United

Give TPP a chance - it’s imperfect but no threat to democracy

Uncategorised
Monday, 28 March 2016
Flawed though it may be, the Trans Pacific Partnership agreement (TPP) is advantageous to both Australia and New Zealand not only in terms of national economics but also for their freight sectors.

As discussed in an earlier report, a seemingly-unbiased academic assessment of the short-term benefits showed Australia was not listed among the top regions and NZ was only a little better. But we cannot afford not to be part of the agreement, especially with more Asian countries indicating an intention to become involved.

While China may not join for a while, it seems likely that its giant economy – already intertwined with NZ and Australia through FTAs – will become a signatory eventually.  And as former trade minister Andrew Robb said recently, when combined with the parallel Regional Comprehensive Economic Partnership, which includes China, a strong platform is being built for a unifying set of trade rules in Asia-Pacific.

This reduces costs, makes it easier to trade and increases certainty for exporters and importers.

Australia and NZ will prosper not only from trade but through our regional transport and logistics capabilities. And as Asian economies build up sustainable speed we will gain further ground in supply of food and other commodities.

TPP got off to a bad start with the general public because of its absolute secrecy, which led to swirling rumours of democratic incursions and personal restrictions.  Unfortunately this is an essential factor of high-level negotiations if an agreement acceptable to all is to be delivered with a reasonable expectation of progressing.

Perhaps the most worrying aspect of the protests is the spread of misinformation.

For example, the Investor State Dispute Settlement (ISDS) mechanism is portrayed as an evil (to use one of the more palatable descriptions) threat to national democracy when it is anything but.  Not only are there similar provisions in other FTAs but there is no erosion of sovereignty other than the give-and-take required from membership of the United Nations or any other international relationships.

ISDS is narrowly drafted, will be played out in a neutral environment, is only likely to be triggered for the most egregious behaviour and is far preferable to fighting out an issue in a local court.

It is a straightforward means of arbitration, with areas such as public health, safety and environment precluded.  NZ even negotiated protection of its obligations under the Treaty of Waitangi.

Give TPP a chance.  It might not gain ratification – that might swing on whether Donald Trump secures the US presidency – but fighting it with misinformation is against the national interest.

- Kelvin King

Field of Light arrives at Uluru

Uncategorised
Monday, 28 March 2016
Field-of-Light-UluruThe world’s largest light installation artwork by acclaimed artist Bruce Munroe, which includes 50,000 individually handcrafted delicate ‘light stems’, was recently air lifted from London to Alice Springs by Qantas Freight.

Between 26 December 2015 and 12 February 2016 the15 tonne consignment travelled more than 19,000 kilometres on 32 international and domestic Australian flights to Uluru.

The story started in 1992, when Munro visited Uluru and dreamed of a field made of lights that would spring up out of the red centre.

Twenty five years after his first visit, he was invited by Voyages Indigenous Tourism Australia to recreate Field of Light in its largest form to date at Ayers Rock Resort in Uluru. The exhibition will open April 01 April 2016 and run until 31 March 2017 and is exhibition is expected to be a boost to the meetings and events business at Ayers Rock Resort.

The Uluru Meeting Place, which opened in November 2012 and offers world class meeting facilities, now expects business to improve 30 per cent on last year.

“Business event organisers looking for a real wow factor have been drawn not only to the destination but also the opportunity to experience a-once-in -a-lifetime exhibition,” said Ray Stone, Voyages executive general manager sales, marketing and distribution.

“We can see the impact of Field of Light on bookings (for the period immediately) after the artwork is in place as well as for dates during the balance of the exhibition,” said Stone.

The Field of Light Uluru is a monumental solar-powered exhibition that will illuminate a remote desert area within sight of Uluru.    

More than 50,000 slender stems crowned with frosted-glass spheres will bloom as darkness falls over Australia’s spiritual heartland.  Pathways will draw viewers into the artwork, which will come to life under the spectacular outback sky.

The Field of Light has been designed to be incorporated into all meetings at Ayers Rock Resort, with two different experiences on offer.

With ‘Field of Light Sunrise’, visitors will be transferred from their hotel to a desert location overlooking Uluru. A host will provide insights and background to the exhibition, after which delegates will be invited to walk through and interact with the Field of Light.

A ‘Night at Field of Light’ is a four and a half hour experience beginning with a transfer to a remote desert location where delegates will enjoy canapes and chilled sparkling wine as the sun sets over Uluru. As darkness falls and the coloured lights of Field of Light come to life, guests will enjoy a three-course bush tucker-inspired buffet menu. The evening includes a didgeridoo and local indigenous performance, as well as a walk through the installation.

“Qantas has a long history of supporting the Arts and is proud to be part of this project which shows the best of its kind in the world and also champions the spirit of Australia with the installations breathtaking backdrop of Uluru,” said Alison Webster, executive manager - Qantas Freight and Qantas Catering Group.

Interview Brian Lovell: A challenging start to the year, but the iron ore price recovery may signal better times ahead

Uncategorised
Sunday, 20 March 2016
A challenging economic start to the year, a raft of new rules and regulations plus new international trading opportunities are making work for the Australian Federation of International Forwarders (AFIF’s) management.

Brian Lovell, chief executive of AFIF, also holds the part time position of executive director to the Federation of Asia Pacific Air Cargo Associations (FAPAA) - as well as multiple other roles.

Arriving in Australia from the UK in 1981, he held several roles in air freight companies before taking an active voluntary role with the Australian Federation of Airfreight Forwarders (AFAFF) where he assisted with the growth and development of its industry education and training programs. During this time he held the honorary positions of president NSW branch and federal director of Education Services.
Brian-Lovell Oct-13-2
In 1994, he became the Federation’s first full-time chief executive and in 1996 (AFAFF) joined forces with the sea cargo forwarders representative body (IFAA) to form AFIF, with Lovell heading the merged entity.

AFIF is a national association member of the global freight forwarder representative body – FIATA and Lovell is on the Council of the FIATA Advisory Body, Safety and Security (ABS)

He is also actively involved in several national representative Boards and Committees including: Director and chairman, Australian International Trade & Transport Industry Development Fund (ITDF); director, Industry Working Group on Biosecurity Ltd (AIWGB); Dept Agriculture and Water Resources (DAWR) Biosecurity Cargo Consultative Committee (DCCC); Dept Infrastructure Office of Transport Security (OTS) – Cargo Working group; Dept Immigration and Border Protection (DIBP) National Cargo Facilitation Committee (NCTF); Dept. Immigration and Border Protection
(DIBP)Trade and Goods Compliance Advisory Group (CAG) and the IATA Australia Cargo Executive Council (CEC).



How are members dealing with Australia’s extended soft market for air freight?

Brian Lovell: Fortunately, freight forwarders have always been resilient. They seem to survive every calamity, be it wild currency exchange variations; stricter and more regulated compliance and major disruptions in trade flows. The market is soft but there is always are two sides to the story; when imports are down exports are up and vice versa. This current market requires flexibility and creativity but new markets and new opportunities are opening up all the time for those forwarders prepared to seek them out.
Are current rates low because of continuing capacity problems?
There is a lot of capacity bound for Asia because of the milk powder demand, which has proven a silver lining for some companies. Others have not been able to find sufficient space. However, contracts are being honoured; there has been no disruption or cancellation of contracts. Spot cargo also has been honoured. If carriers have full cargo loads its good for their business and the industry in general, as all parties need to thrive. and I have not heard of any significant problems.


How do you see Australia’s economy faring in the next few years? Is the country’s manufacturing in a position to fill the gap left by our resources sector?

Australia has always been an innovative country. Most of the large bulk resources were shipped by ocean freight during the boom and therefore had little effect on air freight. The iron ore price has recovered 36 per cent in the last three months and this augurs well for a general recovery in the resources sector and more reasonable rates. The improvement in resources pricing will influence manufacturing to a certain extent. We are also developing new export streams including smart technology which will benefit air freight forwarders.


What is AFIF’s view of the new CHAfta and TPP trade deals? Will they create significant demand for Australian firms?

It could be fantastically good for Australia but governments by necessity had to finalise these new agreements quickly (having been in the negotiation stage for many months). Unfortunately the new rules and regulations are causing confusion for Customs brokers and administrators. The rule makers and the operators have not fully understood what their requirements are. Only just this week at a Customs and Compliance meeting in Canberra these issues were discussed and better education of the new regime was flagged as a priority. It was decided that Australia’s Border Force will assist the industry to better understand the new requirements.


Will AFIF offer more specific training in this area?

Not as such. It is not an area where AFIF is required to provide specific training as it is more a Customs brokers area and it requires specific interpretation of the new rules. We will however maintain a general understanding of the rules and monitor what impact they have on industry.


Take up of e-AWB in Australia is still well down on other countries, with Australia languishing down among the bottom 50s. What is the problem?

There are two issues. One is that it is not as easy as it sounds even though it is an electronic process replacing paper. First of all there needs to be an electonic agreement with the carrier. This can be signed off across all carriers with one forwarder. Each forwarder must also change its system processes to facilitate the electronic documentation and then it is up to the carrier to be able to accept the electronic docs. This is where some of the problems arise as there are many carriers that cannot yet accept e-AWBs. Obviously, some of the major carriers such as Emirates, Cathay, Singapore, Qantas have embraced it and are showing very strong performance in usage of e-AWBs, but it gradually falls away when you move away from the main carriers. Australia has a whole range of airlines operating to a diverse range of destinations but if they cannot adopt e-AWB then the forwarders’ hands are tied.
CCN, as the major data switching hub between forwarders and airlines, transmits 98 per cent of all fwb (Master Airwaybill) data to the carriers’ handling agent, so the electronic transmission of Airwaybill data in Australia is at one of the highest levels in the world but the e-AWB carriage document is not accepted by all carriers and therefore we cannot get maximum use of e-AWB.



There has been some confusion in the marketplace regarding CASA’s approval of Dangerous Goods By Air Acceptance level training for forwarders. What is the status?

international-couriers-and-freightFirstly, Dangerous Goods by Air Acceptance Recertification can be conducted through an online course provided that CASA has approved the online course provider and the resource material in the same way they approve traditional methods of course delivery. Secondly, the Dangerous Goods by Air Full Acceptance course can be approved for online delivery provided there is an instructor or moderator available in real-time who can be accessed for questions and guidance throughout the course process. There was also some confusion recently about a provider of an online training course for Dangerous Goods by Air which was only approved for the actual Shippers’ of Dangerous Goods, not freight forwarders. Subsequently, forwarders who had undertaken and passed that particular course were not recognised as accredited by CASA because they had not undertaken a CASA-approved course for freight forwarding functions. AFIF is able to facilitate online delivery of Dangerous Goods by Air.


Cybercrime is now a major threat to global supply chains. Perpetrators mis-direct international payments, use new technology to target physical cargo and there’s always a terrorism risk. What is AFIF doing about this?

AFIF has in the past participated in whole of government coordinated cybercrime research and activity but at this point there is no regulated course on cybercrime training that is specific to our industry. We continue to monitor and stay up to date with the situation and if we can assist our members then we will certainly do so.


New global security programs by the US require advance screening data on all shipments and will have a major impact on forwarders. Australia was given an additional grace period. Are forwarders now better equipped to handle compliance?

When we talk about the physical ‘technical’ screening of cargo, the US has decreed that as at 01 July 2017 any air cargo destined for the US must be screened at ‘piece level’ or originated from a Known Consignor.
Piece level’ means any freight that will fit through the aperture of an accepted/approved x-ray screening machine and if that initial screening fails, a secondary screening or back-up screening may be carried out by swab or hand search. As at this date the swab technical screening may be acceptable as a Primary method.
We have maintained regular advice to industry. Airlines that are signatories to US TSA requirements must incrementally increase the level of technical screening they now undertake to work towards the 100 per cent mandate by 01 July 2017. In other words they don’t just go from current to 100 per cent on the ‘go live’ date. There is a lot of work going on in the background so that industry is prepared for the new requirements. Government also plans to assist in red-tape reduction by reverting to ‘Model’ security plans rather than individual specific programs (TSPs) for each entity.


How is the annual conference shaping up?

We have finalised the conference program being held this year at the Novotel Coffs Harbour, New South Wales (11-13 May). We have had a good response and a high-level of acceptances from invited speakers. We are returning to the Coffs Harbour location after 12 years and this has been well received by members through early registrations and exhibition sponsors.


What is the theme and who are the keynote speakers?

We don’t have a particular theme as such as the industry is quite diverse. The program does however have a particular focus on new Border Force requirements, air cargo security and the new container weight verification requirements of the International Maritime Organisation (IMO). Our opening address will be delivered by Max Walker the legendary Australian cricketer and tv personalty.


What is AFIF’s view on the new Australian Border Force?

The new Australian Border Force (ABF) has taken the former ‘Customs’ operation to a higher level of compliance requirements. We have been involved in numerous discussions, becoming familiar with the advanced requirements demanded by ABF and are keeping members informed. From a practical point of view our members have already seen more surveillance, higher financial penalties for non-compliance and greater involvement at the operational level from ABF officers. We have always had reasonably close ties with the former Customs Department and now are getting to know new people involved with ABF at the top level. We are on record saying we want the new ABF to be consistent in its application of the new regulations, just as much as they expect our members to raise their compliance levels.


Technology and increasing use of robotics threatens jobs, with CBFCA predicting a decimation of medium sized forwarders in the next five years or so. Has AFIF done any research on future employment opportunities in the industry?

Experience tells us that despite predictions of dramatic change in the number of businesses servicing the industry, overall there still remains a good cross section of large, medium and small enterprises. Yes, the ‘big do get bigger’ but so do mid-sized companies and this all leads to fragmentation and there are always new opportunities that see the creation of niche market forwarders. That progression has never changed in the 40 years I have been in the industry. I would not put my house on it because there is a seemingly relentless flow of mergers and take-overs but I expect to see a continuing relative number of forwarders of all sizes going forward.


