000<br />
es the following high quality, practical, cost effective and flexible solutions<br />
TEU average, with ANL providing four, Cosco one and OOCL one.<br />
ur annual customs broker licensing and import Biosecurity accreditation<br />
nts. A3S (the southern loop) has remained relatively constant, anchored<br />
by five ships of c.5800 TEU provided by Cosco and OOCL.<br />
The CAT service has also been fairly consistent. In early June<br />
ACE EVENTS<br />
ONLINE TRAINING<br />
the heavy-weather damaged YM Efficiency was replaced by the 4253<br />
ing the following conference-style FTA offers extensive material via<br />
TEU YM Vancouver, while YM Portland suffered engine damage near<br />
e you will obtain 24 CPD points<br />
www.ComplianceNetFTA.com.au with course,<br />
te the mandatory PNG <strong>2019</strong>/20 during CBC a southbound resources voyage in and late online July assessment and was replaced available at by<br />
Session: the 4253 TEU Navios Dedication. listed prices. After just one trip back in CAT<br />
.30am to 4.30pm) YM Portland was again withdrawn, FTA members to are be replaced offered unlimited by the CPD 4253 and TEU CBC<br />
<strong>2019</strong> – Novotel, Brighton Le Sands content for a price of $150 (excl GST) per person<br />
Navios Delight but was back per after accreditation one missed period trip. (1 <strong>April</strong> Fleet to 31 composition<br />
March).<br />
(8.30am to 4.30pm<br />
remains at Yang Ming x 3, and one each from Evergreen, TS Lines<br />
<strong>2019</strong> – Novotel, Brisbane Airport Further discounts are offered to businesses with<br />
and Sinolines. At the end of multiple March purchases CAT dropped with the calls option at for the an<br />
E (8.30am to 4.30pm)<br />
all-inclusive invoice for FTA Premium Membership<br />
e <strong>2019</strong> – Hyatt heavily-pressured Place, Essendon Fields Ningbo market.<br />
and CPD / CBC training – price on application to<br />
mber and early bird member<br />
info@FTAlliance.com.au.<br />
ply -<br />
talliance.com.au/upcoming-events<br />
, FTA will also offer additional CPD<br />
BC training through a series of legal<br />
kshops and online courses.<br />
and Biosecurity Compliance Program<br />
Border & Biosecurity Compliance Program<br />
<strong>2019</strong>/20 - CPD and CBC<br />
<strong>2019</strong>/20 - CPD and CBC<br />
Freight & Trade Alliance (FTA) is accredited by both the Department of Home Affairs and<br />
the Department of Agriculture and Water Resources to deliver Continuing Professional<br />
Development (CPD) and Continued Biosecurity Competency (CBC) training.<br />
FTA provides the following high quality, practical, cost effective and flexible solutions<br />
to meet your annual customs broker licensing and import Biosecurity accreditation<br />
requirements.<br />
Freight & Trade Alliance provides the following high quality,<br />
FACE-TO-FACE EVENTS<br />
ONLINE TRAINING<br />
practical, cost effective and flexible solutions to meet your<br />
We are hosting the following conference-style FTA offers extensive material via<br />
events where you will obtain 24 CPD points<br />
www.ComplianceNetFTA.com.au with course,<br />
and complete the mandatory <strong>2019</strong>/20 CBC<br />
resources and online assessment available at<br />
Information annual Session: customs listed broker prices. licensing and import biosecurity<br />
SYDNEY (8.30am to 4.30pm)<br />
FTA members are offered unlimited CPD and CBC<br />
Tues 9 <strong>April</strong> <strong>2019</strong> – Novotel, Brighton Le Sands content for a price of $150 (excl GST) per person<br />
accreditation requirements.<br />
per accreditation period (1 <strong>April</strong> to 31 March).<br />
BRISBANE (8.30am to 4.30pm<br />
Thurs 2 May <strong>2019</strong> – Novotel, Brisbane Airport Further discounts are offered to businesses with<br />
multiple purchases with the option for an<br />
MELBOURNE (8.30am to 4.30pm)<br />
all-inclusive invoice for FTA Premium Membership<br />
Wed During 19 June <strong>2019</strong> – Hyatt Place, <strong>2019</strong>, Essendon Fields FTA and CPD will / CBC training also – price on application offer to additional CPD points and<br />
Student, member and early bird member<br />
info@FTAlliance.com.au.<br />
discounts apply -<br />
refer CBC www.ftalliance.com.au/upcoming-events training through a series of legal forums, workshops<br />
During <strong>2019</strong>, FTA will also offer additional CPD<br />
points CBC training through a series of legal<br />
forums, and workshops online and courses. courses.<br />
TONNAGE SHUFFLING<br />
NEAX has seen some tonnage shuffling, dating back to December<br />
2017 when Hapag-Lloyd’s Seoul Express was involved in an incident<br />
near Shanghai and was replaced by the 4620 TEU RHL Constantia<br />
for one round voyage; Seoul Express departed NEAX again in<br />
October to join the ‘new’ OVSA between ANZ and WCNA, with the<br />
5060 TEU MP The Brady taking its place; in turn that ship has now<br />
been replaced by former MSC/ANL/Maersk/APL charter SC Mara<br />
(5050 TEU). In June CMA CGM Eiffel (4404 TEU) suffered a hull<br />
crack and after repairs in Melbourne was replaced by the 4353 TEU<br />
Cuckoo Hunter for one voyage. In September 2018 ONE’s Brooklyn Bridge<br />
left NEAX, to be replaced in succession by the 5026 TEU Tianjin<br />
Bridge and 4975 TEU RDO Favour before returning in February <strong>2019</strong>.<br />
The rest of the NEAX fleet comprises Evergreen’s 5652 TEU sisters<br />
Ever Lirica and Ital Libera and Yang Ming’s 4253 TEU YM Seattle.<br />
Maersk’s ‘premium’ Boomerang service fleet has seen a number<br />
of substitutions, to be expected in a 13-strong deployment (an<br />
extra ship was added after the SE Asian leg was extended to include<br />
Laem Chabang in <strong>April</strong> 2018). Size has remained approximately<br />
constant, at an average c.5500 TEU, although at the time of writing<br />
Maersk had replaced two other c.5750 TEU units with smaller<br />
4258 TEU-4544 TEU ships, in what may have been a seasonal<br />
downsizing. Contrarily, also scheduled was the 6976 TEU Northern<br />
Magnum. As for Maersk’s YoYo (more commonly known as AAUS<br />
until Maersk replaced December 2017 acquisition Hamburg Süd as<br />
the novated carrier under Part X) the fleet deployment can best be<br />
described as bizarre, with only the MSC contribution, the 5043 TEU<br />
MSC Anya, reliably employed. Maersk has scheduled everything<br />
from the 2824 TEU Aldi Wave to the 6622 TEU Cap Arnauti, and<br />
used the service to reposition five 3028-3364 TEU ships from the<br />
OC1 service to China for drydocking and return. The YoYo service<br />
is completely suspended from end-March until July, but not before<br />
one voyage by the 6732 TEU Northern Magnitude, likely scheduled<br />
with empties evacuation in mind. Maersk is covering YoYo’s<br />
absence through slot purchases on A1X, A3C and A3C.<br />
The two N&EA services that call only Brisbane, southbound en route<br />
to New Zealand, have seen only modest changes. The ANL-led ANZEX<br />
currently employs four ANL-supplied ships and one each from Cosco,<br />
OOCL and PIL. In ANZL, where Maersk has taken over Hamburg Süd<br />
rights as per YoYo and a number of other services, the 4658 TEU Maersk<br />
Garonne and 4650 TEU Safmarine Mulanje have displaced the 4868<br />
TEU German charters Cap Coral and Cap Cleveland. ONE supplies two<br />
vessels (4538 TEU) as does Cosco (4178 TEU).<br />
FACE-TO-FACE EVENTS<br />
We are hosting conference-style events where you will obtain<br />
24 CPD points and complete the mandatory <strong>2019</strong>/20 CBC<br />
Information Session:<br />
BRISBANE Thurs 2 May <strong>2019</strong> – Novotel, Brisbane Airport<br />
MELBOURNE Wed 19 June <strong>2019</strong> – Hyatt Place, Essendon Fields<br />
Student, member and early bird member discounts apply<br />
www.ftalliance.com.au/upcoming-events<br />
ONLINE TRAINING<br />
FTA offers material via www.ComplianceNetFTA.com.au with<br />
course, resources and online assessment. FTA members are<br />
offered unlimited CPD and CBC content for a price of $150 (excl<br />
GST) per person per accreditation period. Discounts are offered<br />
to businesses with multiple purchases. Price on application to<br />
info@FTAlliance.com.au.<br />
Sheila Fitzgerald<br />
36 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
COSCO SHIPPING LINES<br />
Proud winners of the Liner Trade Award | Australia – North East Asia<br />
At the 2018 <strong>DCN</strong> Australian Shipping & Maritime Industry Awards<br />
coscoshipping.com.au
VICTORIA<br />
On track to a<br />
Aerial view of Swanson Dock container<br />
terminal, Port of Melbourne<br />
Ymgerman<br />
38 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
cleaner future<br />
With recent record<br />
trade figures and an<br />
expanding freight task,<br />
Victoria’s two largest ports<br />
want to grow their businesses<br />
sustainably, writes Paula Wallace<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 39
VICTORIA<br />
Brendan Bourke presides over what<br />
is widely accepted as the largest<br />
container port in the nation.<br />
Following the release of recent trade<br />
growth figures, it was no surprise that<br />
he was in a bullish mood during a recent<br />
conversation with Daily Cargo News.<br />
“In the 2017-18 year we saw our total<br />
trade grow 8.5%, the strongest recorded<br />
in six years which is consistent with the<br />
city and region’s population growth and<br />
Victorian economic growth,” he said.<br />
Based on this growth and future<br />
projections, the Port of Melbourne is<br />
preparing for a future where it will handle<br />
almost 9m TEU by 2050.<br />
“Our business focus and strategy for<br />
<strong>2019</strong> is preparing the port for growth<br />
to meet the future freight demand and<br />
working across the supply chain to drive<br />
efficiencies and productivity,” Mr Bourke said.<br />
In the first half of the <strong>2019</strong> financial<br />
year, total port trade was up 4.6% with<br />
commodity trade up 0.9%, with full<br />
container imports the largest contributor.<br />
Other cargo types contributing to the<br />
increase were wheeled unitised cargoes (an<br />
increase of 14.5%), liquid bulk imports (up<br />
7.2%) and dry bulk imports (up 4.6%).<br />
A RAIL SOLUTION<br />
Mr Bourke emphasised rail would be crucial<br />
in the future.<br />
“Whilst our trucking transport sector is<br />
coping with our current freight needs, rail<br />
must play an increasing role in servicing<br />
the port if this future growth in demand is<br />
to be efficiently serviced,” he said.<br />
Port of Melbourne is currently focused<br />
on its “port rail solution” which aims<br />
to provide a modal choice by improving<br />
cost competitiveness and rail reliability.<br />
The plan aims to improve rail access and<br />
efficiencies into and out of the port, and<br />
promote investment in outer metropolitan<br />
intermodal rail terminals.<br />
Late last year the Victorian government<br />
made a public commitment to work with<br />
the Port of Melbourne on a proposal to<br />
progress a comprehensive “on-dock rail<br />
solution”, providing efficient port access for<br />
all container supply chain users.<br />
“We are proposing a ‘port rail solution’<br />
that includes infrastructure investment<br />
from us and a new commercial and<br />
operating framework that will meet<br />
industry expectations and deliver a long<br />
awaited rail solution,” Mr Bourke said.<br />
“We want to take the cost out of the<br />
supply chain and provide improved service<br />
levels in order to maintain a competitive<br />
