Patrick backs down on side-loader fee

Crisis-hit Patrick has announced that it will not now go ahead with proposals to impose a $100 charge on sideloader trucks in what appears to be a climb down forced on it by the industry.

“Patrick will defer a decision on a levy and will not impose the proposed fee of $100+GST per truck visit to the terminal from October 25, 2012,” Ben Wicks, a terminal manager at Patrick Port Botany said.

Source: Lloyds List Oct 2012

New cranes for Hutchinson Port Holdings in Brisbane

Hutchison Port Holdings (HPH) has brought two huge quay cranes to its new Brisbane Container Terminals (BCT) operation. The cranes stand

up 109m high and weigh more than 850 tonnes each and are capable of reaching across ships 18 containers wide.

MUA seeks court injunction over Port Botany automation

The Maritime Union of Australia (MUA) says it will seek an injunction in the Federal Court over the failure of Patrick stevedores to consult with the union and employees over the proposed automation of the Port Botany cargo terminal.

The injunction aims to prevent Patrick from taking any further steps to implement the proposed automation prior to consulting with the union in accordance with the EBA struck in April.

"The MUA believes Patrick's management acted in breach of the consultation clause of the EBA struck in April, when it announced on September 3 the signing of a contract with Cargotec Corporation in Finland to deliver 44 Autostrads by the end of 2013," the union said in a statement.

"The MUA has consistently criticised Asciano's announcement in mid-July that its subsidiary Patrick Stevedores would sack more than half of its Port Botany workforce and replace them with automated technology.

"The union was extremely disappointed that Patrick failed to declare its plans for automation during 20 tough months of negotiations for a new EBA."

MUA national secretary Paddy Crumlin said: "The company says it will consult then does the opposite and we're going to pull them up on this."

Source: Industry News Oct 2012

Infrastructure Australia calls for sale of ports

Statutory body and adviser, Infrastructure Australia (IA), has called for a mass sale of government owned assets, including ports, to the private sector to reverse Australia’s infrastructure deficit and fund new developments.

IA has identified that more than $100bn of commercial infrastructure assets on Australian government balance sheets which could be sold.
These include ports and freight rail infrastructure.

Source: Lloyds List Oct 2012

Renewed focus on cargo value fraud

Customs has launched a rolling audit program after growing evidence showed rampant non-compliance with customs rules among sellers bringing Chinese clothing into the country.

Some importers have been found to have undervalued consignments by at least 50%, using fake invoices from their overseas suppliers, or by claiming contrived expenses, such as “buying agent” commissions.

“Some importers appear to think that this is normal industry practice and that they won’t be caught” Customs and Border Protection’s Anthony Seebach said.  “But they are wrong and the consequences can be severe”.

Source: Lloyds List Oct 2012

Cessation of the Freetrading- Zone in Port of Hamburg

The cessation of the Freetrading- Zone in the Port of Hamburg Zone will take effect as from January 1, 2013. Outlined below are more details regarding future handling of import consol cargo into Germany and other European destinations via Port of Hamburg.

The effective date, eta Hamburg January 1, 2013 requires pro-active measures that need to be taken care of as from eta Hamburg November 1, 2012 already. As from November 1, 2012 the new customs systems are active and need to be used for a test period of 8 weeks in order to avoid any problems when the program starts as from January 1, 2013. After January 1, 2013 Customs Authorities will not grant any grace period or pardon if anything is not in line with customs rules, due to any reason whatsoever.

As from November 1, 2012:

For all cargo shipped to Hamburg the following general information must be provided by the loading port agent.

-     HS- Code/ Schedule B number for the commodities shipped, at least first 6 digits, better 8 digits.

-     Commercial value of cargo per HS-Code/ Schedule B Number.

-     Commercial invoice & packing list is required.

-     Correct cargo descriptions. General names like “spare parts”, “garments”, “equipment”, “machinery”, “chemicals”, “textiles” and others are strictly prohibited. The name of commodities must exactly explain the real nature of the goods and must match with the HS- Code/ Schedule B Number.

-     Description of packing: all kind of packing must be mentioned by the correct name. It is not allowed to use words like “colli”, “crate”  or “package”. The correct name has to be filed in each bill of lading , e.g. “wooden case”, cardboard carton”, “carton” or other exact description is mandatory. Pallets and skids are not considered as packing as they are complementary packaging means only.

-     For all shipments the full name and physical address of shipper as well as consignee is mandatory.

-     For personal effects a detailed packing list showing contents and value per package as well as owners passport copy is mandatory.

