Special feature – Express Cargo PAGE 7 FREIGHT & TRADING WEEKLY FOR IMPORT / EXPORT DECISION-MAKERS FRIDAY 23 May 2014 NO. 2103 FTW5427 www.leebotti.co.za email: [email protected]Port Elizabeth To R480 000 Well est freight forwarder require a hands-on manager to est and build branch. Solid C/F b/g coupled with commercial acumen and exp in managing a small team. Tel: Morne Schuin (021) 418-1084 OPS/BDM MNGR Gauteng Senior pkg Multinational org seeks exp ind to oversee all HR & IR issues within Distribution environ. Proven ability to neg with Unions ess and play a vital role in the unity of the organisation. Tel: Kim Botti (011) 452-0204 HR MNGR Gauteng R660 000 Sales focused indiv with ability to engage at exec level req for key position. Opportunity to work within dynamic and progressive management team in leading co. Tel: Kim Botti (011) 452-0204 BUS DEV MNGR Australia Ex-pat pkg Excellent career opp with multinational ‘down under’. Hands on ship operator exp, au fait with port ops, coupled with vessel mngm b/g are reqd. Bulk shipping exp or deck officer b/g an adv. Tel: Kim Botti (011) 452-0204 PORT OPERATOR Gauteng R1.2m neg Exc opp for exec candidate with solid forwarding exp. Financial acumen and sound general mngm capabilities req in addition to bus dev skills and strategic planning. Tel: Kim Botti (011) 452-0204 SEAFREIGHT DIRECTOR Durban To R480 000 Sales focused individual req to oversee day-to-day running of prominent ships agency with established int’l network. All-rounder sought with mngm skills in sales, admin + operations, and a strong shipping background. Tel: Jill Morris (031) 265-8474 BRANCH MANAGER FTW4810 NEW SOUTH AFRICA SHIPPING (PTY)LTD • Clearing & Forwarding • Imports • Exports • Breakbulk • Groupage • Road & Sea Transportation • Warehousing DBN Tel: +27 31 461 8500 Fax: +27 31 468 1406 Cell: 083 777 1986 Email: [email protected]Joy Orlek The International Maritime Organisation (IMO) has confirmed that proposed changes to the International Convention for the Safety of Life at Sea (SOLAS) will be considered by the Maritime Safety Committee which meets later this month, paving the way for the mandatory weighing of containers before they are loaded aboard ship. “If approved, they would be considered for adoption at the next meeting in November this year,” IMO’s head of public information services, Lee Adamson, told FTW last week. “The draft amendments would add new paragraphs to SOLAS regulation VI/2 Cargo information to require the shipper of a container to verify the gross mass of container, and to ensure that the verified gross mass is stated in the shipping document,” said Adamson. “The packed container should not be loaded onto the ship if the verified gross mass has not been provided or obtained.” In terms of practical implementation, the gross mass of containers will need to be verified by either weighing the packed container using calibrated and certified equipment or by weighing all packages and cargo items and adding the tare mass (mass of an empty container) to the sum of the single masses, Adamson said. “The general consensus is that it’s a good thing to prevent overweight containers from being loaded aboard ship and exceeding stack weights, but as far as how it will be implemented, there have been no meetings in terms of the weighbridge as yet,” CEO of the SA Association of Ship Operators and Agents (Saasoa), Peter Besnard, told FTW. “They’re trying to get the weighbridge going again at Bayhead road but whether this is going to be done from the packing stations isn’t certain. At the moment no weighing takes place – they just take the shipper’s word for it,” he said. “The terminals used to have weighbridges when entry was limited to Transnet’s own transport fleet, but when they opened the gates they couldn’t operate on the likes of Superlinks so they stopped weighing containers.” While there have been some mishaps, the majority of packing stations are reputable, in Besnard’s view. FTW understands that the new rules will hopefully be adopted in November this year so that they can come into force before May 2016. Delays following implementation could be a problem, according to managing director of DAL Agency, Ron Frick. “The weighing would need to be done by the ports, which is Mandatory container weighing plans scaled up A container audit of the MSC Napoli, which ran aground in 2007, revealed huge discrepancies between the declared weight and the actual weight of the boxes. Photo: French Ministry of Defence To page 16
Transcript
Special feature – Express Cargo
Page 7
FREIGHT & TRADING WEEKLY
For import / export decision-makers FRIDAY 23 May 2014 NO. 2103
Well est freight forwarder require a hands-on manager to est and build branch. Solid C/F b/g coupled with
commercial acumen and exp in managing a small team. Tel: Morne Schuin (021) 418-1084
OPS/BDM MNGRGauteng
Senior pkg Multinational org seeks exp ind to oversee all HR & IR issues within Distribution environ. Proven ability
to neg with Unions ess and play a vital role in the unity of the organisation.
Tel: Kim Botti (011) 452-0204
HR MNGR
GautengR660 000
Sales focused indiv with ability to engage at exec level req for key position. Opportunity to work within dynamic
and progressive management team in leading co.Tel: Kim Botti (011) 452-0204
BUS DEV MNGRAustralia
Ex-pat pkg Excellent career opp with multinational ‘down under’.
Hands on ship operator exp, au fait with port ops, coupled with vessel mngm b/g are reqd. Bulk shipping
exp or deck officer b/g an adv. Tel: Kim Botti (011) 452-0204
PORT OPERATORGauteng
R1.2m negExc opp for exec candidate with solid forwarding exp.
Financial acumen and sound general mngm capabilities req in addition to bus dev skills and strategic planning.
Tel: Kim Botti (011) 452-0204
SEAFREIGHT DIRECTOR
DurbanTo R480 000
Sales focused individual req to oversee day-to-day running of prominent ships agency with established int’l network. All-rounder sought with mngm skills in sales, admin + operations, and a strong shipping background.