supply chain,” he said.<br />
“We also see our ‘port rail solution’<br />
as a means of dealing with community<br />
concerns over the increasing numbers of<br />
trucks as the port’s volume grows.”<br />
A LARGE CATCHMENT<br />
The Port of Melbourne services a<br />
geographically diverse trade catchment.<br />
In the context of a port that services<br />
farmers, exporters and importers, Mr<br />
Bourke reinforced the necessity of rail.<br />
“We have positioned ourselves<br />
historically with strong infrastructure<br />
investment to be competitive in contestable<br />
trade regions,” he said.<br />
“We need to keep pace with competing<br />
investments,” he said, adding the Port<br />
of Melbourne had determined rail as a<br />
more competitive choice to keep pace with<br />
import and export demand.<br />
“We are currently engaging with<br />
industry in regard to the operating<br />
framework of our proposal,” Mr Bourke<br />
said, adding that rail was an immediate<br />
solution, not one decades away.<br />
THE PERSPECTIVE OF FREIGHT<br />
OPERATORS<br />
Greater utilisation of rail at ports is also<br />
supported by the Victorian Transport<br />
Association, which counts among its<br />
members freight operators across road, rail<br />
and sea.<br />
Such a large freight task around the<br />
port throws up a host of issues for landside<br />
operators as well.<br />
“We applaud the fact that we’re building<br />
the infrastructure and putting rail into<br />
Port of Melbourne has<br />
propsed a comprehensive<br />
“on-dock rail solution”<br />
Shuang Li<br />
40 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
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VICTORIA<br />
The removal of Toll’s shore<br />
ramps at Webb Dock<br />
WEBB DOCK UPGRADE TO BOOST BASS STRAIT TRADE<br />
Enhanced capacity and reliability are key objectives of Toll<br />
Group’s investment in wharf infrastructure, allowing its two<br />
new 700 TEU vessels that traverse Bass Strait to operate at<br />
maximum capacity.<br />
Toll executive general manager Tasmania and shipping<br />
Steven Borg, said the company’s motivation in investing in<br />
ships and terminals was to provide capacity for customers all<br />
year round and not just provide a day-in, day-out service.<br />
In February, Toll unveiled new ships Victorian Reliance II and<br />
Tasmanian Achiever II.<br />
This marked the latest stage in its $311m investment in the<br />
Bass Strait trade, including $172m on the two new ships and<br />
major upgrades to Webb Dock at Melbourne.<br />
The 210-metre vessels were commissioned by Toll to move<br />
freight between the Australian mainland and Tasmania,<br />
increasing cargo capacity by more than 40% on each voyage to<br />
meet anticipated demand for the next two decades.<br />
The improvements to Webb Dock enable more efficient<br />
docking and loading of the new ships and include upgrades to<br />
the wharf infrastructure and terminal space.<br />
“Toll has been fortunate to secure an additional seven<br />
hectares of land, where we are currently undergoing<br />
reasonably large civil works to expand the shipping terminal’s<br />
footprint,” Mr Borg said.<br />
“The terminal expansion will be finished by the end of<br />
this year, while the upgraded wharf and shipping operation<br />
commenced in March.”<br />
Toll upgraded the wharf structure to suit the new vessels,<br />
replaced the link spans, installed additional wharf furniture and<br />
increased the size of the berthing pocket, which required some<br />
dredging and installation of a new scour protection system.<br />
In port, the new ships will connect to the local power<br />
grid, eliminating the need to generate power from their<br />
diesel engines.<br />
A new wharf management system and customer booking<br />
software will improve terminal operational procedures to<br />
minimise traffic congestion and enable better freight tracking<br />
and monitoring of refrigerated cargo.<br />
“There was significant strengthening of the wharf,” Mr<br />
Borg said.<br />
“Link spans were replaced, and civil works were required in<br />
the foundation to cater for those size ramps and link spans.”<br />
A 350-tonne crane was needed to lift the new shore ramp<br />
into place, which is 27 metres wide, 24 metres long and weighs<br />
almost 100 tonnes.<br />
In total, around 72,000 construction hours have gone into<br />
the wharf upgrade at Webb Dock which also involved 100<br />
hours of drilling, the demolition of 270 tonnes of concrete and<br />
the excavation of 6750 cubic metres of soil.<br />
Toll currently services a multitude of industries operating<br />
across Bass Strait and Mr Borg expects the balance of cargo to<br />
remain largely the same.<br />
“From Melbourne to Tasmania we carry a significant<br />
amount of FMCG and retail cargo… raw materials, packaging,<br />
automotive, earthmoving and civil equipment.<br />
“What we’re saying and what we’re building is the vessels<br />
and the infrastructure to cater for all customer demands for<br />
52 weeks a year, for many years to come,”he said.<br />
“Customer and industry feedback suggests there are<br />
restrictions on growth and this will provide greater opportunity<br />
for those customers to grow and get more products to their<br />
markets, more quickly.”<br />
Toll Group<br />
42 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Vewfinder<br />
Whilst our trucking transport sector is coping<br />
with our current freight needs, rail must play<br />
an increasing role in servicing the port.<br />
Brendan Bourke, Port of Melbourne CEO<br />
the network more strongly than it is,” VTA<br />
chief executive Peter Anderson said.<br />
“We’ve approached the government<br />
with a landside project for ports that<br />
would make operations more efficient and<br />
productive”.<br />
The VTA also has a focus on reviewing<br />
heavy vehicle licensing.<br />
“We made a decision some time ago that<br />
licensing is an impediment to our industry<br />
because we want young people to get license<br />
and they can’t do that under the current<br />
system,” Mr Anderson said.<br />
“With government we have initiated<br />
a program where we put people under<br />
instruction for eight days and then straight<br />
into a job. Within eight days they have<br />
enough skills to work professionaly in our<br />
industry.”<br />
Some of the current issues for VTA<br />
members include fees and penalties, asset<br />
utilisation, vessel bunching, local rules,<br />
container handling, duty payment process,<br />
local community amenity and truck queue<br />
waiting times.<br />
“The industry has struggled immensely<br />
with an unpredictable increase in costs<br />
which has put pressure on businesses to<br />
plan for the future,” Mr Anderson said.<br />
“That has been interpreted through<br />
industry charges, a doubling of tolls and<br />
unregulated processes in ports that allow<br />
individual stakeholders to put pressure on<br />
certain elements of the supply chain.<br />
“The landside sector of the port supply<br />
chain is at the bottom of the food chain,<br />
that means they are a taker of direction,<br />
not a giver.”<br />
Mr Anderson said access was another<br />
key issue.<br />
“The general population don’t<br />
understand how supply chains work which<br />
means there’s a natural tendency to dismiss<br />
the truck on the road as an impediment,”<br />
he said.<br />
“A truck is a workplace… and to curfew<br />
trucks off the road is like telling people<br />
they can’t turn up to their office.”<br />
A plan brokered by the VTA and the<br />
Maribyrnong Truck Action Group is<br />
intended as an example of the freight<br />
industry’s strategy to address community<br />
concerns about heavy vehicles and raise<br />
its profile.<br />
“It demonstrates the values and<br />
efficiencies that can be gained by transport<br />
companies renewing their fleet with<br />
younger vehicles,” Mr Anderson said.<br />
The Maribyrnong Cleaner Freight<br />
Initiative, which requires government<br />
support, is aimed at helping the transport<br />
industry transition to permanent truck<br />
curfews the state government plans for<br />
roads after the West Gate Tunnel is built.<br />
Under the plan, accredited operators<br />
would have an additional hour every day<br />
during the week to use roads where there<br />
are truck curfews, with no change to access<br />
on weekends. Unaccredited operators<br />
would have their access reduced by two<br />
hours per day during the week, and by two<br />
hours on weekends.<br />
To qualify, operators must use prime<br />
movers that have low emission Euro 5<br />
compliant or greater engines. Exhausts<br />
would be fitted with emission control<br />
systems, and dangerous goods placarded<br />
vehicles required to increase visibility.<br />
“We’ve come down the environmental<br />
line…and this puts commercial pressure<br />
on the industry to comply with what the<br />
community really wants,” Mr Anderson<br />
said. “We’re not banning trucks but better<br />
managing trucks.”<br />
Mr Anderson said the real issue for<br />
industry going forward was sustainability.<br />
“The road freight industry is going<br />
through major reform, there has never been<br />
so much pressure on operators to do the<br />
right thing,” he said.<br />
LOOKING SOUTH<br />
As the second largest port in Victoria,<br />
Geelong handled more than 12m tonnes of<br />
cargo last year, an increase in tonnage of<br />
around 8% year-on-year.<br />
The facility now trades under the name<br />
of GeelongPort and chief executive Brett<br />
One of the issues for VTA members is<br />
truck queue waiting times at ports<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 43
VICTORIA<br />
and manufacturers freight-cost efficiencies.<br />
“It’s all about giving the importers<br />
options. The use of the ‘blue highway’ as a<br />
complementary mode to road and rail will<br />
provide a positive national outcome,” Mr<br />
Winter said.<br />
Geelong is the second largest port in Victoria<br />
and does an impressive bulk trade<br />
Winter told <strong>DCN</strong> they had ambitious<br />
freight plans.<br />
“We have strong growth targets which<br />
will see GeelongPort handle 18m tonnes<br />
per annum by 2025… a decade earlier than<br />
previous forecasts,” Mr Winter said.<br />
This year, GeelongPort is focused<br />
on developing and implementing an<br />
environmental strategy to ensure plans<br />
are in place to improve environmental<br />
outcomes for Corio Bay, the community<br />
and the region.<br />
“We are also continuing our rollout of<br />
our critical risk-control program which is<br />
designed to ensure we are addressing those<br />
risks in our business that can do the most<br />
harm to our people,” Mr Winter said.<br />
“We are also very keen to ensure that<br />
there is a focus from all stakeholders on<br />
improving freight connections across the<br />
port precincts.”<br />
The port freight links are currently under<br />
review with the view of strengthening links<br />
with road, rail andthe channel.<br />
“This will require upgrading to facilitate<br />
changes in the mode of transport, for<br />
example larger ships, trucks and rail<br />
connections into and out of the port,”<br />
Mr Winter said.<br />
“These upgrades will ensure we protect<br />
the port’s connections to regional Victoria,<br />
Avalon Airport and the west of Melbourne<br />
as the Australian and global freight tasks<br />
change over the coming decades.”<br />
GeelongPort has also done a long-term<br />
deal with Boral involving the construction<br />
of a new clinker-grinding facility on<br />
