DCN May Edition 2019

First published in 1891
May 2019
thedcn.com.au
The voice of Australian shipping & maritime logistics
Charting
a steady
course
Global drivers support
breakbulk and project
cargo recovery
8 Election 2019: both
sides have their say
26 QLD ports investing
in greater capacity
56 Australia’s trade
agenda post-election

XXXXXX
Contents
26
34
FEATURES
26 Queensland
A look at how QLD ports are investing in a future with bigger ships
34
42
48
Breakbulk & project cargo
The global recovery in breakbulk and project cargo set to continue
Container shipping & logistics
Intermodal facilities becoming increasingly vital to supply chains
Tugs & towage
Exploring the “new order” of the tug boat industry in Australia
COLUMNS
42
48
8 Election 2019
Michael McCormack and
Anthony Albanese have their say
16 Freight & Trade Alliance
Measures to control the BMSB
18 Maritime Industry Aust.
Angela Gillham examines the
trend towards cleaner fuels
20 Women in maritime
A profile of Natalie Godward
22 Election 2019
Industry group leaders outline
priorities for next government
54 Maritime law
Update on autonomous shipping
56 Trade law
Our trade agenda post-election
58 The forwarder
AFIF explains the finer details of
new air cargo security regime
60 Industry profile
Allied Seafreight hits milestone
62 Out & about
MSC marks 30 years of operation
64 Port sustainability
Lessons from the port
sustainability forum in Geneva
66 The grill
Jackie Spiteri’s journey from
Wales to the Port of Newcastlei
4 May 2019
thedcn.com.au

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First published in 1891
May 2019
thedcn.com.au
EDITORIAL
ISSUE NUMBER 1246 May 2019
From the editor
By the time many of you read this, Australia will be less than two
weeks from the end of a bruising federal election campaign. A week
is a long time in politics but it still seems the likely outcome will be
a change of government.
Logistics and trade have featured in the campaign without being
a central theme, Labor’s Inland Rail inquiry pledge being the most
newsworthy development.
The Coalition has emphasised investment in regional freight
infrastructure (perhaps a nod to the National Party).
Labor, meanwhile, has made the case for revitalising Australian
shipping and the Australian shipping sector. Recent history suggests
the ALP will have its work cut out. But given the 2012 shipping laws
brought in by then federal Minister for Infrastructure Anthony
Albanese remain in place, a Labor federal government would have
reason for believing it could progress its agenda.
On the macro level, the logistics sector needs economic growth,
something no longer to be taken for granted in a volatile world. The
next federal government will need to be nimble on its feet on the
world stage, with Trump and Brexit having turned the free trade
narrative on its head.
Australians want stability. We used to chortle about short-term
and volatile administrations - but no longer. Both governments and
oppositions at federal level have been riven with infighting for the
past decade and coherent policy development has been problematic.
This country and the logistics sector require better of their leaders.
David Sexton
Editor, Daily Cargo News
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thedcn.com.au
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The voice of Australian shipping & maritime logistics
Charting
a steady
course
Global drivers support
breakbulk and project
cargo recovery
8 Election 2019: both
sides have their say
26 QLD ports investing
in greater capacity
56 Australia’s trade
agenda post-election
DCN0519_Cover.in d 1 26-Apr-19 10:34:34 AM
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6 May 2019
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ELECTION 2019
Australia votes
With the federal election weeks away, Deputy Prime
Minister and infrastructure minister Michael McCormack
(Nationals) and Labor infrastructure spokesman
Anthony Albanese pitch for the logistics vote
AN AGE OF INFRASTRUCTURE
MICHAEL MCCORMACK
The 2019 budget showed that the Liberals
and Nationals in government are the team
of strong economic management. We are
bringing the budget back into surplus, there
are further tax cuts and we have increased
our already significant infrastructure
investment to $100bn over the next decade.
This is what I call the age of infrastructure.
This investment includes additional funding
for important programs to better connect
the regions and improve regional road safety.
It is yet another sign of our commitment
to regional Australia being stronger than
ever. As the leader of The Nationals, I know
that when the regions are strong so too is our
nation. So much of the wealth and economic
opportunity of Australia is in the regions.
So that’s why our budget is unashamedly a
budget for the bush. Our strong economic
management allows us to invest in projects
with a regional focus, such as regional
freight. By backing country and coastal
communities, we have a focus on helping
build even more liveable, economically
competitive and sustainable regions, and
we’re willing to back this focus with dollars.
STRATEGIC ROADS
For example, we are expanding successful
programs such as our Roads of Strategic
Importance initiative, taking our
investment from $3.5bn to $4.5bn.
Funds will be spent on improving access
to regional and interstate highways and
in doing so connect regions and their
businesses to cities, ports, and new
market opportunities both locally and
internationally. This includes investing
$510m toward road upgrades along the
Toowoomba to Seymour Corridor.
Safe and reliable infrastructure is a
critical foundation to any region’s success,
and forms the building blocks from which
a region can grow its local economy and
form connections with other parts of
Australia. That’s why every council in
the country is getting an additional 25%
for its local roads under the Roads to
Recovery Program. Infrastructure upgrades
such as those made through the Roads of
Strategic Importance initiative deliver not
only faster transportation for regional
business, but also support for industries
and communities critical for freight and
tourism and local councils will get the
support they need to maintain local roads.
GETTING HOME SAFELY
The Liberal and Nationals’ government is
determined to improve the safety of people
on our roads. We want to help you get
home sooner and safer no matter where
Michael McCormack, Deputy Prime Minister
and minister for infrastructure and transport
you live. So we are investing $2.2bn in our
new Local and State Government Road
Safety Package. This includes the boost to
councils I mentioned and a further $550m
for the Black Spot Program to target and
upgrade dangerous sections of road. This
new investment has also seen a further
$275m for both the Bridges Renewal
Program and the Heavy Vehicle Safety and
Productivity Program, which will upgrade
or replace our bridges, rest areas, increase
road capacity, and fund technology trials,
all of which improve heavy vehicle safety
and productivity.
The Liberals and Nationals are also
providing $8m of grant funding to the
National Heavy Vehicle Regulator to
streamline the approval process for road
access by heavy vehicles such as farming
and construction machinery.
Nils Versemann; Image supplied
8 May 2019
thedcn.com.au

Ian Ackerman
FIXING ROADS
High-risk areas on our roads – such as
narrow stretches, low-capacity bridges,
and areas with deteriorating bitumen –
damage the efficiency and capacity of our
freight network to extend as far as it has
the potential to do. Unless governments
invest in maintaining and upgrading
regional roads, connectivity between the
regions will be compromised and everyday
individuals and families living in the
regions will have that much more trouble
getting from A to B. That’s an issue that
has long needed addressing – and under our
government, it’s being addressed right now,
all over Australia.
With Australia’s freight task expected to
nearly double, we need forward-thinking
governments to focus on improving
efficiency, particularly throughout regional
Australia, to better connect our cities and
their populations with the regions and each
other. All of this is and will be achieved
without increasing taxes.
A PLAN IN PLACE
We have a plan in place to deliver for
Australia’s future, the Liberals and
Nationals are doing just that. Through our
strong economic management and getting
the budget back in the black, we have
ensured that Australia can afford to do so.
VISION KEY TO EFFICIENT TRANSPORT
SYSTEM
ANTHONY ALBANESE
If you look at the most successful leaders
in Australian and world history, there’s a
common factor in their success – vision.
Vision is about imagining a better future
and taking the steps now that are required
to achieve it. It’s about taking decisions
which establish building blocks for future
prosperity, even if they don’t provide an
immediate political benefit. This approach
will be at the heart of the infrastructure
policies the Labor Party will take to the
election.
Like Bob Hawke and Paul Keating with
their economic reforms of the 1980s and
1990s, a Labor Government would focus
on the long game. Governments need to
stop making short-term decisions and
ensure that decisions lay the foundations
for future growth, beginning with basing
those decisions upon evidence. In 2008,
the former Labor Government established
Infrastructure Australia to provide
independent, evidence-based advice to
the government about infrastructure
policy and projects. The organisation
was designed to produce a pipeline of
properly assessed projects capable of being
embraced by both sides of politics on the
basis of demonstrated merit. We wanted
to break the nexus between the shortterm
political cycle and the long-term
investment cycle.
But upon coming to government, the
Coalition immediately cancelled a series
of Infrastructure Australia-backed projects
aimed at reducing traffic congestion and
improving the movement of freight within
and between our big cities. The next Labor
Government would return to an approach
where we fund projects on the basis of
their potential to drive economic growth,
rather than their political utility. The
former Labor Government also worked
with Infrastructure Australia to improve
transport planning, which led to IA
producing Australia’s first-ever National
Ports Strategy and the National Land
Freight Strategy. This meant that when the
current government took office, it had at
its disposal a blueprint for a more efficient
transport and logistics system. But instead
of grabbing the ball and running with it,
the Coalition did nothing until 2016, when
it began preparing its National Freight and
Supply Chain Strategy, due for completion
later this year.
TIME FOR ACTION
The logistics sector does not need more
plans. It needs more investment in our
roads and rail lines, as well as public
transport in cities to reduce traffic
congestion and allow for faster movement
of road freight. For nearly six years, the
Coalition government has overseen a
reduction in infrastructure investment.
Prior to delivery of the 2019-20 budget,
annual Federal infrastructure funding was
on a downward trajectory. While this year’s
budget finally did include the promise of
“new’’ spending, the bulk of the spending
is not scheduled to appear until years into
the future. Indeed, the Coalition would
need to be re-elected twice more before
the promised extra investment appeared.
For example, of new investment promised
for New South Wales, just 4% will flow
over the next four years. The budget was
a political document designed to get the
Coalition re-elected, not a blueprint for a
more productive economy.
Anthony Albanese, shadow minister for
infrastructure, transport, cities and regional
development
INFRASTRUCTURE INVESTMENT
Australia needs to increase infrastructure
investment now, not four years from now.
And that would be a priority of an incoming
Shorten Labor Government, particularly
when it comes to rail. We must work to
capitalise on rail’s existing advantages by
ensuring our rail infrastructure is up to
the task. In this area, the former Labor
Government got the ball rolling. We
invested heavily in separating passenger and
freight lines to Sydney’s north and south.
We rebuilt one third of the interstate rail
network. We kicked off work on Moorebank
Intermodal Terminal. We also allocated
funding to duplicate the Port Botany Line
– another investment cancelled by the
incoming Coalition Government, but later
revived when they realised their mistake.
INLAND RAIL
When it comes to Inland Rail, Labor
supports this project. However, I remain
sceptical about the current government’s
financing model. The use of an equity
investment in the Australian Rail Track
Corporation to fund Inland Rail is
based on the Government’s assertion
that the project will somehow stack up
on a purely commercial basis. This fact
was recognised by former Deputy Prime
Minister John Anderson’s 2015 Inland Rail
Implementation Study, which found that
the project’s revenues would not cover its
capital cost in its first 50 years. Inland Rail
is a visionary project. It is critical that we
get the planning right.
thedcn.com.au May 2019 9

News in brief
Full details at thedcn.com.au
BIGGER SHIPS
ABLE TO CALL AT
LYTTELTON
A project to expand the Lyttelton
shipping channel is finished, ensuring
the harbour is prepared for a future
with larger vessels.
But the amount of dredging
required was said to have been
reduced due to the use of dynamic
under keel clearance technology,
maximising the accuracy of shipping
draft calculations.
Lyttelton Port Corporation chief
executive Peter Davie said the new
system would improve the safety of
all commercial shipping movements.
“Container ships have doubled in
size over the last 10 years and the
trend toward bigger ships continues,”
Mr Davie said.
“We have enlarged the existing
shipping channel to provide access to
larger ships and support Lyttelton’s
future as the South Island’s major
international trade gateway.”
The container terminal’s maximum
draught is now 13.3 metres at Cashin
Quay 2 and 3 East.
Mr Davie said one of the biggest
improvements was in terms of
visibility.
The old main channel leading light
was in the hills above Governors
Bay, but the new sector light is 6km
closer to the end of the channel and
is expected to be more visible during
misty and drizzly conditions.
The DUKC program links to
portable pilot units, to calculate and
continuously monitor the under keel
clearance of large draught vessels as
they move through the channel.
There is a weather buoy and
further sensors in the harbour to
analyse swell and wind information
to provide a “tidal window” for each
vessel.
One of the new autostraddles to be used by Patrick
Patrick invests in new straddle carriers
Waterfront technology provider Kalmar
is set to supply 12 diesel-electric straddle
carriers to Patrick Terminals over the year
to come.
The order, which comprises eight
automated Kalmar AutoStrad units and four
manually operated Kalmar straddle carriers,
was booked in the 2019 first quarter intake
with parent company Cargotec.
Delivery of the machines is set for the
Michael Jovicic indicated the deal cemented
an ongoing relationship.
“We’ve been relying on Kalmar’s
innovative, reliable straddle carrier
solutions to keep our automated and
manual operations running safely and
efficiently for many years,” Mr Jovicic said.
“When it came to considering our
options for renewing our straddle carrier
fleet, it was a straightforward decision to
second quarter of 2020.
continue our long-standing collaboration.”
Patrick operates terminals at Fisherman
Kalmar senior vice president automation
Island in Brisbane, Port Botany in Sydney,
and projects Tero Kokko said the company
East Swanson in Melbourne and at
had “developed a highly successful
Fremantle in Western Australia.
partnership with Patrick Terminals over the
Four of the AutoStrads are to operate
years, with our straddle carrier solutions
at Brisbane and four at Sydney, while the
forming the backbone of the fleet at their
manual straddle carriers are set to ply their
terminals”.
trade at Melbourne.
“We have come a long way since the
The new machines are part of Patrick
first ever commercial operation of the
Terminals’ fleet renewal program and are
Kalmar AutoStrad at the company’s
to join the company’s current fleet of more
Brisbane terminal, and we are delighted to
than 120 Kalmar straddles.
continue the story with this new order,”
Patrick Terminals chief executive
Mr Kokko said.
Kalmar
10 May 2019
thedcn.com.au

NEWS IN BRIEF
K Line’s new ro-ro
arrives down under
Japanese carrier K-Line’s new ro-ro ship,
Niagara Highway V1 (IMO 9832638), recently
made its maiden voyage around Australia.
This followed its recent delivery from
Imabari Shipbuilding Co in Japan.
The vessel first docked at Townsville
where it received a warm welcome before
leaving for Brisbane.
From Brisbane it sailed south to Port
Kembla, Melbourne and Adelaide before
returning to Japan.
Port of Townsville acting general
manager business development, David
Sibley said the arrival of the new vessel
demonstrated the global demand on port
infrastructure.
The Niagara Highway
“Globally ships are being built bigger and
better,” Mr Sibley said.
“This resonates with the prediction
of trade volume to treble over the next
30 years.”
Mr Sibley said the channel upgrade
project ensured Townsville remained
northern Australia’s transport link to
the world.
According to K Line, Niagara Highway is
among the company’s new generation large
size pure car carrier vessel to operate on the
Japan–Australia trade.
Flagged in Panama, the vessel has a
beam of 37.2 metres and an overall length
of 200 metres.
Maria James from Port of Townsville presents a plaque
to master of the Niagara Highway, Vincent MM Raj.
GOVERNMENT MAKES
COMMON CAUSE
WITH WHARFIES
OVER WIND PROJECT
A decision by the federal
government to explore the possibility
of a wind farm off the coast of
Gippsland in Victoria received praise
from the Maritime Union.
Energy minister Angus Taylor
recently announced Offshore
Energy Pty Ltd would be allowed to
determine if Australia could be part
of the offshore wind farm sector in
the long term.
“Offshore wind farms could
provide Australia with significant
new investment and employment
possibilities while also contributing to
the stability of the grid and lowering
power prices,” Mr Taylor said.
“Offshore wind is more plentiful and
consistent than onshore wind and
aligns better with energy demand.”
With this licence, OEPL is allowed
to assess wind resources and sea
bed conditions. It has not been given
any rights to develop or operate an
offshore wind farm.
The licence requires OEPL to do
“extensive consultation” with the
community and industry before
undertaking any activities.
MUA deputy national secretary
Will Tracey said the granting of this
exploration license was a “welcome
step towards the construction of
Australia’s first offshore wind farm”.
“This outcome is the result of
months of lobbying by unions
and community groups who have
been highlighting the potential for
an offshore wind sector to create
thousands of quality jobs,” Mr
Tracey said.
“Even the anti-renewable energy
forces within the federal government
have realised the potential of this
project, finally allowing the essential
investigation of sea bed conditions
and wind and wave conditions that
are needed before it can proceed to a
detailed planning stage.”
K-Line; Port of Townsville; Pauljrobinson
12 May 2019
thedcn.com.au