What has been the biggest change you have experienced since joining the industry?

The focus on security at every level both for air freight, sea freight and Customs compliance. The security focus has radically changed the various sectors and forced the industry to adapt to new ways of doing business.


What inroads are sea freight operators making in Australia at the expense of air cargo?

There are a number of products deemed unsafe or unsuitable for air carriage. Many have moved to sea freight.
The most recent case has been lithium ion and metal batteries. Air carriage of lithium batteries contained in equipment is permitted as long as there is no more than a 30 per cent charge in the battery at time of loading. The United Nations and IATA have both been asked how to determine the state of charge in a consignment of lithium batteries to determine its safety. How is it possible to check and verify that charge levelduring transit in the supply chain? IATA has now stated that it may not be verifiable and we have since questioned the ruling (and any applicable penalty).

Iran – from axis of evil to centre of attention, but caution needed before we rush into trade deals

Uncategorised
Friday, 18 March 2016
IN the early 21st century, Iran has been something of an international pariah, writes Andrew Hudson.

It was named part of the ‘axis of evil’, and also was branded part of the ‘axis of terror’, ‘the axis of terror and hate’, the ‘axis of diesel’ and the ‘authoritarian axis’.  

That status arose from a number of concerns, mostly around Iran’s involvement with terrorism and involvement in a uranium enrichment program.

Andrew HudsonFollowing its refusal to suspend its uranium enrichment program, Iran was subject to a number of years of ‘nuclear’ and economic sanctions from the UN and the US, EU and Australia among other nations.  

The Australian sanctions were imposed pursuant to its autonomous sanctions regime, allowing us to impose our own sanctions in addition those imposed by the UN.

In July 2015 Iran entered into an agreement with six countries (US, UK, France, China, Russia and Germany), committing them to release Iran from sanctions subject to a receipt of a report by the UN Security Council that it had observed the agreement.  

That report was released on 16 January 2016 and confirmed Iran had “carried out all measures required under the [July] deal to enable Implementation Day [of the nuclear deal and the formal lifting of sanctions on Iran] to occur” under the “Joint Comprehensive Plan of Action” (JCPOA).

There were some immediate international responses:

- The UN lifted some sanctions.  For example, Iran is again able to sell oil on world markets and Iran’s banks are permitted to operate globally.  Further, business with entities previously specified in the UN list of prohibited entities are no longer prohibited.

- The US suspended general economic sanctions to release banking, steel and shipping routes to Iran, all of which had been barred for five years.  However, the US subsequently imposed new sanctions to prevent 11 entities and individuals from using the US banking system following those parties being involved in Iran’s ballistic missile program last year.

-The EU moved to lift sanctions on trade, shipping and insurance.

- China and Iran agreed on a deal to expand bilateral ties and increase trade to US$600 billion in the next 10 years, as part of a 25-year comprehensive arrangement.  This involved signing 17 accords including co-operation on nuclear power and a revival of the ancient Silk Road trade route known in China as One belt, One Road.

Australian responses

It should be remembered that 20 years ago, Iran was Australia’s biggest export destination in the Middle East and that a certain level of bilateral trade was maintained despite the sanctions.  As soon as the sanctions were released, Australia also moved to adjust its sanctions regime.

This has included:

• Amendments to the Australian autonomous sanctions regime by way of passage of the ‘2016 Specification’ (as it is known in short hand).  This ‘suspended’ certain existing sanctions until legislation could be passed to amend them more formally.  The effect has been to reduce the categories of goods and services subject to sanctions for which trade would either be banned altogether or require DFAT approval.  The changes have been significant.

•  Repeal of the requirement for authorisation from DFAT for financial transactions of A$20,000 or more which has previously been imposed by Anti -Money Laundering and Counter-Terrorism Financing Legislation.
The combination of these reforms is already having a significant impact, with many exporters looking at new business to Iran including clients of mine for whom we have recently secured confirmation that its proposed export deals would not be subject to sanctions.

However, even among the euphoria of the relaxed trading environment there still needs to be caution on trading with Iran.

There are still some goods and services subject to UN and Australian sanctions and new sanctions could be imposed if Iran breaches agreements under the JCPOA:

• There are still prohibitions on dealing with certain persons and entities as on the ‘Consolidated list’.
• Certain financial transactions will still be subject to control by the Anti-Money Laundering and Counter-Terrorism Financing Legislation.

• Even for transactions now released from the previous financial control under the Anti-Money Laundering and Counter-Terrorism Financing Legislation, the relevant reporting entity (the financial institution) will need to comply with enhanced due diligence requirements under Australian law in relation to transactions to or from Iran as these continue under the new regulations.  This could limit the availability of finance.

• Overseas sanctions could still apply to Australian transactions.  For example, transactions by entities with US operations or using USD could still be subject to the US sanctions regime which has extra-territorial effect and comes with the threat of large US penalties and the risk of extradition of individuals to the US to face actions with possible jail time if found guilty of breach of US sanctions.

Accordingly, those trading with Iran, which includes service providers in the supply chain and companies providing air and sea freight that are also subject to the sanctions regime, need to exercise significant caution especially in the early stages of increased trade under the new sanctions regime.   

Legal advice and DFAT consultations are still recommended.

- Andrew Hudson, Partner, Gadens Melbourne.  E:  This email address is being protected from spambots. You need JavaScript enabled to view it.

All goods now at risk of theft, says TAPA - but better reporting and data collection are helping members to improve their supply chain security

Uncategorised
Friday, 18 March 2016
THE REPORTING of cargo crimes to the Transported Asset Protection Association’s (TAPA’s) Incident Information Service (IIS) reached a five-year high in 2015, with 1,515 recorded freight thefts representing a 37.4 per cent increase year-on-year.

TAPA says the 2015 data reflect growing awareness of cargo crime among law enforcement agencies in the Europe, Middle East & Africa (EMEA) region, plus the willingness of police forces in major European countries to share data with the Association to help its manufacturing and logistics service provider members increase the security of their supply chains.

Thorsten-Neumann-TAPAEMEAThorsten Neumann, chairman of TAPA EMEA said: “We know that the number of cargo crimes reported by TAPA and others still only reflects what may be a relatively low percentage of overall cargo crimes. Often this is because freight thefts are recorded by law enforcement agencies only as commercial property or vehicle crimes, so it is difficult to extract the data that specifically relates to supply chain losses. However, this is changing and in 2015 we received a record number of intelligence updates from police authorities, which is extremely encouraging. This is enabling us to build an increasingly accurate picture of cargo crime in our region.”

Belgium is a good example of how support from law enforcement agencies is making a significant difference. In 2014, TAPA EMEA’s IIS recorded only 12 cargo thefts in Belgium. But in 2015, Belgian police were able to identify and share information with TAPA on 341 cargo crime incidents. This put Belgium on a similar level to other major supply chain gateways such as the Netherlands, which recorded 458 cargo crime incidents in 2015, and the United Kingdom with 367 thefts or attempted thefts recorded last year.

TAPA is continuing to promote partnerships with law enforcement agencies in other countries across the EMEA region where attacks on facilities and goods in transit are known to be significantly higher than the number of incidents reported to IIS. This group of countries includes Germany, France, Italy and South Africa. During the course of 2015, the Association organised conferences for supply chain security stakeholders and law enforcement agencies in Germany, South Africa, Italy, the Netherlands and Spain to discuss the challenges of cargo crime at regional and national levels.

The Association has warned manufacturers and logistics service providers to not automatically assume that a country with a low reported rate of cargo crime presents a lower level of risk of cargo theft. It may simply be the case that companies, insurers and LEAs in those countries do not currently share incident data.

“We have to take a team approach to tackling cargo crime. That means helping our law enforcement partners identify freight thefts from other forms of crime and showing them the value of sharing this intelligence. By having a better understanding of where cargo crimes occur, the types of incidents taking place and the modus operandi of cargo thieves, TAPA EMEA members can increase the security of their supply chains. Ultimately that means less crime and reduces the need for companies to call upon the already-stretched resources of police forces across the EMEA region,” added Neumann.

TAPA EMEA’s IIS Annual Report 2015 shows that all goods moving in the supply chain are now at risk of theft. TAPAEMEA-Incident-Service-Report2015cover

In the last year, the Association captured information on cargo crimes in 29 countries across EMEA, including 70 incidents with loss values in excess of EUR100,000. Five countries saw incidents involving product losses of more than EUR1 million, including Italy, which recorded the biggest single loss in 2015 when thieves broke into a warehouse close to Milan and stole pharmaceuticals worth EUR3 million.

“The real trend we are seeing is that cargo thieves are now prepared to target virtually any product. When TAPA was launched in EMEA 15 years ago, it was to help manufacturers of high value technology products and their logistics partners to combat losses from their supply chains. High value technology is still a target – but now, so is everything else. Products with a low unit value can be just as attractive because of the high volumes they move.  And, these products are often easier to dispose of and harder to trace. This includes food and drink, cigarettes, cosmetics and hygiene, clothing and footwear products. 2015 also saw a number of high value losses of pharmaceuticals,” said Neumann.

Only 22.5 per  cent or 341 of the incidents reported to IIS in 2015 provided a loss value but the combined total for these cargo thefts alone was EUR34,528,558. This resulted in an average loss for the year, based on crimes with a recorded loss value, of EUR101,256. Most crimes involved theft from vehicles, usually at unsecured parking locations such as motorways services, industrial estates or lay-bys close to major highways when drivers needed to take mandatory rest breaks.

TAPA is also voicing its concern over the increasing number of violent attacks on truck drivers by criminals who are intent on stealing their cargo loads. IIS recorded incidents of drivers being threatened with knives and guns as well as physical assaults that led to some drivers being kidnapped and others needing hospital treatment.

Neumann said: “Using intelligence to combat cargo crime is not just about protecting goods owned by major global corporations, it is also about protecting the well-being of people working in the supply chain that we rely on to deliver our goods. The lack of new heavy goods drivers being attracted into the industry is being highlighted in EMEA and in other major markets such as the US. Drivers are generally an ageing population and there are already warnings of the long-term impact on industry if the current level of people leaving the industry and not being replaced continues. This is largely to do with pay and conditions and the fact that younger people do not see driving as a desirable occupation. If, however, they feel their personal safety is at risk too, even fewer will choose driving as a career.”

TAPA is urging all companies to review their supply chain security to ensure they are taking every possible precaution to protect their goods and employees. This includes encouraging more companies to implement the Association’s Facility Security Req

A ‘poor’ January offers little hope of a positive 2016 result for air cargo

Uncategorised
Friday, 18 March 2016
RECENT global stock market movements have resulted in generally gloomy economic growth forecasts for 2016, especially for air cargo.

The first month of the year gave little cause for cheer, according to the latest analysis of WorldACD Market Data: Year-on-year (YoY), January showed a volume increase world wide of no more than 0.3 per cent. Europe was the exception, just as it was in the second half of last year, with volume growth of more than five per cent outbound and 1.5 per cent inbound. Although Asia Pacific as a region hardly grew, its business to and from Europe thrived (+8.8 per cent and +10.6 per cent).

A spokesperson for World ACD said: "While yields normally drop between December and January, this year’s MoM decrease of 6.6 per cent (in USD) was slightly smaller than last year’s. The January USD yield drop was 16 per cent YoY, a figure not compensated for by lower jet fuel prices, even though these prices decreased by around 30 per cent YoY. Only Central and South America managed to generate the same yield YoY.

“Since an advisor to the Indian government stated last week that that country expects its air cargo industry to grow by over 180 per cent in the next 15 years, this is a good time to see where India stands. Its growth percentages for the year 2015 are more than double the worldwide average: +4.1 per cent outbound, +4.7 per cent inbound. And for January 2016 the YoY volume growth is even higher: 4.4 per cent and seven per cent respectively. With yields (in USD) moving along with the worldwide changes, one could say that its starting point is good.

"The United Kingdom is still the most important outbound market, but its dominant position is dwindling. The top inbound markets of Hong Kong, Germany and China East strengthened their position with double digit growth figures: the latter two even managed over 20 per cent YoY growth in January. Importantly, there is a good overall balance between India’s outbound and inbound.

"Outbound business through gsas grew in line with the market in 2015, but increased spectacularly in the markets to the Middle East and South Asia. The top five gsas increased their market share (among gsas) from 60 to 70 per cent, the top 10 from 80 to 90 per cent, making life more difficult for the smaller gsas operating in India.

"The same could not be said for India’s top forwarders. Their market share was already smaller in India than worldwide, and it decreased further in 2015. Whereas the top five forwarders only lost 0.1 per cent, their share going from 14.6 to 14.5 per cent, the five next-biggest forwarders lost a larger part of the market, as their share went down from 10.5 to 9.9 per cent. Airlines can take some consolation from the fact that yields realised through the top 10 held up better than yields from the smaller forwarders. With the exception of UPS SCS, the global forwarders fared less well than the large regional and local forwarders, which showed spectacular volume growth.

Chester’s promotion to Transport minister is a standout choice as govt reshuffle favours industry

Uncategorised
Friday, 18 March 2016
Darren-Chester-pic-bPRIME minister Malcolm Turnbull’s decision to promote Darren Chester (left), the member for Gippsland, to the role of Transport minister is good news for Australia.  

Former minister Warren Truss was widely acclaimed for his handling of the portfolio and Chester, 18 years younger than Truss, already has good political connections both within the National Party and the government generally.

The Chester appointment is important for another more symbolic but significant development: Chester is responsible for transport as well as infrastructure, both inter-related in many respects.

The overall portfolio grouping also covers senator Fiona Nash (who also becomes deputy to Joyce in the Nationals leadership) as minister for Regional Development and Paul Fletcher as minister for Major Projects, Territories and Local Government.

Both Nash and Fletcher are likely to have a stake in transport at times and will be expected to work as a team.