land near Lascelles Wharf. This is to be<br />
commissioned by late 2020,” he said.<br />
“GeelongPort has partnered with<br />
wind farm companies such as Goldwind<br />
Australia and Vestas to support renewable<br />
energy projects in Victoria.”<br />
The port already plays a crucial role in<br />
the transport of cargo such as giant wind<br />
turbines and blades, crucial for wind farms<br />
in the south-west of Victoria.<br />
One of the challenges for GeelongPort<br />
is the limitation of the channel and it<br />
is working with the Victorian Regional<br />
Channels Authority on a channel<br />
deepening study.<br />
We have strong growth targets which will see Geelong<br />
Port handle 18m tonnes per annum by 2025.<br />
Brett Winter, GeelongPort CEO<br />
“Increasing channel width and depth<br />
will allow two-way movement and lead<br />
to additional shipping activity providing<br />
efficiencies for our customers, having<br />
economic benefits for the community and<br />
the region,” Mr Winter said.<br />
One of the significant opportunities for<br />
the port is the potential introduction of<br />
smaller vessels for coastal shipping to move<br />
between states thereby giving importers<br />
BROADER TRENDS<br />
The latest forecasts for Victoria predict<br />
unabated economic growth over the next<br />
two years, according to Deloitte Access Economics’<br />
December Quarter Business Outlook.<br />
It says Victoria can expect a rising<br />
employment rate and solid business<br />
investment growth, led by private<br />
engineering, commercial construction and<br />
equipment investment.<br />
Deloitte has upgraded its own<br />
employment expectations and forecasts<br />
employment increases of 3.1% in 2018-19<br />
and 1.6% in <strong>2019</strong>-20.<br />
The report says household consumption<br />
and government infrastructure investment<br />
will also be major contributors to the<br />
Victorian economy this financial year.<br />
Manager of macroeconomic policy and<br />
forecasting at Deloitte Access Economics<br />
Ben Guttmann said infrastructure<br />
investment was key.<br />
“Infrastructure investment is a<br />
key driver of Victoria’s strong growth<br />
performance. But growth is broader than<br />
that,” he said.<br />
“Business services, tourism and health<br />
care are also contributing to Victoria’s<br />
strong growth performance and continued<br />
jobs growth.”<br />
He noted business conditions had<br />
improved, corporate profits had soared and<br />
borrowing costs remained low, particularly<br />
for large businesses.<br />
“In addition, businesses are also starting<br />
to hit capacity constraints following the<br />
recent period of strong economic growth,”<br />
Mr Guttmann said.<br />
“That said, businesses may be slow<br />
to start investing due to an increasingly<br />
uncertain global economic outlook.”<br />
Victoria also took out the number one<br />
spot in the recent CommSec State of the<br />
States report, a result underpinned by<br />
high job numbers, a thriving construction<br />
industry and buoyant retail trade.<br />
The latest quarterly report shows the<br />
state government’s infrastructure spending<br />
as a major factor in bolstering job numbers<br />
and construction levels, while delivering<br />
important roads and rail infrastructure,<br />
hospitals and schools.<br />
GeelongPort<br />
44 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
MARITIME INSURANCE<br />
Manoon Pothanya<br />
46 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
RUNNING<br />
AGROUND<br />
Alexis Cahalan explores the circumstances where<br />
shipowners and carriers can limit their liability and the<br />
impact this can have on the marine insurance market.<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 47
MARITIME INSURANCE<br />
Shen Neng 1<br />
The concept of limitation of liability is an important feature<br />
in marine insurance. Not only does it regulate responsibility<br />
between parties participating in a maritime adventure, it also<br />
influences the cost of insurance to ship owners, charterers<br />
and non-vessel operating common carriers.<br />
LIMITS OF LIABILITY IN POLLUTION EVENTS<br />
Monetary limits of liability for shipowners are of particular<br />
significance for vessels operating in environmentally sensitive<br />
regions. In Australia, for example, there are a number of<br />
marine environments that have been designated to be of special<br />
significance. The Great Barrier Reef was listed as an UNESCO<br />
World Heritage Area in 1981 and in 1990 the IMO declared the<br />
Great Barrier Reef as a Particularly Sensitive Sea Area. In 2005,<br />
the Torres Strait was also declared a PSSA. A similar designation<br />
came into effect in respect of passage in the Coral Sea in June 2015.<br />
This designation allows coastal states to environmentally manage<br />
coastal areas while complying with the duty to provide freedom of<br />
navigation through their Exclusive Economic Zone.<br />
However, vessels operating in and through such areas<br />
undoubtedly face an increased risk of exposure to damages in<br />
the event of a casualty or vessel incident causing pollution. The<br />
grounding of the vessel MV Solomon Trader in February <strong>2019</strong> near<br />
Rennell Island in the Solomon Islands, highlights only too well this<br />
exposure. The vessel is reported to be leaking 80 tonnes of heavy<br />
fuel oil over a raised coral atoll located in a World Heritage Area.<br />
With about 600 tonnes of fuel oil remaining on board, it will be a<br />
costly exercise to remove the remaining oil and prevent further oil<br />
spilling onto the reef.<br />
INCREASED EXPOSURE<br />
Such increased exposure also starkly came to light on 3 <strong>April</strong> 2010<br />
when the vessel MV Shen Neng 1 ran aground about 120kms east<br />
of Rockhampton within the Great Barrier Reef Marine Park. At the<br />
time the vessel sailing from Gladstone was a fully laden bulk coal<br />
carrier. About 10 tonnes of bunker oil leaked from the vessel across<br />
the reef. The Commonwealth Government commenced litigation<br />
in 2013 against the vessel’s owners claiming up to A$194m or<br />
alternatively the cost of remediation for the Douglas Shoal, the<br />
area in which the vessel had run aground. Owners applied to limit<br />
their liability for the bunkers spilled under the Convention on the<br />
Limitation of Liability for Maritime Claims 1996 in accordance<br />
with the limitation amount at the time based on the tonnage of the<br />
vessel in the amount of A$25m.<br />
The Commonwealth argued there were three separate incidents<br />
and that therefore, three separate limitation amounts applied.<br />
The Commonwealth asserted the first incident was the initial<br />
grounding of the vessel due to navigational error, the second when<br />
the master failed to notice the dragging anchor that led to vessel<br />
movement and thirdly, the master’s decision to re-float the vessel<br />
off the reef. Even if three limitation funds were held to apply, this<br />
amount fell well short of the Commonwealth’s claim for damages.<br />
The largest component of damages sought was in relation to the<br />
costs of remediating the reef.<br />
JUDICIAL RULING<br />
Ultimately the issue of the number of funds held to apply<br />
in relation to the Sheng Neng I incident was never judicially<br />
determined as the claim was settled when the Commonwealth<br />
Australian Maritime Safety Authority<br />
48 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
accepted a payment of A$35m for the<br />
remediation costs claimed and an<br />
additional A$4.3m to cover costs incurred<br />
in dealing with the incident immediately<br />
after it occurred. Nor did it become<br />
necessary to consider the fact that damage<br />
was not solely caused by the release of<br />
bunker oil, but also by noxious chemicals<br />
from the vessel’s hull, together with<br />
the action of the vessel on the reef. For<br />
insurers, this situation potentially creates a<br />
situation where damages for environmental<br />
damage may not be caught by the existing<br />
pollution limitation mechanisms.<br />
a very limited range of complete defences<br />
available to ship owners and thus their<br />
insurers including where the incident is<br />
caused by an act of God or act of war. The<br />
limit of liability under the CLC 92 is set<br />
according to the tonnage of the ship. For<br />
example, a bulk carrier oil tanker with a<br />
200,000 gross tonnage would currently<br />
have a limitation amount of about<br />
A$176,804,349 (SDR 89,770,000).<br />
SDR is a reference to Special Drawing<br />
Rights, a form of international money<br />
created by the IMF and defined as a<br />
weighted average of various convertible<br />
currencies. This means that the SDR value<br />
INTERNATIONAL LIMITATION<br />
CONVENTIONS<br />
The principal source of establishing<br />
a compensation regime in an oil spill<br />
situation from an oil tanker is the<br />
Alexis Cahalan, principal lawyer,<br />
Thomas Miller Law<br />
changes marginally in accordance with<br />
global currency trends.<br />
If damages exceed this first tier of<br />
available compensation then claims can<br />
be met from a second tier of compensation<br />
International Convention on Civil Liability for Oil Pollution<br />
Damage 1992 (the CLC 92), its precursor CLC 69 enacted into<br />
Australian law by the Protection of the Sea (Civil Liability) Act<br />
1981 (Cth). Liability under this legislation is strict but in exchange,<br />
it is limited, except in certain circumstances. For example, the<br />
limitation can be challenged where the incident is caused by an act<br />
or omission committed with “knowledge that such damage would<br />
probably result”, essentially wilful misconduct. There is otherwise<br />
arising out of the 1992 International Oil Pollution Compensation<br />
Fund enacted in Australia by the Protection of the Seas (Oil<br />
Pollution Compensation Funds) Act 1993. The fund is created with<br />
a levy imposed on oil companies calculated on oil imports and<br />
exports. In the event that the claims exceed the limits under the<br />
first and second tiers of compensation fund, a third tier is available<br />
under the International Oil Pollution Compensation Supplementary<br />
Fund 2003 given effect in Australia by the same Act.<br />
Training for the barrier clearance, freight forwarding & international trade community<br />
The Customs Brokers and Forwarders Council of<br />
Australia, is one of the true innovators of online learning.<br />
With the International Trade and Logistics College<br />
(ITALC) it delivers interactive diploma courses, with<br />
world-class virtual classroom technology. These courses<br />
service the increased training needs for all participants<br />
in the broader international trade community.<br />
ITALC courses include:<br />
Diploma of Customs Broking (TLI50816)<br />
Diploma of Freight Forwarding (TLI50316)<br />
ITALC also provides access to the Continued<br />
Professional Development Program, short courses<br />
providing commercial skills for busy professionals.<br />
Why choose the CBFCA for your study?<br />
The CBFCA is dedicated to ensuring the skills and<br />
knowledge of graduates are at the highest standard.<br />
The CBFCA, as a not-for-profit entity exits solely for<br />
the good of its members. CBFCA recognises that the<br />
best pathway is through the development of upcoming<br />
personnel, preparing to move into senior positions<br />
of the future. The pursuit of commercial return from<br />
training is not what drives us.<br />
CBFCA recruits the ’best of the best’ industry<br />