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and customers prosper.
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NEWS IN BRIEF
Stevedores set to axe “likely unfair contract terms”
Stevedores DP World Australia,
Hutchison Ports Australia and Victoria
International Container Terminal agreed
to change contracts with land transport
businesses after the competition regulator
raised concerns they could be unfair.
DPWA and Hutchison had contract
terms allowing a stevedore to vary terms
in agreements without notice, including
fees paid by land transport operators.
DPWA and Hutchison also had terms
limiting their liability for loss or damage
suffered by transport businesses, while
not offering the transport businesses
the same protections.
VICT’s contract had a term requiring
transport businesses to indemnify VICT
for loss or damage, without a reciprocal
obligation.
The DPWA standard agreement also
required the transport businesses
to pay the stevedore’s legal costs
and expenses, in situations where
such payments normally would be
determined in court.
The ACCC says the three stevedores
cooperated with the ACCC investigation.
Hutchison made its commitments in a
court enforceable undertaking and is to
place a corrective notice on its website
as well as run a compliance program.
“Thousands of transport businesses,
which have standard form agreements
with DP World, Hutchison and VICT,
stand to benefit from these changes,”
ACCC commissioner Sarah Court said.
“The handling of containers has a
direct bearing on the cost of goods
in Australia and the competitiveness
of Australian exports, so it is crucial
for businesses and consumers that
the supply chain operates fairly and
efficiently.”
The ACCC began its investigation early
last year following concerns raised about
alleged unfair terms.
The ACCC’s 2018 Container Stevedore
Monitoring Report noted the ACCC
was assessing unfair contract terms
within the industry. The ACCC has now
concluded that assessment.
Shipping registration changes take effect
FOR
SALE
The Australian Maritime Safety Authority has reminded industry
that changes have been made to shipping registration laws,
effective 1 April.
According to AMSA, there are no changes to the way that ships
are registered on the Australian registers unless you do not know
the vessel’s full ownership history.
But if you buy or acquire a vessel and do not know its full
ownership history you must lodge a notice of intention to register a
ship to be published on the AMSA website.
This is a change to the old requirement for a gazette notice to
be submitted to the Federal Register of Legislation. If you have a
claim to a ship for which a notice of intention to register has been
received you can submit objections to an intention to register
to AMSA.
Meanwhile the way you close a registration—for ships not
required to be registered— also has changed. It is now possible
for the owner to apply to close a registration if the Australian
registration is no longer required.
“Previously this application could only be made by the registered
owner,” AMSA stated.
More information can be found by visiting the AMSA website.
INDUSTRY EVENTS
2019 EVENT
23-24 May AFIF 2019 National Conference and Gala Dinner, Melbourne afif.asn.au
26-27 June Ports Business & Operational Conference, Townsville portsaustralia.com.au/news/conference/
business-operations
10-13 September Australasian Coasts & Ports 2019, Hobart coastsandports2019.com.au
8-10 October Pacific 2019 International Maritime Conference, Sydney pacificexpo.com.au
28 October – 1 November AMPI Pilotage & Ports Logistics Conference, Sydney ampi.org.au/AMPI2019
14 November 2019 Australian Shipping & Maritime Industry Awards, Melbourne dcnawards.com.au
To notify DCN of events please email us at editorial@paragonmedia.com.au
DOGMAge
14 May 2019
thedcn.com.au

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INDUSTRY OPINION
Measures to control the brown
marmorated stink bug
A series of enhanced anti-stink bug measures are set to provide added challenges
to industry, writes Andrew Crawford
AS MANY READERS KNOW, THE
response to the brown marmorated stink
bug 2018-2019 season by the Department
of Agriculture and Water Resources
exposed deficiencies in processes. Since the
implementation of the BMSB emergency
measures, FTA members witnessed a
deterioration of service levels across the
department, with key import services such
as bookings and inspections most affected.
A DEFICIENCY SUBMISSION
Based on member feedback, FTA
provided a submission to identify those
deficiencies and provide a clear list of
recommendations and considerations
for the inspector-general of biosecurity.
While many recommendations related
to the department’s staffing levels,
others sought to optimise and expand on
existing initiatives, such as the Approved
Arrangement scheme, the 19.2. Automatic
Entry Processing for Commodities, Cargo
Online Lodgement System and the Highly
Compliant Importer Project. Strong, fair
and consistent compliance is essential to
underpin these systems and arrangements
to allow industry an increased
responsibility to manage biosecurity risks.
STRONG COMPLIANCE RECORD
FTA also advocated that increased
responsibility should be given to those that
have a strong compliance record. We now
know that the upcoming 2019-2020 season
will be expanded to include more target risk
countries. The list of countries includes the
same as 2018/19, however another 23 have
been added. The entire list is as follows:
United States of America, Czech
Republic, France, Canada, Georgia, Russia,
Albania, Germany, Serbia, Andorra,
Greece, Slovakia, Armenia, Hungary,
Slovenia, Austria, Italy, Switzerland,
Azerbaijan, Kosovo, Luxembourg,
Belgium, Liechtenstein, Romania, Bosnia
Andrew Crawford, head of border and
biosecurity, Freight & Trade Alliance
and Herzegovina, Macedonia, Spain,
Bulgaria, Montenegro, Turkey, Croatia,
The Netherlands, Japan (heightened vessel
surveillance will be the measure applied).
UPDATE ON BIOSECURITY LEVY
It now has been confirmed that the start date of the
contentious biosecurity levy has been delayed. In the recent
Federal budget, it was announced that the implementation
date of the biosecurity levy announced in last year’s budget has been changed
from 1 July 2019 to 1 September 2019. This delay is to allow the Industry Steering
Committee (of which Paul Zalai, one of FTA’s directors, is a member) the opportunity
to make recommendations to the minister. The quantum and method of collection
of the biosecurity levy could well be impacted by a change of government.
BACKGROUND
The Biosecurity Import Levy was announced in the 2018 Federal Budget with the
aim to collect $325m over three years from a start date of 1 July 2019. Since that
time there has been significant controversy surrounding the implementation of
the levy, ultimately leading to the Department of Agriculture and Water Resources
commissioning an independent review by Pegasus Economics. Its report was
publicly released on Friday 29 March 2019.
FTA was privileged to be appointed by the minister to participate with eight other
industry representatives in the committee led by an independent chair (David
Trebeck) and supported by Pegasus Economics.
FTA will continue to be heavily involved in discussions and planning and will
provide readers with further updates as they emerge.
MANDATORY OFFSHORE TREATMENT
The other significant difference for next
season could be the introduction of
mandatory offshore treatment of target
high risk goods shipped in sealed six-sided
containers, as LCL (less than container
load) and FAK (freight of all kinds). This
was the department’s preferred position
for 2018/19 and FTA and others advocated
against this due to several commercial
considerations. FTA will continue to work
with the department on this.
SAFEGUARDING ARRANGEMENTS
The department is developing policies to
allow for certain goods and supply chains
to be recognised under safeguarding
arrangements for the 2019–20 season. A
trial by invitation will be conducted of the
arrangements. We expect more detailed
information in the next few months.
Ruth Swan; FTA
16 May 2019
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INDUSTRY OPINION
Meeting the low
sulphur fuel challenge
Angela Gillham examines the trend towards cleaner fuels
and what it is likely to mean in practice
WHILE MOST TIGHTENING OF
ship emissions standards has occurred
in the northern hemisphere, as urban
encroachment in Australia continues, so
will community pressure on authorities to
act here.
It is worth comparing Australian fuel
sulphur standards from other emissions
compliance options will have an impact
on demand for low sulphur fuel and will
influence supply and price. It is important
to note the IMO fuel availability study,
commissioned in the lead up to the decision
on the sulphur cap implementation date,
found the global refining industry has
capacity to meet projected global demand.
sources. While there has been a tightening
of global fuel standards and emissions
regulations for international shipping, the
current Australian requirement for sulphur
content in automotive diesel remains
considerably more stringent (Table 1).
This is likely to attract further community
attention in the future.
LOW SULPHUR FUEL
Fuel low enough in sulphur to be
compliant, in reality, can mean different
things. Lower sulphur content can be
achieved by blending low sulphur fuels and
heavy fuel oil or further refining HFO, to
produce gasoil (diesel). Sulphur content is
just one of many specifications and there
IMPACT ON INDUSTRY
Total annual marine fuel demand is around
400m tonnes and climbing. The global
sulphur cap will have a significant impact
and as suppliers attempt to meet this new
mix of marine fuel demand there will be a
price increase, possibly a significant one.
A recent survey of vessel operators by
MIAL found average expectation of the cost
differential between HSFO and compliant
fuel was $250, and estimates ranged from
$75 to $740 per tonne.
There are several compliance options
available to shipowners, including using
low sulphur fuel, alternative fuels such as
liquefied natural gas and ‘drop in’ biofuels
and renewable diesel, and exhaust gas
cleaning systems – each having technical
challenges, limitations and accessibility
issues. The degree of uptake of each of these
are some safety concerns around the use of
blended fuels to achieve the 0.5% limit, the
properties of these fuels and compatibility
with existing marine diesel engines.
Work is underway to update guidelines
relating to the relevant ISO specifications
to address the safety concerns using new
fuel blends.
In Australia, low sulphur diesel options
are limited as is refining capacity. Along
with some high sulphur heavy fuel oil and
petrol, the major Australian fuel suppliers
import one grade of diesel at 0.001%
sulphur – this is automotive diesel – a
costly option. Fuel suppliers have indicated
they are planning to have low sulphur fuel
oil available at selected Australian ports,
but ship operators wanting access to this
product need to communicate this early to
ensure capacity.
TABLE 1: FUEL SULPHUR LIMITS IN AUSTRALIA
REGULATED LIMIT
DIESEL USE % PPM
Automotive diesel 0.001 10
Current international shipping 3.5 35000
2020 international shipping 0.5 5000
2020 international shipping ECA 0.1 1000
Angela Gillham, deputy CEO, Maritime Industry
Australia
LNG
LNG contains virtually no sulphur and, in
recognition of the opportunities that LNG
represents particularly for Australia, the
number of newbuilds planned or operating
within the Australian market is growing.
Perceived limitations are loss of cargo
space due to the larger fuel storage area and
current lack of distribution networks and
bunkering infrastructure.
LNG has the added benefit of burning
with about two thirds of the greenhouse
gas emissions of diesel. LNG is a powerful
greenhouse gas, however, and methane
slippage has been flagged as an issue.
BIOFUELS AND RENEWABLE DIESEL
The use of biofuels and renewable diesel
presents a significant opportunity with
little to no sulphur content. There are a
variety of drop-in biofuels and renewable
diesel products available that can be used
in existing marine diesel engines. The main
challenge for wide-scale adoption of these
fuels is the scalability of production to
meet the large volumes required.
MIAL
18 May 2019
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WOMEN IN MARITIME
Natalie Godward with Bruce Krumrine senior vice
president of port operations for Holland America Group
Natalie Godward (third from left) at the 2018 Eden Business & Community award.
Cruise Eden won the Volunteer/Community Service Award
PROFILE: Natalie Godward
This month we are profiling Natalie Godward, cruise development manager
for Port Authority of New South Wales. By Kendall Carter
NATALIE GODWARD WORKS FROM
visits from the expedition and luxury segments.
“It is very humbling to see how a
Eden on the beautiful south coast of New
In Eden, both Federal and State funding
community comes together to welcome
South Wales, a wonderful natural harbour
has enabled a new cruise terminal to be
cruise visitors,” Natalie said.
and a developing cruise destination. She
built, where cruise vessels are now able to
“In Eden for example, local volunteers,
manages cruise visits into all the regional
berth alongside instead of remaining at
including individuals and businesses, get
ports along the NSW coastline and runs
anchor as used to be the case.
up very early to be there and offer the
Cruise Eden for the Sapphire Coast in the
The Port Authority, with Natalie in
best possible experience for visiting cruise
far south.
the lead, is now scoping the maritime
passengers.”
viability of several locations up and down
GARDEN OF EDEN
the state’s coast. On the north coast of
BIGGER PICTURE
Natalie took the role of Cruise Eden
NSW Natalie recently has been examining
Natalie is supportive of the Nautical
coordinator about five years ago when it
the possibilities for visits to Yamba, Coffs
Institute’s Women in Maritime initiative
started to become too much for volunteers
Harbour and South West Rocks, working
and believes it has helped remove
in Eden. Initially this was a part-time
with local stakeholders and communities
perceived and actual barriers to entry in a
position while she was working for Sapphire
along with interested cruise lines to tailor
traditionally male-dominated industry, by
Coast tourism. Soon the role was full-time
appropriate shoreside experiences for the
highlighting the success stories of women.
and she was organising all the shoreside
passengers. All the other NSW regional
She recognises you don’t have to go to sea
aspects of cruise ships visiting Eden as well
ports will also soon be examined to see how
to be part of this industry and there are
as being involved in attracting more cruise
their potential may be harnessed.
many varied roles and the opportunities for
lines to the port.
women to get involved. Natalie believes the
Port Authority of NSW has always been a
AMERICAN INSPIRATION
maritime industry is fascinating and ever
great supporter of Natalie’s work for Cruise
Natalie recently attended the SeaTrade
changing, with long term opportunities for
Eden and last year, as the local development
Cruise Global Conference in Miami Beach
growth. She would definitely recommend it
of the port was ramping up, they employed
Florida, where she was extolling the virtues
as a career for women and has been actively
her directly as their cruise development
of visiting NSW to cruise companies.
introducing the industry to her daughters
manager with the expanded role of not only
The aim was to show off the many
through her role, showing them what she
looking after Eden cruise visits but also
opportunities along the coast and bring
does, and will encourage them to consider
cruise visits to all the NSW regional ports.
more cruise ships to the region.
the maritime industry as a career when the
Natalie especially enjoys working
time comes.
‘WHOLE COASTLINE’ OPPORTUNITIES
with regional communities to create
Natalie would thoroughly recommend
Cruising is an expanding area and in NSW
opportunities for cruise ship visits that
getting involved in the industry to women
cruise ships regularly visit Sydney as well
boost local economies. She explains cruise
starting out on their careers as well as
as Newcastle and now more recently,
vessels come in all shapes and sizes and
those considering a “sea change”. In
Port Kembla.
sometimes it might just be a case of 80
her own words, “Through chance and
Natalie passionately believes that there
is a whole coastline of opportunities and
communities in NSW that would welcome
cruise ships with open arms, especially
people getting off a ship, eating their lunch
in the local pub and visiting a few local
stores, but even so it creates a great vibe
and generally the community loves it.
opportunity I fell into the maritime
industry and feel very grateful for that.
This is the best job I have ever had, and I
love working in the industry”.
NG; Cruise Eden
20 May 2019
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port and marine services
in New South Wales
Sydney Harbour | Port Botany | Newcastle Harbour | Port Kembla | Port of Eden | Port of Yamba
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Piloting a vessel into Newcastle Harbour,
New South Wales

ELECTION 2019
What our sector leaders think
Industry group leaders have their say on what should
be the priorities for the next government of Australia
Rod Nairn, CEO,
Shipping Australia
The best interests of Australia are served
by focusing on optimising the benefits that
international shipping provides. Shipping
should not be used as a political pawn.
Shipping Australia is disappointed
that both the Coalition and Labor are
committed to imposing a new biosecurity
levy, an inefficient new tax on imports
which will cost every Australian a lot
more than if the same amount of revenue
was raised through an efficient tax such
as GST or income tax. But the public
has no escape from this approach as it
seems one of the only areas of bipartisan
agreement is how to extract money from
ordinary Australians without them
realising it.
Shipping Australia is also concerned
the Australian public is being misled over
the contribution of the international
shipping fleet to Australia’s economic
wellbeing.
Australia’s maritime security is best
served by a strong Navy and Australia’s fuel
security is best served by greater onshore
storage reserves and clever use of ships of
multiple flags to carry our fuel imports. The
more flags we utilise, the more resilient the
fleet and the better Australia is protected.
If some nations become unable or unwilling
to trade with Australia, there still will be
many others who will. The alternative, to
carry all our oil supplies in Australianflagged
and crewed ships would be foolish.
It would leave Australia in a position of
being held to ransom by a militant union,
even when there is no war.
Domestic freight policy should include
promotion of shipping as a mode. As an
island nation, Australia is dependent
on shipping for most of its trade.
Shipping should be acknowledged as the
preferred mode of long-haul domestic
freight movement because it is more
economical, more efficient, safer and more
environmentally sustainable than other
transport modes. It is also able to deliver
oversized, heavy and bulky cargo with
minimum impact.
It is imperative for any elected
government to include coastal shipping,
alongside road and rail, in any business
case related to infrastructure investment
projects. Promoting modal shift to sea
freight must be part of its national freight
priorities. Shipping Australia would be
happy to see Australian flag ships operating
at a profit in domestic and international
markets. But the fact is this will not
happen until the ships are automated to
reduce crew costs. Any talk of subsidising
Australian flag ships to carry cargo is
ludicrous. That would be asking ordinary
tax-paying Australians to subsidise wages
of a chosen few.
Commercial shipping is a service,
it is a means to an end, not an end in
itself. Shipping is needed to move cargo
internationally or domestically. You can
control it through regulation, but you
don’t have to own it to use it.
We would like to see a simple regulatory
environment which encourages a cost
effective and flexible shipping service
to operate for the benefit of Australian
producers and customers. The objectives
of the legislation should be prioritised
based on the provision of public benefit.
Mike Gallacher, CEO,
Ports Australia
As both major parties start to unveil their
platforms for the upcoming election,
we already know one thing. Central to
both their platforms for election are the
promises to reduce congestion and create
jobs. The question is what policies are they
looking at to achieve these promises?
Our sector knows that the freight
and supply chain is an important key to
delivering on both these promises and
more. We know that freight shares the
roads and rails with commuters, and we
know freight makes up a considerable part
of the cost of doing business. Therefore, if
you improve the regulatory framework and
target investments in freight, allowing it to
operate more efficiently, we know that we
can reduce congestion and the cost of
doing business.
22 May 2019
thedcn.com.au