Strong background
Prior to entering parliament in 2008, Chester worked as a newspaper and TV journalist before becoming chief of staff for Peter Ryan, leader of the Nationals in Victoria.

He also served two terms as president of the Lakes Entrance Business Tourism Association, earning a reputation for prowess in tourism marketing and event organisation.  The Nationals have held Gippsland continuously since its creation in 1922 and Chester is expected to continue as mp for the division because of his good standing with locals and his obvious enthusiasm for the region.

He is not new to Transport: One of his roles in opposition was parliamentary secretary for Roads and Regional Transport.

At the formation of the Abbott-Truss government in 2013 he was parliamentary secretary to the minister for Defence.

The reshuffle
Turnbull was under pressure to refresh his executive line-up, especially within the inner cabinet. Turnbull had lost traction on several fronts - and talk of an early election was adding to instability.

 The sacking of Jamie Briggs in December and the long-anticipated retirement of Truss prompted the timing of the revamp.

Then everything seemed to happen at once.  Truss’s announcement coincided with the unexpected retirement of Andrew Robb, then Stuart Robert was sacked for a breach of ministerial standards and Mal Brough stood down ahead of a police enquiry because it was going to “drag on for longer than expected”.

Chester was one of the big winners in the reshuffle with Nash and Steve Ciobo, who becomes Trade minister and who will likely have a substantial impact on export air cargo, as did Robb.

In Truss’s ministerial resignation speech to parliament – he is staying on as a backbencher until the election – he reminisced that his stint as Trade minister was his least fulfilling portfolio.

“I stand in awe of what Andrew Robb has achieved in his time as Trade minister. It is truly a remarkable time in our history,” he said.
Truss went on to muse that “when you leave, there is a lot of unfinished business. That is certainly true when you have a A$50 billion infrastructure program. I would particularly love to have been here for the landing of the first aircraft at Badgerys Creek airport.

“But that would be 2025. I hope I am still alive to see that (first plane land). It is a project I have been very excited about and delighted to have been a part of bringing to fruition.”

For his part, Robb picked up a raft of accolades as he stepped down, though he will retain special trade envoy status until the election to allow further work on FTAs and other trade agreements.

Air Freight Acronyms

Uncategorised
Saturday, 16 June 2012

 

A
B
C
D
E
F
G
H
I
K
L
M
N
O
P
Q
R
S
T
U
V
W
X
Y

AA

 ALWAYS AFLOAT
AAR AGAINST ALL RISKS
ABN AUSTRALIAN BUSINESS NUMBER
ABR AUSTRALIAN BUSINESS REGISTER
ABS AUSTRALIAN BUREAU OF STATISTICS
AC ACCOUNT CURRENT
A/C FOR ACCOUNT OF
ACA AIR CARGO AUTOMATION
ACC ACCEPTANCE; ACCEPTED
ACC.COP ACCORDING TO THE CUSTOM OF THE PORT
ACN AUSTRALIAN CUSTOMS NOTICE
A.D. A/D AFTER DATE
ADD-ON TARIFF (ALSO PROPORTIONAL RATE IN USA)
AD VAL A/V AD VALOREM (ACCORDING TO VALUE)
ADP AUTOMATED DATA PROCESSING
ADR EUROPEAN AGREEMENT CONCERNING THE INT’L CARRIAGE OF DANGEROUS GOODS BY ROAD
AETR EUROPEAN AGREEMENT CONCERNING THE WORK OF CREWS OF VEHICLES ENGAGED IN INT’L ROAD TRANSPORT
AFRA AVERAGE FREIGHT RATE ASSESSMENT
AGCY AGENCY
AGT AGENT
AGWT ACTUAL GROSS WEIGHT
AHECC AUSTRALIAN HARMONIZED EXPORT COMMODITY CLASSIFICATION
AMT AIR MAIL TRANSFER
AO ACCOUNT OF
A/OR AND/OR
A/P ACCOUNT PAID
APPROX APPROXIMATLEY
A/R ALL RISKS (INSURANCE)
AQIS AUSTRALIAN QUARANTINE AND INSPECTION
ARR ARRIVAL
ARRD ARRIVED
A/S AFTER SIGHT
A/S ALONGSIDE
ASAP AS SOON AS POSSIBLE
ASS ASSOCIATE
ATA ACCTUAL TIME OF ARRIVAL
ATD ACTUAL TIME OF DEPARTURE
ATP AGREEMENT FOR THE INT’L CARRIAGE OF PERISHABLE FOODSTUFFS
ATTY ATTORNEY
AUTH AUTHORIZED
AUX AUXILIARY
AWB AIR WAYBILL

BAC

 BUNKER ADJUSTMENT CHARGE
BAF BUNKER ADJUSTMENT FACTOR
BAGS/BULK PART IN BAGS, PART IN BULK
BC BULK CARGO
B/D BANKERS DRAFT
BDI BOTH DATES (DAYS) INCLUSIVE
BDTH BREADTH
BDY BOUNDARY
B/G BONDED GOODS
BK BANK
BKGE BROKJERAGE
B/L BILL OF LADING
BLK BULK
BRL BARREL
BSB BRANCH STATE BANK
BSR BASIC SERVICE RATE
BUP BULK UNIT PROGRAMME
B.W. BONDED WAREHOUSE
BXS BOXES

CAC

 CURRENCY ADJUSTMENT CHARGE
CAConf CARGO AGENCY CONFERENCE
CAF CURRENCY ADJUSTMENT FACTOR
CAS CURRENCY ADJUSTMENT SURCHARGE
CASS CARGO ACCOUNTS SETTLEMENT SYSTEM (IATA)
CB CONTAINER BASE
C & D COLLECTION AND DELIVERY
CBD CASH BEFORE DELIVERY
CBFCA CUSTOMS BROKERS AND FORWARDERS COUNCIL OF AUSTRALIA
CBM CUBIC METRE
CC CHARGES COLLECT
CCF CUSTOMS CONNECT FACILITY
CCID CUSTOMS CLIENT IDENTIFICATION
CCL CUSTOMS CLEARANCE
CCS CONSOLIDATED CARGO (CONTAINER) SERVICE
C/D CUSTOMS DECLARATION
CEM EUROPEAN CONFERENCE ON GOODS TRAIN TIMETABLES
CFR COST AND FREIGHT (INCOTERMS)
CFS CONTAINER FREIGHT STATION
CH CARRIERS HAULAGE
CHC CARGO HANDLING CHARGWES
CH FWD CHARGES FORWARD
CI CUSTOMS INTERACTIVE
CIA CASH IN ADVANCE
CIF COST, INSURANCE AND FREIGHT (INCOTERMS)
CIF & E COST, INSURANCE, FREIGHT AND EXCHANGE
CIFI & E COST, INSURANCE, FREIGHT, INTEREST AND EXCHANGE
CIFC & I COST, INSURANCE, FREIGHT, COMMISSION AND INTEREST
CIFIC COST, INSURANCE, FREIGHT, INTEREST, COMMISSION
CIFLT COST, INSURANCE AND FREIGHT, LONDON TERMS
CIFW COST, INSURANCE AND FREIGHT/WAR
CIM INTERNATIONAL CONVENTION CONCERNING THE CARRIAGE AND INSURANCE PAID TO (INCOTERMS)
CIP CARRIAGE & INSURANCE PAID TO
CIV CARRIAGE OF PASSENGER AND LUGGAGE BY RAILWAY
CKD COMPLETELY KNOCKED DOWN (UNASSEMBLED)
CLEAN B/L CLEAN BILL OF LADING
CM CENTIMETRE (S)
CM3 CUBIC CEMNTIMETRE(S)
CMR CARGO MANAGEMENT
RE-ENGINEERING
C/N CONSIGNMENT NOTE
CNEE CONSIGNEE
CNMT/CONSGT CONSIGNMENT
CNOR CONSIGNOR
C/O CERTIFICAT OF ORIGIN
C.O.D. CASH ON DELIVERY
COFC CONTAINER-ON-FLAT-CAR (RAIL FLATCAR)
COMBITERMS SYSTEM FOR COST DISTRIBUTION BETWEEN SELLER AND BUYER ACCORDING TO INCOTERMS 1990 (AMONG FORWARDERS)
COP CUSTOMS OF PORT
COS CASH ON SHIPMENT
COTIF CONVENTION CONCERNING INT’L CARRIAGE BY RAIL
CP CUSTOMS OF PORT
CP CARRIAGE PAID
C/P CHARTER PARTY
C/P BLADING CHARTER PARTY BILL OF LADING
CPLTC CONFERENCE PORT LINER TERM CHARGES
CPT CARRIAGE PAID TO (INCOTERMS)
CRN CONSOLIDATION REFERENCE NUMBER
CSC CONTAINER SERVICE CHARGE
CSC INT’L CONVENTION OF THE SAFE SERVICES CONFERENCE (IATA)
CST CONTAINER SERVICE TARIFF
C/T CONTAINER TERMINAL
C.T. CONFERENCE TERMS
CT COMBINED TRANSPORT
CTD COMBINED TRANSPORT DOCUMENT
CTO CARGO TERMINAL OPERATOR
CTPC CARGO TRAFFIC PROCEDURES COMMITTEE (IATA)
CU.FT CUBIC FOOR (FEET)
CU.IN CUBIC INCH (ES)
CVGK CUSTOMS VALUE PER GROSS KILOGRAM
CVGP CUSTOMS VALUE PER GROSS POUND
CWE CLEARED WITHOUT EXAMINATION
CWT HUNDREDWEIGHT
CWO CASH WITH ORDER
CY CONTAINER YARD
CY CURRENCY

D/A

 DOCUMENTS AGAINST ACCEPTANCE
DAF DELIVERED AT FRONTIER (INCOTERMS)
D.A.S. DELIVERY RESP. DELIVERED ALONGSIDE SHIP DRAWBACK
DCAS DISTRIBUTION COST ANALYSIS SYSTEM
DDP DELIVERD DUTY PAID (INCOTERMS)
DDU DELIVERD DUTY UNPAID
DEQ DELIVERED EX QUAY (DUTY PAID) (INCOTERMS)
DES DELIVERED EX SHIP (INCOTERMS)
DDU DELIVERD DUTY UNPAID (INCOTERMS)
DIA DIAMETER
DIR. DIRECT
DM3 CUBIC DECIMETRE(S)
DOCIMEL DOCUMENT CIM ELECTRONIQUE (ELECTRONIC CIM DOCUMENT)
D/O DELIVERY ORDER
D/P DOCUMENTD AGAINST PAYMENT
DWCC DEAD WEIGHT CARGO CAPACITY
DWT DEAD WEIGHT TON

E & O. E.

 ERRORS AND OMISSIONS EXCEPTED
ECE CONVENTION INT’L CONVENTION FOR THE HARMONIZATION OF FRONTIERS CONTROLS OF GOODS
ECN EXPORT CLEARANCE NUMBER
ECU EUROPEAN CURRENCY UNIT
EDI ELECTRONIC DATA INTERCHANGE EDIFACT ELECTRONIC DATA INTERCHANGE FOR ADMINISTRATION, COMMERCE AND TRANSPORT
EDP ELECTRONIC DATA PROCESSING
EFT ELECTRONIC FUNDS TRANSFER
E.G. FOR EXAMPLE
EIR EQUIPMENT INTERCHANGE RECEIPT (CONTAINERS)
ETA EXPECTED TIME OF ARRIVAL
ETD EXPECTED TIME OF DEPARTURE
ETS EXPECTED TIME OF SAILING
EXCL EXCLUDING
EXI EXEMPT LINE REPORTING CODE TO EXIT
EXW EX WORKS (INCOTERMS)

F.A..A.

 FREE OF ALL AVERAGE
F.A.C. FAST AS CAN (LOADING OR DISCHARGE)
F.A.C. FORWARDING AGENT’S COMMISSION
FAK FREIGHT ALL KINDS
FALPRO SPECIAL PROGRAMME ON TRADE FACILITATION (UNCTAD)
F & D FREIGHT AND DEMURRAGE
F.A.Q. FAIR AVERAGE QUALITY
FAS FREE ALONGSIDE SHIP (INCOTERMS)
FBL FIATA MULTIMODAL TRANSPORT
BILL OF LADING (FIATA DOCUMENT)
FCA FREE CARRIER (INCOTERMS)
FCL FULL CONTAINER LOAD
FCO FRANCO; FREE
FCR FORWARDERS CERTIFICATE OF RECEIPT (FIATA DOCUMENT)
FCSR & CC FREE OF CAPTURE, SEIZURE, RIOTS AND CIVIL COMMOTIONS
FCT FORWARDERS CERTIFICATE OF TRANSPORT (FIATA DOCUMENT)
FFI FIATA FORWARDING INSTRUCTIONS (FIATA FORM)
F.G.A. FREE OF GENERAL AVERAGE
FHEX FRIDAYS AND HOLIDAYS EXCEPTED
F.I. FREE IN
F.I.O. FREE IN AND OUT
F.I.A.S. FREE IN AND STOWED
F.I.OS. FREE IN AND OUT STOWED
F.I.B. FREE INTO BARGE
F.I.C. FREIGHT, INSURANCE, CARRIAGE
F.I.H. FREE IN HARBOUR
FIRAVV FIRST AVAILABLE VESSEL
FIS FREIGHT, INSURANCE AND SHIPPING CHARGES
F.I.W. FREE INTO WAGGON
FLT FORKLIFT TRUCK
FOB FREE ON BOARD (INCOTERMS)
F.O.C. FLAGS OF CONVENIENCE
F.O.D. FREE OF DAMAGE
F.O.W. FIRST OPEN WATER
F.P.A. FREE OF PARTICULAR AVERAGE
FPAD FREIGHT PAYABLE AT DESTINATION
FRF FLAT RACK (CONTAINER)
FRT FWD FREIGHT FORWARD
FT. PPD FREIGHT PREPAID
FRT.TON FREIGHT TON
FT FOOT (FEET)
FWC FULL LOADED WEIGHT & CAPACITY (CONTAINER)
FWDR FORWARDER
FWR FIATA WAREHOUSE RECEIPT (FIATA DOCUMENT)

G.A.