-     For diplomatic cargo a detailed packing list showing contents and value per package as well as letter from origin state authority certifying the status of “Diplomatic Goods” is mandatory.

-     Full style Marks & Numbers mentioned on the cargo itself need to match with those mentioned on the commercial as well as shipping documents (MBL & HBL). Customs Authorities use the Marks & Numbers as a standard proof that the cargo shipped is identical with the cargo mentioned in the commercial documents.

-     In case of Dangerous Goods Cargo correct and complete documentation in IMDG Code compliant format is mandatory.

-     Any cargo that is subject to health/ sanitary inspection or any other kind of  licensed products are subject to supply of all certificates obligatory for customs entry procedures in Germany, e.g. copy of  health- certificates, sanitary- certificates, vine- certificates(VI1), copies of import/export license  and others , as well as commercial invoices and packing lists.

-     When issuing your house bill of lading for co-loader please make sure that the bill of lading clearly indicates how the shipment has to be sorted / split at destination. It will impossible to accept any sorting/ split orders and/ or order for any other kind of manipulation on a shipment at destination after carrier has filed a container into customs system.

-     The Master B/L always needs to show the same details as all House B’s/L in a container. It is not allowed to mention the total number of packages, commodity: general cargo (F.A.K.) and the total weight only. Please find sample for customs conform issued and non conform issued Master B/L attached to this letter.

-     For shipments in containers with port of entry/ discharge Bremerhaven / Wilhelmshaven the commercial value, HS-Code / Schedule B as well as name of commodity is mandatory. Preferably with copy of commercial invoice.

-     For trans-shipment cargoes in general, irrespective of their final destination a copy of commercial invoice as well as complete contact details of consignee (contact person, tel-fax-email) is mandatory.

-     Over- landed as well as short- landed cargos are subject to customs filing in Port of Hamburg without exception. The respective loading port agent will be informed about any discrepancies to the manifest accordingly. The loading port agent is in charge to send immediate information and full back – up documents for any over-landed cargo as well as instructions how to handle the same. For short- landed cargo the loading port agent is in immediate charge to send a written certificate about status of the missing part of a shipment. Most important at all is the fact that none of the other shipments inside a container can be released to consignees as long as the necessary information/documents/ back-up for over- and short-landed cargo is not made available for German Customs and has been approved by German Customs.

-     Storage of None- E.C. cargo that arrives in Port of Hamburg will be only possible under customs control for a limited period of maximum 45 days after vessel’s arrival CY Germany or 20 days if arriving by truck via another HUB.

-     At the end of the 45/20 days period all shipments still on storage are subject to a connecting customs procedure, be it transport under bond, duty and tax clearance or any other specific customs procedure. If any shipment has not been accepted or picked up by a consignee the carrier and his cfs have to arrange a customs bond declaration which extends the possible storage period to no limits until someone is paying duties and taxes for the said goods.

-     Any customs penalties as well as duty and tax invoices raised by German Customs Authorities for offences against these rules will be for account of loading port agents in general.


For further information please contact your Account Manager

Directors are responsible for safe and compliant heavy vehicle container transport... and not just the truckies!

Over the last 12 months we have witnessed news reports highlighting tragedies that have occurred on NSW roads as a of result dangerous practices involving the transportation of containerised freight.

As well as the loss of human life, other incidents have resulted in significant costs to major infrastructure and traffic congestion. So what are the authorities doing about it ?

In order to comply with expectations set by the Roads and Maritime Service (RMS), Port Botany’s stevedores have recently introduced weigh in motion (WIM) technology to measure mass and axle weight compliance for loads exiting the terminal gate. All reports indicate that this process has been effectively implemented with only teething issues in dealing with loads needing rectification at container freight stations located within the port precinct. Whilst this solution has come at a cost to the international trade sector, it has delivered significant benefit in managing overweight compliance issues.

Based on the success of the Port Botany experience, it would seem like a logical progression for regulators to impose similar requirements at other Australian ports.

The next challenge is how to best work towards compliance in terms of heavy loads being safely loaded and restrained within containers. Movement of loads has seen some penetrate container walls or result in uneven axle weight distribution.

Besides the obvious risks that this poses for road users, the next question is “who is liable”?

Transport operators are totally dependent on details provided by customs brokers and freight forwarders on container weight declarations. Equally, these intermediaries are reliant on information provided by their clients being importers and exporters. RMS has made it clear that they intend to investigate each party associated with container transportation in line with “chain of responsibility” statutory provisions. RMS will ask Directors from these companies to account for operational practices and steps taken to ensure that they are contributing to safe practices.

Source: Lloyds List (Paul Zalai) November, 2012



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