Teresa Lloyd, CEO,
Maritime Industry
Australia
In addition MIAL calls on the next
federal government to walk away from
the Biosecurity Levy and fund this
departmental need from consolidated
revenue.
Kirk Coningham,
CEO, Australian
Logistics Council
Travellight; Ian Ackerman x 2; MIAL; ALC
It’s up to us to make sure both parties
have heard our solutions and that we
share them not just with the elected
representatives but also with the voters
around us. For us, at Ports Australia, we
would like to see congestion addressed
through improved transport connectivity,
corridor protection and planning around
urban encroachment. On top of that a
serious consideration on how ports through
coastal shipping can move non-time
sensitive goods around the country along
the blue highway. Through increased use
of the blue highway, we see an opportunity
for more jobs. Jobs on and off the water
and in both metro and regional cities.
And through these jobs, we can address
the challenge of fostering new careers in
the maritime industry so we can begin
accumulating the maritime skills necessary
for operating an island nation.
At the recent Australian Logistics
Council Forum in Melbourne, a statement
on bipartisanship surrounding the
importance of the country’s freight
and supply chain strategy was released
including comments from both Mr
McCormack and Mr Albanese. And while
both indicated their support for the work
of the freight and supply chain strategy,
it is imperative the wheels keep rolling to
ensure this reports delivery and adoption.
We believe it is vital that the opposition
be briefed on the report’s findings to
guarantee, irrespective of who wins the
federal election, both parties funding
priorities are identified and aligned with
the current draft of the National Freight
and Supply Chain Strategy.
MIAL’s vision is for a strong, thriving and
sustainable maritime enterprise in the
region. This activity can occur anywhere,
coastal, offshore and international; and
should encompass everything – freight,
tourism, passenger movement, port and
harbour services, offshore oil and gas,
construction, scientific/research, essential
services, and government services.
MIAL’s 10-point plan to achieving this
is outlined in our priority reforms for the
next federal government, as follows:
• Acknowledge and address the maritime
skills shortages - skilled mariners must
be secured for the nation and policy
and financial support is required to
achieve this.
• Establish a strategic fleet - these vessels
will provide the platforms on which our
skilled seafarers can train and work,
assets for the nation in times of need
and secure certain supply chains.
• Make the AISR competitive and fit for
purpose for Australian circumstances,
including operating in coastal activities.
• Make corporate income tax settings
internationally competitive and
maximise the benefit to Australia by
broadening the base of activity that
qualifies to include all vessels regardless
of what “work” they do.
• Extend seafarer income tax settings to
allow more Australian seafarers to work
overseas.
• Abolish Seacare – this regime is out of
step with community standards and too
small to survive. An orderly exit must
commence to avoid an implosion of
the scheme.
• Rewrite the domestic commercial vessel
laws to make them simple and effective.
• Amend customs requirements to benefit
the country not drive business away.
• Adjust Coastal Trading Policy - remove
the red tape, remove the need to pay
Part B wages, move away from port
pairs, and more.
• Manage port pricing to avoid
monopolistic behaviour.
The next three years will be critical in
determining whether Australia is able to
boost the efficiency and safety of its end-toend
supply chain and meet the challenges
associated with a growing freight task.
Both the Coalition and the Labor Party
have unambiguously committed to finalise
and implement the National Freight and
Supply Chain Strategy as soon as possible.
That means the next parliament must
act to deliver the policy reforms needed
to ensure that strategy delivers the right
outcomes for industry and the community.
This includes the federal government
taking more of a lead in planning issues,
so the operation of freight infrastructure
is unimpeded by urban encroachment and
traffic congestion.
We need to get on with delivering a
consistent national regulatory approach to
road, rail and air freight, and ensure our
coastal shipping arrangements actually
deliver the intended outcomes.
Monitoring and measuring supply
chain performance through enhanced
data collection is crucial – and the next
parliament must swiftly prioritise the
establishment of the National Freight Data
Hub outlined in the recent federal Budget.
This will allow us to make more informed
decisions about infrastructure investment.
Australia must also invest in skills
training to build a sustainable workforce
for the industry, capable of embracing the
safety and productivity advantages offered
by evolving technologies, including electric
and high productivity vehicles. Securing
these priorities will require leadership
from whichever side forms government –
and cooperation from other parties - to
implement reforms that will help the
freight sector deliver for consumers, and
take advantage of Australia’s growing
export opportunities.
thedcn.com.au May 2019 23

INDUSTRY OPINION
A maritime vision
Aspirations to revive Australian-flagged shipping need to be
married with commercial reality, writes Llew Russell
THE LEADER OF THE OPPOSITION,
include obligations to pay wages, for
Bill Shorten has committed Labor to
example, in accordance with employment
“making Australia a seafaring nation
contracts, which normally are those
again”. The statement made in late
recommended by the International
February was short on detail. Reference
Transport Federation. There are about
was made to building a national strategic
1,650,000 seafarers in the world engaged
reserve with many more Australian ships.
in international shipping and the majority
A little more detail was contained in the
of ratings come from the Philippines being
Maritime Union of Australia news release
just over 20%. In terms of all ranks, China
of 11 March. The union welcomed Labor’s
takes the lead, then comes the Philippines,
commitment to creating a government-
Indonesia, Russia, Ukraine and India and
owned national fuel reserve to meet
then many nationalities of much smaller
Australia’s obligation of 90-day fuel stocks
percentages.
in accordance with International Energy
The 2015 BIMCO/ICS manpower report
Agency requirements as well as creating a
found there was a shortage of 16,500
national strategic fleet that will include oil
officers worldwide but an oversupply of
tankers and gas carriers.
117,000 ratings. This trend was expected to
continue into the future.
DEFENCE OUTLOOK
The International Collective
Llew Russell, AM
There is no mention in these statements
Bargaining Agreement between employee
as to how such policies would fit within
(the International Transport Workers
four ro-ro vessels in Adelaide capable of
our current defence strategic outlook.
Federation) and employer representatives
carrying around 1200 TEU. Such vessels
History tells us that in regional conflicts
for 2019-2020 sets out the recommended
would have flexibility to service countries
there have been no problems with
minimum wages. These include US$1602
in a civil emergency, for example, without
requisitioning foreign-flagged vessels to
per month in total for an able seaman
fully established port infrastructure. There
maintain supply to our forces. During
and US$6536 per month for a master.
could be extra accommodation for cadet
the East Timor conflict, for example, the
While low by Australian standards, to put
sea training and for naval officers to obtain
significant majority of vessels chartered
these wages in perspective, a doctor in the
experience in cargo handling. Decks also
by the Commonwealth to deliver supplies
Philippines would earn a similar wage to an
could be strengthened to accommodate
to Dili harbour were foreign-flagged. The
able seaman under this agreement. Nearly
tanks etc. The vessels could be employed
issue goes deeper, even leaving aside the
all of the seafarers from the Philippines
in a clockwise rotation on the Australian
potential drain on the public purse. If our
send most of their wages to their families.
coast giving a fortnightly frequency and
fuel supplies were put at risk by major
avoiding the difficult west to east leg across
economic or geopolitical disruptions how
FLESH ON THE BONES
the Great Australian Bight with its minimal
would Australian-flagged vessels escape the
I recall meeting with a group of
demand for full containers.
obvious forces impacting foreign-flagged
young naval officers on an industrial
An important aspect would be the
tankers in terms of continued supply?
familiarisation course many years ago when
content of a binding agreement between
we discussed the decline of the Australian
the government and a commercial shipping
LABOUR CONDITIONS
flag and what could be done to remedy
operator, selected by open tender. The
The subject of labour conditions was briefly
the situation. An officer came up with an
shipping company would be expected to
raised during a debate on an episode of
idea that the government build vessels for
insure, maintain and meet all operating
the ABC series The Drum in March, when
the Australian coastal trades that could
expenses while the vessels are under their
a journalist from The Guardian stated that
be operated by a commercial shipping
control. All the crew would be Australians.
foreign seafarers were “paid a pittance” and
company but with built-in design elements
The service should be very competitive,
this justified more Australian seafarers in
to meet defence requirements; and could be
given there would be no need to cover
international trades. This is incorrect in
requisitioned by the Commonwealth, with
capital or leasing costs. This is just one
nearly all cases and especially on vessels
notice, to meet emergencies.
idea but a failure to link Labor’s maritime
visiting Australia as the government
Putting some flesh on those bones, it is
aspirations with commercial viability, trade
takes seriously its obligations under the
recommended the government commission
facilitation and providing real value for the
ILO Maritime Labour Convention. These
a feasibility study into, say, building
taxpayer, will be unsustainable.
SAL
24 May 2019
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QUEENSLAND
An ambitious growth agenda has been delivered on by the Port
of Brisbane during the past 12 months, management says.
Chief executive Roy Cummins told Daily Cargo News the
port has one eye on the present and another on the future.
“The work we are doing now to increase our channel and
wharf capacity will help position the Port of Brisbane well for the
future – we are determined that Brisbane will never be the limiting
factor for shipping on Australia’s east coast,” Mr Cummins said.
“The implementation of our world-leading vessel traffic
management system, NCOS Online, has already enabled the port
to welcome larger container vessels without the need to undertake
capital dredging in the near-term.”
Globally, there is increasing utilisation of container vessels larger
than 15,000 TEU on east-west routes, resulting in a cascading
effect of less than 15,000 TEU vessels onto other routes including,
in time, the east coast of Australia.
In 2017, Brisbane welcomed the 9500 TEU Susan Maersk and the
port now welcomes regular calls from 8500 TEU vessels.
“We have delivered cutting edge technology to maximise the
capacity of our channel, while completing a $110m upgrade of
our main road artery, Port Drive, and beginning groundworks
on our brand new Brisbane International Cruise Terminal,” Mr
Cummins said.
“I’m also proud of our renewed focus on sustainability issues
as well as a raft of new gender diversity policies, particularly our
24-month female cadetship program.”
At the same time the port has managed to sustain steady growth
across almost all commodities except agricultural exports, which
has slumped due to drought.
The Port of Brisbane has gone from being a net exporter of
agricultural seeds to a net importer. Export volumes of bulk
agricultural grain decreased from 619,866 tonnes in 2017 to
61,314 tonnes in 2018.
“We have, however, seen a significant increase in bulk grain -
wheat and barley - imports as shipments from inter-state, mostly
Western Australia and South Australia, arrive at the port destined
for farmers in south-west Queensland,” Mr Cummins said.
Port of Brisbane is currently an “import port” for bulk grain,
with import volumes exceeding one million tonnes in 2018
compared with zero in 2016.
Coal exports have remained fairly consistent during the last few
years, reaching just over seven million tonnes in 2018.
Container volumes have continued to rise over recent years,
growing from 1.175m TEU in 2016 to 1.377m TEU in 2018.
CAPACITY THROUGH TECHNOLOGY
The hydrodynamic and vessel behaviour modelling from NCOS
Online has enabled a 50cm increase in maximum container vessel
draught in certain weather conditions.
“NCOS is also giving us the ability to reduce vessel transit times
across the Bay,” Mr Cummins said.
For example, the port is now seeing almost 60% more bulk
carriers leaving at 14 metres and transiting the channel in one tide,
where previously it was done in two high tides – a significant time
and cost saving for stakeholders such as exporters.
“We have a comprehensive program of infrastructure
improvement works underway to help us cater for future growth,”
Mr Cummins said. These include the construction of a second
swing basin (almost complete), a bollard replacement project for
INVESTING
IN QUEENSLAND’S
FUTURE
Preparing ports to continue increasing
capacity is a key focus, as significant funds
are sunk into accommodating bigger ships
in Queensland, writes Paula Wallace
26 May 2019
thedcn.com.au

Port of Townsville
The Port of Townsville
thedcn.com.au May 2019 27

QUEENSLAND
the port’s container wharves, and further structural capacity
analysis of existing wharf infrastructure.
Port management believe it is only using a fraction of the
capability of NCOS Online and is working with Seaport OPX
(developers of NCOS) to explore new opportunities to use the
platform to benefit customers and the port.
“We’re also working with stakeholders on ways we can use data
to make their operations more efficient,” Mr Cummins said.
LANDSIDE EFFICIENCY
“Improving landside efficiencies continues to be a key focus and
securing a dedicated freight rail connection to the Port remains one
of our highest strategic priorities,” Mr Cummins said.
An overreliance on road remains one of the port’s biggest
challenges. Currently, only 2.5% of containers arrive at Port of
Brisbane by rail. With 5m TEU forecast to be handled through the
port by 2050 - up from 1.35m TEU in 2017/18 – the port is seeking
a “more sustainable road/rail balance”.
“Making sure there is a dedicated freight rail corridor that
connects to Inland Rail is central to this,” Mr Cummins said.
However, the currently proposed Inland Rail route stops some
38km away from the Port of Brisbane at Acacia Ridge.
“As a nation, we can’t seriously call ourselves an export
powerhouse if we don’t have the infrastructure in place to
maximise our competitiveness,” Mr Cummins said.
“And not connecting a freight rail line that crosses three states
to the ports at either end is frankly ridiculous. We have a oncein-a-generation
opportunity to deliver enormous benefits to both
community and industry by connecting the Port of Brisbane to
Inland Rail by a dedicated freight rail corridor.
“We could provide truly nation-building infrastructure that
supports trade growth while taking thousands of trucks off
already-congested roads.”
A joint state-federal working group is currently considering
corridor options to the Port of Brisbane, and state and local
governments have jointly put forward a blueprint document for
a South-East Queensland City Deal, which includes a dedicated
freight rail connection to the Port of Brisbane.
GATEWAY TO THE NORTH
One of the highlights this year for the Port of Townsville was
the start, in April, of its first weekly container service. The ANL
AAX2 service calls into Ho Chi Minh City, Port Kelang (Malaysia),
Singapore, Jakarta, Brisbane, Sydney and Townsville.
GLADSTONE INDIGENOUS AGREEMENT RECOGNISED ON WORLD STAGE
Nominated in the 2019 IAPH World
Ports Sustainability Awards, Gladstone
Ports Corporation’s Indigenous Land
Use Agreement was selected as one of
three nominees to be put forward for a
public vote.
The ILUA was voluntarily established
in 2014 between First Nations Bailai,
Gurang, Gooreng Gooreng, Taribelang
Bunda People Aboriginal Corporation
and GPC to ensure responsible and
respectful management of the lands and
sea on which the port operates.
“The project’s nomination is a huge
honour and highlights the importance
and success of the ILUA to bridge the gap
between our community and GPC,” said
Craig Walker, GPC acting chief executive.
“Being shortlisted for this award helps
recognise the progress made, not only at
a local level but on the global stage and
will hopefully inspire similar initiatives
around the world.”
The ILUA provides consent for
grants of tenure and approvals for
port development, in return for benefit
payments.
First Nations Bailai, Gurang, Gooreng
Gooreng, Taribelang Bunda People
Aboriginal Corporation Registered Native
Title Body Corporate chairman Matthew
Cooke said the ILUA places First Nations
people at the forefront of economic
development on traditional lands.
Mr Cooke said the ILUA was
underpinned by the principles of selfdetermination
and empowerment for
Aboriginal people.
“We are decision makers at the table
with the GPC,” Mr Cooke said.
“Most importantly, the GPC ILUA
ensure that First Nations people now
share in the prosperity and benefits
from port development and activity.”
An example of how this works
successfully is the Land and Sea
Ranger Program. Run by the Gidarjil
Development Corporation in Bundaberg
and Gladstone, the program manages,
Lee-Ann Dudley, indigenous affairs
advisor, Gladstone Ports
Corporation (left); painting entitled
Our Journey (right)
protects and improves the land and
sea country, while also providing
employment opportunities.
“For the last 100 years GPC has
proudly worked with and alongside our
First Nations and is committed to the
reconciliation journey,” Mr Walker said.
“The ILUA program and GPC’s Stretch
Reconciliation Action Plans are certainly
the cornerstones of our indigenous
affairs program, with supporting
initiatives.
“It is about building stronger,
meaningful relationships through
understanding, respect and acceptance,”
he said.
“It allows us to work together in a
sustainable and mutually beneficial
manner, while educating and enhancing
our community and environment.”
Winners of the awards will be
announced in May at the IPAH
conference in Guangzhou, China.
Gladstone Ports Corporation
28 May 2019
thedcn.com.au

Driving
Northern
Australia’s
Major
Projects
Diverse cargo handling facilities
offering a world of opportunities
Break Bulk & Project Cargo Specialists
| HEAVY-LIFT | RO-RO | LO-LO | BARGE ACCESS |
| PORTAINER & MOBILE HARBOUR CRANES |
+61 7 4781 1500 trade@townsvilleport.com.au www.townsvilleport.com.au

QUEENSLAND
Port of Brisbane
“The service will boost export opportunities from north
Queensland and improve domestic trade links on Australia’s east
coast,” David Sibley, general manager of business development at
the Port of Townsville, told DCN.
The port also completed a $40m Berth 4 upgrade in 2018. But
its main focus is its massive $1.6bn port expansion project. With
money now secured for the first stage, the port is to proceed to
widen its channel to allow ships of up to 300 metres in length to
safely access the Townville shipping channel.
“Currently, due to the narrowness of the channel, the length
limit is 238 metres,” Mr Sibley said.
As northern Australia’s largest container and automotive port,
Townsville facilitates trade in a large variety of containerised
commodities, including refined minerals and general cargo,
together accounting for around 10% of total trade (most minerals
are transported in bulk).
The container trade services the mining, agricultural and
industrial sectors of north and central QLD.
“A historical record for containerised cargo was achieved in
2017/18, largely driven by renewable energy projects,” Mr Sibley
said. “Renewable energy projects have slowed during 2018/19.”
Year to date total trade throughput is more than 6m tonnes,
tracking slightly above the same time last financial year.
“This year to date container trade is just under 45,000 TEU and
is forecast to increase significantly over the next five years driven
by an upswing in the mining sector, including development of
the Galilee basin, and an emerging battery materials processing
industry,” Mr Sibley said.
Last financial year was a record year for motor vehicle imports
but this has slowed.
“Motor vehicle imports have been impacted by a nation-wide
decrease in new car sales, driven by weakened consumption
growth,” Mr Sibley said.
Overall trade throughput declined in 2017/18 primarily due to
the closure of the Yabulu nickel refinery in 2016.
“Queensland Nickel had significant operations at the Port of
Townsville, importing almost three million tonnes of nickel ore per
annum in prior years,” Mr Sibley said.
The mining and resources sector accounts for more than 30% of
the port’s trade.
“The mining downturn has presented challenges for the North
Queensland economy including Port of Townsville,” Mr Sibley said.
“Looking forward, we forecast significant growth in trade
throughput,” he said, adding this would be driven by regional
population growth and an upswing in the mining sector and new
project development.
Mr Sibley said growth also would be driven by the widening of
the port’s shipping channel and critical infrastructure upgrades
including a new container terminal and ship-to-shore crane.
LONG-TERM VISION
The PEP is a 30-year project that will enable the Port of Townsville
to respond to future capacity requirements. The PEP is to occur in
stages, the first of which is the Channel Upgrade Project.
Over the next 30 years, the PEP will see an expansion of
port infrastructure that will include up to six extra berths and
associated infrastructure. Stage one of the PEP is progressing
with joint funding from the federal and QLD governments, each
OFFERING VITAL CONNECTIONS TO QUEENSLAND MAINLAND
One operator offers a unique service
that connects remote island communities
to mainland Australia. Sea Swift began
services to the Northern Peninsula
Area, Thursday Island, and outer Torres
Strait Islands in 1987 with a single 500T
landing craft tank providing a fortnightly
schedule service.
In 1990, Sea Swift won the contract to
supply a weekly service to all governmentoperated
supermarkets and stores.
“This was the catalyst to increase the
fleet to two linehaul vessels departing
Cairns, and a fleet LCT providing a twice
a week service to the main ports of
Seisia, Thursday Island, and Horn
Island, and a weekly service to all 15
communities in the Torres Strait,” Sea
Swift general manager Queensland
operations, Peter Domenighini, said.
“Over the years, services have
expanded with weekly all-year services to
Lockhart River and Aurukun, and a twice
a week service to Weipa.
“We also deliver all the remote power
station fuel to the NPA communities
of Bamaga and Aurukun, Torres Strait
Islands, Mornington Island in the Gulf of
Carpentaria, and Palm Island.”
But what do Sea Swift’s vessels
actually carry? The answer is pretty much
anything. Its diverse fleet of 27 specialised
vessels allows it to carry and deliver a
wide range of general and refrigerated
cargoes, as well as trucks, earth-moving
vehicles, boats, building and construction
materials, and much more.
“Our most common types of freight
are essential household items, food, and
medical supplies,” Mr Domenighini said.
“We also supply housing and
infrastructure construction material, as
well as fuel for Ergon Energy’s remote
power stations, Horn Island Airport, and
remote self-service fuel stations.
“The freight and cargo services
offered by Sea Swift are the lifeblood of
many communities in the region,” Mr
Domenighini said, adding many northern
Australia communities are very remote
and access is often restricted, especially
during the northern wet season.
Sea Swift’s fleet includes seven general
cargo vessels; MV Trinity Bay, which also
has the capacity to carry 35 passengers;
three tug and barge sets; two
motherships providing fuel and stores to
Port of Brisbane
30 May 2019
thedcn.com.au