The International Maritime Organisation (IMO) has confirmed that proposed changes to the International Convention for the Safety of Life at Sea (SOLAS) will be considered by the Maritime Safety Committee which meets later this month, paving the way for the mandatory weighing of containers before they are loaded aboard ship.
“If approved, they would be considered for adoption at the next meeting in November this year,” IMO’s head of public information services, Lee Adamson, told FTW last week.
“The draft amendments would add new paragraphs to SOLAS regulation VI/2 Cargo information to require the shipper of a container to verify the gross mass of container, and to ensure that the verified gross mass is stated in the shipping document,” said Adamson. “The packed container should not be loaded onto the ship if the verified gross mass has not been provided or obtained.”
In terms of practical implementation, the gross mass of containers will need to be verified by either weighing the packed container using calibrated and certified equipment or by weighing all packages and cargo items and adding the tare mass (mass of an empty container) to the sum of the single masses, Adamson said.
“The general consensus is that it’s a good thing to prevent overweight containers from being loaded aboard ship and exceeding stack weights, but as far as how it will be implemented, there have been no meetings in terms of the weighbridge as yet,” CEO of the SA Association of Ship Operators and Agents (Saasoa), Peter Besnard, told FTW.
“They’re trying to get the weighbridge going again at Bayhead road but whether this is going to be done from the packing stations isn’t certain. At the moment no weighing takes place – they just take the shipper’s word for it,” he said.
“The terminals used to have
weighbridges when entry was limited to Transnet’s own transport fleet, but when they opened the gates they couldn’t operate on the likes of Superlinks so they stopped weighing containers.”
While there have been
some mishaps, the majority of packing stations are reputable, in Besnard’s view.
FTW understands that the new rules will hopefully be adopted in November this year so that they can come into force before May 2016.
Delays following implementation could be a problem, according to managing director of DAL Agency, Ron Frick. “The weighing would need to be done by the ports, which is
Mandatory container weighing plans scaled up
A container audit of the MSC Napoli, which ran aground in 2007, revealed huge discrepancies between the declared weight and the actual weight of the boxes.
Photo: French Ministry of Defence
To page 16
2 | FRIDAY May 23 2014
FREIGHT & TRADING WEEKLY
Editor Joy OrlekConsulting Editor Alan PeatAssistant Editor Liesl VenterJournalist Adele MackenziePhotographer Shannon Van ZylAdvertising Jodi Haigh (Manager)
Now Media Centre 32 Fricker Road, Illovo Boulevard,
Illovo, Johannesburg. PO Box 55251, Northlands,
2116, South Africa.
DUTY CALLS
These statements have been edited because of space constraints. For the full versions go to ftwonline.co.za. Note: This is a non-comprehensive statement of the law. No liability can be accepted for errors and omissions.
Online
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Customs Refund VOCOn 16 May 2014 the South African Revenue Service (Sars) published an amendment of the Rules (DAR/138) to the Customs and Excise Act relating to form CR1: “General Application for Customs Refund: Voucher of Correction Submission of Documents in Terms of Rule 76.04”, which was effective on the day.
In accordance with Section 76(4) of the Act “General refunds in respect of imported goods or excisable goods”, “No application for a refund or payment in terms of this section shall be considered by the Commissioner unless it is received by the Controller, duly completed and in the form as may be prescribed by rule and supported by the necessary documents and other evidence …”.
Fuel Levy AllocationsNational Treasury on 16 May 2014 announced the “Allocations to Metropolitan Municipalities of General Fuel
levy Revenue” for the 2014/15 financial year, namely Buffalo City Metropolitan Municipality R362m; City of Cape Town Metropolitan Municipality R2.00bn; City of Johannesburg Metropolitan Municipality R2.32bn; City of Tshwane Metropolitan Municipality R1.35bn; Ekurhuleni Metropolitan Municipality R1.47bn; eThekwini Metropolitan Municipality R1.97bn; Mangaung Metropolitan Municipality R257m; and Nelson Mandela Bay Metropolitan Municipality R459m.
VAT Vendors RegistrationOn 16 May 2014 Sars published draft regulations for the registration of Value-added Tax (VAT) vendors on which comment is due by 30 June 2014. According to the briefing note, following the 2013 Budget announcement that VAT registration would be streamlined to ease the compliance burden while guarding against fraud, certain amendments have
been made to voluntary registration for VAT purposes and include the following: (i) To allow a person to voluntarily register as a vendor where no taxable supplies have been made or the taxable supplies made do not exceed R50 000 and there is a reasonable expectation that the person would make taxable supplies exceeding R50 000 within the following 12-month period commencing from the date of registration; and (ii) In order to register a person must demonstrate that he conducts a continuous and regular activity and that due to the nature of the activity, taxable supplies are likely to be made only after a period of time.
WTO Customs Valuation MeetingThe World Customs Organisation (WCO) Technical Committee on Customs Valuation held its 38th session in Brussels from 05 to 09 May 2014. The Committee is responsible for the technical interpretation of the World Trade Organisation
(WTO) Agreement on Customs Valuation and in particular examines technical questions submitted by WTO/WCO Members. The Committee examined questions relating to the use of transfer pricing studies when examining related party transactions, distribution fees and royalties and licence fees. A special theme meeting was also held during the week focusing on the issue of undervaluation.
Duty Calls Watch ListComment on the following is due by 30 June 2014.
The draft interpretation note on the supply of goods and services by professional foreign hunters.
The carbon offsets paper and the review of the taxation of alcoholic beverages in South Africa.