 GENERAL AVERAGE
G.A.A. GENERAL AVERAGE AGREEMENT (BOND)
G.A.C. GENERAL AVERAGE CONTRIBUTION
G.B.L. GOVERNMENT BILL OF LADING
G.C. GENERAL CARGO
G.C.R. GENERAL CARGO RATES
GDP GROSS DOMESTIC PRODUCT
GMT GREENWICH MEANTIME
GFA GENERAL FREIGHT AGENT
GNP GROSS NATIONAL PRODUCT
GRT GROSS REGISTERED TONNAGE
GSA GENERAL SALES AGENT
GST GOODS AND SERVICES TAX
GW GROSS WEIGHT

HAWB

 HOUSE AIR WAYBILL
HDLG HANDLING
HERMES HANDLING EUROPEAN RAILWAY MESSAGE EXCHANGE-SYSTEM
HGT HEIGHT
H/LIFT HEAVY LIFT
HS HARMONIZED SYSTEM (CCC CONVENTION)
H.Q. HEADQUARTERS
H.P. HHORSE POWER

I.A.W.

 IN ACCORDANCE WITH
I.C.C. INSTITUTE CARGO CLAUSES
ICD INFORMAL CLEARANCE DOCUMENT
ICS INTERGRATED CARGO SYSTEM
I.E. THAT IS
IMDG INTERNATIONAL MARITIME DANGEROUS GOODS CODE
IN INCH(ES)
INCL INCLUDING
INCOTERMS STANDARD CONDITIONS FOR SALE AND DELIVERY OF GOODS
(ISSUED BY ICC, PARIS)
INMARSAT INTERNATIONAL CONVENTION ON
THE INT’L MARITIME SATELLITE ORGANIZATION
INTRM INTERMEDIATE POINT
INV INVOICE
I.P.A. INCLUDING PARTICULAR AVERAGE
I.O.U. I OWE YOU

KG(S)

 KILOGRAM(S)
KM KILOMETRE
KM.P.H. KILOMETRES PER HOUR
KM2 SQUARE KILOMETRE
KN KNOT(S)
KW KILOWATT
KWH KILOWATT-HOUR

L/A

 LLOYD’S AGENT
LASH LIGHTER ABOARD SHIP
LAT LATITUDE
LB(S) POUND(S)
L/C LETTER OF CREDIT
LCT LUXURY CAR TAX
LDG LEADING
L & D LOSS AND DAMAGE
L & U LOADING AND UNLOADING
LCL LESS THAN CONTAINER LOAD (LESS THAN CAR LOAD)
LEG LEGAL
LEL LOWER EXPLOSIVE LIMIT
LFL LOWER FLAMMABLKE LIMIT
LGT LONG TON; LONG TONS
LIQ. LIQUID
LKG/BKG LEAKAGE & BREAKAGE
LNG LIQUEFIED NATURAL GAS
L.O.A. LENGTH OVER ALL
LO/LO LIFT ON, LIFT OFF
LOAD LOADING
LOC LOCAL; LOCATION
LONG LONGITUDE
LPG LIQUEFIED PETROCHEMICAL GAS
LSD LANDING, STORAGE AND DELIVERY CHARGES
LT LETTER TELEGRAM
L.T. LOCAL TIME
L/T LINER TERMS
LTA LIGHTER THAN AIR SYSTEM (AIRSHIPS)
LTGE LIGHTERAGE
LTR LIGHTER
LUMP LUMP SUM

M

 MINIMUM (RATE CLASSIFICATION)
M METRE(S)
M3 CUBIC METRE(S)
MACH MODULAR AUTOMATED CONTAINER HANDLING
MFN MOST FAVOURED NATION
M.H. MERCHANTS HAULAGE
M/R MATE’S RECEIPT
M = R MAINTENANCE AND REPAIR (CENTRE
MAWB MASTER AIR WAYBILL
MDSE MERCHANDISE
MSBL MISSING BILL OF LADING
MSCA MISSING CARGO
MT MOTOR TANKER
MTD MULTIMODAL TRANSPORT DOCUMENT
MTO MULTIMODAL TRANSPORT OPERATOR
M/S MOTOR SHIP
M/V MOTOR VESSEL

N

 NORMAL (RATE CLASSIFICATION)
NAABSA NOT ALWAYS AFLOAT BUT SAFELY AGROUND
NAOCC NON AIRCRAFT OPERATING COMMON CARRIER
NAWB NEUTRAL AIR WAYBILL (FORWARDERS AIR WAYBILL)
N.C.V. NON CUSTOMS (COMMERCIAL) VALUE
N.E.S. NOT ELSEWHERE SPECIFIED
N.F.O. NOT FREE OUT
NGO NON GOVERNMENTAL ORGANIZATION
N.L.T. NOT LATER THAN
N/N NON-NEGOTIABLE
N, NO, NR NUMBER
N/O NO ORDERS
N.O.E. NOT OTHERWISE ENUMERATED
N.O.P. NOT OTHERWISE PROVIDED
N.O.R. NOT OTHERWISE RATED
N.O.S. NOT OTHERWISE SPECIFIED
N/R NOTE OF READINESS
NRT NET REGISTERED TON
NT. NET WEIGHT
N.V.D. NO VALUE DECLARED
NVOCC NON VESSEL OPERATING COMMON CARRIER

OBO

 ORE BULK OIL (CARRIER)
O.B.S. OIL BUNKER SURCHARGE
OC.B/L OCEAN BILL OF LADING
O/D ON DECK
ODS OPERATING DIFFERENTIAL SUBSIDY
OFA OCEAN FREIGHT AGREEMENT
O.R. OWNER’S RISK
O.R.B. OWNER’S RISK OF BREAKAGE
O.R.D. OWNER’S RISK OF DA,MAGE
O.R.F. OWNER’S RISK OF FIRE
OT OPEN TOP (CONTAINER)
O.T.O.R ON TRUCK OR RAILWAY

p.a.

 PER ANNUM (PER YEAR)
P.A. PARTICULAR AVERAGE
PARA PARAGRAPH
P.B.A. PAID BY AGENT
P & D PICK UP AND DELIVERY
P & I PROTECTION AND INDEMNITY ASSOCIATION
P & 1CLAUSE PROTECTION AND INDEMNITY CLAUSE
P & 1 CLUB PROTECTION AND INDEMNITY CLUB
P & L PROFIT & LOSS
PAYT PAYMENT
P/C PARAMOUNT CLAUSE
P.C.F. POUNDS PER CUBIC FOOT
P.CHGS PARTICULAR CHARGES
PD PAID
P.D. PARTIAL DELIVERY
P.H.D. PER HATCH PER DAY
PIA PERMIT ISSUING AUTHORITY
PKGE PACKAGE
P.L. PARTIAL LOSS
PLP PARCEL POST
PLTC PORT LINER TERM CHARGES
PMT PROMPT
P/N PROMISSORY NOTE
P.O.B. POST OFFICE BOX
P.O.D. PORT OF DISCHARGE
POL PORT OF LOADING
POR PORT OF REFUGE
PP/PPD PREPAID/PREPAID
P.T. PER TON
PT/DEST PORT OF DEST
PT/DISCH PORT OF DISCHARGE
PTL PARTIAL TOTAL LOSS
PTLY PD PARTLY PAID
P.T.W. PER TON WEIGHT

Q

 QUANTITY (RATE CLASSIFICATION)
Q.C.O. QANTITY AT CAPTAINS OPTION
QN QUOTATION
Q.V. QUOD VIDE (WHICH SEE)

R

 REDUCED CLASS RATE
(RATE CLASSIFICATION)
RCVD RECEIVED
R/C RETURN CARGO
RED. REDUCED
RCU RATE CONSTRUCTION UNIT
REMCE REMITTANCE
RENTCON RENT-A-CONTAINER
REST. RESTRICT(ED)
RETD. RETURNED OR RETIRED
R.I. REINSURANCE
RID INTERNATIONAL REGULATIONS CONCERNING THE INTERNATIONAL CARRIAGE OF DANGEROUS GOODS BY RCR RELEASE FOR
CARGO EXPORT
RMD RHINE-MAIN-DANUBE
NAVIGATION SYSTEM
RNR RATE NOT REPORTED
R/O ROUTING ORDER
R.O.G. RECEIPT OF GOODS
RO/RO ROLL-ON/ROLL-OFF
ROT REFERENCE OUR TELEX
RYT REFERENCE YOUR TELEX
ROUND C/P ROUND CHARTER PARTY
R.P. REPLY PAID
R.T.B.A. RATE TO BE ARRANGED
RGP RESTRICTED GOODS PERMIT
RY RAILWAY

S

 SURCHARGE (RATE CLASSIFICATION)
S/C SURCHARGE
S & C SHIPPER AND CARRIER
S & F.A. SHIPPING AND FORWARDING AGENT
SAC SELF ASSESSED CLEARANCE
SHEX SUNDAYS AND HOLIDAYS EXCLUDED
SCR SPECIFIC COMMODITY RATE
S/D SAILING DATE
S.D. SMALL DAMAGE
S/d SIGHT DRAFT
SDR SPECIAL DRAWING RIGHTS
SDT SHIPPER DECLARATION FOR THE TRANSPORT OF DANGEROUS GOODS (FIATA FORM)
s.l.&c. SHIPPERS LOAD AND COUNT
S.L./N.L. SHIP LOST OR NOT LOST
SLI SHIPPERS LETTER OF INSTRUCTION
S.O.L. SHIPOWNERS LIABLILITY
S.P.A. SUBJECT TO PARTICULAR AVERAGE
sq.cms(s) SQUARE CENTIMETRE(S)
sq.in(s) SQUARE INCH(ES)
SRCC STRIKE, RIOTS, CIVIL COMMOTIONS
S/S STEAMSHIP
stvdrs STEVEDORES
sub L/C SUBJECT OT LETTER OF CREDIT BEING OPENED
sub licence SUBJECT TO LICENCE BEING GRANTED

T.A.

 TELEGRAPHIC ADDRESS
TACT THE AIR CARGO TARIFF (IATA)
TBL THROUGH BILL OF LADING
TBN TO NE NAMED (SHIP)
T/C TIME CHARTER
TC TRAFFIC CONFERENCE AREA (IATA)
TC TRANSCONTAINER
TD TIME OF DEPARTURE
TDO TELEGRAPH DELIVERY ORDER
TEEM TRANS-EUROPE-EXPRESS MARCHANDISES (RAIL SERVICE)
TEU TWENTY FOOT EQUIVALENT UNIT (CONTAINERS)
THC TERMINAL HANDLING CHARGE
TIF INTERNATIONAL TRANSIT BY RAIL
TIR CUSTOMS CONVENTION ON THE INTERNATIONAL TRANSPORT OF GOODS UNDER COVER OF TIR CARNETS (FOR INTERNATIONAL ROAD TRANSPORT)
TL TOTAL LOSS
TLF TARIFF LEVEL FACTOR
TNGE TONNAGE
T.O.D. TIME OF DISPATCH
TOFC TRAILER ON BOARD FLATCAR
T.O.R. TIME OF RECEIPT
TOT TIME OF TRANSMISSION
TOT TOTAL
TOW TIER ON WEIGHJT (CONTAINER STACKING ACCORDING TO WEIGHT)
TPND THEFT, PILFERAGE, NON DELIVERY
T.T. TERMS OF TRADE

U.C.

 USUAL CONDITIONS
U.D. UNDER DECK
U.DK UPPER DECK
ULCC ULTRA LARGE CRUDE CARRIER (OIL)
ULD UNIT LOAD DEVICE (AIRCRAFT)
UPE UNACCOMPANIED PERSONAL EFFECTS
U/W UNDERWRITER

VAL

 VALUE
VAT VALUE ADDED TAX
V.C. VESSELS CONVENIENCE
VES VESSDEL
VIC VERY IMPORTANT CARGO
VIO VERY IMPORTANT OBJECT
VIP VERY IMPORTANT PERSON
VLCC VERY LARGE CRUDE CARRIER (OIL)
VOCC VESSEL OPERATING COMMON CARRIER
V.V. VICE VERSA WARSAW CONVENTION CONVENTION FOR THE UNIFICATION OF CERTAIN RULES RELATING TO INTERNATIONAL CARRIAGE BY AIR (1929)

W.A.

 WITH AVERAGE (INSTITUTE CARGO CLAUSE)
W/B WAY-BILL
W.B.D. WILL BE DONE
W.C. WITH COSTS
W.C.C.O.N. WHETHER CLEARED CUSTOMS OR NOT
W/D WORKING DAY(S)
WDT/WTH WIDTH
W.E.F. WITH EFFECT FROM
WET WINE EQUALISATION TAX
WG WORKING FROUP
WHF WHARFAGE
WHSE WAREHOUSE
WIPON WHETHER IN PORT OR NOT
WK WEEK
W/O WITHOUT
WP WEATHER PERMITTING
W.P.A. WITH PARTICULAR AVERAGE
W.R. WAREHOUSE RECEIPT
W.R.I. WAR RISK INSURANCE
WT WEIGHT
W/T WEIGHT TONS
W/V WEIGHT/VOLKUME
WW WAREHOUSE WARRANT
WW WORLD-WIDE
WWD WEATHER WORKING DAYS
X,X EXTRA
XL & UL EXCLUSIVE OF LOADING AND UNLOADING
XP EXPRESS PAID
X PRU WITHOUT PRIVILEGES
Y/C YOUR CABLE
YDAY YESTERDAY
Y/L YOUR LETTER
Y/O YOUR ORDER
{loadnavigation}
HACTL
Cathay Cargo
United

Give TPP a chance - it’s imperfect but no threat to democracy

Uncategorised
Monday, 28 March 2016
Flawed though it may be, the Trans Pacific Partnership agreement (TPP) is advantageous to both Australia and New Zealand not only in terms of national economics but also for their freight sectors.