contributing $75m. The Port of Townsville
international visitor expenditure growing
is to commit $43m.
13% to almost $6bn during 2018.
The Channel Upgrade Project
“This was helped along by the hosting
includes the construction of a 62ha port
of the Commonwealth Games on the Gold
reclamation area at the eastern end of the
Coast in that year,” Mr Rodgers said.
port. The area is to be built using capital
The December Deloitte State Economic
dredge material that will be extracted
Outlook forecasts export volumes growth
as part of the channel widening that is
to accelerate for QLD over the forecast
scheduled to start in the first half of 2020.
period (out to 2022-23). This is consistent
“In accordance with the project’s
with the outlook from the Australian
environmental conditions, none of the
government Office of the Chief Economist
capital dredge material from the channel
which sees strong market conditions ahead
widening will be deposited at sea,” Mr
for coal, LNG, bauxite, copper and zinc.
Sibley said.
Last year’s QLD state budget outlook
The construction of the rock wall
predicted moderate growth in exports in
that is to form a bund around the port
the near term offset by increased import
reclamation area is scheduled to start in
volumes off the back of growing domestic
the second half of 2019.
economic activity. The government
Roy Cummins, CEO, Port of Brisbane
predicted a patchy outlook for rural
OUTLOOK FOR QUEENSLAND
industries with the continuing impact of
Queensland head of industry body Ai Group,
drought (and now floods) in many areas.
Shane Rodgers, told DCN the state’s economy is likely to be in a Australian Bureau of Statistics figures show the value of QLD
steady growth phase during the next three years as the resources exports rose $12.4bn to $83.1bn in the year to February 2019. The
sector continues a positive trajectory and some rural industries largest increase was in coal exports. Exports of crops fell 39.2%
enjoy solid global demand.
annually but overall rural exports grew slightly due to strong
“There is also strong interstate migration to the state and a large meat exports.
emerging pipeline of infrastructure projects, including Cross River “Trade with China is continuing to grow strongly, despite the
Rail and the Queens Wharf development that will transform the moderation in that country’s economic growth. There was very
Brisbane CBD,” Mr Rodgers said.
strong percentage increases in exports to Vietnam, Malaysia and
“There are early signs of this infrastructure pipeline now feeding Indonesia over the year,” Mr Rodgers said.
into construction activity for the next few years.”
“While the prospects for QLD’s international trade remain
Exports from QLD have recorded strong growth since late 2016, positive, this will depend on maintaining an industrial relations
following a series of flat years. Much of the growth has come from system that guarantees supply reliability and Australia having
the ramp-up of the major gas export projects but the positive trend a consistent approach to project development to encourage
is also being underwritten by strong resources demand (and prices) investment in export industries,” he said.
and signs of life in meat exports.
“Projects like the proposed Adani Mine in north QLD are being
Tourism numbers to QLD continue to show solid growth with watched with great interest by international investors.”
Sea Swift
the fishing fleet on the north-east coast
of Australia; and two vessels available for
ad-hoc charters.
“Sea Swift is a specialist in providing
logistical support for major infrastructure
projects, operating between land and sea,
over long distances, on rugged coasts,
on tidal flats with limited access and in
the face of unpredictable weather,” Mr
Domenighini said.
Sea Swift is able to move all cargo,
including large-scale projects that need
to ship large mobile plant, heavy mobile
equipment to mine sites, bulk fuels,
construction materials, accommodation
modules for the construction of worker
camps worksite buildings, terrain cranes,
and prime movers.
Sea Swift carries a wide variety of cargo
between ports in far north Queensland and Cape York
thedcn.com.au May 2019 31

QUEENSLAND
WISTA launches network in far north QLD
Women in the tropical north are coming together to support their endeavours in the
maritime industry under the umbrella of national association WISTA
The Women’s International Shipping & Trading Association is
an international networking organisation whose mission is to
attract and support women, at the management level, in the
maritime, trading and logistics sectors.
The Australia arm of WISTA, which until now has focused
mainly on the capital cities, has extended its reach into far north
Queensland. At the beginning of April the organisation held two
key events in the region – in Townsville and Cairns - to bring
together women interested in networking and becoming part of
the organisation.
“The main purpose of these events is to include our regional
areas of Australia into the WISTA network and provide a scope that
is beyond just the metropolitan areas because shipping is national,”
WISTA Australia president Alison Cusack said.
“WISTA also now has the capacity to expand regionally,” she
said, adding increased membership and sponsorship had buoyed
the non-profit organisation.
The aim of the events was to empower women. It does this
by providing access to regional networking, business and skill
building opportunities, corporate visibility, and also facilitating
relationships within the industry.
Guest speakers at the Townsville event include Michelle Taylor,
vice president of WISTA Australia and partner at Colin, Biggers &
Paisley; Lilian Auvaa, managing director of HERLI Group; Maria
James, trade and business development executive at the Port of
Townsville; and Peter Hinsch, managing director of Harbourside
Coldstores.
DRIVING FORCES
“I grew up in Townsville and began my shipping career in Cairns,
so I have a personal connection to north Queensland,” Ms Taylor
told Daily Cargo News.
“The collegiality and energy of the participants at both events
was inspiring,” she said.
Ms Taylor said members of the shipping and trade industries in
north QLD, and particularly women, are incredibly resilient, with
an outstanding ability to get things done.
Lilian Auvaa, HERLI Group (left) with delegates at the WISTA event
“For all these reasons, WISTA is proud to encourage and support
the development of career opportunities in shipping and the export
business in north QLD,” she said.
WISTA recently achieved IMO consultancy status and 2019
is the IMO year of “Empowering women in the maritime
community”.
“I can’t think of a more deserving community to support, than
women in shipping in north QLD,” Ms Taylor said.
The driving force behind WISTA’s expansion in the region
was local business woman Lilian Auvaa. She has worked in the
shipping industry for 16 years and in 2018 began her own freight
consultancy business in Cairns, which specialises in the Pacific
Islands trade.
“Lilian recently became aware of the role that WISTA plays in
Australia,” Ms Taylor said.
“The shipping and trade industries are pivotal to the future of
the north QLD region, and as a result, Lilian reached out to WISTA
for support to facilitate networking, mentoring and business
development opportunities.”
PROMOTING DIALOGUE
The theme for the Townsville panel discussion was “opportunities
for Townsville as an export hub”. One of the guest speakers was
Maria James, trade and business development executive for the Port
of Townsville. She spoke about her experience in shipping and the
benefits of providing a supportive working environment for women
in a regional business community.
Port of Townsville was the winner of the Gender Diversity Award
at the 2018 DCN Australian Shipping & Maritime Industry Awards.
The theme for the Cairns panel discussion was “promoting
agricultural exports through Cairns and Townsville”. One of
the guest speakers, Barbara Ford, managing director, Airfreight
Handling Services was the 2016 Cairns Business Woman of
the Year. She spoke of her incredible journey to overcome
discrimination in the industry to succeed as a business owner
and manager.
MOVING FORWARD
Ms Taylor says WISTA plans to facilitate further events in far
north QLD.
“We’ve received support from both the Maritime Museum of
Townsville and the Cairns Regional Council to host any future
events in their venues and conference rooms,” she said.
WISTA proposes to continue its support for women in the far
north QLD shipping and trade industries through a number of
initiatives including: funding for regional representatives to attend
WISTA events in capital cities of Australia; ensuring WISTA Board
Members regularly attend Far North QLD events; and a mentoring
program which is due to be launched at the 2019 AGM Conference
for WISTA Australia, in Sydney on 21 August 2019.
WISTA
32 May 2019
thedcn.com.au

SERVING AUSTRALIAN PORTS SINCE 1984
ex Europe,
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Over 70 modern geared
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Australian agents for Spliethoff Amsterdam
Sydney: +61 2 9906 6372
Brisbane: +61 7 3839 4235
Melbourne: +61 3 9866 6955
Fremantle: +61 8 9335 3800
Adelaide: +61 8 8447 7855

BREAKBULK & PROJECT CARGO
AAL Kembla on Sydney Harbour
34 May 2019
thedcn.com.au

STEADY
as she goes
After busy year just gone, the trend appears to be continuing with
an uptick in demand for project cargo, writes Paula Wallace
AAL
International pundits say increased demand and better rates
are on the cards over the next year for multi-purpose vessels
- servicing breakbulk and project cargo - aided by a shrinking
legacy fleet and reduced pressure from other ship types.
The big factor influencing the market globally is oil prices but
aside from that, other market drivers that are looking favourable
include activity in oil drilling and refining, construction of wind
energy, steel production, mining and industrial infrastructure.
“The Australian economy and fortunes of many of our local
customers are benefiting from a global recovery that began in 2017,
increased spending in Asia, reviving commodity prices, strong steel
exports to the US and low interest rates around the world,” Frank
Mueller, general manager Australia/Oceania at AAL, told Daily
Cargo News.
Late last year, on the back of strong growth (16% in 2017/1018)
for Western Australia’s $109bn mineral and petroleum industry,
AAL boosted its scheduled north and south-east Asia to west
coast Australia liner service (AUWC) to a monthly service
with the addition of a second MPV vessel. The company added
an S-Class vessel to expand the service and provide additional
capacity to support increased volumes of mining, oil and gas
and infrastructure cargoes. AAL’s AUWC service has served the
breakbulk and project heavy-lift shipping community in the
region since 2006 and is the only MPV liner service between
north Asia and the Australian west coast offering regular sailings
from Shanghai, Pusan and Kaohsiung to Fremantle as well as Port
Hedland/Dampier on inducement. The service currently employs
tonnage from AAL’s owned S-Class MPV fleet (19,000 dwt and
featuring a combined maximum lifting capacity of 700 tonnes).
“At the moment we’re filling the vessels… we don’t have the full
frequency the way we wanted but that was to be expected,” Mr
Mueller said. “We currently have the two vessels that are servicing
a lot of ad hoc and project cargo.”
AAL also operates an MPV liner service from Asia to Australia’s
east coast, in conjunction with Swire Shipping.
“On the east coast, our vessels are relatively full and we are
offering customers improved transit times on individual voyages to
targeted ports,” said Mr Mueller.
“We wish rates could be higher and more sustainable, but that is
indicative of the current market challenges we face.”
Mr Mueller indicated solid business during the past year.
“Over the past year, on the liner side, volumes were quite steady…
there was a steady flow and our vessels were relatively full,” he said.
In Australia we’ll see an increase in
dedicated project cargo going forward,
maybe even in the second half of this
year and beyond.
Frank Mueller, AAL
“Project and heavy lift cargo has been rather lacking in Australia
in recent years. Nevertheless, going forward there are more project
opportunities on the horizon, including BHP’s significant South
Flank project.
“In Australia we’ll see an increase in dedicated project cargo going
forward, maybe even in the second half of this year and beyond.”
Located near BHP’s Mining Area C operations, South Flank is to
replace production from the 80m tonne per annum Yandi mine.
thedcn.com.au May 2019 35

BREAKBULK & PROJECT CARGO
Port of Newcastle supports the mining sector via the import
of mining-related machinery and equipment
Of course you need to safeguard
yourself as a carrier and it’s a bit hard
to predict what will happen in 2020 with
fuel prices.
Frank Mueller, AAL
Large parcels of
portside land at the
Port of Newcastle
provide flexibility to
store and stage cargo
Expanding the existing infrastructure at Mining Area C, the project
involves construction of an 80m-tonnes-per-annum crushing and
screening plant, an overland conveyor system, stockyard and train
loading facilities, procurement of new mining fleet and substantial
mine development and pre-strip work.
“If people talk about projects in mining it’s South Flank,” Mr
Mueller said. “That’s the next big project coming up and that’s an
indicator that things are going the right way.”
Mr Mueller noted “a bit of talk about lithium mines… alumina
and coal as well”, adding that the march towards renewable energy
would continue, possibly spurring demand for minerals and transportation
of components such as turbine blades and solar transformers.
A key focus for AAL this year is continuing providing a premium
service to breakbulk and project cargo customers. Mr Mueller
doesn’t see any major threats on the horizon and says the company
is well prepared for the introduction of the IMO sulphur cap
regulations in 2020.
“Our vessels are relatively new and can handle low sulphur
requirements,” he said. “Of course you need to safeguard yourself
as a carrier and it’s a bit hard to predict what will happen in 2020
with fuel prices.
“I think we will see a spike in costs but hopefully that will come
down… when they introduced unleaded fuel [for cars], originally it
was more expensive but then it dropped,” he said.
“There’s just this risk that needs to be shared and some of the
potential costs may need to be passed on.”
PORT’S PERSPECTIVE
The Port of Newcastle specialises in handling large, project cargoes
including generators, pre-fabricated structures, wind turbines,
tunnel boring machines and heavy equipment. Heavy lift cargo
operations can occur at three different locations within the
port’s precinct.
“The Port of Newcastle handled about one million revenue
tonnes of breakbulk in 2018,” a spokesperson said, adding that this
was consistent with volumes in recent years.
The port wants to increase the capacity, flexibility and options
for cargo owners and will, this year, set out how it plans to do this
with a comprehensive Newcastle General Cargo Terminal concept.
According to the port, what attracts this type of cargo to
Newcastle is the fact that it is the only port in eastern Australia
with a berthside rail line. Another advantage is the port’s extensive
storage space (120,000 square metres of hardstand) and flexible
licensing, which can accommodate any delays in the customers’
project timelines.
“Limited storage and competing cargo can result in cargo owners
having to move their cargo out of port storage before they are
ready to take it to the project site. This results in very costly extra
handling steps, and the requirement to find a temporary storage
space,” the spokesperson said.
An example of this is the wind farm components stored at the
port’s site in Mayfield.
“Half of the components (three shipments) were already on the
Port of Newcastle
36 May 2019
thedcn.com.au

BREAKBULK & PROJECT CARGO
Tunnel boring machine “Bella” being unloaded by Patrick at East Swanson dock
water when the project hit a substantial delay. At other ports, cargo
owners would have needed to arrange storage away from the port.
This comes at a significant cost,” the spokesperson said.
“Cargo owners would also have the extra administration for
route surveys and oversize load permits to manage the additional
truck movements associated with third party storage.”
The spokesperson said Port of Newcastle had instead been able
to accommodate this cargo for the extended duration with no extra
movements of the wind turbine components required.
“Once the project is ready to receive the parts, the cargo can be
moved directly to site,” the spokesperson said.
Port of Newcastle has been able to cater for a variety of large
and oversize project cargoes, including some of the longest wind
turbines imported into Australia.
“Gaining authorisation to move oversized cargo through Port of
Newcastle and directly out into regional NSW is simpler and does
not involve a trip through Sydney,” the spokesperson said.
BEYOND CONTAINERS
French shipping giant CMA CGM is perhaps best known for its role
in the global container sector. But the company (a parent of local
entity ANL) also does a busy breakbulk trade. In 2018, for example,
CMA CGM experienced double digit growth year-on-year in that
sector. The company handled 900 breakbulk projects as well as
250,000 TEU equivalent of Out of Gauge.
“Our heaviest piece to date was 457 tonnes, which was also
the heaviest piece to be carried by a container carrier,” a company
spokesperson told DCN.
“Under deck stowage is our default stowage method; only in rare
cases are cargoes loaded on deck, and in such instances, it is always
with the express agreement of the customer.”
The company sees growth opportunities in transporting
breakbulk and project cargo in the Oceania market.
“Last year, growth both to and from Oceania exceeded our
expectations and we are doing everything so that our customers
continue to trust us,” the spokesperson said.
CMA CGM handles a wide range of industrial cargoes including
mining equipment, transformers, oil and gas equipment, cranes
and building machinery.
“BELLA”NO MATCH FOR
PATRICK TERMINALS
Patrick Terminals recently unloaded a massive tunnel
boring machine to help in the construction of the West Gate
Tunnel in Melbourne.
The tunnel borer had been shipped to Melbourne on
board the vessel Caribbean Harmony.
Patrick unloaded the largest piece at East Swanson dock,
that being the head of the boring machine which weighed
295 tonnes and required a 30-tonne lifting beam. In total the
machine consisted of more than 100 components.
Two cranes on the vessel were used in tandem to lift the
load onto a specialised 16-wheel heavy lift trailer. Part of
the challenge was ensuring the balance of the ship as the
weight moved and was released on the wharf by two cranes
working simultaneously.
Worth an estimated seven million Euro, the machine was
built by Herrenknecht AG, global specialists in mechanised
tunnelling systems. When fully operational, the tunnel
boring machine named Bella, is to be 90 metres long,
15.6 metres high and weigh 4000 tonnes - making it one
of the largest in the southern hemisphere.
Specialised training for the West Gate Tunnel Project
has now started for more than 30 tunnel workers with a
hyperbaric chamber installed onsite so workers learn about
operating in pressurised conditions.
The tunnel boring on the longest of the West Gate Tunnel
twin tunnels will start by the middle of the year.
Patrick Terminals
38 May 2019
thedcn.com.au