FRIDAY May 23 2014 | 3
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Alan Peat
This month marks the launch of the first scheduled f light by new Durban-based cargo airline, Khuphuka Kings Airways. And two more services to other foreign destinations are due to follow soon, according to airline MD, Dr Musa Mdluli.
He told FTW that this month would see one of the airline’s two 46-tonne capacity Ilyushin 76s heading from Durban’s
King Shaka Airport for Lubumbashi in the Democratic Republic of Congo – with a stop-over in Ndola province, which is part of the copper-rich mining belt in Zambia.
And soon the other Ilyushin will be rolling down the King Shaka runway headed for the Nigerian port city of Lagos, Nigeria’s economic focal point, generating a significant portion of the country’s gross domestic product (GDP).
Also, Mdluli told FTW, a Boeing 747F aircraft – with a 120-tonne cargo capacity – would also soon take off on an intercontinental f light bound for Mumbai in India.
“We had a visit last week from an Indian delegation, looking to create direct trade contact between Durban and Mumbai,” said Mdluli. “During that visit, we signed an agreement with MGM Global Air of Mumbai, and the result is that service which starts next week.”
Khuphuka launches three new cargo servicesDurban airline flies to Lubumbashi, Lagos, Mumbai
While piracy in Somalia has decreased, the oil finds off the coast of Mozambique have made it a prime target for pirates, according to Henri Fouche, associate professor at the University of South Africa (Unisa) department of Criminology and Security Science.
Many African states have not criminalised piracy, says Fouche, or if they have, they have not linked a penalty to it. “The United Nations Convention on the Law of the Sea (UNCLOS) provides the framework for the repression of piracy under international law and requires every country to criminalise piracy domestically and to prosecute offenders within that framework,” said Fouche. He added that African states had not taken this step, mainly due to a lack of political will and understanding of the process.
“Furthermore, they don’t have the resources to fight piracy, especially on the offshore oil platforms that are so far off the coast in the Gulf of Guinea,” Fouche said.
He does not however believe there is any chance of piracy hitting South Africa’s west coast, with the Gulf of Guinea being the new piracy hot spot and following the recent attack by pirates off the coast of Angola. “Namibia’s coast line, as well as South Africa’s west coast line, simply do not offer conditions conducive to piracy,” he said.
SA coast ‘unlikely’ piracy target
This is Africa’s new crime hotspot.
Exporters should tap into the many resources available to South African companies wanting to expand their footprints in Africa.
According to Commander Tsietsi Mokhele, CEO of the South African Maritime Safety Authority, who addressed exporters and logistics experts at a JF
Hillebrand breakfast in Stellenbosch, not enough attention is being given to the South African presence that has already been established in many African countries.
“The South African government is extremely well represented in Africa at the expense of you, the taxpayers,” he said. “At the same time our
government representatives have been tasked not with political actions in these countries, but to grow the South African business profile.”
He said exporters not sure how to access difficult African markets would be well advised to visit the local South African foreign office.
`Tap into SA’s Africa resources´
4 | FRIDAY May 23 2014
added up to that magic 75%.And it has come up with
an interesting – but for Comair arguable – new shareholding set-up.
According to Andrew, FlySafair has “got rid of the shareholding that caused the problems”.
He said that the airline had concluded the largest employee share ownership scheme in the SA aviation industry, giving its local employees a 25.14% stake in the company.
And, after the ASLC rejected Comair’s objections to the new structure, it granted a Type S1 licence to Safair to operate domestic scheduled passenger services.
“We have requested reasons from the ASLC for both the dismissing of our objections as well as the council’s decision for granting the licence,” Venter told FTW. “Once the reasons have been disclosed, we will consult with our legal team whether sufficient grounds exist to take the decision of the ASLC on review in the High Court.”
Backing Comair’s case is the fact that SA and almost all other countries around the globe have placed a restriction on the foreign ownership in locally licensed airlines.
“So,” Venter said, “ just as foreign companies cannot freely mine our natural mineral resources or freely fish in our marine territory,
foreign airlines also cannot freely operate in our territory.
Certainly not unless 75% of the shareholding in such entity is held by persons who are ordinarily residents in SA.
And, according to Venter, these persons must have active and effective control of the airline. “This means that such persons must carry the risks and rewards associated with the airline.”
He added that there was a real risk, which he said was “present in the precedent set by the granting of a scheduled air service licence to Safair”. This is that it will allow large foreign aviation companies to enter the SA domestic airline market by setting up “front
companies”. But where, in reality, “the majority of financial and operational control of the airline does not reside with SA residents”.
But Lorna Terblanche, vice-president passenger services for FlySafair, was confident that the employee shareholding would be able to withstand any investigation made of it.
“After last year’s court interdict against us, we spent a whole three months putting together this share benefit scheme,” she told FTW.
“We then re-applied for our licence to the ASLC and their legal team examined everything.”
And finally, this licence was granted on March 31.
“I don’t see how they (Comair) can say it’s fronting. We are confident that everything is above board,” Terblanche added.
Alan Peat
Despite having its objections to the licensing of FlySafair dismissed by the Air Services Licensing Council (ASLC), Comair is still none too happy about FlySafair’s rights to f ly in SA airspace, according to CEO Erik Venter.
In an ASLC hearing in February, Comair raised concerns regarding the opaque nature of the new shareholding structure of Safair. It proposed that “further investigation was required into the structure to identify its ultimate beneficiaries and where ultimate control lay”, Venter said.
This followed a case in the High Court last year when Comair/Skywise Airline disputed FlySafair’s claim that 75% of its shareholding was controlled by three directors.
After a convoluted argument about who-owned-what, involving a complex sequence of company sales and acquisitions in SA and Ireland (See FTW September 6, 2013), the court found in favour of Comair/Skywise. FlySafair, in its then shareholding format, was banned from the SA skies.