personnel. Employers know CBFCA graduates have<br />
the skills & knowledge required to perform their current<br />
task and to be ready to take on the next level of<br />
responsibility as required.<br />
Students have access to leading edge technology,<br />
24hr access to interactive learning<br />
materials plus video and audio<br />
conferencing. All courses are facilitated<br />
by some of the most experienced<br />
educators in the industry.<br />
Image supplied<br />
NATIONAL OFFICE<br />
PO Box 3525, RAMSGATE NSW 2216<br />
Phone: 02 9587 1986<br />
Email: cbfcano@cbfca.com.au<br />
www.cbfca.com.au<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 49
MARITIME INSURANCE<br />
SALMON STORIES<br />
The types of damages recoverable can include clean-up costs,<br />
damage to property, economic loss consequential on property<br />
damage, pure economic loss, such as from a tourist hotel<br />
operator and the reasonable costs of restoring the damage to<br />
property. Some jurisdictions that take a narrow approach as<br />
to what can be compensated under the CLC 92 have adopted<br />
a narrow interpretation of such losses. In Landcatch Ltd v.<br />
International Oil Pollution Compensation Fund the Scottish Courts<br />
considered whether Landcatch Ltd, whose business involved<br />
the rearing of juvenile salmon for sale to salmon farmers<br />
in Shetland suffered compensable loss. An oil spill from the<br />
The Great Barrier Reef was listed as a<br />
UNESCO World Heritage Area in 1981<br />
and in 1990 the IMO declared the Great<br />
Barrier Reef as a Particularly Sensitive<br />
Sea Area.<br />
tanker Braer caused by the vessel running aground of the coast<br />
of the Shetland Islands resulted in the prohibition of the sale<br />
of Shetland salmon by the United Kingdom government. This<br />
had an effect on Landcatch’s business in that the market for<br />
juvenile salmon was severely reduced due to the ban. However,<br />
the Scottish Court ruled that the claims were not compensable<br />
under the CLC 92 in that “secondary” or “relational” damage<br />
was not compensable for “reasons similar to those that have<br />
led to the development of a rule against such claims under the<br />
common law”.<br />
Ultimately the number of funds held to apply in relation to<br />
the Sheng Neng I incident was never judicially determined as the<br />
claim was settled when the Commonwealth accepted a payment<br />
of A$35m for the remediation costs claimed and an additional<br />
A$4.3m to cover costs incurred in dealing with the incident<br />
immediately after it occurred. Nor did it become necessary to<br />
consider the fact that damage was not solely caused by the release<br />
of bunker oil, but also by noxious chemicals from the vessel’s hull,<br />
together with the action of the vessel on the reef. For insurers,<br />
this situation potentially creates a situation where damages for<br />
environmental damage may not be caught by the existing pollution<br />
limitation mechanisms.<br />
IMPACT OF LIMITATIONS IN MARINE INSURANCE<br />
There are other instances where limitations can apply in the<br />
maritime adventure. For example, the Amended Hague Rules as<br />
enacted in Australia by the Commonwealth Sea Carriage of Goods<br />
Act 1991 (Cth) imposes package and weight limitations in the<br />
event of damage for goods carried under a bill of lading or sea<br />
carriage document. This is not to say, however, that there is always<br />
certainty as to how such package limitations might apply, is it per<br />
container or do the words “said to contain” (STC) record the true<br />
number of goods, packages or units for the purpose of calculating<br />
the package limitation?<br />
The leading decision in Australia, El Greco (Australia) Pty<br />
Ltd v Mediterranean Shipping Co SA had to determine which was<br />
the relevant unit when assessing the limits to apply where<br />
“200,945 pieces posters and prints” were damaged without any<br />
salvage value. They were packed in one container and were made up<br />
of 2000 packages and shipped from Melbourne bound ultimately<br />
for Greece. The lack of sufficient enumeration of the packages in<br />
the bill of lading meant that the container was the applicable unit<br />
for the purpose of calculating the package limitation. The case does<br />
serve to illustrate, however, that uncertainties can still arise when<br />
trying to calculate the relevant package limitation.<br />
FINAL WORDS<br />
Insurers also look outside the limitations which apply by reason of<br />
statute to those which may contractually apply, take for example,<br />
commonly seen NVOCC’s standard terms and conditions. The<br />
importance of such limitations successfully responding to cargo<br />
claims is an important consideration for marine insurers in their<br />
assessment and characterisation of risk and as a result in the<br />
calculation of insurance premiums bearing in mind that premium<br />
reflects risk. An understanding of the circumstances in which<br />
liability can be limited either by way of legislation or contract is as<br />
important for the insurer as it is for the consumer of the marine<br />
insurance product in assessing the overall costs and risks of the<br />
maritime adventure.<br />
INSURANCE AND A SHIPPING LINE’S PERSPECTIVE<br />
Making the international shipment of<br />
goods “simple, seamless and efficient” is<br />
the aim of an insurance product recently<br />
launched by French liner company CMA<br />
CGM. CMA CGM CARGO INSURANCE<br />
was announced as part of company<br />
chairman and chief executive Rodolphe<br />
Saadé’s Shipping the Future strategy in<br />
2017 and introduced to the Australian<br />
market in October 2018.<br />
A CMA CGM spokesperson said this<br />
product was realised in partnership with<br />
“one of the largest marine insurance<br />
companies in the world”.<br />
Features include covering damage<br />
and loss due to almost all kind of<br />
risks from door-to-door even in case<br />
of merchant haulage and up to the<br />
full insured value with no excess/<br />
deductible.<br />
“Shipments in transit are subject<br />
to many perils that could impact our<br />
customer’s business operation, and<br />
this is often beyond anyone’s will,” the<br />
spokesperson said.<br />
“Should loss or damage occur to<br />
customer’s cargo, they will have to<br />
go through a difficult and lengthy<br />
administrative process with no<br />
guarantee of the final outcome.<br />
“Many of our customers are looking<br />
for solutions to run their business<br />
operation more effectively with reliable<br />
partners. As their global shipping<br />
partner, we know best their shipments<br />
and how to secure it.”<br />
According to CMA CGM, freight<br />
forwarders would gain an advantage<br />
partnering with a carrier that offered<br />
more than just freight services because<br />
they could propose different services<br />
to customers.<br />
50 <strong>April</strong> <strong>2019</strong><br />
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DON’T PANIC: LOST BILLS OF LADING A CHALLENGE NOT A DISASTER<br />
Image supplied<br />
Such is the crucial nature of the bill<br />
of lading that some may unduly panic<br />
over its loss or misplacement. The bill<br />
of lading has three primary functions:<br />
evidencing the contract of carriage,<br />
acting as a receipt for the cargo and<br />
facilitating transfer of title to the<br />
carried cargo.<br />
There are occasions where documents<br />
are lost and, given the functions of the<br />
bill of lading, this has the potential to<br />
give rise to some significant exposures<br />
if not handled correctly.<br />
CONTRACTUAL NEXUS<br />
The contractual nexus surrounding<br />
any given bill of lading can be complex.<br />
Care must be taken, therefore, when<br />
handling situations involving lost bills<br />
of lading to understand this nexus. In<br />
maritime trade, the original bill of lading<br />
effectively represents the cargo itself.<br />
At its simplest, the shipper receives the<br />
bill from the carrier, and transfers it to<br />
the consignee in return for payment<br />
for the goods. “Negotiable” bills may<br />
be transferred between entities for<br />
payment, together with the right to<br />
receive the goods, while the goods are<br />
in transit. The consignee or transferee<br />
hands the bill of lading to the carrier<br />
as evidence of the right to collect the<br />
goods and for cancellation.<br />
THE ROLE OF BANKS<br />
Equally, a bank may also have an<br />
interest in the cargo, under a letter<br />
of credit, holding the original bill<br />
of lading until the debt is<br />
satisfied. In this context, the bill of lading<br />
represents the bank’s security for that<br />
debt. This also serves to illustrate the<br />
care required; release of goods without<br />
an original bill of lading can lead to<br />
financial liabilities to entities other than<br />
the direct contracting parties. Shippers<br />
or alleged transferees of the original bill<br />
of lading may seek to press the NVOCC<br />
to issue a duplicate for the purpose of<br />
taking delivery; such requests must be<br />
handled with great care. Anybody who is<br />
holding an original bill of lading acquired<br />
in good faith can claim delivery. Where<br />
two sets of bills exist there is risk of two<br />
entities with apparently equally valid<br />
claims demanding delivery of the cargo.<br />
Additionally, if the shipper has not been<br />
paid he retains the right to dispose of<br />
the cargo.<br />
As the NVOCC or freight forwarder,<br />
you can never be 100% certain what has<br />
happened to the original set of bills. Have<br />
they genuinely been lost or has someone<br />
overlooked paying the seller? In releasing<br />
cargo without firm evidence of the right to<br />
take delivery, you act entirely at your peril.<br />
As a matter of law, there is no<br />
exception to the simple working rule that<br />
delivery without production of a bill of<br />
lading is at the NVOCC’s own risk. You<br />
are not bound to deliver cargo to any<br />
person other than the lawful holder of<br />
the original bill, unless a court so orders.<br />
Where a bill is absent and the importer<br />
is demanding delivery, a recommended<br />
solution is to require a bank<br />
guarantee (or a company letter<br />
Peregrine Storrs-Fox, TT Club<br />
of indemnity countersigned by a bank)<br />
in your favour. It is always a sensible,<br />
practical precaution to check with the<br />
exporter/shipper to make sure he or<br />
she has been paid and has no objection<br />
to the cargo being released.<br />
One vital step, often overlooked,<br />
is to communicate to the delivery<br />
agent any new arrangement for the<br />
release of the cargo, precluding the<br />
risk that the agent meanwhile delivers<br />
the cargo to a party in possession of<br />
the void or cancelled bill of lading. In<br />
the alternative, cargo interests may<br />
apply for a court order, often known<br />
as ’interpleader’. However, this course<br />
of action inevitably takes more time<br />
and increases costs, including potential<br />
storage costs. Ultimately a claimant will<br />
still be required to demonstrate their<br />
entitlement to take delivery.<br />
If there is a request for delivery but<br />
the original bill of lading is unavailable,<br />
take utmost care. Implement<br />
appropriate training and escalation<br />
procedures to ensure the approval for<br />
irregular releases is authorised by a<br />
senior manager. The whole question<br />
of the delivery of cargo without<br />
production of the corresponding<br />