PROJECT CARGO
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Port of Newcastle specialises in handling all kinds
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TRANSPORT
Find out more
+61 2 4908 8200
trade@portofnewcastle.com.au
www.portofnewcastle.com.au
portofnewcastle

BREAKBULK & PROJECT CARGO
AAL Dalian - Discharging a
transformer in Geelong from Shanghai
AAL Kembla - Discharging tunnel boring
machine “Kathleen” in Sydney
“MEGA”CARGO HIGHLIGHTS OF 2019
One of the highlights this year
has been AAL’s delivery of Victoria’s
– and possibly Australia’s – largest
transformers to the Stockyard Hill
Windfarm Connection.
This was done on behalf of Australiabased
global logistics solutions provider,
Cargo Line International. The modern
Toshiba-made unit is expected to help
generate enough clean energy to power
390,000 average homes in the south
east of the country a year with about
two million tonnes of CO2 savings.
The Toshiba manufactured ‘megatransformer’
measured about 14 metres
x 5 metres and weighed more than 305
tonnes. It was shipped from Shanghai to
Geelong aboard one of AAL’s 31,000DWT
A-Class heavy-lift MPVs, the AAL Dalian.
The unit was safely stowed by the
crew of the Dalian into the 38 metre x
12.8 metre cargo hold, harnessing the
power of heavy-lift (700 tonne max)
port-mounted cranes for loading and
discharge operations.
Goldwind Australia operates the
Stockyard Hill Windfarm Connection
with support from Mondo, the
commercial energy division of AusNet
Services which owns and represents
the Victoria electricity network. Wind
farm construction began in May 2018
and consists of 149 wind turbines that,
as well as 530 megawatts of renewable
energy, is to provide environmental,
community and economic benefits to
the whole region.
The transformer is to be installed
at the wind farm’s “Haunted Gully”
terminal station at Lismore about 170
kilometres west of Melbourne.
“As Australia’s economy continues to
perform well, with a supportive global
environment and strong domestic
demand set to maintain this growth
for 2019, AAL is delighted to be part of
a project that will have wide-reaching
economic and community benefits,”
AAL commercial director Christophe
Grammare said.
“We’re also proud to contribute to
such an important green power project
and reinforce our reputation as carrier
of choice for a growing number of
Australia’s largest renewable energy
projects.”
Cargo Line International Project
manager Bronwen Grabe said being
entrusted by Toshiba International to
handle the end to end freight forwarding
scope of the project was “a privilege”.
“This project was years in the making
and was a remarkable success which can
be attributable to the professionalism
and dedication of the project team
at Cargo Line International achieving
excellence,” Ms Grabe said.
“As an Australian owned company,
we are proud to assist in a project
that directly benefits and impacts the
community and the environment.”
AAL has also made several notable
deliveries to Australia this year. In
February, it successfully completed a
major shipment of two mega tunnel
boring machines from Nansha in
South China to Sydney and Melbourne
respectively. They are to help progress
important new multi-billion-dollar metro
railway projects taking place separately
in the two state capitals. The two units
and their components totalled more
than 2000 tonnes in weight and were
shipped aboard the 31,000 dwt heavylift
MPV, the AAL Kembla.
The two TBMs were manufactured
by Herrenknecht AG and this is the
sixth shipment of such units that AAL
has been commissioned to operate
in the past eight months on the
manufacturer’s behalf, via its selected
logistics partner Geodis Hamburg.
The larger of the two units on this
shipment (weighing almost 1000 tonnes)
is part of a 130-metre boring machine
named TBM “Kathleen”. It is the last of
five mega borers for the Sydney Metro
City & Southwest Project and will help
to build twin 15.5km railway tunnels
deep under Sydney Harbour - eventually
enabling underground transport of
passengers in state-of-the-art driverless
trains.
“Kathleen” was transported by barge
from White Bay to Barangaroo, where
it is to be assembled and plunged deep
underground later this year for the
section of the Sydney metro rail tunnel
project that extends from Barangaroo to
Blues Point.
Transport and infrastructure minister
Andrew Constance was effusive about
the concept.
“Not since Bradfield delivered the
Sydney Harbour Bridge almost a century
ago has there been a vision for public
transportation on the scale of Sydney
Metro,” he said.
The TBM – named after Kathleen
Butler who was a technical advisor in the
construction of Sydney Harbour Bridge
and the first Australian woman to have a
senior role in an infrastructure project of
that scale – is to tunnel through clay, silt
and sediment to bore a rail route under
Sydney Harbour.
“TBM Kathleen is shaping Sydney’s
future as she gets ready to build the
first railways tunnels under Sydney
Harbour—linking metro rail from the
city’s northwest, through the CBD and
on to the south west,” Mr Constance said.
“Each of our six shipments of these
enormous TBM units over the past eight
months has provided unique challenges,
which we addressed and overcame
every time,” Ms Grabe said.
“On this occasion we had tight
delivery deadlines. A four-day window
to discharge the first unit in White Bay,
Sydney – which we did directly to barge
– and then to deliver the second unit to
Melbourne by 28 February, which we
also accomplished.”
AAL
40 May 2019
thedcn.com.au

“We also handle a substantial amount of boats and yachts of all
shapes and sizes, whether as breakbulk or containerised cargo,” the
spokesperson said.
“In Oceania, our biggest market is made up of boats and yachts.
CMA CGM is indeed actively involved in shipping Australian-made
boats, mainly to the US market.
“We also ship worldwide many of the renowned New Zealand
masts for racing yachts.”
One of the high points in the global racing yacht calendar is the
Sydney to Hobart race, and CMA CGM has been involved in the
transportation of a number of the bigger racing yachts.
“We also brought some boats which dropped out of the Vendée
Globe race, from New Zealand and Tahiti back to France,” the
spokesperson said.
“We are also seeing an increase in mining equipment being
shipped to this region.”
CMA CGM said all “the pointers are that the project cargo
market is relatively stable, albeit with differences across sectors”.
The company says the main challenge for the industry is the
upcoming Low Sulphur IMO 2020 Regulation.
“In line with its commitments, the group will comply with the
regulation issued by the IMO as from 1 January 2020. Liquefied
natural gas, which is a real technological breakthrough, will be part
of the group’s strategy in this regard,” the spokesperson said.
In November 2017, CMA CGM announced its decision to equip
nine future ships of 22,000 TEU with engines using LNG, which
are due to be delivered from 2020.
“CMA CGM thus became the first shipping company in
the world to propel ultra-large containerships with LNG,” the
spokesperson said.
“In March 2019, the group ordered five further 15,000 TEU
vessels powered by LNG to be delivered from 2021.”
The company also has been involved in an environmental
initiative with IKEA and the GoodShipping program to test
sustainable marine bio-fuel oil. The 5095 TEU CMA CGM WHITE
SHARK was successfully refuelled with sustainable marine bio-fuel
oil on 23 March, 2019 at the Port of Rotterdam and the vessel was
trialling the fuel on its transatlantic crossing throughout April.
“This world premiere partnership with IKEA Transport &
Logistics Services and the GoodShipping program represents a
major step towards the decarbonisation of ocean freight,” the
spokesperson said.
The second-generation bio-fuel oil is completely derived from
forest residues and waste oil products. It is expected to deliver
80-90% well-to-propeller carbon dioxide reduction versus fossil
equivalents, and virtually eliminate sulphur oxide emissions – all
without any requirement for engine modifications.
“Results from the trial will be communicated shortly. They will
give the maritime sector a vital demonstration into the scalability,
sustainability and technical compliance of sustainable marine biofuel
oil,” the spokesperson said.
“This will benefit all industry stakeholders in their
environmental strategies, in line with the impending IMO
decarbonisation pathway.”
CMA CGM
Loading of the Scallywag onboard the CMA CGM-operated Seatrade Orange in Sydney, January 2019
thedcn.com.au May 2019 41

CONTAINER SHIPPING & LOGISTICS
Rise of the
intermodals
With more and more containers
being shipped in and about
Australia, intermodal facilities
around the country will be crucial
in ensuring a smooth supply chain
writes DCN editor David Sexton
Rail is playing an increased role
in moving containers from Port Botany to Enfield
Australia has a surging freight task. A 2016 report by
Infrastructure Australia found Australia’s national land
freight task is expected to grow by around 75% between 2011
and 2031.
Moreover, during the decade to 2016, total international
trade through Australian ports had more than doubled from
680.6m tonnes in 2004–05 to 1.45bn tonnes in 2014–15 (again
according to Infrastructure Australia).
This increasing task provides a massive workload not only for the
shipping companies bringing in containers from across the world,
but also the stevedores and logistics companies that handle and
distribute containers across the country.
As more containers arrive at the nation’s ports, efforts are
underway from both the private and public sectors to get more
containers onto rail, helping decongest port precincts and provide
a smoother overall supply chain. We take a look at some interesting
developments in this sphere.
42 May 2019
thedcn.com.au

Andrew Linturn and ironmedia.com.au
FACILITATING TRADE GROWTH
One company playing an important role in the movement of goods
around the nation is LINX Cargo Care Group (LINX CCG). Spun
off from the partitioning of the old Asciano company, LINX is
focused on developing intermodals on both sides of the continent.
It’s a theme taken up by Carlo Cutinelli, LINX CCG executive
general manager customer and business development.
Clearly passionate about his subject, Mr Cutinelli starts by
explaining progress with the Enfield Terminal in Sydney since
taking it over from Aurizon in April last year.
“When we took [Enfield] over, it wasn’t doing too much. But
we got it up to doing anywhere between 14 to 18 services per week
(from a starting point of four) into the port from Enfield and that
is straight into all three stevedores,” he says.
“We’re also now operating an empty park on site and have an
arrangement with ACFS who are an empty park operator and a
client of ours.”
The takeover by LINX CCG meant entering into a long-term
arrangement with NSW Ports (the owner of Enfield) to provide the
port with rail volumes as opposed to continuing to grow business
via road.
Mr Cutinelli says they engaged with some wharf cartage
providers that are using the Enfield site to service imports and
exports on rail.
“It has been a quick growth story for us. We are in deep
discussions with some country operators with some export trains
that will eventually call through there in the future and utilising
our empty park services as well as not having to be getting caught
up in congestion near Port Botany,” he says.
“We really see it as a decongestant from a Port Botany
perspective, but also growing that rail market share.”
Efforts to use rail as a decongestant received praise from a
competitor, Qube, whose managing director Maurice James noted
how this approach was benefitting NSW.
thedcn.com.au May 2019 43

CONTAINER SHIPPING & LOGISTICS
An aerial view of the LINX CC intermodal facility at Enfield
FACT BOX
“What we have seen in Australia for the last five to 10 years is
one government with a focus on rail and that has been the New
South Wales government,” Mr James told an Australian Logistics
Council gathering in Melbourne earlier in the year.
“What we’ve seen in New South Wales is a number of initiatives
to improve modal share in our ports driving the infrastructure and
encouragement of infrastructure in intermodals in Sydney.”
This prompted discussion about how Victoria could increase its
rail freight share and Mr Cutinelli agreed “it was time for some
action” and that LINX was “actively engaged with a number of
parties including the [Victorian] government to see where that next
intermodal terminal for us is”.
But returning to the topic of Enfield, Mr Cutinelli says taking
over the lease reflected the needs of customers.
“It is all about going where our customers go and it is about
partnering with our customers,” he said.
ENFIELD INTERMODAL TERMINAL
•
• The terminal is in Sydney’s west, about 18km from
Port Botany
• The terminal is a 15.1ha lease from NSW Ports, with
terminal capacity of 300,000 TEU annually
•
LINX Cargo Care Group took over the lease from Aurizon in
April 2018
The terminal has a dedicated freight line to Port Botany
and direct access to the interstate mainline corridor
“We’ve got huge growth expectations, population growth
[leading to increased freight volumes]. There are huge predictions
so far as container volumes in the next 10 to 15 to 20 years.
“We see it as a good strategy from a growth point of view to
build our rail capability.”
KENWICK INTERMODAL TERMINAL
Switching from the east side of the continent to the west, LINX
is heavily involved with the Kenwick Intermodal Terminal in the
south east of Perth.
Network operator Arc Infrastructure recently announced the
Kenwick Intermodal Terminal would be built alongside the newlyopened
Roe Highway Logistics Park, an industrial estate developed
at the centre of Perth’s major arterial road network.
Arc Infrastructure chief executive Paul Larsen said the new
terminal would help connect the Logistics Park with the North
Quay Rail Terminal at Fremantle.
“Development of the terminal will support the government’s
policy of increasing containers through North Quay on rail,” Mr
Larsen said.
By the end of 2020, LINX is set to provide rail and terminal
services between North Quay Rail Terminal and Kenwick.
Capacity throughput is expected to be in the order of 200,000
TEU equivalent, with the facility also having empty container
park capacity.
“The [WA container] market is growing well. Container
numbers from Fremantle Port, both import and export volumes are
growing,” Mr Cutinelli says.
“I think if you look at the congestion that will be faced in the
future this is part of a future proofing strategy.
Andrew Linturn and ironmedia.com.au
44 May 2019
thedcn.com.au

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about how we can help you get ahead.

CONTAINER SHIPPING & LOGISTICS
JOINT PROJECT HIGHLIGHTS DIGITAL EVOLUTION IN CONTAINER SHIPPING
Container shipping giants A.P Moller-
Maersk, Hapag-Lloyd, MSC and Ocean
Network Express recently teamed-up to
establish the Digital Container Shipping
Association in The Netherlands.
To be led by Thomas Bagge, the
association is to drive standardisation,
digitisation and interoperability across the
industry. Following regulatory approval
from the Federal Maritime Commission,
the DCSA was officially launched on
12 April.
“For the first time in 20 years, the
container shipping industry has come
together with a common goal to move
the industry into the digital era,” Andre
Simha, chief intelligence officer of MSC
and chairman of the supervisory board of
DCSA said.
“With the regulatory approval in place,
we look forward for the association to
take up work and to begin to collaborate
with multiple stakeholders from the entire
value chain.”
It is expected the concept will help
overcome some of the “biggest painpoints”
in the industry and one of the first
projects of the association is overcoming
the lack of a common foundation for
technical interfaces and data. The
association is also creating an industry
blueprint for processes. This work is
expected to benefit the entire industry, as
all standards are made available for free.
The association has no intent to
develop or operate a digital platform and
is not working on topics of a commercial
or competitive nature.
“We are pleased to have with Thomas
Bagge the first one of a strong leadership
team in place, who is supported by
all of the founding members and
represents container shipping at its
best,” Mr Simha said.
The association’s headquarters
are to be located in Amsterdam, The
Netherlands.
“DCSA is working for the benefit of
the entire container shipping industry,
hence it was important for us that the
headquarters is located on neutral
grounds, so no specific stakeholders or
companies are favoured,” Mr Simha said.
DCSA is already in discussions with
other container shipping lines that have
expressed an interested in joining the
association.
FACT BOX
“From our point of view, it is about supplying our customers
with what they’re telling us they want.
“We’ve done a lot of enquiry about additional capacity in and
out of the port on rail.”
INDUSTRY PARTNERSHIPS
Also looking to enhance container handling capacity are
Intermodal Group and Qube Logistics who have done a deal, again
in the WA market.
IMG is currently the operator of North Quay Rail Terminal
and manages the inland Forrestfield Intermodal Terminal, where
significant volumes of containers are transported on rail to and
from Fremantle.
IMG chair Grant Thompson said the deal made sense.
“This strategic partnership with Qube is all about bringing
onboard an astute investor with strong industry expertise that will
bring considerable container volumes onto rail and assist with IMG
plans to expand services and terminals to meet growing demand in
WA,” Mr Thompson said.
“We have worked closely with our customers and key
stakeholders to achieve record growth in container numbers
through the NQRT over the past 12 months and having Qube on
board only strengthens IMG’s capability.”
KENWICK INTERMODAL TERMINAL
•
Direct freight line to the North Quay Rail Terminal at
Fremantle
• Access to the interstate mainline corridor
•
Aims to provide exporters and importers throughout WA
with an efficient supply chain
•
Direct RAV 7 truck access from Roe and Tonkin Highway
through to the Roe Highway Logistics Park, connecting
metro and regional business areas to a port rail shuttle
service and an empty container park service
Qube director logistics John Digney said partnering with IMG
was “the obvious choice for us in WA”.
“IMG have a well established and successful business model and
with Qube’s market share of container volumes and supply chain
expertise, the company will grow rapidly and importantly enable
the state government to better manage container freight in and
out of Fremantle Port by moving more containers on rail,” Mr
Digney said.
“We are looking forward to being part of IMG and as with
elsewhere in Australia, rail being a core part of our business model
for many years to come.”
With the NQRT Management Agreement currently being
tendered out by Fremantle Ports, this partnership is aimed at
strengthening existing plans to significantly grow rail volumes and
enable improved operating efficiencies at NQRT in order to reduce
costs and increase volumes between the container wharves and the
rail terminal.
“Furthermore, the proposed development and investment
in inland intermodal terminals to attract greater volumes of
containers onto rail remains a high priority,” Mr Digney said.
IMG plans to work closely with customers, industry and
government stakeholders to facilitate investment to drive greater
volumes onto rail and through NQRT.
“Providing our customers with reliable, quality service is the key
to maintaining momentum with the growth of container volumes
on rail,” Mr Thompson said.
“IMG brings the experience of successfully operating NQRT as
an open access terminal for the past 10 years,” he said.
“We strongly believe continuity in operations at NQRT,
improved wharf interfaces, continued support from the state
government and the development of appropriate inland intermodal
facilities to attract container volumes onto rail underpins the
ultimate success of this strategy.”
INLAND RAIL
The completion of the 1700-kilometre Inland Railway, linking
Brisbane and Melbourne, is expected to increase the role of
Andrew Linturn and ironmedia.com.au
46 May 2019
thedcn.com.au