Safair was then looking for another locally owned 25% shareholding to add to the 50% controlled by SA residents, CEO Dave Andrew and chief financial officer Elmar Conradie, and which
Comair vs FlySafair
Just as foreign companies cannot freely mine our natural mineral resources, foreign airlines also cannot freely operate in our territory.– Erik Venter
“
The battle for the skies continues
Ready for takeoff… FlySafair is confident it will hold tight under any scrutiny.
The SA airfreight industry is sitting on the brink of a major move into e-freight, and its big money-saving track into a paperless air cargo environment.
This follows 15 months of global development and trials involving 15 carriers and eight forwarders, which led, early last year, to the Iata/Fiata consultative council (IFCC) endorsing the multilateral electronic air waybill (e-AWB) agreement – and formally adopting the agreement as Resolution 672.
In what is described as “the biggest achievement in standard-setting in air freight in 20 years”, the agreement has paved the way for the global shift to e-freight, according to Frederic Leger, Iata’s head of cargo business process and standards. He also noted that Iata hoped it
would act as the springboard for its ultimate target of 100% conversion to e-AWB by 2015.
On the local scene, all the major carriers on the SA routes and most of the major freight agents have already signed into the multilateral e-freight agreement, the key to the take-off of the new
electronic data interchange (EDI) system, according to Alwyn Rautenbach, executive manager of Airlink Cargo and chairman of the Air Cargo Operators’ Committee (Acoc).
“Also, the SA Revenue Service (Sars) customs systems are ready for e-freight handling, so everything is ready to pick up speed,” he told FTW. “Once the physical implementation starts, e-freight in SA will grow exponentially.”
Rautenbach’s company, Airlink Cargo, like most of the other airfreight operators in SA, has signed up to the e-AWB agreement, and is currently gearing up its in-house system to become e-freight compliant.
“Everything in SA is ready for that big step into the future of airfreight,” said Rautenbach.–Alan Peat
SA set for e-freight take-off
Once the physical implementation starts, e-freight in SA will grow exponentially from now on.– Alwyn Rautenbach
“
25%Employee share
ownership in FlySafair
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6 | FRIDAY May 23 2014
Liesl Venter
Despite a lot of talk about moving cargo from road to rail, not much is really happening at ground level.
Mike Walwyn, director of Seaboard Maritime Services and chairman of the Cape Port Liaison Forum, says while more cargo is moving on rail now compared to the past few years, it is debatable how much market share rail has gained in real terms.
“We have seen a slight increase in the volume of containers on rail, but at the same time the overall volumes being moved has increased, so it could be argued they are moving more containers because there are more containers.”
He said in Cape Town the volume of containers
moving by rail remained insignificant.
“We are talking only about 2 or 3% of the total volume and most of that is for an automotive contract.”
Cape Town Terminals manager Brenda Magqwaka earlier told FTW that requests for increased rail capacity at the Cape Town Port remained few and far
between with demand for rail very low.
According to Dave Watts, maritime director for the South African Association of Freight Forwarders (Saaff), the country was not really
progressing in its attempt to move cargo from road to rail.
“There are various reasons for that, amongst them a very real capacity constraint,” he said. “Rail
needs serious infrastructure development.”
And, say the experts, a rail strategy developed in conjunction with the industry needs to be in place before any major inroads will be made in the way cargo is moved in South Africa.
Government remains committed to easing the country’s dependence on road transport and through its New Growth Path and National Infrastructure
Plan has given a clear indication
of the ever-growing role of rail.
Years of under-investment is being addressed with Transnet Freight Rail (TFR) investing at least R201 billion in its infrastructure and maintenance over the next few years, while the Strategic Integrated Projects (SIPS) identified by government also have a major rail emphasis. These projects, aimed at upgrading the country’s
infrastructure, saw rail specifically identified as a strategic area of development to improve the country’s transport efficiency.
Walwyn says this is commendable and the ultimate goal of seeing fewer trucks and more trains is one that should be welcomed across the board by industry.
“We should, however, have realistic expectations
around it. It is not going to happen
quickly.”
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A rail strategy developed in conjunction with the industry needs to be in place before any major inroads will be made in the way cargo is moved in South Africa.
“
Rail makes slow market share inroads
We are talking only about 2 or 3% of the total volume and most of that is for an automotive contract.– Mike Walwyn
“
FRIDAY May 23 2014 | 7
EXPRESS CARGO
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COM
ING
FEA
TUR
ES FREIGHT & TRADING WEEKLY
PERISHABLES Issue date : 25 JulyBooking deadline : 13 June
percentage of the freight and logistics sector locally, it is a potentially burgeoning market with healthy future growth prospects especially for the SADC region, according to industry leaders.
However, some analysts have cautioned that a major challenge for express airfreight operators in South Africa will be to remain price-competitive to
encourage users to switch from slower but cheaper road-based services.
According to the South African Express Parcel Association, which represents more than 100 local operators, including all the global players, China is still the fastest-growing user of express logistics, although its economic growth rate is no longer in double digits.
“The continent of Africa is growing faster than the European Union, meaning that regional opportunities should mushroom,” Garry Marshall, Saepa CEO told FTW.
Marshall said m-commerce (purchase by cellphone) was one of the next big anticipated growth areas for the express freight sector.
“We’re seeing m-commerce gaining ground much as e-commerce did earlier. M-commerce sales in the US topped $10 billion in the first half of 2013. It is expected that m-commerce will account for 25% of all online sales by 2017,” he said.
SA country manager for
ATC Aviation, Gerd Von Mansberg, said express courier growth had levelled out in Europe but the sector was growing in Africa, albeit from a lower base.
“The volumes to Windhoek are really growing and we are certainly seeing steady growth into Africa. The smaller countries are developing and more tenders are being written,” Von Mansberg said.