As discussed in an earlier report, a seemingly-unbiased academic assessment of the short-term benefits showed Australia was not listed among the top regions and NZ was only a little better. But we cannot afford not to be part of the agreement, especially with more Asian countries indicating an intention to become involved.

While China may not join for a while, it seems likely that its giant economy – already intertwined with NZ and Australia through FTAs – will become a signatory eventually.  And as former trade minister Andrew Robb said recently, when combined with the parallel Regional Comprehensive Economic Partnership, which includes China, a strong platform is being built for a unifying set of trade rules in Asia-Pacific.

This reduces costs, makes it easier to trade and increases certainty for exporters and importers.

Australia and NZ will prosper not only from trade but through our regional transport and logistics capabilities. And as Asian economies build up sustainable speed we will gain further ground in supply of food and other commodities.

TPP got off to a bad start with the general public because of its absolute secrecy, which led to swirling rumours of democratic incursions and personal restrictions.  Unfortunately this is an essential factor of high-level negotiations if an agreement acceptable to all is to be delivered with a reasonable expectation of progressing.

Perhaps the most worrying aspect of the protests is the spread of misinformation.

For example, the Investor State Dispute Settlement (ISDS) mechanism is portrayed as an evil (to use one of the more palatable descriptions) threat to national democracy when it is anything but.  Not only are there similar provisions in other FTAs but there is no erosion of sovereignty other than the give-and-take required from membership of the United Nations or any other international relationships.

ISDS is narrowly drafted, will be played out in a neutral environment, is only likely to be triggered for the most egregious behaviour and is far preferable to fighting out an issue in a local court.

It is a straightforward means of arbitration, with areas such as public health, safety and environment precluded.  NZ even negotiated protection of its obligations under the Treaty of Waitangi.

Give TPP a chance.  It might not gain ratification – that might swing on whether Donald Trump secures the US presidency – but fighting it with misinformation is against the national interest.

- Kelvin King

Field of Light arrives at Uluru

Uncategorised
Monday, 28 March 2016
Field-of-Light-UluruThe world’s largest light installation artwork by acclaimed artist Bruce Munroe, which includes 50,000 individually handcrafted delicate ‘light stems’, was recently air lifted from London to Alice Springs by Qantas Freight.

Between 26 December 2015 and 12 February 2016 the15 tonne consignment travelled more than 19,000 kilometres on 32 international and domestic Australian flights to Uluru.

The story started in 1992, when Munro visited Uluru and dreamed of a field made of lights that would spring up out of the red centre.

Twenty five years after his first visit, he was invited by Voyages Indigenous Tourism Australia to recreate Field of Light in its largest form to date at Ayers Rock Resort in Uluru. The exhibition will open April 01 April 2016 and run until 31 March 2017 and is exhibition is expected to be a boost to the meetings and events business at Ayers Rock Resort.

The Uluru Meeting Place, which opened in November 2012 and offers world class meeting facilities, now expects business to improve 30 per cent on last year.

“Business event organisers looking for a real wow factor have been drawn not only to the destination but also the opportunity to experience a-once-in -a-lifetime exhibition,” said Ray Stone, Voyages executive general manager sales, marketing and distribution.

“We can see the impact of Field of Light on bookings (for the period immediately) after the artwork is in place as well as for dates during the balance of the exhibition,” said Stone.

The Field of Light Uluru is a monumental solar-powered exhibition that will illuminate a remote desert area within sight of Uluru.    

More than 50,000 slender stems crowned with frosted-glass spheres will bloom as darkness falls over Australia’s spiritual heartland.  Pathways will draw viewers into the artwork, which will come to life under the spectacular outback sky.

The Field of Light has been designed to be incorporated into all meetings at Ayers Rock Resort, with two different experiences on offer.

With ‘Field of Light Sunrise’, visitors will be transferred from their hotel to a desert location overlooking Uluru. A host will provide insights and background to the exhibition, after which delegates will be invited to walk through and interact with the Field of Light.

A ‘Night at Field of Light’ is a four and a half hour experience beginning with a transfer to a remote desert location where delegates will enjoy canapes and chilled sparkling wine as the sun sets over Uluru. As darkness falls and the coloured lights of Field of Light come to life, guests will enjoy a three-course bush tucker-inspired buffet menu. The evening includes a didgeridoo and local indigenous performance, as well as a walk through the installation.

“Qantas has a long history of supporting the Arts and is proud to be part of this project which shows the best of its kind in the world and also champions the spirit of Australia with the installations breathtaking backdrop of Uluru,” said Alison Webster, executive manager - Qantas Freight and Qantas Catering Group.

Interview Brian Lovell: A challenging start to the year, but the iron ore price recovery may signal better times ahead

Uncategorised
Sunday, 20 March 2016
A challenging economic start to the year, a raft of new rules and regulations plus new international trading opportunities are making work for the Australian Federation of International Forwarders (AFIF’s) management.

Brian Lovell, chief executive of AFIF, also holds the part time position of executive director to the Federation of Asia Pacific Air Cargo Associations (FAPAA) - as well as multiple other roles.

Arriving in Australia from the UK in 1981, he held several roles in air freight companies before taking an active voluntary role with the Australian Federation of Airfreight Forwarders (AFAFF) where he assisted with the growth and development of its industry education and training programs. During this time he held the honorary positions of president NSW branch and federal director of Education Services.
Brian-Lovell Oct-13-2
In 1994, he became the Federation’s first full-time chief executive and in 1996 (AFAFF) joined forces with the sea cargo forwarders representative body (IFAA) to form AFIF, with Lovell heading the merged entity.

AFIF is a national association member of the global freight forwarder representative body – FIATA and Lovell is on the Council of the FIATA Advisory Body, Safety and Security (ABS)

He is also actively involved in several national representative Boards and Committees including: Director and chairman, Australian International Trade & Transport Industry Development Fund (ITDF); director, Industry Working Group on Biosecurity Ltd (AIWGB); Dept Agriculture and Water Resources (DAWR) Biosecurity Cargo Consultative Committee (DCCC); Dept Infrastructure Office of Transport Security (OTS) – Cargo Working group; Dept Immigration and Border Protection (DIBP) National Cargo Facilitation Committee (NCTF); Dept. Immigration and Border Protection
(DIBP)Trade and Goods Compliance Advisory Group (CAG) and the IATA Australia Cargo Executive Council (CEC).



How are members dealing with Australia’s extended soft market for air freight?

Brian Lovell: Fortunately, freight forwarders have always been resilient. They seem to survive every calamity, be it wild currency exchange variations; stricter and more regulated compliance and major disruptions in trade flows. The market is soft but there is always are two sides to the story; when imports are down exports are up and vice versa. This current market requires flexibility and creativity but new markets and new opportunities are opening up all the time for those forwarders prepared to seek them out.
Are current rates low because of continuing capacity problems?
There is a lot of capacity bound for Asia because of the milk powder demand, which has proven a silver lining for some companies. Others have not been able to find sufficient space. However, contracts are being honoured; there has been no disruption or cancellation of contracts. Spot cargo also has been honoured. If carriers have full cargo loads its good for their business and the industry in general, as all parties need to thrive. and I have not heard of any significant problems.


How do you see Australia’s economy faring in the next few years? Is the country’s manufacturing in a position to fill the gap left by our resources sector?

Australia has always been an innovative country. Most of the large bulk resources were shipped by ocean freight during the boom and therefore had little effect on air freight. The iron ore price has recovered 36 per cent in the last three months and this augurs well for a general recovery in the resources sector and more reasonable rates. The improvement in resources pricing will influence manufacturing to a certain extent. We are also developing new export streams including smart technology which will benefit air freight forwarders.


What is AFIF’s view of the new CHAfta and TPP trade deals? Will they create significant demand for Australian firms?

It could be fantastically good for Australia but governments by necessity had to finalise these new agreements quickly (having been in the negotiation stage for many months). Unfortunately the new rules and regulations are causing confusion for Customs brokers and administrators. The rule makers and the operators have not fully understood what their requirements are. Only just this week at a Customs and Compliance meeting in Canberra these issues were discussed and better education of the new regime was flagged as a priority. It was decided that Australia’s Border Force will assist the industry to better understand the new requirements.


Will AFIF offer more specific training in this area?

Not as such. It is not an area where AFIF is required to provide specific training as it is more a Customs brokers area and it requires specific interpretation of the new rules. We will however maintain a general understanding of the rules and monitor what impact they have on industry.


Take up of e-AWB in Australia is still well down on other countries, with Australia languishing down among the bottom 50s. What is the problem?

There are two issues. One is that it is not as easy as it sounds even though it is an electronic process replacing paper. First of all there needs to be an electonic agreement with the carrier. This can be signed off across all carriers with one forwarder. Each forwarder must also change its system processes to facilitate the electronic documentation and then it is up to the carrier to be able to accept the electronic docs. This is where some of the problems arise as there are many carriers that cannot yet accept e-AWBs. Obviously, some of the major carriers such as Emirates, Cathay, Singapore, Qantas have embraced it and are showing very strong performance in usage of e-AWBs, but it gradually falls away when you move away from the main carriers. Australia has a whole range of airlines operating to a diverse range of destinations but if they cannot adopt e-AWB then the forwarders’ hands are tied.
CCN, as the major data switching hub between forwarders and airlines, transmits 98 per cent of all fwb (Master Airwaybill) data to the carriers’ handling agent, so the electronic transmission of Airwaybill data in Australia is at one of the highest levels in the world but the e-AWB carriage document is not accepted by all carriers and therefore we cannot get maximum use of e-AWB.



There has been some confusion in the marketplace regarding CASA’s approval of Dangerous Goods By Air Acceptance level training for forwarders. What is the status?

international-couriers-and-freightFirstly, Dangerous Goods by Air Acceptance Recertification can be conducted through an online course provided that CASA has approved the online course provider and the resource material in the same way they approve traditional methods of course delivery. Secondly, the Dangerous Goods by Air Full Acceptance course can be approved for online delivery provided there is an instructor or moderator available in real-time who can be accessed for questions and guidance throughout the course process. There was also some confusion recently about a provider of an online training course for Dangerous Goods by Air which was only approved for the actual Shippers’ of Dangerous Goods, not freight forwarders. Subsequently, forwarders who had undertaken and passed that particular course were not recognised as accredited by CASA because they had not undertaken a CASA-approved course for freight forwarding functions. AFIF is able to facilitate online delivery of Dangerous Goods by Air.


Cybercrime is now a major threat to global supply chains. Perpetrators mis-direct international payments, use new technology to target physical cargo and there’s always a terrorism risk. What is AFIF doing about this?

AFIF has in the past participated in whole of government coordinated cybercrime research and activity but at this point there is no regulated course on cybercrime training that is specific to our industry. We continue to monitor and stay up to date with the situation and if we can assist our members then we will certainly do so.


New global security programs by the US require advance screening data on all shipments and will have a major impact on forwarders. Australia was given an additional grace period. Are forwarders now better equipped to handle compliance?

When we talk about the physical ‘technical’ screening of cargo, the US has decreed that as at 01 July 2017 any air cargo destined for the US must be screened at ‘piece level’ or originated from a Known Consignor.
Piece level’ means any freight that will fit through the aperture of an accepted/approved x-ray screening machine and if that initial screening fails, a secondary screening or back-up screening may be carried out by swab or hand search. As at this date the swab technical screening may be acceptable as a Primary method.
We have maintained regular advice to industry. Airlines that are signatories to US TSA requirements must incrementally increase the level of technical screening they now undertake to work towards the 100 per cent mandate by 01 July 2017. In other words they don’t just go from current to 100 per cent on the ‘go live’ date. There is a lot of work going on in the background so that industry is prepared for the new requirements. Government also plans to assist in red-tape reduction by reverting to ‘Model’ security plans rather than individual specific programs (TSPs) for each entity.


How is the annual conference shaping up?

We have finalised the conference program being held this year at the Novotel Coffs Harbour, New South Wales (11-13 May). We have had a good response and a high-level of acceptances from invited speakers. We are returning to the Coffs Harbour location after 12 years and this has been well received by members through early registrations and exhibition sponsors.


What is the theme and who are the keynote speakers?

We don’t have a particular theme as such as the industry is quite diverse. The program does however have a particular focus on new Border Force requirements, air cargo security and the new container weight verification requirements of the International Maritime Organisation (IMO). Our opening address will be delivered by Max Walker the legendary Australian cricketer and tv personalty.


What is AFIF’s view on the new Australian Border Force?

The new Australian Border Force (ABF) has taken the former ‘Customs’ operation to a higher level of compliance requirements. We have been involved in numerous discussions, becoming familiar with the advanced requirements demanded by ABF and are keeping members informed. From a practical point of view our members have already seen more surveillance, higher financial penalties for non-compliance and greater involvement at the operational level from ABF officers. We have always had reasonably close ties with the former Customs Department and now are getting to know new people involved with ABF at the top level. We are on record saying we want the new ABF to be consistent in its application of the new regulations, just as much as they expect our members to raise their compliance levels.


Technology and increasing use of robotics threatens jobs, with CBFCA predicting a decimation of medium sized forwarders in the next five years or so. Has AFIF done any research on future employment opportunities in the industry?

Experience tells us that despite predictions of dramatic change in the number of businesses servicing the industry, overall there still remains a good cross section of large, medium and small enterprises. Yes, the ‘big do get bigger’ but so do mid-sized companies and this all leads to fragmentation and there are always new opportunities that see the creation of niche market forwarders. That progression has never changed in the 40 years I have been in the industry. I would not put my house on it because there is a seemingly relentless flow of mergers and take-overs but I expect to see a continuing relative number of forwarders of all sizes going forward.