Containers are stacked at Enfield Terminal in Sydney
intermodal terminals at Tottenham in Victoria and Acacia Ridge
in Brisbane.
Proponents say the track will enable the use of double-stacked,
1.8km trains with a 21-tonne axle load at a maximum speed of
115km per hour, allowing for the transit of greater freight volumes.
While an ideal scenario might allow for a train to move
smoothly from Port of Brisbane to Port of Melbourne (or vice
versa), this still may be some way off.
This means containers would be railed to the intermodals and
then moved to port by other means.
According to Queensland Rail, goods for the Brisbane
metropolitan market at Acacia Ridge are trans-shipped to trucks,
while others are shifted to narrow gauge trains for transport on its
network throughout Queensland.
“The Brisbane Multi-User Terminal at Acacia Ridge supports the
intermodal transport of containers destined for the wholesale and
retail market in the south east Queensland area,” Queensland
Rail said.
ROLE OF SHIPPING LINES
Meanwhile, on the maritime task, Maersk Oceania product and
commercial planning manager Greg Paradine explained the critical
IMG AND QUBE DEAL
•
•
•
IMG operates North Quay Rail Terminal and manages inland
Forrestfield Intermodal Terminal
Aims to get more containers off the road and onto rail
Expected to help manage container freight in and out of
Fremantle Port
nature of the relationship between shipping companies and the
logistics sector.
Mr Paradine said Maersk played “a significant role” in the
overall end-to-end management of international supply chains.
This was in the form of international containerised shipping,
customs formalities, intermodal rail and trucking moves or
full supply chain management activities, all requiring close
coordination and partnership with key providers and stakeholders.
“Maersk facilitates these interactions through electronic data
interchanges involving Maersk, the client, customs, stevedores and
intermodal providers’ systems to enhance process efficiency and
visibility across all parties,” Mr Paradine said.
“This improved visibility within the Maersk client supply
chain allows for optimised container flows and improved decision
making, which when combined with supply chain management
product provides the client with… significantly reduced lead-times,
reduced inventory costs and an optimised supply chain.”
FACT BOX
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Piracy, shipwreck, abandonment and separation from loved
ones are just a few of the problems merchant seafarers face.
Around the world, The Mission to Seafarers provides help
and support to the 1.5 million men and women who face
danger every day to keep our global economy afloat.
Your financial support would be much appreciated.
Donate now: BSB 062 074 Account 1000 8062 (Tax-deductible)
www.missiontoseafarers.org.au
THE MISSION TO SEAFARERS, Sydney
24 Hickson Rd, Millers Point NSW 2000
Tel +61 (0)2 92413009
enquiries@missiontoseafarers.org.au
thedcn.com.au May 2019 47

TUGS & TOWAGE
TUG
Ian Ackerman explores how the towage
business in Australia is changing, through
expansion, a new market entrant and
focus on a more tailored,
service-based offering
Smit Lamnalco tugs at the Gladstone Tug Supply Base
48 May 2019
thedcn.com.au

On
LIFE
the surface, towage is simple: the tug guides a ship
into or out of port, nudging it when needed, and can
intervene to protect the vessel and port infrastructure
in case of an emergency.
However, as with most things in life, towage is
more complicated. New technology is slowly creeping
into the sector, enabling new and more efficient ways of
assisting with ship movements. Additionally, the business
environment in Australian towage is changing, with
competition coming into several markets mostly serviced by
one company in recent times.
A CHANGING BUSINESS
In October last year, Engage Marine announced it was
beginning operations in the ports of Sydney and Geelong,
stationing two tugs in each port (with one back-up tug based
in Sydney). Engage Marine CEO Mark Malone told Daily
Cargo News the enterprise had been going well so far.
“We’ve always got room to do a bit more business,” he
said. “It’s difficult, of course, starting something from
scratch, but I think the market has supported us very well;
we’ve had a lot of support from agents and shipping lines
and we believe we’ve got a sustainable model in both those
ports, and we want to use that as a base to grow from.”
However, Mr Malone told DCN there weren’t any
definitive plans for expansion at the time of writing, but
there were three or four options under consideration.
“We believe that most of the ports in Australia,
certainly the larger ports, can sustain competition,” he
said. “It’s about creating a choice for shipping lines by
having a competitive tension to help raise standards.
Smit Lamnalco
thedcn.com.au May 2019 49

TUGS & TOWAGE
LNG tanker Pacific Notus
Competition certainly helps avoid complacency in the service you
give customers and what you charge them.”
Mr Malone said a local mindset is an important part of the
business model.
“The key thing is the local focus, for us Geelong is a different
business to Sydney. The decision makers for Geelong are based in
Geelong; the decision makers for Sydney are based in Sydney,”
he said.
“A local mindset is really important for the sort of business we’re
looking to establish and it will be replicated in the other ports we
go into.”
Engage Marine’s presence in Sydney and Geelong was further
cemented in early February 2019 when it announced the
establishment of a joint venture with international towage and
marine services provider Smit Lamnalco.
Mr Malone said that Engage Marine brings the local knowledge
of the ports and a nimble, flexible structure to the joint venture.
“We can set up specific businesses that are suitable for the port
they are set up to serve,” he said.
“I think the way the market has gone over recent times is
national agreements, which means that every port is in some
way looked at as the same, whereas every port in our eyes is
very different.
“I think by setting up multiple companies in the specific
ports, we can tailor it to what that port wants from either a tug
perspective or an availability perspective, and from a flexibility
perspective as well. If something changes, by basing decision
makers in the ports themselves, we can be far more responsive to
what the port needs rather than relying on someone else far away
from the market.”
Mr Malone said what Smit Lamnalco brings to the joint venture
was its scale.
“Where we would have struggled on our own to build a company
of scale, this is where Smit can benefit us; they’ve got the financial
and global scale to help us grow the business in line with how we
see it going,” he said
“To me it’s a complementary joint venture where Smit bring
the financial muscle and know-how to our local knowledge and
flexibility.”
The other major towage provider in the Sydney market, Svitzer
Australia, has a similar philosophy on competition.
Svitzer Australia managing director Nicolaj Noes said
competition was nothing new to him, having a background in
container shipping, and for Svitzer, competition does what it’s
supposed to do.
“It means that we sharpen up our product, we sharpen up our
mindset, we sharpen up our customer engagement,” he said.
“I see competition as working. It is making sure everyone is
putting their best foot forward and trying a little harder; that’s
what we’re doing.”
He said one thing he found most interesting about the tug
business was the fact that it is at an inflection point.
“You’re taking something that historically and traditionally
has been ultra-transactional and very much about a hardware and
about a reactive service, you call and you show up and you leave
again… into more of a service package and a service platform to
customers. That transformation I think is the most interesting part
of what’s going on at the moment,” he said.
FLEET EXPANSION
Svitzer earlier this year announced plans to add five tugs to its fleet:
one 85-tonne bollard pull escort tug to be deployed at Port Kembla
(Svitzer Ruby), one 80-tonne bollard pull escort tug for Fremantle
(Svitzer Redhead). In addition to three 70-tonne bollard pull tugs
for the Port of Geraldton.
Mr Noes said the company was looking to have as diverse a fleet
as possible to deal with constantly changing requirements.
“We’re getting bigger ships, but we still have smaller tugs as
well; some customers may need smaller tugs to them so that fleet
flexibility is key,” he said.
“We see the tug as a part of the port infrastructure. Yes, it floats
but it really is a part of infrastructure and what we are trying to do
Svitzer Australia
50 May 2019
thedcn.com.au

TUGS & TOWAGE
and it’s a little unusual for infrastructure,
is to be ahead of the game.”
Mr Noes said the idea was to look at
what the customers’ expectations are into
the future rather than being in a situation
where the company is constantly trying to
remedy bottlenecks.
He took Port Kembla as an example. The
new tug that will be based at that port is
heading there ahead of an expected LNG
import terminal. This terminal is to be a
floating regasification and storage unit, and
will necessitate regular calls by large LNG
carriers.
“This is the same kind of carrier that
takes the gas away from the Gorgon field
or up in Gladstone as well. So we’re very
familiar with the size of the vessels and
the handling requirements of them,” Mr
Noes said.
“We’re sort of using that experience and
Nicolaj Noes, managing director,
Svitzer Australia
“We recognise shipping lines’ need to
drive efficiencies in their businesses is
going to become even more prevalent going
forward, and one way they can save is
shorter port stays,” he said.
“From our side, we see there is an
opportunity around the fact that… what
can happen in port stays is that you have
a plan but something changes – a crane
breaks down at the stevedores and suddenly
everything has to be pushed back 30
minutes.
“But, when things change, it is not
in isolation because with one data point
changing, then the pilot’s data point has
to change, the linesman has to change, the
tugboat operator has to change. And if you
don’t synchronise those elements and have
them work in unison then often you have
20 minutes wasted here where one party is
finished but the next party is not ready.”
saying for those vessels coming into Port Kembla… what do we
think the requirements are going to be in terms of the capabilities
of the tugs and the amount of the tugs that’s required to safely get
an LNG carrier in there.”
Also, Mr Noes said, the tugs required to handle these gascarrying
vessels not only require a large amount of power, they
also need to have next-level safety standards and operational
procedures.
“You need to be able to pull the LNG carrier if there is bad
weather, it needs to get off the berth, or the engine fails, you need
Mr Noes said vessels sitting idle because of the lack of
co-ordination between the various parties at the port is something
tug operators, such as Svitzer, are in a position to address.
“It could be we’re saving 20 minutes here, 30 minutes there
by bringing people together and saying, ‘Let’s make sure we’re all
aligned, that we work off the same game plan and if things change
then everything is synchronised’,” Mr Noes said.
“Being able to address that by taking ownership of and
responsibility for the whole process we feel is an exciting
opportunity.”
to drag it out even against the current so there is an underlying
requirement just for the necessary horse power and oomph that’s
able to do that as well,” he said.
“When you guide the carrier to berth, the number of tugs you
can surround it with allows you to act faster if something happens,
especially when it comes into berth often the requirements for a
turn are quite significant.
“You sort of have to baby it in all the way around and be
ready to act on any kind of contingency. And that’s the nature of
contingency. If the engine suddenly fails, if the rudder fails, you
don’t know where you are at any given time, whether you need to
protect it from going left, or right, or backwards, or forwards.
“For this kind of operation, you have to state of the art tugs in
terms of escort capabilities, the sheer strength of them, and their
firefighting capabilities.”
Mr Noes said the variety of tug that Svitzer is sending to Port
Kembla is similar to those already at the Port of Newcastle, which
is also looking at installing an FSRU.
“We are very keen to understand the future requirements in
Newcastle. I think we have the fleet for it but we also have that
expertise about how to handle gas vessels. It is a unique operation
to handle gas carriers,” he said.
INVESTING IN PEOPLE
Back in late 2017, Engage Marine subsidiary Westug signed a
co-operation deal with international towage services provider
Kotug to operate the tugboat fleet for Fortescue Metals Group at
Port Hedland.
Engage Marine’s Mr Malone said operations would begin in late
June or early July, and that recruitment for 78 positions was nearly
complete. He said the company used traditional vehicles to recruit
staff for the venture, but most were found through word of mouth.
“The industry is such a small one that once you start a process,
even if its internal, word gets out throughout the industry, we’ve
had no issues at all finding teams for Port Hedland, and we’ve
probably had at least 10 applications for every position that we’ve
wanted to fill,” he said.
Svitzer echoed this, with Mr Noes saying that the company has
had a very good pipeline of colleagues that want to join.
“They come from near coastal operators, barge operators in
construction phase, or even from commercial fishing that comes in
there as well,” he said.
“And we’re working closely with AMSA and understanding the
training we need to put in place that allows them to progress into
engineers and deck hands and masters on our tugs.
WHAT’S TO COME
Looking ahead, Mr Noes said he was cognisant that Svitzer’s
customers are facing cost pressure, particularly on the fuel side,
and this pressure is only going to get worse with the new IMO
regulations likely bringing in even higher fuel costs.
“With the operations we have and generally in harbour towage,
that allows us to train internally and give them the experience and
make the moves up in their various grades and certification. It gives
us a lot more flexibility to have a broader pipeline of talent coming
in,” Mr Noes said.
Svitzer Australia
52 May 2019
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MARITIME LAW
Autonomous ships:
2019 update and the future
Lawmakers here and overseas have their work cut out as the advent of autonomous
ships gets closer write Michelle Taylor and Stuart Hetherington
REGULATION OF AUTONOMOUS
vessels and legislation dealing with their
safety, manning and operation remain a
particular challenge both nationally and
internationally. The maritime world has
seen a surge of stakeholders take an active
interest in the development and innovation
of autonomous shipping technology. There
is no doubt that autonomous shipping
will continue to develop throughout the
transport industry and across the globe.
Unmanned ships can generally be
categorised according to their level of
automation. In general terms, remotely
operated vessels are controlled and operated
by human operators located onshore in
shore control centres. With completely
autonomous vessels, a human operator
inputs destinations and the vessel will
navigate to these destinations without any
further interaction being required.
IMO AND MASS
In April 2018, the Legal Committee of the
International Maritime Organisation began
a work program for Maritime Autonomous
Stuart Hetherington, partner,
Colin Biggers & Paisley
Surface Ships with a target completion
year of 2020. The aim of the IMO Legal
Committee is to do a gap analysis of
liability and compensation treaties and to
scope the work required for MASS. This
complements the work being done by
the IMO Maritime Safety Committee on
autonomous vessels. The committee has
sought concrete proposals and comments
on a plan of action.
MASS LAW REQUIREMENTS
The IMO Legal Committee work has
been informed by a study of potential
MASS legal requirements done by the
Comite Maritime International, an
international organisation comprising
more than 50 national maritime law
associations. The CMI has analysed eight
IMO conventions: SOLAS (safety at sea),
MARPOL (pollution), COLREG (collision
regulations), STCW (seafarer standards and
training), FAL (facilitation of international
traffic), SAR (search and rescue), SUA
(suppression of unlawful acts in maritime
navigation) and salvage.
DEVELOPMENTS IN UNMANNED
VESSELS
In November 2018 at the CMI Assembly
meeting in London, retired High Court
judge Sir Bernard Eder gave a presentation
entitled Unmanned Vessels: Challenges Ahead.
That presentation noted the following
developments:
• A claim made by Chinese state media
concerning the fastest unmanned
waterborne surface vehicle having a top
speed of over 50 knots.
• A Chinese company that started
building the Wansham Marine Test Field
for testing of autonomous maritime
technology, which is claimed to be the
largest facility of its kind in the world.
• China celebrating the opening of its
Hong Kong - Zhuhai - Macao Bridge
by holding the largest cooperative
Michelle Taylor, partner, Colin Biggers & Paisley
unmanned boat manoeuvre in history
using 81 boats.
• Israel developing an unmanned boat
known as the Katana, an unmanned
surface vehicle.
• Rolls Royce in the UK revealing plans for
an autonomous, single role, naval vessel
with a range of 3500 miles.
• Rolls Royce and Svitzer successfully
demonstrating the world’s first
remotely operated commercial vessel in
Copenhagen, Denmark in 2017.
• The world’s first fully electric and
autonomous cargo ship is being built in
Vard Brevik, Norway, the Yara Birkeland.
AUTONOMOUS SHIPPING CHALLENGES
There are many challenges to consider
with autonomous shipping, particularly
with regulation. The UN Convention on
the Law of the Sea, which is often referred
to as the constitution of the seas, uses
both “ship” and “vessel” interchangeably,
and surprisingly, does not define either.
Sir Bernard Eder has suggested the need
for a “universal term that makes it plain
that the concept of a ship or vessel does
54 May 2019
thedcn.com.au

Visco ; Colin Biggers & Paisley
not necessarily depend upon the extent
to which any crewman may or not be
on-board”.
The practical difficulties involved in
amending each and every convention
to have proper regard to safety when it
comes to unmanned ships are evident. Sir
Bernard Eder said an alternative may be
to create “some overarching instrument
along the lines perhaps of the Polar Code”,
and new definitions for generic words
such as “master” could be considered.
While the focus of legal reform inevitably
must be on safety, Sir Bernard Eder said
it should not be overlooked that legal
liability conventions also may need to be
considered. Due diligence is something the
courts will have to give consideration to
in relation to questions of seaworthiness.
Whether an owner has complied with its
duties of due diligence in, for example, the
carriage of goods liability regimes will be
challenging in the context of MASS.
Other industry leaders offered their
views at the CMI Assembly during
a workshop entitled The Challenging
Convergence of Modern Technology,
Cybercrime and Marine Insurance. Robert
Veal from Southampton University
questioned whether a more significant
role for product or manufacturers’
liability insurers concerning autonomous
technology is necessary.
International maritime lawyer Dr
Lina Wiedenbach questioned whether
the present fault-based liability regime
in the Collision Regulations may have to
be reassessed in the light of autonomous
vessels. She queried whether there might
have to be a shift from considering
negligence in navigation to negligence in
management.
Dr Wiedenbach suggested that vicarious
LEVELS OF AUTONOMY
Yara Birkeland is a fully autonomous and electric cargo solution
liability principles for independent
contractors should be applied to operators
of MASS; and that it might be necessary
to extend the circle of persons for whose
fault ship owners might be liable, creating a
regime of strict liability for MASS.
MARITIME SAFETY COMMITTEE
FRAMEWORK
In December 2018, the MSC approved
the framework and methodology for the
regulatory scoping exercise, which it had
agreed to undertake in 2017. In effect,
for each instrument related to maritime
safety and security and for each degree of
autonomy provisions are to be identified
which apply to MASS and prevent MASS
operation, or; apply to MASS and do not
prevent MASS operations and require
no action, or; apply to MASS and do not
prevent MASS operations but may need
to be amended or clarified, and/or may
contain gaps, or; have no application to
MASS operation.
It was also decided that once the first
step has been completed, the second step
The Maritime Safety Committee has identified four degrees of autonomy. They
are defined as follows:
DEGREE 1: Ships with automated processes and decision support - seafarers are
on board to operate and control ship port systems and functions. Some operations
may be automated and at times be unsupervised but with seafarers on board ready
to take control.
DEGREE 2: Remotely controlled ship with seafarers on-board - the ship is controlled
and operated from another location. Seafarers are available on-board to take
control and to operate the ship board systems and functions.
DEGREE 3: Remotely controlled ship without seafarers on-board - the ship is
controlled and operated from another location. There are no seafarers on-board.
DEGREE 4: Fully autonomous ship - the operating system of the ship is able to make
decisions and determine actions by itself.
will be to analyse and determine the most
appropriate way of addressing MASS,
taking into account the human element,
technology and operational factors. The
analysis will identify the need for:
• Equivalences as provided for by
the instruments or developing
interpretations, and/or;
Amending existing instruments, and/or;
Developing new instruments, or;
• None of the above as the result of the
analysis.
The instruments to be covered in the
MSC scoping exercise for MASS includes:
SOLAS, COLREG, Load Lines (loading
and stability), STCW, STCW-F (training
of seafarers and fishers), SAR, Tonnage
Convention, CSC (safe containers) and STP
(special trade passenger ships).
ARE AUSTRALIA’S LAWS FIT FOR
PURPOSE?
The challenges for MASS do not only
involve international regulatory bodies.
The problems come much closer to home,
when consideration is given to local
legislation dealing with safety, manning,
and operation of ships.
While the definitions of “ships”
and “vessels” in both federal and state
legislation may be broad enough to
encompass autonomous vessels, the
more difficult question is whether the
laws that are in force in national or state
legislation relating to the operation,
manning or safety features of such vessels
are fit for purpose. Clearly at the time of
enactment most such provisions did not
have unmanned or autonomous ships in
contemplation, let alone partly manned
or partly autonomous. There is still much
work to be done by regulators.
thedcn.com.au May 2019 55