Express airfreight to Zimbabwe, Tanzania, Egypt, Nigeria and Zambia have also experienced growth, he said. This is mainly being seeing in pharmaceuticals, specialist pharmaceuticals such as vaccines for humans and animals and chronic medication, in the delivery of tenders and
other documents as well as ore samples for the mining sector. He added that SA supermarkets that had
expanded into the continent also
used express airfreight for
emergency deliveries of perishable
foods such as yoghurt and
caviar.
However, Hannah Edinger, a director of the emerging market investment research and strategy firm Frontier Advisory, said that locally airfreight contributed only a fraction to the overall freight and logistics sector when measured in tonnage.
“While there are some reporting challenges, Acsa estimates that the total airfreight market in South Africa stands at about 400 000 tonnes per year. The airfreight industry in South Africa in turn is valued at US$50 million. Key players include the likes of SAA Cargo, Bid Air Cargo and Imperial Air Cargo,”
Edinger said.
Express courier growth has levelled out in Europe but the sector is growing in Africa, albeit from a lower base.– Gerd von Mansberg
“
A range of consistently reliable services to Africa and worldwide
Security of goods in transit and customs delays are the key challenges facing the express air and road-freight industry in Africa, according to Lesley Haw, managing director of Sanguine Logistics International.
“The burning issue is always the customs clearance which can cause substantial delays. While everybody is trained in the procedures and processes, what we have found invaluable is local knowledge and experience gained from previous shipments through the particular control point,” Haw said.
“If you look at road freighting to Zambia, there are additional regulations as you will have to go through another country in transit. Understanding the regulations of transit countries and
their restrictions will influence routing decisions or documentation requirements,” she added.
Once the proposed One Stop Border Post initiatives are realised she expects to see a “dramatic difference” in customs service and turnaround time due to standardisation.
In South Africa, National Treasury has received a grant from the African Development Bank to develop a national policy on One Stop Border Posts for the country. The policy project is part of the government’s regional integration efforts to ensure a consistent approach to road and rail border management.
“Generally our express airfreight is related to spare parts for breakdowns. High value goods but low volumes are served best by airfreight
express. In many cases, traditional courier services serve this requirement best, however one has to be aware of the courier service size and weight constraints,” Haw said.
She said Sanguine offered a range of two- to eight-tonne dedicated vehicles for clients exporting goods into Africa.
“When dealing with border crossings and customs up into Africa you always run the risk of unexpected delays. This is over and above delays experienced due to road conditions and weather,” Haw said.
She added that security would always be a factor for goods shipments, although Sanguine had not experienced any cargo losses.
“We always consider the risks and plan for the eventuality. Security is an activity that should be done in planning as part of risk management. We are kept updated by our transporters on incidents and threats,” Haw said.
“At present the most common is sabotage of
vehicles. It seems to be more malicious damage to the vehicles in an attempt to get money, than the theft of cargo.”
“However, adequate insurance, and preventative security, should always be taken based on the risk of the cargo.–Lyse Comins
We always consider the risks and plan for the eventuality.– Lesley Haw“
Fast, efficient and dedicated freight service.When it comes to saving you time and money, Airlink Cargo knows the importance of transporting your cargo quickly, effectively and efficiently – nationally and internationally. Contact Airlink Cargo on 011 390 9900, visit www.airlinkcargo.co.za or email [email protected] to find out about our Specialised and Express Cargo service offerings.
AIRLINK CARGO, Warehouses 14-17, Foreign Airlines Cargo Terminal, O.R.Tambo International Airport, Kempton Park, South Africa.
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Lyse Comins
F reight software provider Compu-Clearing is finding growing support not only from the major
international express courier companies like DHL, Fedex, TNT and UPS but a number of smaller companies.
“We have noticed that an increasing number of smaller businesses are entering the import and export industry,” said Siva Vengatsammy, one of the company’s support gurus.
Compu-Clearing does not offer a one-size-fits-all solution, but rather can offer customised business software solutions for even the smallest businesses.
This approach has enabled it to
grow its customer base as well as attract some of the world’s largest airlines, shippers and freight forwarders, says Vengatsammy.
And now, with more and more new businesses entering the express courier business, a
next-generation solution (called CompuSolutions Diamond) has been developed that runs directly from a browser.
Speed is of the essence in the express courier business and Compu-Clearing solutions and interfaces allow for efficient management of
shipments, he said.“No matter the industry within
the full logistics supply chain, Compu-Clearing is able to partner with clients to offer business solutions,” Vengatsammy said.
Customised solution
An increasing number of smaller businesses are entering the import and export industry.– Siva Vengatsammy
“
EXPRESS CARGO
10 | FRIDAY May 23 2014
● Courier Express
● Overnight Freight
● Customs Clearance & Forwarding both International and Cross-border
Do you feel you are being held hostage to high prices and bad service... time to do something about it
Lyse Comins
Navigating opportunities in the air and road express freight
industry to effectively compete with established players is no easy task for entrepreneurs, according to local emerging market research and investment strategy specialists.
“The industry as a whole is a very tough industry to break into,” said Frontier Advisory researcher Bekithemba Ngulube.
“Potential market entrants face large barriers to entry and high operating costs due to rising fuel costs. There is also a high cost of developing new networks.”
Ngulube said these factors had translated into consolidation within the industry or takeovers of existing companies as evidenced by Aramex’s
buy-out of Berco Express in 2011.
“Tight margins mean that any potential entrants must be able to compete with already established players either on price or service, but even so, it is not an industry where one can easily differentiate from other participants,” Ngulube said.
And this was because the final decision for potential customers depended on just two primary factors – the cost of service and speed of delivery between centres.