original bill of lading, whether lost or<br />
otherwise, is fraught with potential<br />
exposures for the NVOCC or other<br />
issuer. No matter how strong or<br />
important your commercial relationship<br />
may be, simply do not accept promises<br />
or bow to pressure. The law (and TT<br />
Club) will support you if you refuse to<br />
deliver until a valid bill of lading has<br />
been surrendered.<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 51
INDUSTRY OPINION<br />
Technology key to<br />
evolution in logistics<br />
Thomas Hansen from Röhlig examines the influence of evolving customer<br />
demand on logistics technologies<br />
IN AUSTRALIA AND NEW ZEALAND,<br />
a limited manufacturing base means our<br />
business is unique. We are predominately<br />
driven by imports, yet we still face the<br />
same challenges as the rest of the world: a<br />
rising population with an increasing need<br />
for logistics services, omnichannel growth<br />
and a demand for 24/7, real-time, solutions<br />
from both clients and consumers. For the<br />
most part, it is technology that is driving<br />
these changes, and it will be technology<br />
that creates the solutions, both in the short<br />
and long term.<br />
GETTING SIRIUS WITH TECHNOLOGY<br />
It will be technology that underpins our<br />
strategy over the next three years at Röhlig<br />
Australia and New Zealand. In our efforts<br />
to further streamline logistics processes<br />
and the supply chain, as well as deliver<br />
better service and solutions to customers,<br />
we’re continuing the roll-out of Sirius VM<br />
in the Australian/New Zealand markets.<br />
Sirius is our cloud-based software as<br />
a service platform for shipment tracking<br />
and end-to-end supply chain management.<br />
Developed by a company in Hong Kong,<br />
we’ve redesigned this vendor management<br />
system for the logistics industry, so it can<br />
co-ordinate shipments, manage suppliers<br />
and purchasing, as well as monitor and<br />
report on KPIs/SLAs. While it’s still only<br />
being trialled with a few customers, we are<br />
already seeing a return on our investment.<br />
Omnichannel retail is becoming ever more<br />
prevalent and, in doing so, is creating new<br />
challenges for logistics companies, but<br />
we’re already seeing how those challenges<br />
can be solved using the system.<br />
It is also making life much easier for<br />
customers, especially those who need to<br />
manage a large numbers of suppliers and<br />
sales channels. The online portal gives our<br />
clients the visibility they need to distribute<br />
goods much more effectively for the needs<br />
of their business.<br />
We believe that this type of system will<br />
become the standard for managing logistics<br />
requirements in the future.<br />
EVOLVING CUSTOMER DEMAND<br />
More than ever, customers expect fast,<br />
round-the-clock, real-time access to<br />
shipping data. This can only be achieved<br />
by developing technology that allows users<br />
to track shipments in real time wherever<br />
they are. It also can be used to pre-empt<br />
bottlenecks and breakdowns before they<br />
happen. Using technology to digitise,<br />
automate and streamline these processes<br />
isn’t only good for customers, it’s good for<br />
the industry. It is pushing down the costs<br />
of doing business and providing a better<br />
service to end-users – all while responding<br />
to new challenges being created by<br />
omnichannel retail.<br />
It makes sense that, as consumers<br />
embrace new technologies, our industry<br />
does the same in order to continue to offer<br />
The online portal gives our clients the visibility they<br />
need to distribute goods much more effectively.<br />
services that are relevant. One example<br />
of this is mobile app adoption. This is<br />
continuing to grow and we must stay<br />
abreast with developing trends so that<br />
our services integrate with the devices<br />
and end points used by customers. To this<br />
end, technology has already given us the<br />
capability to answer the ‘24/7 on-demand’<br />
culture consumers expect.<br />
LOOKING AFTER BUSINESS PARTNERS<br />
Creating these solutions is one way in<br />
which we can help our clients serve their<br />
Thomas Hansen, regional director Australia<br />
and New Zealand, Röhlig<br />
own customers better, but they also help<br />
us with our 3PL partners – they are already<br />
being programmed to monitor agreed KPIs<br />
and SLAs. It is important too that this<br />
development is done in-house. The lazy<br />
solution would be to outsource, but we<br />
need to be able to customise these solutions<br />
to the specific needs of our business. By<br />
doing so, we will be enablers for our clients,<br />
giving them better visibility over the<br />
important aspects of their supply chain.<br />
Regardless, other challenges lie ahead in<br />
the form of 3D printers and driverless<br />
vehicles. Soon we will feel the impact of<br />
these on our industry. Big data will play its<br />
role here. Advanced analytics solutions and<br />
services will give us the insights we need<br />
to make informed business decisions, so<br />
we can create the systems required to meet<br />
those challenges.<br />
Ultimately, it is up to the private sector<br />
to continuously innovate and push the<br />
boundaries of what technology can do to<br />
help us to deliver better services to our<br />
clients and help them with their own<br />
business goals.<br />
Röhlig<br />
52 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
LOGISTICS EXCELLENCE<br />
NOW JUST A TOUCH AWAY<br />
CARING<br />
BEYOND SHIPPING
TRADE LAW<br />
An agenda for digital trade<br />
Lawyer Andrew Hudson writes about proposed developments in digital<br />
transformation and enhancement of trade to assist the position of SMEs<br />
TECHNOLOGY HAS CONTRIBUTED<br />
to improvements in trade and is seen as<br />
one means to facilitate improvements.<br />
For example, many parties are looking to<br />
blockchain as a means to enhance both the<br />
speed and safety in the movement of goods.<br />
Most contemporary free-trade<br />
agreements include provisions to facilitate<br />
customs procedures and trade as well as<br />
chapters on assisting e-commerce. In one<br />
excellent example, the DFAT Free Trade<br />
Agreement Portal comprises up-to-date<br />
information on the terms of our free-trade<br />
agreements in a way which makes it easier<br />
for parties to understand the agreements<br />
and take advantage of them.<br />
THE ROLE OF THE PRIVATE SECTOR<br />
Government and its agencies are not<br />
the only part of these initiatives. The<br />
private sector is also involved, not only<br />
in its commercial self-interest in selling<br />
technologies, but to share in the benefits<br />
from a secure and rapid supply chain.<br />
Further, the government and its agencies<br />
are working collaboratively with the private<br />
sector to advance these initiatives.<br />
One place that can be seen is through<br />
the National Committee on Trade<br />
Facilitation, which is convened by the<br />
Department of Home Affairs to include<br />
agencies operating in and around the<br />
border and the supply chain such as the<br />
Australian Border Force; the Department<br />
of Agriculture and Water Resources; the<br />
Department of Industry, Innovation<br />
and Science; Austrade; the Department<br />
of Foreign Affairs and Trade; and other<br />
agencies. I am the chair of the privatesector<br />
group at the NCTF comprising<br />
associations and entities such as the<br />
Australian Industry Group; the Australian<br />
Chamber of Commerce and Industry; Ports<br />
Australia; Shipping Australia; the Customs<br />
Brokers and Forwarders Council of<br />
Australia; the Export Council of Australia;<br />
and the Food and Beverage Importers<br />
Association. The NCTF has a number of<br />
advisory committees including the Trade<br />
Facilitation Initiatives Working Group.<br />
TRADE AGENDAS<br />
TFIWG has a number of items in its<br />
agenda, including the Australian Trusted<br />
Trader program and the development of<br />
the single window for trade and other<br />
trade facilitation initiatives. At the most<br />
recent NCTF meeting late in February<br />
<strong>2019</strong>, the private-sector group proposed<br />
several topics to be advanced as part of the<br />
NCTF work program including a review of<br />
recent reports and inquiries which have<br />
recommended initiatives to enhance trade,<br />
with a specific focus on bringing home<br />
advances in the trading environment to<br />
small and medium enterprises. This would<br />
require review of the recommendations of<br />
the parliamentary inquiry into trade and<br />
the digital economy, the findings of the<br />
joint research report Growing the Digital<br />
Economy in Australia and New Zealand:<br />
Maximising Opportunities for Small Medium<br />
Enterprises (SMEs), as well as the report<br />
from the parliamentary inquiry into access<br />
to free-trade agreements by small and<br />
medium-sized enterprises.<br />
PARLIAMENT RECOMMENDATIONS<br />
Relevant starting points are the<br />
recommendations of the parliamentary<br />
inquiry into trade and the digital economy:<br />
• Recommendation 1 - The Australian<br />
government, as a matter of priority,<br />
should create a single portal of<br />
information, with particular regard to<br />
exporting digital goods and services.<br />
• Recommendation 2 - The Australian<br />
government, as a matter of priority,<br />
should create a single window trading<br />
system, with particular regard to<br />
exporting digital goods and services.<br />
• Recommendation 6 - The Australian<br />
government should continue to promote<br />
WhiteMocca<br />
54 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
There is a need to continue with the free-trade<br />
agreement agenda with an emphasis on the<br />
interests of SMEs and to embrace technological<br />
change to assist SMEs<br />
Ian Ackerman<br />
Andrew Hudson, partner, Rigby Cooke Lawyers<br />
digital trade standards, both technical<br />
and regulatory, with an emphasis on<br />
openness, technological neutrality and<br />
interoperability.<br />
• Recommendation 10 - The Australian<br />
government investigate ways to assist<br />
Australian SMEs to improve their cyber<br />
security awareness and resilience levels.<br />
• Recommendation 11 - The Australian<br />
government should require all agencies<br />
when developing policy, legislation or<br />
trade agreements to consider whether<br />
what is proposed is technologically<br />
neutral and if it could create barriers to<br />
the digital economy.<br />
PRODUCTIVITY COMMISSIONS<br />
The review by the New Zealand and<br />
Australian productivity commissions<br />
subsequently endorsed similar recommendations<br />
with a focus on assisting access for<br />
SMEs by way of a single window and similar<br />
interoperable functionality.<br />
The recently released report of the<br />
parliamentary committee into access<br />
to free-trade agreements by SMEs again<br />
endorsed similar recommendations<br />
including the following:<br />
• Continuing to embrace an expanding<br />
network of high-quality free-trade<br />
agreements (recommendation 1).<br />
• Minimising non-tariff barriers affecting<br />
SMEs (recommendation 2).<br />
• Making free-trade agreements more<br />
relevant to Australian SMEs by including<br />
specific SME chapters or specific<br />
obligations to assist SMEs to access<br />
trade opportunities in future free-trade<br />
agreements (recommendation 3).<br />