TRADE LAW
What happens next for our
trade agenda after the election?
Andrew Hudson examines the potential fate of pending FTAs and other trade-related
issues that may, or may not, be affected by the upcoming federal election
I WRITE THIS ARTICLE ON 12 APRIL,
yet to secure the same benefits. Indeed, the
shortly after the announcement of the
engagement of SMEs seems to have flat-
federal budget and the announcement of
lined with little use of FTAs.
the federal election date. As expected, this
Both of the major parties share the
period has included the usual claim and
same interest in supporting SMEs getting
counter-claim between the major political
into exports and securing benefits from
parties and a certain amount of cynicism
the trade agenda and both have worked
that even after the election, the political
together to advance that agenda - and have
landscape may not change significantly.
advanced ideas to assist in that process.
Given recent political history there is
For example in the recent federal budget,
also a level of interest (and concern) as to
the federal government announced a
what our preferential voting system will
significant increase in funding for the
deliver for the smaller political parties or
Export Market Development Grant scheme
independents. This is especially the case
as well as more funding for the Trade Start
with our Senate where the inability of a major
program and continued funding for work
party to secure a majority means the game of
against non-tariff barriers. The recent
persuasion and compromise will continue.
parliamentary inquiries have endorsed
That usually delivers unlikely alliances.
the ongoing work of Austrade and other
agencies to assist industry to understand
Andrew Hudson, partner, Rigby Cooke Lawyers
TRADE IS GOOD
and use FTAs as well as enlisting the
Unlike many countries (Brexit anyone?),
assistance of groups such as licensed
and the Department of Industry to work
both major political parties share many
customs brokers and freight forwarders to
collaboratively to address NTBs.
of the same views regarding trade. There
similarly improve understanding and use
certainly seems to be bipartisan support to
of FTAs.
CURRENT AND FUTURE FTAS
advance the trade agenda to ensure growth
The main point of difference now seems to
in exports and GDP and deliver benefits to
LABOR ANNOUNCEMENTS
reside with what should actually be in FTAs.
a wider class of members of society. These
In a recent speech Labor trade spokesman
For some time there has been resistance to
views include support for the World Trade
Jason Clare made several announcements
certain aspects of FTAs, including investor
Organisation and its dispute settlement
of initiatives aimed at improving SME
- state dispute settlement provisions which
arrangements as the best means to address
engagement including creating a category
potentially enable the private sector to
global trade tensions, albeit with some
of “cleared advisors” from business,
pursue disputes directly with sovereign
changes to those arrangements to address a
trade unions and other bodies (hopefully
governments. Other concerns include
number of legitimate concerns raised about
industry associations). In a process
the suspension of labour market testing
the existing regime.
similar to that existing in the US, those
for skilled migrants and compromises
The bipartisan approach extends to
cleared advisors would have “real time”
to existing regimes for biosecurity, trade
support of free trade agreements being
access to negotiations for FTAs including
remedies, environment protection and
negotiated such as RCEP, the Pacific Alliance,
the versions of the text of the FTAs and
direct foreign investment in crucial
the EU and the UK. The federal opposition
provide informed feedback to negotiators.
industry sectors. Those concerns are seen
seems to have expanded that agenda to
Presumably this will not go as far as the full
to have contributed to a sense of distrust
include one deal across all APEC countries.
US experience but it may create an additional
on FTAs which had contributed to a lack
level of transparency to encourage the
of use as well as active opposition from
IMPROVING THE POSITION OF SMES
interest in the FTAs as they are negotiated
some groups. For the federal opposition
Recent research and reports by
in the hope of “ownership” of the FTAs.
these concerns led to the change of
Parliamentary inquiries have confirmed
only a relatively small section of society
has engaged with the trade agenda and
secured benefits while many SMEs have
Mr Clare also addressed the issue of NTBs
through the proposal to establish a joint
team made up of officers from DFAT,
Austrade, the Department of Agriculture
policy position on FTAs during 2018 so
that it would not endorse FTAs without
an independent economic assessment
of benefits of those FTAs. Further, the
Ian Ackerman
56 May 2019
thedcn.com.au

opposition policy is now to oppose any
FTAs which would include ISDS provisions
or remove or reduce labour market testing
requirements for skilled migration. Not
only would that policy require rejection of
future FTAs including such provisions but
would also require Australia to approach
existing FTA partners seeking to remove
such provisions in existing FTAs. What is
unclear is the level of commitment to such
policy positions, namely will proposed
FTAs be opposed based on those provisions
in all cases or whether it would lead to
withdrawal from existing FTAs.
SOME PERSPECTIVE
It is not that these positions are necessarily
new - they have informed active debates
here and overseas for years. Parties in
opposing positions have extensive research
and arguments. However the opposing
positions have not been quite so clear
until now and the unresolved question is
whether they will be tested or register with
the interests of the voters. The issue will
return after the election as there are three
main FTAs which have been negotiated and
signed by the federal government but which
have yet to be cleared by the parliamentary
There certainly seems to be bipartisan support to
advance the trade agenda in a way to ensure growth
in exports and GDP.
process including review by the Joint
Standing Committee on Treaties and the
passage of enabling legislation mainly
relating to customs procedures. That
process became heated relating to ChAFTA
and TPP11 but they were eventually ratified
and implemented.
In the case of the Peru-Australia FTA,
the deal has been before JSCOT (twice)
for general endorsement but enabling
legislation has yet to be passed. In the case
of the Indonesia-Australia Closer Economic
Partnership Agreement and the Australia-
Hong Kong Free Trade Agreement, while
both have been signed, both need to pass
through the JSCOT process as well as
securing the passage of relevant customs
legislation. Whether there is a change in
government or there remains a lack of a
majority in the Senate, then there is likely
to be an ongoing contested process for
these FTAs especially as the opposition
trade spokesman was only prepared to say
that he looked forward to those FTAs being
subjected to Parliamentary scrutiny.
FINAL THOUGHTS
In the absence of a clear majority for either
major party after the election, our ongoing
FTA agenda is less clear. It may well depend
on the level of conviction of both major
parties or the position of any smaller
parties or independents who control the
Parliamentary process. If Labor takes clear
control of Parliament then there does exist
the risk that completion of proposed FTAs
that are still being negotiated such as the
EU and UK FTAs (let alone the current
deals or other future deals) may be more
difficult. Ultimately however, the theories
of political position are often overcome by
sensible compromise.
It won’t quite be Brexit but it will be
interesting.
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thedcn.com.au May 2019 57

THE FORWARDER
Enhanced air cargo security
examination – up and away
Stuart McFarlane from AFIF analyses some of the finer details
of the new air cargo security regime
AS REPORTED IN THE MARCH
The percentage of pre-screened cleared
edition of Daily Cargo News, the Australian
cargo received at the CTOs is growing week
government, through the aviation
on week with minimal delays in processing
and maritime security division in the
cargo acceptance and truck unloading.
Department of Home Affairs, announced
The main issues raised by AFIF over
in May 2018 changes to export air cargo
the past month, in particular were in two
security, including all export air cargo
areas: homogenous cargo and cargo security
being examined at piece-level by 1 March
declaration. Interpretation and application
2019. From 1 March 2019, all export
of the AMSD definition of homogenous
freight carried internationally by air from
cargo has been problematic for some
Australia must either be examined at
AACAs, RACAs and CTO stations. AMSD
piece-level by a regulated air cargo agent
consulted with industry representatives
or originate from a known consignor, and
and arrived at the current definition in
be issued with a valid security declaration
November 2018. Guidance material is also
before it can be accepted at the airline
available for RACAs through the AMSD
terminal for uplift.
Guidance Centre.
RACAs are an important part of the air
cargo supply chain. They are responsible
DEFINITION OF HOMOGENOUS CARGO
for examining international outbound
air cargo before it is uplifted onto an
aircraft. Unless cargo originates from a
Cargo is homogenous where each individual
item within the box, carton, package or
other similar container is of the same
Stuart McFarlane, business affairs manager,
Australian Federation of International
Forwarders
known consignor, it must be examined
size, shape, material and density to enable
and cleared by a RACA before being loaded
detection of any anomalies. The physical
airport RACA sites supplying CSDs to
onto an aircraft. Examination at piece-level
characteristics and the design elements of
the CTOs. CTOs are finding there are
is undertaken by a RACA using security
the packaging for each item are also the
variations of the CSD format and quality of
screening technology, usually X-ray or
same. Some differences are acceptable, for
information being provided, mainly from
metal detection. Off-airport RACAs and
example, slight variations in size.
known consignors. CTOs are encouraging
on-airport cargo terminal operator RACAs
AFIF and AMSD continue to encourage
industry to use the IATA CSD template
are examining international air cargo at
industry to contact their RACA to discuss
which contains the required fields. The
more than 100 locations across Australia.
whether their cargo is considered to be
IATA CSD is a global standard document.
homogenous. If industry have examples of
EXPERIENCE TO DATE
cargo which is being refused acceptance
CONCLUSION
It has been 12 months since the
under the new EACE rules and you wish
The transition of the EACE arrangements
government announced the changes and
to seek clarification from AMSD, contact
is a phenomenal outcome. AFIF’s heavy
two months since the commencement of
1300 791 581 or email: GuidanceCentre@
involvement in the process provided
new EACE security measures on 1 March.
homeaffairs.gov.au
us with an insight into how positive
The feedback from CTOs, off-airport
government and industry engagement,
RACAs, AACAs, known consignors and
CARGO SECURITY DECLARATION
collaboration and cooperation can deliver
AFIF members has been generally positive.
Cargo security declaration format details
a major transformation of business
Reports are that the transition to the new
have been an issue raised by the CTOs, with
operations in a tight timeframe. Industry
EACE measures was orderly and did not
instances of inconsistent and incomplete
has invested heavily in new security
result in major delays or congestion at the
information supplied. AMSD does not
screening equipment, adapted their
container terminal operators.
specify the format of the CSD. Legislation
operational processes and collaborated
AMSD’s approval of RACAs and known
consignors, at over 500 sites, has been the
catalyst for easing the burden of screening
uncleared cargo at the CTOs.
specifies 10 information fields must be
provided in the CSD.
There are now more than 300 known
consignor sites plus more than 100 off-
with AMSD to deliver a significant security
outcome for Australia. The aim of increased
security on aircraft is shared by everyone
who flies.
Image supplied
58 May 2019
thedcn.com.au

INDUSTRY OPINION
Industry must benefit from
the Biosecurity Imports Levy
Zoran Kostadinoski runs his eye over plans for the Biosecurity Imports Levy
and notes areas for possible improvement
IT HAS BECOME EVIDENT
funding the challenged biosecurity system,
international trade is an easy target for
under the existing cost recovery model.
government agencies to generate revenue
and manage the border and biosecurity
COLLECTION MODEL
systems. This Biosecurity Imports Levy
In any international trade transaction cost
was a recommendation of the 2017
transparency is important and for this
Independent review of the capacity of
reason the CBFCA believes the committee
Australia’s biosecurity system. The levy is
and the minister need to consider the
estimated to raise $325m from 2019–20
collection model via the existing Full
and was scheduled to start on 1 July 2019.
Import Declaration, as this is transparent
The government has changed the start date
and prevents the collector adding
to 1 September 2019. An Industry Steering
additional administration charges on top
Committee, appointed by the minister
of the levy. This is already an acceptable
for agriculture and water resources, is to
practice within the importing community,
consult with industry on the proposed levy
which will ultimately end up paying the
and provide advice to the minister. CBFCA
levy and passing down the supply chain to
representatives recently met with the
consumers. The CBFCA opposes any cross-
committee to discuss the levy design and
subsidisation, as all biosecurity system
further responded with a submission on the
discussion paper released for comment.
users should pay the levy.
Zoran Kostadinoski, regional manager for
Victoria, Tasmania and South Australia, CBFCA
COLLECTION ALTERNATIVES
CBFCA VIEW
If the committee determines the FID is
improvements to frontline biosecurity
The CBFCA’s view is that Australia’s
an unviable collection model, the CBFCA
protection and improved service levels.
biosecurity system must be underpinned
supports collection models that do not
The biggest impact for CBFCA members
by a modern and effective regulatory
involve any commercial operator, as this
and clients is in the imports program.
framework. Currently, biosecurity is
levy will be an impost on operators, and
This is mainly due to the department’s
managed under the Biosecurity Act 2015,
the levy will increase substantially. In the
inability to manage the increased number
and related regulations. The CBFCA notes
case of sea freight it should be levied on
of FIDs submitted by industry for brown
Australia’s biosecurity risks have changed
the port authority based upon containers
marmorated stink bugs’ assessment with
significantly in the last decade.
discharged, passengers and tonnage as the
existing resources and out-dated systems,
The CBFCA understands the biosecurity
ports do now and will include it in the port
resulting in failure to meet current client
system includes pre-border, at-the-border
service charges, which are regulated. The
service standards during the BMSB season.
and post border activities, which need to
same applies to air freight where it could
be funded or cost recovered, in order to
be levied on the airport authority. The levy
FINAL THOUGHTS
reduce the regulatory burden on compliant
then will be collected as an expense to
The CBFCA has made a submission
businesses. The CBFCA hopes increased
operate an international port, airport, or
highlighting these issues to the inspector-
funding will enable the management of
post facility, reducing the risk of any levy
general of biosecurity, Dr Helen Scott-
biosecurity risks in a responsive manner,
increase in a commercial environment.
Orr, who has undertaken an independent
to enhance Australia’s capacity to manage
review - assessment of the effectiveness of
biosecurity risks and ensures Australia
INDUSTRY MUST BENEFIT
biosecurity measures to manage the risks of
remains competitive in international trade.
The CBFCA will continue to advocate
BMSB entering Australia.
that the department ensure effective
The CBFCA looks forward to the findings
THE CONCERN
biosecurity outcomes are delivered without
from the independent review and working
The CBFCA has concerns that funds from
unnecessary impediments to trade.
collectively with all key stakeholders to
the levy will go into consolidated revenue
The CBFCA will also advocate for
ensure that the biosecurity protections
CBFCA
and not allocated to the imports, exports,
and seaports programs, which are currently
government commitment to allocate
significant revenue from the levy to
are met while ensuring the viability of
international trade.
thedcn.com.au May 2019 59

INDUSTRY PROFILE
Making milestones
After a quarter of a century running a stand-alone business, father and daughter team
Bill and Janice O’Connor reflect on the nature of business and some cultural changes
along the way. By David Sexton
THE YEAR WAS 1993.
decided to buy their Melbourne operation
Bill Clinton was inaugurated as US when the Swedes decided to exit the local
President, Paul Keating’s ALP won a famous market. “Unfortunately for them, some
victory over John Hewson’s Coalition and of the business they bought, particularly
Australia retained the Ashes in England. in New South Wales, they just couldn’t
Meanwhile, Bill O’Connor established manage it,” he recalls. “After four years
Allied Seafreight Logistics (or ASF) in the the Swedes came back and things had hit
western suburbs of Melbourne.
rock bottom.”
“It has all gone by in the blink of an
So Bill moved to buy the ASG Melbourne
eye,” Bill says over a cup of coffee with operation, rebranding it as ASF Allied
DCN. Now mostly retired (he works one Seafreight and General. Before going out
day a week, allowing plenty of time for on his own, he sounded out the market.
golfing and fishing), Bill reflected on the “So we approached local businesses to see
past quarter of a century and back even if they would continue to support us and
further to his decision to move from
they said ‘yes’, if the rates were good, and
Ireland to Australia in the early 1980s. In the service was good,” he says. A good
Ireland he had a background in trucking, relationship was struck with the old ASG
first as a driver and later as a manager. who basically agreed to vendor finance for
Bill took a job with Mayne Nickless (“a the first year.
brilliant company to work for”) and then
when that business shifted from transport A FAMILY OPERATION
he was headhunted by the Swedish freight Bill reflects upon the change of culture
forwarder ASG to run its Melbourne
from an international corporate to a family
operations and build a land transport business. “It was all about creating a team.
division.
When we were ASG, there wasn’t much of a
Bill helped build up ASG’s Australian team around,” he says.
business for several years, then later
“So it was about getting the message
Janice and Bill O’Connor at their Laverton premises in Melbourne’s west
across that the only way we’re going to
do this as a standalone business is by
everybody understanding their part and
the importance of the work that they
were doing.”
The family aspect of ASF was enhanced
with Bill’s daughter Janice and wife Marie
coming on board.
“There’s no doubt we had to change the
culture of the business and it was around
that time that mum and I both came on
board,” Janice O’Connor recalls.
A MAN’S WORLD?
Janice O’Connor’s story is interesting in
itself, being one of those tough women who
forged a career in the world of logistics,
a field traditionally dominated by blokes.
“For me at the start, you’d go to a client’s
warehouse and you’d still see the nudie
calendars,” she says.
“You see just how the industry has
changed over the years. I think I always had
to prove myself a bit more, not only being
the boss’s daughter, but then also being a
female and gaining the respect that I don’t
have to drive a truck or use a forklift to
be able to successfully manage a logistics
business.”
Janice notes attitudes have changed,
particularly during the past 10 years.
“So that has been extra-challenging but
also very rewarding. Having the support
and dad’s faith in me to be able to do it was
a big thing,” she says.
“It is a tough industry but it actually can
pay quite well. You can learn something
from the ground up without necessarily
having a formal degree.”
Bill notes his daughter put in a lot of
time in her studies and post graduate
qualifications. He is proud to have created
a business that provides flexibility, allowing
mothers to balance work and family.
“Because we are a family business, we’ve
always encouraged that and developed
people like that,” he says.
David Sexton
60 May 2019
thedcn.com.au