Ngulube said the economic climate had also impacted the demand for airfreight services.
“The 2013 Iata annual
review identified strong growth in emerging markets in particular as a key driver of growth in passenger volumes in 2012. There was an increase in the growth in the value
of freight transport despite declines in volumes during the same period,” she added.
“Air freight volumes generally are correlated to wider economic sentiment.
When the economy is booming cargo owners will generally make more use of airfreight as they seek to get their cargo delivered faster.”
Ngulube said over- regulation of the sector was a major challenge hindering growth in the express air
traffic industry.“The industry would
benefit from more routes being opened up allowing market participants to access more locations into Africa. Allowing f lights to stop in major centres in Africa on the way back from primary destinations would aid in increasing load factors, reducing the cost of airfreight transport,” Ngulube said.
“However, whether this is feasible with the sector’s dependence on passenger transport remains to be seen." Ngulube added that rising fuel and transport costs would continue to be the headline challenge for operators.
But road transport would continue to be the most competitive sector partly aided by Transnet’s Market Demand Strategy that will see bulk cargo move from road to rail, Ngulube added.
“Road freight transport
service providers are taking market share from air cargo operators due to their highly competitive pricing.
Frontier Advisory director Hannah Edinger said future opportunities in the sector had been presented by a trend of new direct routes into Africa, such as the airfreight route to transport capital equipment into the DRC for the mining sector.
“There are opportunities into Africa generally, and within sub-sectors such as textiles as well as autos, but this is in competition with road transport. There are also domestic route opportunities in South Africa for servicing smaller urban centres. This could furthermore link to the growth of the online shopping and e-commerce sector,” Edinger said.
Express market difficult to flyBarriers to entry keep out potential players
Growth in the airfreight industry will be driven by regional integration in the SADC.– Hannah Edinger
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Growth in the South African airfreight industry will be driven by regional integration in the SADC region in particular, in the view of Hannah Edinger of Frontier Advisory. This comes as South Africa, specifically OR Tambo International, plays a significant role as the regional hub for goods that are landed from abroad, and then further
distributed into SADC in particular,” Edinger said.
In addition, the SA Express Parcels Association foresees the impact of the cost of e-tolls, deteriorating road infrastructure and the ever-present threats of hijacking as challenges that may presently weigh heavily on the local road freight option.
“It would not be surprising
to see some commodities returning to the high-speed, high-security air sector,” said Saepa CEO Garry Marshall.
Mainstay cargo categories transported by express freight across SA and into Africa presently include urgent machinery, vehicle and aircraft spares as well as consumer electronics.
However, Marshall said the express airfreight sector was not without its challenges, such as the stringent international cargo security regulations, which have transformed the industry.
“They affect personnel, equipment and procedures and impact on all parties in the chain, from supplier via service-provider and carrier to consignee. SA is a signatory to international bodies and compliance is mandatory,” Marshall said.
He added that this required intensive education at all staff
levels within the industry and the association was assisting by putting staff through a newly developed Certificate in Supply Chain Management.
“A compartmentalised view of express logistics, focusing solely on the transport leg, is not enough. Staff need a wider perspective and understanding of customer business models,” Marshall said.
According to Saepa the technological revolution has continued to impact the industry, forcing service providers to constantly keep abreast of new developments.
Typical technological advances have included:• Ordering through on-line
channels, short-circuiting traditional order and re-order patterns
• Greater automation in the acceptance and routing of packages
• On-line signatures – proof of delivery
• Satellite tracking for greater vehicle efficiency and security Saepa foresees that the
industry will evolve to include a greater number of industry-specific service providers with specialised equipment, procedures and staff. For example, cool-chain service providers for extreme time-perishables ranging from medication to foodstuffs to high-fashion items.
“It’s a young industry – the first 40 years have already been remarkable. With the explosion of technology, the next ten will be staggering,” Marshall said.
Regional integration will drive airfreight growth
Convenience of online purchasing · Consumers don’t have to waste precious working or leisure hours travelling to various stores and malls to compare prices.
· They can buy at any time day or night without waiting for shops to open.
· The express freight industry fulfils the order conveniently by delivering to home or office.
Challenges of deliveringon-line purchases · In addition to durables, groceries are becoming a mainstream on-line purchase and they require a different set of skills due to perishables and the frequency of purchases.
· In SA suburban deliveries can be problematic because unlike industrial parks, often no-one is home during the day.
· It is expensive to drop off one consignment at a time.
· Many people live in secure complexes where door - to-door delivery is impossible.
· `Many impulse buyers focus on the purchase price of the item, without realising that customs duty and clearance, VAT and other charges may be levied, resulting in a surprise at point of delivery.
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The Federation of East and Southern African Road Transport Associations (Fesarta) is working with stakeholders in the Southern African Development Community (SADC) to develop a model for the sustainability of truck stops.
Chief executive of Fesarta, Barney Curtis, told FTW that while there had been
press reports about truck stops along strategic SADC trade routes, “it is one thing to identify potential trucks stops, but another to find someone to put up the financing and keep them sustainable”.
Walter Hanke, road freight manager for Transworld Cargo, told FTW that truck stops were “a must-have” facility on all major trade corridors, particularly with the increasing number of vehicles on the road and the subsequent congestion and delays.
Responding to the FTW article (TKC to get a truck stop makeover, 16 May 2014) about the proposed move by the Trans-Kalahari Corridor Management Committee to establish four new truck stops, Curtis said that it was crucial for the movement of goods to and from southern African countries. “Unfortunately it
still has obstacles such as the extra border and the time and cost incurred to get through it,” he said, adding that it is sometimes more efficient to use the Upington route.