• Reviewing the resourcing of agencies<br />
and programs to assist Australian SMEs<br />
(recommendation 5) including funding<br />
for Austrade and assisting access to<br />
export market development grants.<br />
• Establishing a single trade window<br />
for SME exporters to guide them to<br />
education, products and services that<br />
meet their needs, and improves the<br />
access of SMEs to a centralised source<br />
of trade resources, from government<br />
agencies such as DFAT, Austrade,<br />
DoHA, DAWR, EFIC, DIIS, and the<br />
Department of Jobs and Small Business<br />
(recommendation 6).<br />
• Inviting the active participation of<br />
industry representative bodies, such<br />
as those representing customs agents<br />
and freight forwarders, in free-trade<br />
agreement awareness and education<br />
programs to educate SMEs about the<br />
export services their members provide<br />
(recommendation 8).<br />
• Embracing e-commerce as a key enabler<br />
of trade and including e-commerce<br />
as a key feature in future free-trade<br />
agreements including delivering<br />
simplified, user-friendly digital resources<br />
and trade technologies to assist SMEs<br />
by making it easier to find the export<br />
information required for each trade<br />
agreement (recommendation 9).<br />
There are some consistent themes, there<br />
is a need to continue with the free-trade<br />
agreement agenda with an emphasis on<br />
the interests of SMEs and to embrace<br />
technological change to assist SMEs in<br />
taking advantage of those benefits.<br />
The crucial issue then becomes how<br />
government and the private sector can<br />
secure those outcomes.<br />
There are certainly various technologies<br />
available in the marketplace that assist the<br />
providers of cargo movement services but<br />
they are probably too sophisticated, too<br />
complex and too expensive.<br />
As a starting point, what is needed are<br />
technology tools and procedures to assist<br />
SMEs and to ensure they can secure the<br />
benefits of free-trade agreements and<br />
other initiatives.<br />
These are not easy outcomes but the<br />
private-sector group has referred the issue<br />
to TFIWG with a specific recommendation<br />
to develop a form of single window<br />
containing all the basic necessary<br />
information for SMEs on the regulation of<br />
trade to allow them to engage in import<br />
and export.<br />
As an outcome it would be a starting<br />
point before developing or facilitating more<br />
sophisticated programs.<br />
AGENDA IS SET<br />
The groundwork has been researched and<br />
the agenda has been set.<br />
It is now vital for government, its agencies<br />
and the private sector to continue to invest<br />
and work in the work program with the<br />
view of delivering the best outcomes for all<br />
in a way which will survive political and<br />
ideological change.<br />
This friendly neighbourhood customs<br />
and trade lawyer will continue to work<br />
towards that end including spending lots of<br />
otherwise free time on these issues, as the<br />
outcomes are important for all those in the<br />
supply chain and the wider economy.<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 55
MARITIME LAW<br />
Preparing for failure<br />
Looking on the dark side of life has legal benefits, writes Alison Cusack<br />
IN THE PAST FEW MONTHS, WE HAVE<br />
seen general average declared on three<br />
vessels in the Asia Pacific region: APL<br />
Vancouver, Yantian Express and most<br />
recently the E.R. Kobe.<br />
When it comes to business, there are two<br />
types of control for risk management. You can<br />
control your internal processes which produce<br />
your business output; and you can control how<br />
your business responds to risk and disasters<br />
outside the business control, but which have<br />
financial and reputational risks.<br />
There are two methods of control:<br />
• Controlling internally - business processes,<br />
data input, supplier selection etc.<br />
• Controlling how you respond to the<br />
inevitable downside to the marine<br />
adventure - timely decisions, making the<br />
right and cost effective decisions for all<br />
concerned parties.<br />
While you may have done all you can<br />
internally to optimise your supply chain<br />
and mitigate risks the marine adventure<br />
element still comes into play. But have<br />
you really done all you can do internally<br />
to prepare to fail? There have been several<br />
reports of uninsured cargo on these<br />
GA-declared vessels, leaving businesses<br />
and their owners and directors at serious<br />
financial risk (see the GA article in <strong>DCN</strong><br />
February edition co-authored with Kerryn<br />
Woonings).<br />
KEY EXAMPLES<br />
Women’s International Shipping and<br />
Trading Association Australia recently<br />
hosted a panel at the New Retail ’19<br />
convention covering these topics. One<br />
example was where the key person who<br />
usually looked after documentation was<br />
away on leave. The person covering for<br />
them was cutting and pasting from the<br />
sale documents including the Incoterms.<br />
By chance, when requesting the need for a<br />
marine insurance certificate, the error was<br />
uncovered by an external party. If it hadn’t,<br />
there would have been $2m plus worth<br />
of cargo being exported from Europe into<br />
Australia completely uninsured by<br />
all parties.<br />
ISSUE #1:<br />
Is all your knowledge locked up in a few key<br />
people’s heads? What happens if they are<br />
sick, travelling, leave or retire?<br />
Answer: Have a checklist for actions and<br />
relevant people to contact and notify.<br />
Have in place basic procedures for known<br />
problems (abandoned cargo, damaged<br />
cargo, GA events, cargo liens).<br />
ISSUE #2:<br />
Do you have an external events checklist<br />
that triggers a review of your key<br />
documents?<br />
Answer: Critical points that should trigger<br />
56 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Sheila Fitzgerald; David Sexton<br />
Alison Cusack, principal of Cusack & Co and<br />
president of WISTA Australia<br />
a review of procedures and checklists:<br />
1 Have you sourced a new supplier?<br />
2 If so, are the Incoterms the same (for<br />
updating your insurance coverage)<br />
3 Annual review of your freight forwarder<br />
policy prior to renewal (yes – read all<br />
the fine print terms and conditions and<br />
more importantly, understand them)<br />
4 Have any staff left, taking valuable<br />
knowledge with them? If your de facto<br />
claims handler has left, who is now in<br />
charge of monitoring files and actioning<br />
claims?<br />
ISSUE #3:<br />
Do you have a disaster recovery plan and<br />
checklist when things in the supply chain<br />
go wrong? When it’s in your control to<br />
make a decision, mitigation is a key factor<br />
to your recovery success. Mitigation is not<br />
only making the right decision, but making<br />
the right decision at the right time.<br />
Answer: Sit down with your team and<br />
workshop the ‘top five’ ways you supply<br />
chain could fail whilst the cargo and/or<br />
ownership is still in your control. Once<br />
you’ve pin-pointed the top five scenarios<br />
(that may have already happened to<br />
you or to a fellow merchant) then work<br />
out what decisions you’d make in those<br />
situations. Also work out why you’d make<br />
those decisions. This can be impacted by<br />
contractual obligations, quarantine and<br />
inspection permits, insurance, constraints<br />
of letters of credit or requirements to make<br />
certain ETAs for greater supply chain.<br />
Note: Don’t forget that ownership under<br />
the Incoterms is different to ownership as<br />
defined under the ocean (master) bill of<br />
lading and can be different again when it<br />
comes to the definition in relation<br />
to customs.<br />
ISSUE #4:<br />
Are you all speaking the same language?<br />
Aside from actual different languages<br />
spoken across your international supply<br />
chain, are the shorthand and abbreviations<br />
(not to mention acronyms) being used and<br />
understood by all parties in the same way?<br />
Anwswer: Whether you write your<br />
definitions into a contract (giving your<br />
certainty), or you use long hand in all your<br />
correspondence, it is worth periodically<br />
checking you are all speaking the same<br />
language. When you factor in all the<br />
various parties to your transaction - your<br />
ocean carrier, freight forwarder, buyer,<br />
seller, customs broker, haulier, insurer,<br />
broker - there is a lot of opportunity for<br />
information to be lost.<br />
ISSUE #5:<br />
Insurance. Does your insurer (and broker)<br />
truly understand your business and do you<br />
truly understand the scope and limitations<br />
of your policy?<br />
Answer: Make an appointment to sit down<br />
with your broker and/or insurer and work<br />
out in the event of a claim, what is required<br />
of you (the insured) to be able to make<br />
timely claims. There is no point paying for<br />
insurance that doesn’t provide coverage<br />
when the fires start burning.<br />
Many thanks to Vanessa Rice (NTI) and Brodie<br />
Collins (Mondiale) for their contribution to this<br />
article via panel input.<br />
SPATE OF FIRES<br />
RAISES QUESTIONS<br />
The international shipping<br />
community and insurers are wrestling<br />
with an unusually high number of<br />
fires aboard vessels at sea - four in<br />
the past four months. The fires have<br />
damaged several big cargo ships, cost<br />
companies millions and taken the<br />
lives of a number of seafarers.<br />
The latest fire occurred on the<br />
Grimaldi Lines-operated Grande<br />
America, on March 10. The container<br />
and automobile carrier caught fire<br />
in the Bay of Biscay off the coast<br />
of France and sank two days later,<br />
carrying more than 2,000 cars with it.<br />
Grande America was carrying 365<br />
containers of which 45 contained<br />
materials deemed to be hazardous<br />
including 10 tonnes of hydrochloric<br />
acid and 70 tonnes of sulfuric acid.<br />
Another blaze occurred on board<br />
the post-Panamax container vessel<br />
E.R. Kobe (5,700 TEU) on its way<br />
from Vietnam to China, when three<br />
containers on deck loaded with<br />
charcoal caught fire.<br />
Although some are putting it down<br />
to coincidence, others have raised<br />
questions about the number of fires<br />
and the safe handling of the large<br />
quantities of goods that move on<br />
increasingly big ocean-going vessels.<br />
After the fire on board the Maersk<br />
Honam in 2018, Maersk changed its<br />
guidelines to improve the stowage of<br />
dangerous goods.<br />
Transport and logistics insurer<br />
TT Club estimates that a major<br />
containership fire at sea occurs, on<br />
average, every 60 days. And, of the<br />
60 million packed containers moved<br />
each year, 10%, or 6m, are declared<br />
as dangerous goods. The TT Club<br />
says, “information from published<br />
government inspections suggests<br />
that 20% of these are poorly packed<br />
or incorrectly identified, translating<br />
into 1.3m potentially unstable DG<br />
containers travelling around the<br />
world each year”.<br />
Across the intermodal spectrum,<br />
some 66% of incidents related to<br />
cargo damage “can be attributed to<br />
poor practice in the overall packing<br />
process”, according to the TT Club.<br />
It says that poor practice is not<br />
just in securing cargo but also in<br />
cargo identification, declaration,<br />