INDUSTRY OPINION
What constitutes free trade?
Paul Bettany takes a combative look at global developments in the world of trade
INTERNATIONAL TRADE
Rust Belt), which Trump recognised and
agreements have been the engine of global
appealed to in the 2016 election. He has
growth for many years as capitalism has
now set about changing the global trade
spread and even communist countries
agreements to fulfil his election promises
have accepted the system as the engine of
and rebuild manufacturing.
growth. Asian autocracies and totalitarian
President Clinton created NAFTA,
regimes have accepted that free markets
between the USA, Canada and Mexico
allocate resources more efficiently than
which created a huge ‘free trade zone’ but
command economies and global trade is
led to a transfer of manufacturing away
the marketplace for all countries to prosper.
from the United States. Car manufacturers
moved to the cheaper production countries,
PROBLEMS ARISE
but guaranteed markets for the cars, in the
But free trade agreements have been anything
USA through NAFTA. Trump has addressed
but free and fair. The parties negotiate from
this and re-negotiated this agreement into
unequal positions, with dominant trade
the USMCA, which addresses production
parties in most cases receiving a better
and the market imbalances.
deal. Political considerations also have also
been influential, with western countries
CHINA AND THE US
allowing unbalanced trade agreements to
China is the other major problem facing
Paul Bettany, director, Collinson & Co
encourage regimes to open their economies.
the US trade deficit. The US had a trade
China was accepted into the WTO and
deficit of up to USD$500bn with China,
CURRENCIES AND FOREIGN EXCHANGE
has become the world’s second largest
as it exported under beneficial WTO rules,
As fundamental trade paradigms change, so
economy, all the while benefitting from
while restricting US exports to China.
do trade flows and the currencies associated
emerging nation status.
The US has been waging a trade war with
with these realignments. The US/China
Tariffs still exist under FTAs, it is just
China, for the best part of a year. The
trade wars have caused severe disruption to
which products are covered, or what the
Americans want a comprehensive free trade
the existing Chinese commodity suppliers,
tariff level is. One of the unfortunate
agreement addressing not only tariffs but
including Australia. The disruption to
by-products of these agreements has
capital flows, investment and IP theft/
the supply chain has hit trade-exposed
been that manufacturing has been
transfers. The deadline was set for 29
countries and currencies. The Australian
transferred to low-wage economies and
March 2019 at the G20 conference, but has
dollar has fallen from above US80c to trade
developed countries have suffered massive
since been delayed, until early this month.
just above US70c at times over the last year
manufacturing job losses and all the social
The impact on global growth and on
or so. The impact has been dramatic and
fallout that entails. Western, developed
economic sentiment from these trade wars
understandable, considering the extreme
nations have become dependent on service
has been immense. The US economy has
uncertainty flushing through markets.
and capital intensive industries or resources
continued to boom under lower taxes and
A US/China trade agreement will have
sectors to support their economies. Low-
deregulation, while Chinese markets have
a positive impact on global economic
wage countries such as China, Vietnam and
been severely impacted.
sentiment and the Australian dollar. Once
Mexico have become the new factories of
the agreement has been signed, the detail
the world. This has suited corporate giants
BREXIT AND THE EU
will be revealed and the impact on the
who have cut the cost of production while
The Brexit chaos and disruption continues
supply chain will become more apparent.
accessing markets via FTAs.
with no immediate solution. Parliament
If the access to Chinese markets for US
has failed to negotiate Brexit from
exports impacts current Australian trade,
TRUMP AND FTAS
Europe and chaos and disruption has
then it could reverse any initial positives
The Trump administration has sought
ensued. The UK economy has remained
gained by the global trade benefits. It is
to address inequities in global trade. The
remarkably resilient throughout this chaos,
for this reason trade dependent industries
US administration recognised the huge
showing continuing economic growth
must be prepared for all outcomes and
Collinson & Co
trade imbalances that have, they argue,
resulted in massive trade deficits. The
social fallout has been massive, hollowing
out manufacturing intensive states (the
and performance despite the testing
circumstances. The latest extension is until
31 October, but there is no reason to expect
a different result.
possibilities.
Paul welcomes your comments, which can be
emailed to him at: paul@collinsonfx.com
thedcn.com.au May 2019 61

OUT & ABOUT
MSC hosted its own
spectacular fireworks
on Sydney Harbour to
celebrate 30 years of
operation in Australia
Many causes for celebration
From fireworks to sports,
it was a busy month for
the shipping community.
PERHAPS THE HIGHLIGHT OF THE
social calendar was the celebration MSC’s
30 years of operation in Australia. The
company brought together staff, clients
and partners for a gala cruise on Sydney
Harbour on 5 April which included no
less than a tugboat salute and spectacular
fireworks display. Industry stalwart and
chairman of MSC in Australia and New
Zealand, Captain Michele Bordiga, was on
hand to help recap some of the company’s
remarkable achievements.
Meanwhile, in Victoria the shipping
community gathered at Waterford Valley
Golf Course in early April for the Phil
Kelly OAM Perpetual Trophy. Victory came
to Leigh Taylor’s Westlink Container Park
entry while the two longest drives were won
respectively by Ben Moke from DPWA and
Tom Hill from Port of Melbourne.
Meanwhile the Customs Brokers and
Forwarders Council attracted a large
group to its Sydney event at Stamford
Plaza Sydney Airport. Speakers included
trade lawyers, senior bureaucrats, industry
experts and more.
Competing for the Phil Kelly OAM Perpetual Trophy was the Svitzer team
made up of Dylan Sheehan, David Ayres, Simon Cass and Peter Cream
Winners of the Phil Kelly OAM Perpetual Trophy were the Westlink Container Park team
including Leigh Taylor, Sebastian Moreau, Tony Nelson and Simon Douglas-Denton,
receiving their trophy from SAL Victoria chair Rod Begley (second from right)
CBFCA; SAL; MSC
62 May 2019
thedcn.com.au

Wendy Stanton, Scott Carson, Dino Baliva and John Park
Eve Reddy and Steve Tzaneros
Antony Fatouros, Cameron Allan and Sue Danks
Kelly Veney
and
Domenic
Altobelli
PAE team, Charles Masters from Shipping Australia, James Kurz
and Brent Piening from PAE with Mile Jurcic from SCI Australia
Kevin Clarke, managing director MSC Australia and NZ;
Captain Michele Bordiga, chairman MSC Australia and
NZ; and Maurice James, Patrick Terminals
thedcn.com.au May 2019 63

PORT SUSTAINABILITY
THE INTERNATIONAL ASSOCIATION
of Ports and Harbours and the World
Port Sustainability Program held a
two-day workshop and forum to discuss
sustainability in practice.
Jason Sprott and Renee Hovey from
Australian consultancy practice Sprott
Planning & Environment attended the
forum with port colleagues from Europe,
Africa, Asia, New Zealand, North and
South America.
“Clearly, the landscape has changed and
sustainability means so much more than
simply a narrow focus on environmental
and ecological issues,” Mr Sprott said.
“Our experience in working with
Queensland ports is that this is well
understood and our clients are seeing the
advantage of adopting a whole of business
approach”, Ms Hovey said.
“The event... was an ideal forum for a
wide range of ports to share information
and insights regarding the use of the
SDG platform as part of good strategy
development.”
Since the launch of the World Port
Sustainability Program in March
2018, ports across the globe have been
determining what the United Nations
Sustainable Development Goals mean for
their business and governance. Some ports
Jason Sprott and
Renee Hovey at the
United Nations
headquarters in
Geneva
UN hosts port
sustainability forum
Paula Wallace reports on the port sustainability forum
held recently in Geneva at the UN headquarters
are more advanced than others and the
meeting in Geneva enabled open discussion
on various approaches. In addition,
shipping line MSC and financial institution
BNP Paribas outlined what sustainability
means to them as businesses and what
strategies they are pursuing in this area.
MORE ACTION NEEDED
Representing Ports Australia at the forum,
Mr Sprott and Ms Hovey tabled a new
publication Ports and a Sustainable Australia
that highlights sustainability work under
way across Australia.
“The document was very well received
and highlighted a snapshot of work around
the country. We should be very proud of
the work under way in Australia across
many ports, however there is more work to
do, particularly in the areas of ‘front-end’
climate change policy,” Mr Sprott said.
“Whilst our ports are demonstrating
commitment to addressing climate change
adaptation and resilience, we need to be
more active in front-end issues in terms
of emission reductions, transition to
cleaner fuel types and cleaner operational
activities.
“Longer-term aspirational targets are
needed throughout our industry. We also
need to see robust studies focusing on the
impact of climate change for certain trades
and commodity types, as ports will need
to adapt.”
PROGRESS USING SDG PLATFORM
Ports at the forum indicated that they are
taking action against the SDG framework,
although progress is varied.
“There is a strong commitment to the
platform and while there was evidence
SDGs are addressed at a ‘project’ level, we
expect there will be further contribution to
the WPSP database and it is hopeful there
will be additional progress to integrate
SDGs at a ‘strategy’ level.” Ms Hovey said.
“The UN recommends businesses
evaluate their activities and their current
and potential impacts against the SDGs,”
explains Mr Sprott, adding that not all
SDGs are materially significant to every
business.
“Ports are clearly not expected to address
all 17 goals and 169 targets,” Ms Hovey said.
In Australia, Queensland ports are
taking strong action and undertaking
targeted assessments of each SDG as part
of strategy development work. Mr Sprott’s
company is currently working with all
Queensland ports and has just started
working with some in New Zealand.
“To us, sustainability can help tell the
story of ports very well – capturing a whole
range of good historical work and outlining
renewed commitments in forward years. This
is generally well received by stakeholders
including local communities, interest
groups and regulators,” Mr Sprott said.
“Ports have an opportunity to lead, and
we are encouraged by many ports taking a
renewed approach to sustainability.
“Critically, ports should be developing
key strategies with both short and longer
term targets – ensuring that sustainability
is not simply an action list, but
rather a whole of business approach with
a clear commitment over many years,”
Mr Sprott said.
LOOKING AHEAD
The forum wrapped up with a commitment
from the IAPH/WPSP managers to prepare
a forward program of events over the next
two years.
“It will be exciting to see the forward
WPSP program which will help Australian
ports work out how they can become more
involved and take advantage of the network
of colleagues and leading project examples
from around the globe,” Ms Hovey said.
64 May 2019
thedcn.com.au

MISSION TO SEAFARERS
The value of seafarer
welfare committees
Shane Hobday explains how charities, the private sector
and government are improving the lives of seafarers
THE SHIPPING INDUSTRY DEPENDS
on the seafarers who crew the ships of the
world’s commercial fleets. The welfare of
those seafarers is a major factor in the safe
working and operation of the industry.
However, until early last decade, there
had been little in the way of a coordinated
international and national approach to this
vital human aspect. As an island nation,
Australia is totally dependent on the
shipping industry for the export and import
of many of its day-to-day products, with
more than 98% of our trade with the rest of
the world being delivered by ship.
Shane Hobday, director,
Mission to Seafarers & chair,
Sydney Seafarer Welfare Committee
Meetings are attended by representatives
from the welfare organisations (Mission to
Seafarers, Stella Maris, Seamans Christian
Friend Society), Australian Maritime Safety
Authority, Australian Mariners Welfare
Society, Shipping Australia, Port Authority
of NSW, NSW Ports, stevedores, ITF and
Tas Bull Seafarers Foundation.
KEY RELATIONSHIPS
Through the relationships developed in
these meetings during recent months the
welfare organisations were able to provide
prompt support to seafarers on a number of
ships that had been involved in incidents.
In addition, the committee has actively
pursued a number of initiatives to improve
the experience of seafarers when visiting
Sydney’s ports including:
• Working with the Port Authority of
NSW to ensure all ships are aware of the
seafarer welfare services available before
entering Sydney ports;
• Free Wi-fi on the Mission to Seafarers
Sydney bus during the trip to and from
Port Botany with the support of the Port
Authority of NSW;
• Free Wi-fi for seafarers at various
locations at the Port Botany facilities of
NSW Ports and Patrick Terminals;
• Investigation by Tas Bull Seafarer
Foundation of how to provide a portwide
Wi-fi system;
• Delivering small gift packs to the
seafarers in port on Christmas Day.
Based on feedback from seafarers visiting
Sydney’s ports, access to the internet is
viewed as the most important port-based
welfare service, hence it has been a key
focus area of the committee.
The Sydney Seafarers Welfare Committee
provides a report to the Australian
Seafarers Welfare Council. The report
outlines progress on key initiatives and
identifies where assistance is required.
EYES AND EARS
These port committees are the eyes and
ears of seafarer welfare in Australia
and therefore key to improving the
lives of seafarers visiting Australian
ports. To be effective the committees
need representation from all welfare
organisations, port operators, AMSA,
shipping industry, stevedores and other
relevant stakeholders.
SEAFARERS AND THE MLC
The Maritime Labour Convention 2006
requires the establishment of seafarer
welfare committees at the port, at both
a regional and national level. At the
national level Australia has established
the Australian Seafarers’ Welfare Council
to ensure the adequacy of existing
seafarer welfare facilities and to assist
in coordination of port/regional welfare
committees. By way of example, at a
port level Sydney has a seafarer welfare
committee which covers Port Botany and
Sydney Harbour and meets on a quarterly
basis to consider seafarer issues and
opportunities to improve their time in port.
PROVIDING CARE FOR SEAFARERS IN SYDNEY
In Sydney, the Mission to Seafarers provides the vast majority of the welfare
services for visiting seafarers including:
A free bus from Port Botany to the city and return (four trips a day);
• The Seafarer Centre at Walsh Bay offering money changing, free Wi-fi, discounted
souvenirs and personal shopping items, cable TV, amenities etc;
Chaplains who visit ships to support those seafarers unable to obtain shore leave;
Assistance as needed when there have been incidents on board;
• A new initiative to provide services to the crew of the many passenger ships
entering Sydney Harbour.
If you would like to volunteer as a bus driver or in some other capacity please
contact the Mission to Seafarers 02 9241 3009. Please contact us also if you are
interested in making a donation.
For more information on the Mission to Seafarers Sydney please visit our website
or look us up on Facebook.
Image supplied
thedcn.com.au May 2019 65

The grill
Jackie Spiteri, manager environment and sustainability
at the Port of Newcastle, talks about Wales, the value
of the natural world, Lady Gaga and sporadic yoga.
Where did you grow up?
Brecon Beacons, Wales, United Kingdom
When you were growing up what job
did you want to do?
I wanted to be an archaeologist. I grew
up in an old house and would often find
fragments of bones and china in the
vegetable garden.
Why did you come to Australia?
My husband is Australian. We met whilst I
was completing my MSc in the Caribbean.
The plan was to do five years here and five
years in Wales but I have now been here for
over ten.
How could use what you learnt in
your training overseas in your role in
Australia?
I studied my undergraduate at Swansea
Institute (South Wales) and my post
graduate at Bangor School of Ocean
Sciences (North Wales). There were some
adjustments in coming to Australia to
practise my profession. The heat is an
obvious one. I actually found that the
principles of environmental management
in Wales were quite similar to Australia.
However, I had to familiarise myself with
the differing legislation and get up to speed
with all of the native flora and fauna. It is
a work in progress.
What attracted you to your current job?
Working in an environment that means
something to so many people. The role is
challenging and diverse. It is a large and
dynamic port. I have been here for eight
years and certainly don’t know everything.
I still find myself learning new things and
gaining new experiences every day.
What do you do in your spare time/do
you have any hobbies?
These days I mostly spend my spare time
with my family. I like to be outside. I also
like to think I am quite creative so often
have little projects going. Most recently I
have made a table and we have bees, so I
have been playing with the wax.
Do you play sport or play an instrument?
I sporadically go to yoga classes and will
often ride or walk to work. Other than that
no, although I would love to learn to sing.
What are some of the challenges of
working in an environment role?
There are challenges in balancing the need
to keep the business operating unhindered
while also ensuring an active and
sustainable environmental management
plan that is suitable for the future. For
me building positive relationships and
trust with stakeholders, both internal and
external, has been critical to achieving
this balance. Being able to demonstrate the
benefits of environmental improvements
in terms of economic, social and
environmental outcomes is imperative.
Working for a business that recognises the
importance of its social licence to operate
and the need to develop a sustainable port
certainly helps embed the right culture.
Who are some of your role models?
David Attenborough, for his passion and
understanding of the natural world. Stefani
Joanne Angelina Germanotta (Lady Gaga)
for her ability and her achievements.
What makes your work satisfying and
rewarding?
The ability to drive positive change and
know that I am helping to create a resilient
and sustainable port for the future
What are your secrets for maintaining
a good work/life balance?
It’s hard at times. I have a five year old
daughter, Florabella. Seeing how quickly
she is growing up is a reminder to switch
off and cherish time with my family. I am
lucky to work for a company that supports
a positive work-life balance.
If you were to name a ship, what would
it be and why?
Santorini Moonshine – I used to sail with my
dad growing up and these words make me
think of him
What is something you’ve done in your
current role that you’re proud of?
It is important to recognise that to
affect global change, there needs to be a
degree of consistency in the approach to
environmental management. Recognising
the importance of this has triggered Port
of Newcastle to sign up to the ECOSLC
(Sustainable Logistics Chain) Eco Ports
initiative. Eco Ports is a global network
of ports and terminals all committed to
improving environmental management
and sustainability outcomes through the
adoption of an environmental management
system framework developed specifically for
the industry, it also provides a platform for
best practice knowledge sharing.
What advice would you give someone
looking to get into your field?
Be prepared to expand your knowledge
base exponentially, try to gain as much
workplace experience as you can during
your studies and love what you do.
Image supplied
66 May 2019
thedcn.com.au

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