What has been the biggest change you have experienced since joining the industry?

The focus on security at every level both for air freight, sea freight and Customs compliance. The security focus has radically changed the various sectors and forced the industry to adapt to new ways of doing business.


What inroads are sea freight operators making in Australia at the expense of air cargo?

There are a number of products deemed unsafe or unsuitable for air carriage. Many have moved to sea freight.
The most recent case has been lithium ion and metal batteries. Air carriage of lithium batteries contained in equipment is permitted as long as there is no more than a 30 per cent charge in the battery at time of loading. The United Nations and IATA have both been asked how to determine the state of charge in a consignment of lithium batteries to determine its safety. How is it possible to check and verify that charge levelduring transit in the supply chain? IATA has now stated that it may not be verifiable and we have since questioned the ruling (and any applicable penalty).

Iran – from axis of evil to centre of attention, but caution needed before we rush into trade deals

Uncategorised
Friday, 18 March 2016
IN the early 21st century, Iran has been something of an international pariah, writes Andrew Hudson.

It was named part of the ‘axis of evil’, and also was branded part of the ‘axis of terror’, ‘the axis of terror and hate’, the ‘axis of diesel’ and the ‘authoritarian axis’.  

That status arose from a number of concerns, mostly around Iran’s involvement with terrorism and involvement in a uranium enrichment program.

Andrew HudsonFollowing its refusal to suspend its uranium enrichment program, Iran was subject to a number of years of ‘nuclear’ and economic sanctions from the UN and the US, EU and Australia among other nations.  

The Australian sanctions were imposed pursuant to its autonomous sanctions regime, allowing us to impose our own sanctions in addition those imposed by the UN.

In July 2015 Iran entered into an agreement with six countries (US, UK, France, China, Russia and Germany), committing them to release Iran from sanctions subject to a receipt of a report by the UN Security Council that it had observed the agreement.  

That report was released on 16 January 2016 and confirmed Iran had “carried out all measures required under the [July] deal to enable Implementation Day [of the nuclear deal and the formal lifting of sanctions on Iran] to occur” under the “Joint Comprehensive Plan of Action” (JCPOA).

There were some immediate international responses:

- The UN lifted some sanctions.  For example, Iran is again able to sell oil on world markets and Iran’s banks are permitted to operate globally.  Further, business with entities previously specified in the UN list of prohibited entities are no longer prohibited.

- The US suspended general economic sanctions to release banking, steel and shipping routes to Iran, all of which had been barred for five years.  However, the US subsequently imposed new sanctions to prevent 11 entities and individuals from using the US banking system following those parties being involved in Iran’s ballistic missile program last year.

-The EU moved to lift sanctions on trade, shipping and insurance.

- China and Iran agreed on a deal to expand bilateral ties and increase trade to US$600 billion in the next 10 years, as part of a 25-year comprehensive arrangement.  This involved signing 17 accords including co-operation on nuclear power and a revival of the ancient Silk Road trade route known in China as One belt, One Road.

Australian responses

It should be remembered that 20 years ago, Iran was Australia’s biggest export destination in the Middle East and that a certain level of bilateral trade was maintained despite the sanctions.  As soon as the sanctions were released, Australia also moved to adjust its sanctions regime.

This has included:

• Amendments to the Australian autonomous sanctions regime by way of passage of the ‘2016 Specification’ (as it is known in short hand).  This ‘suspended’ certain existing sanctions until legislation could be passed to amend them more formally.  The effect has been to reduce the categories of goods and services subject to sanctions for which trade would either be banned altogether or require DFAT approval.  The changes have been significant.

•  Repeal of the requirement for authorisation from DFAT for financial transactions of A$20,000 or more which has previously been imposed by Anti -Money Laundering and Counter-Terrorism Financing Legislation.
The combination of these reforms is already having a significant impact, with many exporters looking at new business to Iran including clients of mine for whom we have recently secured confirmation that its proposed export deals would not be subject to sanctions.

However, even among the euphoria of the relaxed trading environment there still needs to be caution on trading with Iran.

There are still some goods and services subject to UN and Australian sanctions and new sanctions could be imposed if Iran breaches agreements under the JCPOA:

• There are still prohibitions on dealing with certain persons and entities as on the ‘Consolidated list’.
• Certain financial transactions will still be subject to control by the Anti-Money Laundering and Counter-Terrorism Financing Legislation.

• Even for transactions now released from the previous financial control under the Anti-Money Laundering and Counter-Terrorism Financing Legislation, the relevant reporting entity (the financial institution) will need to comply with enhanced due diligence requirements under Australian law in relation to transactions to or from Iran as these continue under the new regulations.  This could limit the availability of finance.

• Overseas sanctions could still apply to Australian transactions.  For example, transactions by entities with US operations or using USD could still be subject to the US sanctions regime which has extra-territorial effect and comes with the threat of large US penalties and the risk of extradition of individuals to the US to face actions with possible jail time if found guilty of breach of US sanctions.

Accordingly, those trading with Iran, which includes service providers in the supply chain and companies providing air and sea freight that are also subject to the sanctions regime, need to exercise significant caution especially in the early stages of increased trade under the new sanctions regime.   

Legal advice and DFAT consultations are still recommended.

- Andrew Hudson, Partner, Gadens Melbourne.  E:  This email address is being protected from spambots. You need JavaScript enabled to view it.

All goods now at risk of theft, says TAPA - but better reporting and data collection are helping members to improve their supply chain security

Uncategorised
Friday, 18 March 2016
THE REPORTING of cargo crimes to the Transported Asset Protection Association’s (TAPA’s) Incident Information Service (IIS) reached a five-year high in 2015, with 1,515 recorded freight thefts representing a 37.4 per cent increase year-on-year.

TAPA says the 2015 data reflect growing awareness of cargo crime among law enforcement agencies in the Europe, Middle East & Africa (EMEA) region, plus the willingness of police forces in major European countries to share data with the Association to help its manufacturing and logistics service provider members increase the security of their supply chains.

Thorsten-Neumann-TAPAEMEAThorsten Neumann, chairman of TAPA EMEA said: “We know that the number of cargo crimes reported by TAPA and others still only reflects what may be a relatively low percentage of overall cargo crimes. Often this is because freight thefts are recorded by law enforcement agencies only as commercial property or vehicle crimes, so it is difficult to extract the data that specifically relates to supply chain losses. However, this is changing and in 2015 we received a record number of intelligence updates from police authorities, which is extremely encouraging. This is enabling us to build an increasingly accurate picture of cargo crime in our region.”

Belgium is a good example of how support from law enforcement agencies is making a significant difference. In 2014, TAPA EMEA’s IIS recorded only 12 cargo thefts in Belgium. But in 2015, Belgian police were able to identify and share information with TAPA on 341 cargo crime incidents. This put Belgium on a similar level to other major supply chain gateways such as the Netherlands, which recorded 458 cargo crime incidents in 2015, and the United Kingdom with 367 thefts or attempted thefts recorded last year.

TAPA is continuing to promote partnerships with law enforcement agencies in other countries across the EMEA region where attacks on facilities and goods in transit are known to be significantly higher than the number of incidents reported to IIS. This group of countries includes Germany, France, Italy and South Africa. During the course of 2015, the Association organised conferences for supply chain security stakeholders and law enforcement agencies in Germany, South Africa, Italy, the Netherlands and Spain to discuss the challenges of cargo crime at regional and national levels.

The Association has warned manufacturers and logistics service providers to not automatically assume that a country with a low reported rate of cargo crime presents a lower level of risk of cargo theft. It may simply be the case that companies, insurers and LEAs in those countries do not currently share incident data.

“We have to take a team approach to tackling cargo crime. That means helping our law enforcement partners identify freight thefts from other forms of crime and showing them the value of sharing this intelligence. By having a better understanding of where cargo crimes occur, the types of incidents taking place and the modus operandi of cargo thieves, TAPA EMEA members can increase the security of their supply chains. Ultimately that means less crime and reduces the need for companies to call upon the already-stretched resources of police forces across the EMEA region,” added Neumann.

TAPA EMEA’s IIS Annual Report 2015 shows that all goods moving in the supply chain are now at risk of theft. TAPAEMEA-Incident-Service-Report2015cover

In the last year, the Association captured information on cargo crimes in 29 countries across EMEA, including 70 incidents with loss values in excess of EUR100,000. Five countries saw incidents involving product losses of more than EUR1 million, including Italy, which recorded the biggest single loss in 2015 when thieves broke into a warehouse close to Milan and stole pharmaceuticals worth EUR3 million.

“The real trend we are seeing is that cargo thieves are now prepared to target virtually any product. When TAPA was launched in EMEA 15 years ago, it was to help manufacturers of high value technology products and their logistics partners to combat losses from their supply chains. High value technology is still a target – but now, so is everything else. Products with a low unit value can be just as attractive because of the high volumes they move.  And, these products are often easier to dispose of and harder to trace. This includes food and drink, cigarettes, cosmetics and hygiene, clothing and footwear products. 2015 also saw a number of high value losses of pharmaceuticals,” said Neumann.

Only 22.5 per  cent or 341 of the incidents reported to IIS in 2015 provided a loss value but the combined total for these cargo thefts alone was EUR34,528,558. This resulted in an average loss for the year, based on crimes with a recorded loss value, of EUR101,256. Most crimes involved theft from vehicles, usually at unsecured parking locations such as motorways services, industrial estates or lay-bys close to major highways when drivers needed to take mandatory rest breaks.

TAPA is also voicing its concern over the increasing number of violent attacks on truck drivers by criminals who are intent on stealing their cargo loads. IIS recorded incidents of drivers being threatened with knives and guns as well as physical assaults that led to some drivers being kidnapped and others needing hospital treatment.

Neumann said: “Using intelligence to combat cargo crime is not just about protecting goods owned by major global corporations, it is also about protecting the well-being of people working in the supply chain that we rely on to deliver our goods. The lack of new heavy goods drivers being attracted into the industry is being highlighted in EMEA and in other major markets such as the US. Drivers are generally an ageing population and there are already warnings of the long-term impact on industry if the current level of people leaving the industry and not being replaced continues. This is largely to do with pay and conditions and the fact that younger people do not see driving as a desirable occupation. If, however, they feel their personal safety is at risk too, even fewer will choose driving as a career.”

TAPA is urging all companies to review their supply chain security to ensure they are taking every possible precaution to protect their goods and employees. This includes encouraging more companies to implement the Association’s Facility Security Req

A ‘poor’ January offers little hope of a positive 2016 result for air cargo

Uncategorised
Friday, 18 March 2016
RECENT global stock market movements have resulted in generally gloomy economic growth forecasts for 2016, especially for air cargo.

The first month of the year gave little cause for cheer, according to the latest analysis of WorldACD Market Data: Year-on-year (YoY), January showed a volume increase world wide of no more than 0.3 per cent. Europe was the exception, just as it was in the second half of last year, with volume growth of more than five per cent outbound and 1.5 per cent inbound. Although Asia Pacific as a region hardly grew, its business to and from Europe thrived (+8.8 per cent and +10.6 per cent).

A spokesperson for World ACD said: "While yields normally drop between December and January, this year’s MoM decrease of 6.6 per cent (in USD) was slightly smaller than last year’s. The January USD yield drop was 16 per cent YoY, a figure not compensated for by lower jet fuel prices, even though these prices decreased by around 30 per cent YoY. Only Central and South America managed to generate the same yield YoY.

“Since an advisor to the Indian government stated last week that that country expects its air cargo industry to grow by over 180 per cent in the next 15 years, this is a good time to see where India stands. Its growth percentages for the year 2015 are more than double the worldwide average: +4.1 per cent outbound, +4.7 per cent inbound. And for January 2016 the YoY volume growth is even higher: 4.4 per cent and seven per cent respectively. With yields (in USD) moving along with the worldwide changes, one could say that its starting point is good.

"The United Kingdom is still the most important outbound market, but its dominant position is dwindling. The top inbound markets of Hong Kong, Germany and China East strengthened their position with double digit growth figures: the latter two even managed over 20 per cent YoY growth in January. Importantly, there is a good overall balance between India’s outbound and inbound.

"Outbound business through gsas grew in line with the market in 2015, but increased spectacularly in the markets to the Middle East and South Asia. The top five gsas increased their market share (among gsas) from 60 to 70 per cent, the top 10 from 80 to 90 per cent, making life more difficult for the smaller gsas operating in India.

"The same could not be said for India’s top forwarders. Their market share was already smaller in India than worldwide, and it decreased further in 2015. Whereas the top five forwarders only lost 0.1 per cent, their share going from 14.6 to 14.5 per cent, the five next-biggest forwarders lost a larger part of the market, as their share went down from 10.5 to 9.9 per cent. Airlines can take some consolation from the fact that yields realised through the top 10 held up better than yields from the smaller forwarders. With the exception of UPS SCS, the global forwarders fared less well than the large regional and local forwarders, which showed spectacular volume growth.

Chester’s promotion to Transport minister is a standout choice as govt reshuffle favours industry

Uncategorised
Friday, 18 March 2016
Darren-Chester-pic-bPRIME minister Malcolm Turnbull’s decision to promote Darren Chester (left), the member for Gippsland, to the role of Transport minister is good news for Australia.  

Former minister Warren Truss was widely acclaimed for his handling of the portfolio and Chester, 18 years younger than Truss, already has good political connections both within the National Party and the government generally.

The Chester appointment is important for another more symbolic but significant development: Chester is responsible for transport as well as infrastructure, both inter-related in many respects.

The overall portfolio grouping also covers senator Fiona Nash (who also becomes deputy to Joyce in the Nationals leadership) as minister for Regional Development and Paul Fletcher as minister for Major Projects, Territories and Local Government.

Both Nash and Fletcher are likely to have a stake in transport at times and will be expected to work as a team.