documentation and effective data<br />
transfer, which costs insurers more<br />
than $500m annually.<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 57
WORKPLACE LAW<br />
Labor’s election platform and<br />
plans for the Fair Work Act<br />
A change of government at the next federal election is likely to result in considerable<br />
changes to the industrial relations landscape, writes Chris Gianatti<br />
IF SUCCESSFUL AT THE NEXT<br />
federal election, the Australian Labor Party<br />
has proposed several changes to the Fair<br />
Work Act (refer to boxed out section). If the<br />
proposals successfully pass the Senate, this<br />
will change the industrial relations landscape<br />
dramatically, back to a pre-1993 era.<br />
Taken in combination, these proposals<br />
would significantly re-regulate the<br />
workplace in a way that will, I argue,<br />
entirely defeat any capacity to compete on<br />
the basis of cost arising from anything to<br />
do with labour.<br />
Modern award conditions and minimum<br />
wages rates apply to all participants in an<br />
industry. To have an enterprise agreement,<br />
then the agreement must provide that all<br />
employees are better off compared to the<br />
Award. If you wish to resist pay rises under<br />
enterprise agreements, protected action<br />
will be simpler to obtain by employees to<br />
compel you to give a pay rise or improved<br />
conditions.<br />
Once an agreement is made, then it will<br />
never be allowed to go backwards and will<br />
always be just the new base platform for<br />
further increases. If you don’t agree to an<br />
“agreement”, the Fair Work Commission<br />
will have more power to arbitrate the<br />
agreement for you. If you wish to start<br />
a new enterprise and go directly to new<br />
employees for a new enterprise agreement,<br />
this will be seen as a “sham” and you will<br />
have to go to a union to get a “greenfields”<br />
agreement. If you wish to outsource or get<br />
labour hire, then transfer of business rules<br />
Chris Gianatti, director, KHQ Lawyers<br />
THE ALP’S KEY PROPOSALS<br />
NATIONAL EMPLOYMENT<br />
STANDARDS<br />
• A new definition of “casual”<br />
employment to ensure that casual<br />
work is strictly unpredictable and<br />
intermittent only.<br />
• Standardisation of long service leave<br />
entitlements.<br />
• A ban on pay confidentiality clauses<br />
in employees’ contracts.<br />
MODERN AWARDS/ANNUAL<br />
WAGE REVIEW<br />
• Restoration of, and protection<br />
against, further changes to penalty<br />
rates.<br />
• A greater emphasis on the needs<br />
of the low paid in the setting of<br />
minimum wages. (NB: A formal “living<br />
wage” policy has not been set out,<br />
but the ALP has made some noises in<br />
that direction).<br />
ENTERPRISE AGREEMENTS<br />
• Strengthened requirements for good<br />
faith bargaining.<br />
• Industry-level bargaining to be<br />
permitted in at least low-paid sectors.<br />
• A prohibition on employees going<br />
backwards via the termination of<br />
enterprise agreements.<br />
• A ban on “sham” agreements – eg.<br />
agreements made with three or four<br />
employees.<br />
INDUSTRIAL ACTION<br />
• Simplification of the procedural<br />
requirements to take protected<br />
industrial action.<br />
• Query whether the Fair Work<br />
Commission will be given new<br />
discretion(s) as to whether<br />
unprotected action should be<br />
ordered to stop and/or whether an<br />
employer can sue a union in tort for<br />
causing unprotected action.<br />
OTHER<br />
• Abolition of the Australian Building<br />
and Construction Commission and<br />
repeal of the Building Code 2016.<br />
• Likely restoration of the Road Safety<br />
Tribunal.<br />
• Strengthened provisions against<br />
sham contracting.<br />
• Greater powers for the Fair Work<br />
Commission to be able to arbitrate<br />
(rather than just conciliate) disputes.<br />
will ensure that your enterprise agreement<br />
goes across to the outsourced provider. The<br />
outsourced provider will also need to be<br />
licensed and forever be at the mercy of the<br />
licensing body. If you try to go offshore, you<br />
will have to satisfy the government that<br />
you have done local labour market testing<br />
first. If you try to close the doors, this<br />
could be a breach of general protections for<br />
taking adverse action against the employees<br />
because they were simply exercising their<br />
workplace right to be in a union and<br />
seek pay rises. A court can then issue an<br />
injunction against your business to prevent<br />
it terminating the employment of any<br />
employees.<br />
WAIT AND SEE<br />
Until we know the timing and outcome of<br />
election, it certainly pays to review your<br />
enterprise agreement portfolio. Continue<br />
to review your arrangements with your<br />
casual employees in light of “Skene’s<br />
Case” last year and the further expected<br />
changes from the ALP. Also stay close to<br />
your employees with the things that are<br />
important to them.<br />
58 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
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INDUSTRY ANALYTICS<br />
Fatal heavy truck accidents<br />
on the decline<br />
Fatal accidents involving heavy trucks have decreased,<br />
but more research is needed to prevent numbers from plateauing<br />
FATAL CRASHES INVOLVING HEAVY<br />
trucks decreased by 20.5% in the 2018<br />
calendar year, compared with 2017, from<br />
171 crashes to 136 crashes.<br />
The quarterly bulletin on fatal heavy<br />
vehicle crashes in Australia published by<br />
the Bureau of Infrastructure, Transport and<br />
Regional Economics also revealed that fatal<br />
crashes involving heavy trucks decreased by<br />
an average of 6.1% per year over the three<br />
years to December 2018.<br />
Over the 2018 calendar year 154 people<br />
died from fatal crashes involving heavy<br />
trucks, including 89 deaths from 78<br />
crashes involving articulated trucks, 74<br />
deaths from 65 crashes involving heavy<br />
rigid trucks and nine deaths from seven<br />
crashes involving both a heavy rigid truck<br />
and an articulated truck.<br />
Taking a closer look at the data, we<br />
find it reveals fatal crashes involving<br />
articulated trucks decreased by 15.2% in<br />
2018 (compared with 2017) from 92 to<br />
78 crashes, and decreased an average of<br />
7.8% per year over the three years to the<br />
end of 2018.<br />
And fatal crashes involving heavy rigid<br />
trucks decreased by 26.1% in 2018 from<br />
88 to 65 crashes, but decreased an average<br />
of just 1.5% per year over the three years<br />
to December 2018. Over the past 10 years,<br />
fatal crashes involving heavy rigid trucks<br />
showed no regular trend either up or down,<br />
with an average increase of 1% per year<br />
since 2009.<br />
WHERE TO GO FROM HERE<br />
The National Road Transport Association<br />
noted the numbers released in the BITRE<br />
report, but the industry association said<br />
more detailed research was needed to help<br />
decrease heavy-vehicle road deaths further.<br />
NatRoad president Allan Thornley said<br />
the overall trend is in the right direction,<br />
but there is a need to better understand<br />
why improvements in the fatality rate for<br />
rigid trucks is plateauing, decreasing 1.5%<br />
per year over the past three years.<br />
“The path to a better road safety<br />
outcome is paved by evidence-based<br />
research so we need to know a lot more<br />
about the causes of heavy vehicle fatal<br />
crashes,” he said.<br />
“The government has underway a review<br />
of who should be responsible for road safety<br />
in Australia. That is a step we applaud.<br />
Mr Thornley said government must<br />
invest in research and data collection that<br />
would help the heavy vehicle industry to<br />
better understand the fatality rate and<br />
what is behind it.<br />
“Government agencies across Australia<br />
must make a commitment to the more<br />
effective collection of and easier access<br />
to information provided by accident<br />
investigations,” he said.<br />
Measures which will help the community achieve<br />
fewer road fatalities must be introduced and they<br />
must be based on proper analysis and a deeper<br />
understanding of what is behind the trends the recent<br />
statistics highlight.<br />
Allan Thornley, NatRoad president<br />
AMPG<br />
60 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
QLD<br />
CRASHES INVOLVING<br />
ALL HEAVY TRUCKS<br />
SA<br />
VIC<br />
WA<br />
TAS<br />
NSW<br />
ACT<br />
NT<br />
BY STATE &<br />
TERRITORY, 2018<br />
“At the same time greater scrutiny of the<br />
causes of those accidents is needed, as well<br />
as education of light vehicle drivers who<br />
are at fault in more than 80% of fatalities<br />
involving a heavy vehicle. A government<br />
agency such as the Australian Transport<br />
Safety Bureau or a newly created road safety<br />
body should be given power to promptly and<br />
fully investigate serious truck accidents.”<br />
FATALITIES IN CRASHES INVOLVING HEAVY TRUCKS BY CALENDAR YEAR<br />
200<br />
Articulated truck invovled<br />
Heavy rigid truck involved<br />
150<br />
100<br />
Source: BITRE<br />
MORE SHARING NEEDED<br />
Mr Thornley said there is a need to share<br />
the results and recommendations publicly<br />
so all industry participants can take the<br />
appropriate action to reduce the road toll.<br />
“That role should also encompass better<br />
research on trends and causal factors.<br />
Currently both data and research are<br />
inadequate to formulate benchmarks for<br />
heavy vehicle incidents. That must change<br />
and a government agency that is created or<br />
re-structured must take on that task.”<br />
“NatRoad has a deep commitment to<br />
improving road safety,” Mr Thornley said.<br />
“Measures which will help the<br />
community achieve fewer road fatalities<br />
must be introduced and they must be<br />
based on proper analysis and a deeper<br />
understanding of what is behind the trends<br />
the recent statistics highlight.”<br />
50<br />
FATAL CRASHES INVOLVING HEAVY TRUCKS BY CALENDAR YEAR<br />
150<br />
120<br />
90<br />
60<br />
0<br />
2018<br />
2017<br />
2016<br />
2015<br />
2014<br />
2013<br />
2012<br />
2011<br />
2010<br />
2009<br />
Articulated truck invovled<br />
Heavy rigid truck involved<br />
2018<br />
2017<br />
2016<br />
2015<br />
2014<br />
2013<br />
2012<br />
2011<br />
2010<br />
2009<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 61
OUT & ABOUT<br />
Opposition leader Bill Shorten (left) and<br />
Toll Group chairman John Mullen<br />
Crowds flock to naming<br />
ceremony for Victorian Reliance II<br />
Victorian Reliance II and sister vessel Tasmanian Achiever II are part of Toll Group’s<br />
investment in Bass Strait shipping<br />
BRIGHT SUNSHINE GREETED GUESTS AND VIPS WHO<br />
flocked to Webb Dock for the official naming ceremony of new Toll<br />
Group ship, Victorian Reliance II.<br />
Indigenous elder Aunty Caroline gave a welcome to country<br />
address before the presentation continued with addresses by<br />
Opposition leader Bill Shorten, Japanese vice minister for foreign<br />
affairs Norikazu Suzuki and Maritime Union national secretary<br />
Paddy Crumlin, among others.<br />
The ritual of cutting a rope to smash a bottle of champagne<br />
against the ship was performed by lady sponsor Jacqui Mullen<br />
(whose spouse is Toll Group chair John Mullen), ably assisted<br />
by junior sponsor 11-year-old Lexi Rietveld from cancer charity<br />
Challenge.<br />
Ship’s master Captain Christopher D’Sousa later gave VIPs a<br />