Since most of the trade is to and from ports in South Africa, travelling via Botswana is a “necessary evil” says Curtis, noting that the Botswana permit is expensive
and that the animals along the corridor can be a road hazard.
However, some challenges have been addressed he conceded. “The hours of operation at the border have been extended, which means a truck can go right through Botswana on the same day. In addition, the new border at Skilpadshek will speed up transit,” he said.
Fesarta collaborates on truck stop sustainability
Despite its name, the new Skilpadshek border post between South Africa and Botswana is expected to speed up transit times.
It is one thing to identify potential trucks stops, but another to keep them sustainable.– Barney Curtis
“
The Southern African Rail Association (Sara) has made good progress on its mandate to make regional rail transport more competitive, but not all Southern African Development Community (SADC) countries have come to the party.
Sara executive director Bernard Dzawanda told FTW that in 2010 SADC transport ministers had agreed to exempt railways from paying the levies but admitted that to date some countries had still not implemented the decision. He did not disclose the compliant or non-compliant countries but noted that rail offered “huge potential” to promote regional competiveness as it was one of the most cost- effective ways of moving goods, particularly to land-locked states.–Adele Mackenzie
SADC rail levy obstacle
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We all hope that everything we claim for is covered in terms of our insurance cover, but of course it isn’t. Sometimes, you feel strongly that you have a legitimate claim, and yet you hit a brick wall when you try to argue your case. If you don’t have a great broker on your side, fighting your case can be hard, if not impossible.
In 1989 the office of the ombudsman for short-term insurance was founded which provides consumers with a free and fair dispute resolution mechanism. If you feel that you have been treated unfairly by your insurance company, however, you must complain to your insurance company first.
Only if you are unable to resolve the dispute with your insurer can you contact the ombudsman’s office – note that the ombudsman’s decision is binding on the insurance company, but not on you! You can take it further if you wish to.
Therein lies the importance of a specialised broker – they know your area of expertise and are well versed in what may become contentious claims. Although social media is increasingly being used by clients to voice their dissatisfaction with insurance companies, and may make the client feel vindicated, it is not necessarily going to give you resolution.
Nothing beats having an experienced broker on your side – it costs you nothing, and will prove invaluable in the event of a contentious claim.
As Hugh Reimers, MD of Eikos Risk Applications, explained: “Your broker is your go-to guy; when a claim is disputed, your marine broker will be in a position to guide you and assist you in getting your claim settled.” Marine insurance can be a complicated arena – with the right broker, you will find it a much easier field to navigate.
When a claim isn’t paid
MBABANE – King Mswati used a state banquet for Namibian President Hifikepunye Pohamba last week to issue directives affecting road freight transport in Swaziland.
After a series of road disasters perpetuated by overloaded or mechanically faulty trucks – and parliament’s declaration last month that Swaziland’s highways were a “national disaster” – the country’s ruler declared that truck usage must be reduced and be more carefully monitored on key sections of highway outside Mbabane. He called for a swift rehabilitation and reopening of the dormant rail line between Ngwenya, near the Oshoek border post with South Africa, and the Matsapha Industrial Estate.
He proposed a lessening of truck usage on the only highway artery connecting the capital with the central and eastern parts of the country, and better vehicle inspection.
“We are aware of plans to construct a railway line from Lothair to Swaziland
and neighbouring countries. However, there is an immediate need to rehabilitate the railway line from Ngwenya to Matsapha so that the trucks can offload onto trains at Ngwenya which would transport the cargo to Matsapha and other destinations. This would help avoid the trucks having to utilise the Malagwane Highway,” the king declared.
The rail link, controlled by Swaziland Railway, needs only ties and rail replaced, former rail company CEO Gideon Mahlalela told FTW. The rail bed is still usable, he said.
The Ngwenya to Matsapha line is to be rehabilitated as part of the Lothair Line that Swaziland Railway is constructing in partnership with Transnet Freight Rail. The line will allow uninterrupted rail traffic directly from Gauteng to Maputo via Swaziland, saving shipping distance and time for users who currently must ship to Komatipoort before a westward leg through Swaziland to Mozambique. –James Hall
Mswati pushes for switch to rail
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Last week’s top stories on
Foreign truck owners struggle for e-toll fee clarityForeign transport companies have been experiencing a problem with the South African National Roads Agency (Sanral) whilst operating their trucks on the Gauteng freeway system.
Plans for upgrade of Maputo-SA rail lineA statement released by the Portuguese state-owned Refer group said that its consulting company subsidiary, Refer Engineering, had been awarded the tender to design a project to repair, modernise and extend the rail transport system linking the port of Maputo to SA along the Ressano Garcia line.
Web application matches SADC loads and transportersMay 16 saw the launch of LoadSmart, a new interactive web platform allowing loaders and transporters in the SADC region to connect with each other, saving both parties resources and money. From their desktop computers or mobile devices, users can post and review loads and vehicles, track current loads and search available vehicles.
Zambian railway line now linked to Nacala CorridorAfter lying dormant for over 30 years, the Muchinji railway line to the Nacala Corridor was officially opened over the weekend, reports the Zambian press.
Adele Mackenzie
Credit insurer Coface has named its predicted top ten emerging countries in terms of development, production prospects and sufficient financing to support expansion in the next five to ten years – and they’re not the usual suspects.
The company believes Cipps (Colombia, Indonesia, Peru, Philippines and Sri Lanka) and KTZBE (Kenya, Tanzania, Zambia, Bangladesh and Ethiopia) are the countries to watch against a background of waning support for the likes of the Brics (Brazil, Russia, India, China and South Africa) and Mints (Mexico, Indonesia, Nigeria, Turkey and South Africa) economies.