Strong background
Prior to entering parliament in 2008, Chester worked as a newspaper and TV journalist before becoming chief of staff for Peter Ryan, leader of the Nationals in Victoria.

He also served two terms as president of the Lakes Entrance Business Tourism Association, earning a reputation for prowess in tourism marketing and event organisation.  The Nationals have held Gippsland continuously since its creation in 1922 and Chester is expected to continue as mp for the division because of his good standing with locals and his obvious enthusiasm for the region.

He is not new to Transport: One of his roles in opposition was parliamentary secretary for Roads and Regional Transport.

At the formation of the Abbott-Truss government in 2013 he was parliamentary secretary to the minister for Defence.

The reshuffle
Turnbull was under pressure to refresh his executive line-up, especially within the inner cabinet. Turnbull had lost traction on several fronts - and talk of an early election was adding to instability.

 The sacking of Jamie Briggs in December and the long-anticipated retirement of Truss prompted the timing of the revamp.

Then everything seemed to happen at once.  Truss’s announcement coincided with the unexpected retirement of Andrew Robb, then Stuart Robert was sacked for a breach of ministerial standards and Mal Brough stood down ahead of a police enquiry because it was going to “drag on for longer than expected”.

Chester was one of the big winners in the reshuffle with Nash and Steve Ciobo, who becomes Trade minister and who will likely have a substantial impact on export air cargo, as did Robb.

In Truss’s ministerial resignation speech to parliament – he is staying on as a backbencher until the election – he reminisced that his stint as Trade minister was his least fulfilling portfolio.

“I stand in awe of what Andrew Robb has achieved in his time as Trade minister. It is truly a remarkable time in our history,” he said.
Truss went on to muse that “when you leave, there is a lot of unfinished business. That is certainly true when you have a A$50 billion infrastructure program. I would particularly love to have been here for the landing of the first aircraft at Badgerys Creek airport.

“But that would be 2025. I hope I am still alive to see that (first plane land). It is a project I have been very excited about and delighted to have been a part of bringing to fruition.”

For his part, Robb picked up a raft of accolades as he stepped down, though he will retain special trade envoy status until the election to allow further work on FTAs and other trade agreements.

Air Freight Acronyms

Uncategorised
Saturday, 16 June 2012

 

A
B
C
D
E
F
G
H
I
K
L
M
N
O
P
Q
R
S
T
U
V
W
X
Y

AA

 ALWAYS AFLOAT
AAR AGAINST ALL RISKS
ABN AUSTRALIAN BUSINESS NUMBER
ABR AUSTRALIAN BUSINESS REGISTER
ABS AUSTRALIAN BUREAU OF STATISTICS
AC ACCOUNT CURRENT
A/C FOR ACCOUNT OF
ACA AIR CARGO AUTOMATION
ACC ACCEPTANCE; ACCEPTED
ACC.COP ACCORDING TO THE CUSTOM OF THE PORT
ACN AUSTRALIAN CUSTOMS NOTICE
A.D. A/D AFTER DATE
ADD-ON TARIFF (ALSO PROPORTIONAL RATE IN USA)
AD VAL A/V AD VALOREM (ACCORDING TO VALUE)
ADP AUTOMATED DATA PROCESSING
ADR EUROPEAN AGREEMENT CONCERNING THE INT’L CARRIAGE OF DANGEROUS GOODS BY ROAD
AETR EUROPEAN AGREEMENT CONCERNING THE WORK OF CREWS OF VEHICLES ENGAGED IN INT’L ROAD TRANSPORT
AFRA AVERAGE FREIGHT RATE ASSESSMENT
AGCY AGENCY
AGT AGENT
AGWT ACTUAL GROSS WEIGHT
AHECC AUSTRALIAN HARMONIZED EXPORT COMMODITY CLASSIFICATION
AMT AIR MAIL TRANSFER
AO ACCOUNT OF
A/OR AND/OR
A/P ACCOUNT PAID
APPROX APPROXIMATLEY
A/R ALL RISKS (INSURANCE)
AQIS AUSTRALIAN QUARANTINE AND INSPECTION
ARR ARRIVAL
ARRD ARRIVED
A/S AFTER SIGHT
A/S ALONGSIDE
ASAP AS SOON AS POSSIBLE
ASS ASSOCIATE
ATA ACCTUAL TIME OF ARRIVAL
ATD ACTUAL TIME OF DEPARTURE
ATP AGREEMENT FOR THE INT’L CARRIAGE OF PERISHABLE FOODSTUFFS
ATTY ATTORNEY
AUTH AUTHORIZED
AUX AUXILIARY
AWB AIR WAYBILL

BAC

 BUNKER ADJUSTMENT CHARGE
BAF BUNKER ADJUSTMENT FACTOR
BAGS/BULK PART IN BAGS, PART IN BULK
BC BULK CARGO
B/D BANKERS DRAFT
BDI BOTH DATES (DAYS) INCLUSIVE
BDTH BREADTH
BDY BOUNDARY
B/G BONDED GOODS
BK BANK
BKGE BROKJERAGE
B/L BILL OF LADING
BLK BULK
BRL BARREL
BSB BRANCH STATE BANK
BSR BASIC SERVICE RATE
BUP BULK UNIT PROGRAMME
B.W. BONDED WAREHOUSE
BXS BOXES

CAC

 CURRENCY ADJUSTMENT CHARGE
CAConf CARGO AGENCY CONFERENCE
CAF CURRENCY ADJUSTMENT FACTOR
CAS CURRENCY ADJUSTMENT SURCHARGE
CASS CARGO ACCOUNTS SETTLEMENT SYSTEM (IATA)
CB CONTAINER BASE
C & D COLLECTION AND DELIVERY
CBD CASH BEFORE DELIVERY
CBFCA CUSTOMS BROKERS AND FORWARDERS COUNCIL OF AUSTRALIA
CBM CUBIC METRE
CC CHARGES COLLECT
CCF CUSTOMS CONNECT FACILITY
CCID CUSTOMS CLIENT IDENTIFICATION
CCL CUSTOMS CLEARANCE
CCS CONSOLIDATED CARGO (CONTAINER) SERVICE
C/D CUSTOMS DECLARATION
CEM EUROPEAN CONFERENCE ON GOODS TRAIN TIMETABLES
CFR COST AND FREIGHT (INCOTERMS)
CFS CONTAINER FREIGHT STATION
CH CARRIERS HAULAGE
CHC CARGO HANDLING CHARGWES
CH FWD CHARGES FORWARD
CI CUSTOMS INTERACTIVE
CIA CASH IN ADVANCE
CIF COST, INSURANCE AND FREIGHT (INCOTERMS)
CIF & E COST, INSURANCE, FREIGHT AND EXCHANGE
CIFI & E COST, INSURANCE, FREIGHT, INTEREST AND EXCHANGE
CIFC & I COST, INSURANCE, FREIGHT, COMMISSION AND INTEREST
CIFIC COST, INSURANCE, FREIGHT, INTEREST, COMMISSION
CIFLT COST, INSURANCE AND FREIGHT, LONDON TERMS
CIFW COST, INSURANCE AND FREIGHT/WAR
CIM INTERNATIONAL CONVENTION CONCERNING THE CARRIAGE AND INSURANCE PAID TO (INCOTERMS)
CIP CARRIAGE & INSURANCE PAID TO
CIV CARRIAGE OF PASSENGER AND LUGGAGE BY RAILWAY
CKD COMPLETELY KNOCKED DOWN (UNASSEMBLED)
CLEAN B/L CLEAN BILL OF LADING
CM CENTIMETRE (S)
CM3 CUBIC CEMNTIMETRE(S)
CMR CARGO MANAGEMENT
RE-ENGINEERING
C/N CONSIGNMENT NOTE
CNEE CONSIGNEE
CNMT/CONSGT CONSIGNMENT
CNOR CONSIGNOR
C/O CERTIFICAT OF ORIGIN
C.O.D. CASH ON DELIVERY
COFC CONTAINER-ON-FLAT-CAR (RAIL FLATCAR)
COMBITERMS SYSTEM FOR COST DISTRIBUTION BETWEEN SELLER AND BUYER ACCORDING TO INCOTERMS 1990 (AMONG FORWARDERS)
COP CUSTOMS OF PORT
COS CASH ON SHIPMENT
COTIF CONVENTION CONCERNING INT’L CARRIAGE BY RAIL
CP CUSTOMS OF PORT
CP CARRIAGE PAID
C/P CHARTER PARTY
C/P BLADING CHARTER PARTY BILL OF LADING
CPLTC CONFERENCE PORT LINER TERM CHARGES
CPT CARRIAGE PAID TO (INCOTERMS)
CRN CONSOLIDATION REFERENCE NUMBER
CSC CONTAINER SERVICE CHARGE
CSC INT’L CONVENTION OF THE SAFE SERVICES CONFERENCE (IATA)
CST CONTAINER SERVICE TARIFF
C/T CONTAINER TERMINAL
C.T. CONFERENCE TERMS
CT COMBINED TRANSPORT
CTD COMBINED TRANSPORT DOCUMENT
CTO CARGO TERMINAL OPERATOR
CTPC CARGO TRAFFIC PROCEDURES COMMITTEE (IATA)
CU.FT CUBIC FOOR (FEET)
CU.IN CUBIC INCH (ES)
CVGK CUSTOMS VALUE PER GROSS KILOGRAM
CVGP CUSTOMS VALUE PER GROSS POUND
CWE CLEARED WITHOUT EXAMINATION
CWT HUNDREDWEIGHT
CWO CASH WITH ORDER
CY CONTAINER YARD
CY CURRENCY

D/A

 DOCUMENTS AGAINST ACCEPTANCE
DAF DELIVERED AT FRONTIER (INCOTERMS)
D.A.S. DELIVERY RESP. DELIVERED ALONGSIDE SHIP DRAWBACK
DCAS DISTRIBUTION COST ANALYSIS SYSTEM
DDP DELIVERD DUTY PAID (INCOTERMS)
DDU DELIVERD DUTY UNPAID
DEQ DELIVERED EX QUAY (DUTY PAID) (INCOTERMS)
DES DELIVERED EX SHIP (INCOTERMS)
DDU DELIVERD DUTY UNPAID (INCOTERMS)
DIA DIAMETER
DIR. DIRECT
DM3 CUBIC DECIMETRE(S)
DOCIMEL DOCUMENT CIM ELECTRONIQUE (ELECTRONIC CIM DOCUMENT)
D/O DELIVERY ORDER
D/P DOCUMENTD AGAINST PAYMENT
DWCC DEAD WEIGHT CARGO CAPACITY
DWT DEAD WEIGHT TON

E & O. E.

 ERRORS AND OMISSIONS EXCEPTED
ECE CONVENTION INT’L CONVENTION FOR THE HARMONIZATION OF FRONTIERS CONTROLS OF GOODS
ECN EXPORT CLEARANCE NUMBER
ECU EUROPEAN CURRENCY UNIT
EDI ELECTRONIC DATA INTERCHANGE EDIFACT ELECTRONIC DATA INTERCHANGE FOR ADMINISTRATION, COMMERCE AND TRANSPORT
EDP ELECTRONIC DATA PROCESSING
EFT ELECTRONIC FUNDS TRANSFER
E.G. FOR EXAMPLE
EIR EQUIPMENT INTERCHANGE RECEIPT (CONTAINERS)
ETA EXPECTED TIME OF ARRIVAL
ETD EXPECTED TIME OF DEPARTURE
ETS EXPECTED TIME OF SAILING
EXCL EXCLUDING
EXI EXEMPT LINE REPORTING CODE TO EXIT
EXW EX WORKS (INCOTERMS)

F.A..A.

 FREE OF ALL AVERAGE
F.A.C. FAST AS CAN (LOADING OR DISCHARGE)
F.A.C. FORWARDING AGENT’S COMMISSION
FAK FREIGHT ALL KINDS
FALPRO SPECIAL PROGRAMME ON TRADE FACILITATION (UNCTAD)
F & D FREIGHT AND DEMURRAGE
F.A.Q. FAIR AVERAGE QUALITY
FAS FREE ALONGSIDE SHIP (INCOTERMS)
FBL FIATA MULTIMODAL TRANSPORT
BILL OF LADING (FIATA DOCUMENT)
FCA FREE CARRIER (INCOTERMS)
FCL FULL CONTAINER LOAD
FCO FRANCO; FREE
FCR FORWARDERS CERTIFICATE OF RECEIPT (FIATA DOCUMENT)
FCSR & CC FREE OF CAPTURE, SEIZURE, RIOTS AND CIVIL COMMOTIONS
FCT FORWARDERS CERTIFICATE OF TRANSPORT (FIATA DOCUMENT)
FFI FIATA FORWARDING INSTRUCTIONS (FIATA FORM)
F.G.A. FREE OF GENERAL AVERAGE
FHEX FRIDAYS AND HOLIDAYS EXCEPTED
F.I. FREE IN
F.I.O. FREE IN AND OUT
F.I.A.S. FREE IN AND STOWED
F.I.OS. FREE IN AND OUT STOWED
F.I.B. FREE INTO BARGE
F.I.C. FREIGHT, INSURANCE, CARRIAGE
F.I.H. FREE IN HARBOUR
FIRAVV FIRST AVAILABLE VESSEL
FIS FREIGHT, INSURANCE AND SHIPPING CHARGES
F.I.W. FREE INTO WAGGON
FLT FORKLIFT TRUCK
FOB FREE ON BOARD (INCOTERMS)
F.O.C. FLAGS OF CONVENIENCE
F.O.D. FREE OF DAMAGE
F.O.W. FIRST OPEN WATER
F.P.A. FREE OF PARTICULAR AVERAGE
FPAD FREIGHT PAYABLE AT DESTINATION
FRF FLAT RACK (CONTAINER)
FRT FWD FREIGHT FORWARD
FT. PPD FREIGHT PREPAID
FRT.TON FREIGHT TON
FT FOOT (FEET)
FWC FULL LOADED WEIGHT & CAPACITY (CONTAINER)
FWDR FORWARDER
FWR FIATA WAREHOUSE RECEIPT (FIATA DOCUMENT)

G.A.