guided tour of the new ship.<br />
A musical backdrop to proceedings was provided by the Darebin<br />
City Brass Band.<br />
Captain Christopher D’Sousa<br />
explains the workings of the<br />
ship to Bill Shorten<br />
Toll Group; David Sexton<br />
62 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
Enjoying the opening ceremony<br />
Labor infrastructure spokesman<br />
Anthony Albanese with<br />
MIAL chief executive Teresa Lloyd<br />
On a hot day, it paid to wear sunglasses<br />
Lady sponsor Jacqui Mullen<br />
with junior sponsor Lexi Rietveld<br />
Enjoying a maritime experience<br />
The Victorian Reliance II at Webb Dock<br />
thedcn.com.au <strong>April</strong> <strong>2019</strong> 63
MISSION TO SEAFARERS<br />
Operation Cruise<br />
Terminal success<br />
Overseas Passenger Terminal, Sydney<br />
Reverend Un Tay explains efforts to ensure that<br />
cruise line mariners are able to access services<br />
provided to other sailors<br />
THIS YEAR STARTED ON A HIGH<br />
seafarers struggle with isolation, loneliness,<br />
note. It is exciting to see a record number<br />
depression and mental health issues. At our<br />
of seafarers from cruise vessels visiting<br />
Mission Centre, we provide a sanctuary of<br />
out Mission. Since our Mission moved to<br />
hope for those struggling with personal or<br />
Hickson Road in 2013, I was quite puzzled<br />
work related issues and our compassionate<br />
as to why so few seafarers from cruise<br />
chaplains provide pastoral care on personal<br />
vessels visited our centre. I have been<br />
and confidential matters. We also visit<br />
berth overnight. The seafarers on board<br />
visiting the crew on board various cruise<br />
seafarers in hospital.<br />
have no means of travelling to the city or<br />
vessels each year but not more than 10<br />
A happy seafarer is a productive seafarer.<br />
visiting the Mission. Therefore we are ready<br />
seafarers visited the Mission each season.<br />
Understanding the needs of seafarers is<br />
to help them out by transporting them to<br />
During this cruise season, and after<br />
vital. Knowing that, we allow seafarers to<br />
the Mission and allowing them to visit the<br />
much consultation and deliberation, we<br />
use our Mission address where their internet<br />
beautiful city of Sydney.<br />
decided to launch Operation Cruise Terminal<br />
orders can be delivered. But they have to<br />
We will request permission from relevant<br />
on 29 October 2018. Our main objective<br />
pick up their parcels personally from our<br />
authorities to set up a facilitating station there<br />
was to inform and raise awareness among<br />
Mission. We have since had more than 100<br />
to disseminate information regarding Sydney<br />
seafarers working on board cruise vessels -<br />
parcels delivered this season, some are small<br />
Mission to Seafarers. We need volunteers to<br />
who we are, where we are and what services<br />
and some are big - really big.<br />
partner with us in this initiative. If you are<br />
we offer to assist them.<br />
We believe Operation Cruise Terminal<br />
available, contact us at (02) 92413009 or<br />
can reasonably be called a success. Since<br />
email us at Mission to Seafarers Enquiries<br />
CARE FOR MARINERS<br />
launching, we have had more than 150<br />
- enquiries@missiontoseafarers.org.au<br />
Our chaplains, staff and volunteers provide<br />
seafarers visit the Mission. From experience<br />
Alternatively, please visit our Facebook at<br />
excellent care for seafarers around the<br />
90% of seafarers on board cruise vessels<br />
Mission to Seafarers - Sydney.<br />
world with compassion. At our Mission, we<br />
have not heard of Mission to Seafarers,<br />
If you are a seafarer yourself or are a<br />
offer an atmosphere of a home away from<br />
the other 10% who have do not know<br />
company connected with the shipping<br />
home where mariners can come to relax<br />
our location. We can proudly say that we<br />
industry, I would like to inform you that<br />
and call their family members back home.<br />
have increased awareness of the Mission<br />
International Seafarers’ Welfare and<br />
We also provide a place of hospitality, by<br />
among the seafarers via our presence at<br />
Assistance Network (ISWAN) are seeking<br />
providing free internet and Wi-Fi services;<br />
the Overseas Passenger Terminal and by<br />
nominees for the Best Welfare Centre and<br />
listening to news updates in their own<br />
visiting them on board the vessels.<br />
Best Welfare Personality of the Year awards.<br />
language; changing foreign currencies<br />
Seafarers can nominate their welfare<br />
or remitting wages to family members;<br />
while enjoying a free cup of coffee or hot<br />
chocolate. We too sell discounted tickets to<br />
places of interest such as Sydney Aquarium,<br />
Madame Tussauds Wax Museum, Wild Life<br />
Park and Sydney Tower Eye.<br />
Due to long contracts and stressful<br />
working conditions on board vessels,<br />
THE SEASON AHEAD<br />
The next cruise season starts in September/<br />
October <strong>2019</strong>. We will continue our<br />
Operation Cruise Terminal 2 at OPT. In the<br />
meantime, we are planning a new initiative<br />
called, Operation White Bay Cruise Terminal.<br />
There are many cruise vessels visiting<br />
White Bay Cruise Terminal and many that<br />
heroes at www.seafarerswelfareawards.<br />
org/nominate. People and organisations<br />
involved with seafarers’ welfare can also<br />
nominate for the two Dr Dierk Lindemann<br />
Welfare Personality of the Year awards. If you<br />
think we are worthy of such an award, we’d<br />
be grateful if you could go to the website<br />
and nominate us.<br />
Mission to Seafarers; Aiyoshi597<br />
64 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
WINNER
The grill<br />
Tom Holyman, vice-president, Oceania at Kalmar,<br />
talks about his new job, Tasmania and his love of rugby<br />
How have you enjoyed your recent<br />
move from ANL to Kalmar?<br />
I am enjoying not only the change in<br />
company, but also the more significant<br />
change into a different industry sector.<br />
It has been, thus far a refreshing change.<br />
Some say a change is as good as a holiday.<br />
Although it could be argued that Kalmar<br />
is an OEM supplying (predominantly)<br />
the ports, stevedoring companies and<br />
intermodal container handling entities,<br />
this business is nevertheless a number of<br />
steps removed from the container shipping<br />
businesses in which I had worked for almost<br />
34 years. Kalmar is a part of a Finnish<br />
company, so I am coming up to speed on<br />
Finnish culture and business practices.<br />
So how did you first get into shipping?<br />
I am the fifth generation of my family<br />
to be involved in the shipping business. I<br />
guess I just followed my natural instincts<br />
into shipping. My great-great-grandfather,<br />
William, was a mariner who immigrated<br />
to Australia from Barton-Upon-Humber in<br />
England and established a shipping business<br />
on the north-west coast of Tasmania<br />
in the late 1850s. The company grew<br />
through subsequent generations of family<br />
involvement, from a Tasmanian coastal<br />
shipping operation to offering services<br />
across Bass Strait (the White Star Line).<br />
Later, there was diversification into landbased<br />
transport, domestic and international<br />
freight forwarding, property ownership<br />
and management of some islands in Bass<br />
Strait (including Robbins Island), as well<br />
as founding one of Australia’s first airlines<br />
– which later became a partnership called<br />
Australian National Airways (ANA) and<br />
eventually, Ansett Airlines. Eventually in<br />
the late 1970s, the shipping and logistics<br />
business known as William Holyman &<br />
Sons was sold to TNT. Despite this change<br />
in ownership, the family name (and family<br />
management of the business) was retained<br />
and it was this company that I first joined in<br />
the late 1980s. It was a great grounding in<br />
the shipping, logistics and ports industries.<br />
Where did you grow up?<br />
After my first eight months living on a ship<br />
at South Wharf in Melbourne, my parents<br />
returned to Launceston, where I grew up.<br />
Launceston was a safe, family-friendly<br />
environment, with great schools and lots<br />
of opportunities. It was safe for children,<br />
whether out on the streets playing or<br />
catching public transport, and our family<br />
holidays were generally spent in Tasmania,<br />
whether on my grandfather’s farm, at the<br />
beach, or – memorably – in my father’s<br />
home-built “recreational vehicle” (a<br />
converted Ansett Airlines truck). Later my<br />
family built a “shack” at the Great Lake in<br />
the central Tasmanian highlands.<br />
I was (and still am!) completely sportsmad<br />
while growing up, so I spent every<br />
moment I could playing whatever was<br />
going – football (Australian rules), cricket,<br />
basketball, swimming, tennis, athletics<br />
and even golf.<br />
How did you become a rugby referee?<br />
I never participated in rugby as a player<br />
(except for one game at university for my<br />
college, as there weren’t enough rugby<br />
players in the college to make up a full<br />
team). However, I loved the game I played<br />
and thereafter took an active interest in<br />
rugby, including during the three years we<br />
spent living in Japan in the early 1990s<br />
where the sport was probably third in<br />
popularity behind sumo and baseball.<br />
In 2004, ANL sent us to London for<br />
three years (we stayed for eight) and I said<br />
to my three sons that if they wanted to<br />
play Australian rules when they returned<br />
to Australia, they should not play soccer<br />
but rather rugby as the skills are more<br />
easily transferred. They did, and through<br />
stepping forward when perhaps I should<br />
have stepped back, I volunteered to<br />
become the referee for my youngest son’s<br />
team at Woodford Rugby Club in northeast<br />
London. This necessitated doing the<br />
referees’ course run by the Rugby Football<br />
Union (England), sitting exams and then<br />
starting to referee on the pitch. Much to<br />
my surprise I absolutely loved it. I am now<br />
a part of the Victorian Rugby Referees<br />
Association and was recently elected to my<br />
second term as association president.<br />
Some of the key attributes of a referees’<br />
performance are skills and characteristics<br />
which are directly transferable to the<br />
work environment, including empathy;<br />
clear and decisive communication; quick<br />
decision-making; teamwork and leadership<br />
(where there is a team including assistant<br />
referees); and – where necessary – executing<br />
disciplinary measures.<br />
As with all sports officials, being a<br />
referee/umpire also helps you deal with<br />
criticism and develop a thicker skin. Of<br />
course it helps that in rugby union there<br />
is a culture developed from a young age<br />
that referees are (largely) sacrosanct. It is<br />
reflective of this culture that referees on<br />
the pitch are only referred to as “Sir”, not<br />
only by the players, but also by coaches,<br />
managers and – sometimes – spectators.<br />
This led to my favourite sledge by a<br />
spectator, who yelled at me from beyond<br />
the touchline after a decision: “For f--k<br />
sake, Sir!”. I even chuckled at that one.<br />
ANL<br />
66 <strong>April</strong> <strong>2019</strong><br />
thedcn.com.au
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