Cipps is seen as strong from an investment and infrastructure perspective as well as showing good growth, political stability and resilience to global shocks. KTZBE has also shown good growth and resilience to global shocks but while the nations will provide good investment returns, currently they still pose high risks, according to Coface lead analyst Saijil Singh.
“We expect to see a significant improvement in five to ten years, but at the moment the KTZBE nations have a lack of good trade agreements – which favour
their export partners, have poor infrastructure and poorer economic and education policies than their Cipps counterparts,” said Singh.
Brics was hailed in the first ten years of the 2000s as driving the economic power shift from traditional global markets to emerging markets.
“But the risks with Brics are that while the nations experienced unprecedented growth between 2008 and 2010, there has been an ongoing slight downward slope in growth which is expected to continue to marginally decrease up to 2018,” he noted. For 2014, Coface
forecasts growth of on average 3.2 points lower than the average growth these countries registered over the previous decade.
Factors such as the countries’ world rankings in ease of doing business and global competitiveness as well as political tension and social unrest have contributed to a slowdown in foreign direct investment as well, said Singh. Furthermore, an adjustment in supply means that local businesses no longer have sufficient production capacity to meet continued strong demand. “Companies are aware they are not going to achieve the kind of growth they need to keep up with the projected growth of the global economy,” he said.
Mints economies were showing slightly more potential for growth, although the future growth projections were also on a downward slope and the same inherent risks as the Brics nations applied, commented Singh. “Furthermore, global investors do not have the same experience dealing with these countries so they will still choose to invest in Brics rather than Mints,” he said.
Ten new emerging economies namedInfrastructure and political stability are key
For 2014 Coface forecasts growth of on average 3.2 points lower than the average growth Brics countries registered over the previous decade.– Saijil Singh
“
Zambia, with the capital city of Lusaka pictured here, offers the lowest risk of the KTZBE economies, and has good infrastructure, says Coface.
Committed to your businessCSAV Group Agencies (South Africa)
Weighing plans
likely to cause delays. The port gantries have a weighing mechanism in the crane and that would be the simplest way of doing it. But it would have to be done at the last minute before the container is loaded on board – and in the case of a discrepancy the container would need to be discharged again.”
Frick says misdeclaration has been less of a problem in recent years, possibly due to greater vigilance on the roads – as most containerised cargo moves into port by road.
“The biggest problems are encountered during the reefer season when vessels are under pressure, utilising every last capacity tonne – but at present ships are not loaded to the gunnels because of the European economic situation. The container exports to Asia would be more problematic as many of the containers are loaded with minerals and unless these are weighed at the packing station they could easily exceed the recommended safety weight limits of the container,” said Frick. “Overloaded containers could cause serious injury or even fatalities to everyone handling the container between place of load and place of final discharge. The onus is on the exporters to ensure the weight safety limits of the equipment are not exceeded.”
From a marine cargo insurance point of view, misdeclaration is only an issue if a loss is directly related to the misdeclaration, chief
operating officer of Associated Marine, Dave Keeling, told FTW.
“If it’s a misdeclaration on a shipping document and if, for example, as a result a 5t crane is used to move a 15t load because the document said it was 5 tons, then the cause of the loss would be related to the misdeclaration. If the insured was privy to the misdeclaration then the successful prosecution of any claim could well be prejudiced,” he explained. “But if the misdeclaration had nothing to do with the loss then it wouldn’t have any meaningful impact on policy coverage.
The enormity of container misdeclaration is best demonstrated by the MSC Napoli, which ran aground in the English Channel in January 2007.
A container audit of
the vessel revealed huge discrepancies between the declared weight and the actual weight of the boxes. The audit points out that almost all the containers loaded below decks had been submerged below water due to internal flooding within the holds and their weights therefore differed significantly from the declared weights listed on the cargo manifests due to water absorption.
However, about 660 containers stowed on deck, which had remained dry, were also weighed and the weights of 137 (20%) of these containers were more than 3 tonnes different from their declared weights.
From page 1
The weighing would need to be done by the ports, which is likely to cause delays.– Ron Frick
“
Adele Mackenzie
Intra-trade growth within the Southern African Development Community (SADC) is simply not possible if road-to-rail migration does not become a reality in the region. To ensure efficiency, the modal migration strategy has to be regionally aligned.
This was the main message from a group of high-level panellists at a press conference held ahead of the Southern African Railway Association’s (Sara) fourth annual conference being held in Johannesburg next week.
“We need to work jointly as a region on this, collaborating on policies, standards, maintenance, financing strategies, training and equipment procurement to ensure we give our global and regional customers that level of comfort,” said Cleopatra Shiceka, general manager in the chief executive’s office at Transnet Freight Rail (TFR). She noted that the “bigger picture” of road-to-rail migration needed to be kept in mind and that the strategies needed to be aligned with other modes of transport to create what she termed a “holistic
‘Regional alignment will move rail forward’
intermodal” system. “Let’s look at the commodities that need to be transported in the region and decide which goods are best suited to which form of transport. For example, rail is more suitable for the transport of long-haul bulk commodities and trucks for short-haul routes,” she said.
Pointing to the myriad challenges facing rail – from outdated equipment to insufficient capacity – Shiceka said: “Sara needs to ensure governments talk to each other and obtain their buy-in on the key strategic objectives to move regional rail forward.”
Specific areas requiring assistance from government include investment in infrastructure through creation of rail funds, removal of tariff controls, streamlining and simplification of customs and duty exemption/concessions on imported railway equipment and materials for recapitalisation purposes. “Governments also need to level the playing field between
road and rail through the development of equitable land transport policies,” said Shiceka.
She said the way forward for Sara would be to develop strong railway learning institutions, secure viable financing mechanisms and manage the migration towards more contemporary technologies.
Sara needs to ensure governments talk to each other.– Cleopatra Shiceka“
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