 GENERAL AVERAGE
G.A.A. GENERAL AVERAGE AGREEMENT (BOND)
G.A.C. GENERAL AVERAGE CONTRIBUTION
G.B.L. GOVERNMENT BILL OF LADING
G.C. GENERAL CARGO
G.C.R. GENERAL CARGO RATES
GDP GROSS DOMESTIC PRODUCT
GMT GREENWICH MEANTIME
GFA GENERAL FREIGHT AGENT
GNP GROSS NATIONAL PRODUCT
GRT GROSS REGISTERED TONNAGE
GSA GENERAL SALES AGENT
GST GOODS AND SERVICES TAX
GW GROSS WEIGHT

HAWB

 HOUSE AIR WAYBILL
HDLG HANDLING
HERMES HANDLING EUROPEAN RAILWAY MESSAGE EXCHANGE-SYSTEM
HGT HEIGHT
H/LIFT HEAVY LIFT
HS HARMONIZED SYSTEM (CCC CONVENTION)
H.Q. HEADQUARTERS
H.P. HHORSE POWER

I.A.W.

 IN ACCORDANCE WITH
I.C.C. INSTITUTE CARGO CLAUSES
ICD INFORMAL CLEARANCE DOCUMENT
ICS INTERGRATED CARGO SYSTEM
I.E. THAT IS
IMDG INTERNATIONAL MARITIME DANGEROUS GOODS CODE
IN INCH(ES)
INCL INCLUDING
INCOTERMS STANDARD CONDITIONS FOR SALE AND DELIVERY OF GOODS
(ISSUED BY ICC, PARIS)
INMARSAT INTERNATIONAL CONVENTION ON
THE INT’L MARITIME SATELLITE ORGANIZATION
INTRM INTERMEDIATE POINT
INV INVOICE
I.P.A. INCLUDING PARTICULAR AVERAGE
I.O.U. I OWE YOU

KG(S)

 KILOGRAM(S)
KM KILOMETRE
KM.P.H. KILOMETRES PER HOUR
KM2 SQUARE KILOMETRE
KN KNOT(S)
KW KILOWATT
KWH KILOWATT-HOUR

L/A

 LLOYD’S AGENT
LASH LIGHTER ABOARD SHIP
LAT LATITUDE
LB(S) POUND(S)
L/C LETTER OF CREDIT
LCT LUXURY CAR TAX
LDG LEADING
L & D LOSS AND DAMAGE
L & U LOADING AND UNLOADING
LCL LESS THAN CONTAINER LOAD (LESS THAN CAR LOAD)
LEG LEGAL
LEL LOWER EXPLOSIVE LIMIT
LFL LOWER FLAMMABLKE LIMIT
LGT LONG TON; LONG TONS
LIQ. LIQUID
LKG/BKG LEAKAGE & BREAKAGE
LNG LIQUEFIED NATURAL GAS
L.O.A. LENGTH OVER ALL
LO/LO LIFT ON, LIFT OFF
LOAD LOADING
LOC LOCAL; LOCATION
LONG LONGITUDE
LPG LIQUEFIED PETROCHEMICAL GAS
LSD LANDING, STORAGE AND DELIVERY CHARGES
LT LETTER TELEGRAM
L.T. LOCAL TIME
L/T LINER TERMS
LTA LIGHTER THAN AIR SYSTEM (AIRSHIPS)
LTGE LIGHTERAGE
LTR LIGHTER
LUMP LUMP SUM

M

 MINIMUM (RATE CLASSIFICATION)
M METRE(S)
M3 CUBIC METRE(S)
MACH MODULAR AUTOMATED CONTAINER HANDLING
MFN MOST FAVOURED NATION
M.H. MERCHANTS HAULAGE
M/R MATE’S RECEIPT
M = R MAINTENANCE AND REPAIR (CENTRE
MAWB MASTER AIR WAYBILL
MDSE MERCHANDISE
MSBL MISSING BILL OF LADING
MSCA MISSING CARGO
MT MOTOR TANKER
MTD MULTIMODAL TRANSPORT DOCUMENT
MTO MULTIMODAL TRANSPORT OPERATOR
M/S MOTOR SHIP
M/V MOTOR VESSEL

N

 NORMAL (RATE CLASSIFICATION)
NAABSA NOT ALWAYS AFLOAT BUT SAFELY AGROUND
NAOCC NON AIRCRAFT OPERATING COMMON CARRIER
NAWB NEUTRAL AIR WAYBILL (FORWARDERS AIR WAYBILL)
N.C.V. NON CUSTOMS (COMMERCIAL) VALUE
N.E.S. NOT ELSEWHERE SPECIFIED
N.F.O. NOT FREE OUT
NGO NON GOVERNMENTAL ORGANIZATION
N.L.T. NOT LATER THAN
N/N NON-NEGOTIABLE
N, NO, NR NUMBER
N/O NO ORDERS
N.O.E. NOT OTHERWISE ENUMERATED
N.O.P. NOT OTHERWISE PROVIDED
N.O.R. NOT OTHERWISE RATED
N.O.S. NOT OTHERWISE SPECIFIED
N/R NOTE OF READINESS
NRT NET REGISTERED TON
NT. NET WEIGHT
N.V.D. NO VALUE DECLARED
NVOCC NON VESSEL OPERATING COMMON CARRIER

OBO

 ORE BULK OIL (CARRIER)
O.B.S. OIL BUNKER SURCHARGE
OC.B/L OCEAN BILL OF LADING
O/D ON DECK
ODS OPERATING DIFFERENTIAL SUBSIDY
OFA OCEAN FREIGHT AGREEMENT
O.R. OWNER’S RISK
O.R.B. OWNER’S RISK OF BREAKAGE
O.R.D. OWNER’S RISK OF DA,MAGE
O.R.F. OWNER’S RISK OF FIRE
OT OPEN TOP (CONTAINER)
O.T.O.R ON TRUCK OR RAILWAY

p.a.

 PER ANNUM (PER YEAR)
P.A. PARTICULAR AVERAGE
PARA PARAGRAPH
P.B.A. PAID BY AGENT
P & D PICK UP AND DELIVERY
P & I PROTECTION AND INDEMNITY ASSOCIATION
P & 1CLAUSE PROTECTION AND INDEMNITY CLAUSE
P & 1 CLUB PROTECTION AND INDEMNITY CLUB
P & L PROFIT & LOSS
PAYT PAYMENT
P/C PARAMOUNT CLAUSE
P.C.F. POUNDS PER CUBIC FOOT
P.CHGS PARTICULAR CHARGES
PD PAID
P.D. PARTIAL DELIVERY
P.H.D. PER HATCH PER DAY
PIA PERMIT ISSUING AUTHORITY
PKGE PACKAGE
P.L. PARTIAL LOSS
PLP PARCEL POST
PLTC PORT LINER TERM CHARGES
PMT PROMPT
P/N PROMISSORY NOTE
P.O.B. POST OFFICE BOX
P.O.D. PORT OF DISCHARGE
POL PORT OF LOADING
POR PORT OF REFUGE
PP/PPD PREPAID/PREPAID
P.T. PER TON
PT/DEST PORT OF DEST
PT/DISCH PORT OF DISCHARGE
PTL PARTIAL TOTAL LOSS
PTLY PD PARTLY PAID
P.T.W. PER TON WEIGHT

Q

 QUANTITY (RATE CLASSIFICATION)
Q.C.O. QANTITY AT CAPTAINS OPTION
QN QUOTATION
Q.V. QUOD VIDE (WHICH SEE)

R

 REDUCED CLASS RATE
(RATE CLASSIFICATION)
RCVD RECEIVED
R/C RETURN CARGO
RED. REDUCED
RCU RATE CONSTRUCTION UNIT
REMCE REMITTANCE
RENTCON RENT-A-CONTAINER
REST. RESTRICT(ED)
RETD. RETURNED OR RETIRED
R.I. REINSURANCE
RID INTERNATIONAL REGULATIONS CONCERNING THE INTERNATIONAL CARRIAGE OF DANGEROUS GOODS BY RCR RELEASE FOR
CARGO EXPORT
RMD RHINE-MAIN-DANUBE
NAVIGATION SYSTEM
RNR RATE NOT REPORTED
R/O ROUTING ORDER
R.O.G. RECEIPT OF GOODS
RO/RO ROLL-ON/ROLL-OFF
ROT REFERENCE OUR TELEX
RYT REFERENCE YOUR TELEX
ROUND C/P ROUND CHARTER PARTY
R.P. REPLY PAID
R.T.B.A. RATE TO BE ARRANGED
RGP RESTRICTED GOODS PERMIT
RY RAILWAY

S

 SURCHARGE (RATE CLASSIFICATION)
S/C SURCHARGE
S & C SHIPPER AND CARRIER
S & F.A. SHIPPING AND FORWARDING AGENT
SAC SELF ASSESSED CLEARANCE
SHEX SUNDAYS AND HOLIDAYS EXCLUDED
SCR SPECIFIC COMMODITY RATE
S/D SAILING DATE
S.D. SMALL DAMAGE
S/d SIGHT DRAFT
SDR SPECIAL DRAWING RIGHTS
SDT SHIPPER DECLARATION FOR THE TRANSPORT OF DANGEROUS GOODS (FIATA FORM)
s.l.&c. SHIPPERS LOAD AND COUNT
S.L./N.L. SHIP LOST OR NOT LOST
SLI SHIPPERS LETTER OF INSTRUCTION
S.O.L. SHIPOWNERS LIABLILITY
S.P.A. SUBJECT TO PARTICULAR AVERAGE
sq.cms(s) SQUARE CENTIMETRE(S)
sq.in(s) SQUARE INCH(ES)
SRCC STRIKE, RIOTS, CIVIL COMMOTIONS
S/S STEAMSHIP
stvdrs STEVEDORES
sub L/C SUBJECT OT LETTER OF CREDIT BEING OPENED
sub licence SUBJECT TO LICENCE BEING GRANTED

T.A.

 TELEGRAPHIC ADDRESS
TACT THE AIR CARGO TARIFF (IATA)
TBL THROUGH BILL OF LADING
TBN TO NE NAMED (SHIP)
T/C TIME CHARTER
TC TRAFFIC CONFERENCE AREA (IATA)
TC TRANSCONTAINER
TD TIME OF DEPARTURE
TDO TELEGRAPH DELIVERY ORDER
TEEM TRANS-EUROPE-EXPRESS MARCHANDISES (RAIL SERVICE)
TEU TWENTY FOOT EQUIVALENT UNIT (CONTAINERS)
THC TERMINAL HANDLING CHARGE
TIF INTERNATIONAL TRANSIT BY RAIL
TIR CUSTOMS CONVENTION ON THE INTERNATIONAL TRANSPORT OF GOODS UNDER COVER OF TIR CARNETS (FOR INTERNATIONAL ROAD TRANSPORT)
TL TOTAL LOSS
TLF TARIFF LEVEL FACTOR
TNGE TONNAGE
T.O.D. TIME OF DISPATCH
TOFC TRAILER ON BOARD FLATCAR
T.O.R. TIME OF RECEIPT
TOT TIME OF TRANSMISSION
TOT TOTAL
TOW TIER ON WEIGHJT (CONTAINER STACKING ACCORDING TO WEIGHT)
TPND THEFT, PILFERAGE, NON DELIVERY
T.T. TERMS OF TRADE

U.C.

 USUAL CONDITIONS
U.D. UNDER DECK
U.DK UPPER DECK
ULCC ULTRA LARGE CRUDE CARRIER (OIL)
ULD UNIT LOAD DEVICE (AIRCRAFT)
UPE UNACCOMPANIED PERSONAL EFFECTS
U/W UNDERWRITER

VAL

 VALUE
VAT VALUE ADDED TAX
V.C. VESSELS CONVENIENCE
VES VESSDEL
VIC VERY IMPORTANT CARGO
VIO VERY IMPORTANT OBJECT
VIP VERY IMPORTANT PERSON
VLCC VERY LARGE CRUDE CARRIER (OIL)
VOCC VESSEL OPERATING COMMON CARRIER
V.V. VICE VERSA WARSAW CONVENTION CONVENTION FOR THE UNIFICATION OF CERTAIN RULES RELATING TO INTERNATIONAL CARRIAGE BY AIR (1929)

W.A.

 WITH AVERAGE (INSTITUTE CARGO CLAUSE)
W/B WAY-BILL
W.B.D. WILL BE DONE
W.C. WITH COSTS
W.C.C.O.N. WHETHER CLEARED CUSTOMS OR NOT
W/D WORKING DAY(S)
WDT/WTH WIDTH
W.E.F. WITH EFFECT FROM
WET WINE EQUALISATION TAX
WG WORKING FROUP
WHF WHARFAGE
WHSE WAREHOUSE
WIPON WHETHER IN PORT OR NOT
WK WEEK
W/O WITHOUT
WP WEATHER PERMITTING
W.P.A. WITH PARTICULAR AVERAGE
W.R. WAREHOUSE RECEIPT
W.R.I. WAR RISK INSURANCE
WT WEIGHT
W/T WEIGHT TONS
W/V WEIGHT/VOLKUME
WW WAREHOUSE WARRANT
WW WORLD-WIDE
WWD WEATHER WORKING DAYS
X,X EXTRA
XL & UL EXCLUSIVE OF LOADING AND UNLOADING
XP EXPRESS PAID
X PRU WITHOUT PRIVILEGES
Y/C YOUR CABLE
YDAY YESTERDAY
Y/L YOUR LETTER
Y/O YOUR ORDER
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