Dear Valued Clients,

The holiday season is upon us we thank you for your support over the past year and hope that you and your family have a great Christmas and festive season. We take this opportunity to advise you of the terms that will apply to container collection and dehire over the upcoming Christmas / New Year period.

Please note these terms will apply from 15th December 2020 to 15th January 2021.

SILA will not be held accountable for detention during this period 15th December 2020 to 15th January 2021. Customers will need to have a minimum of 10 free days from date of vessel availability to assist in minimising any detention however customers who purchase under C&F, CFR terms will need to request shippers longer detention free periods as needed.

Customers where SILA manages shipping, we will provide 10 free days container detention where applicable, however, should detention be longer than 10 free days then this will be to customer account.

There are various issues that result in container detention at this time:

• Availability days include weekends and public holidays

• Empty parks require time slot bookings and many only operate business days and limited hours

• Receivers operate limited non-public holidays, limited business hours and in some cases are closed for all public holidays and some non-public holidays during this period

• Receivers operate on skeleton staff and cannot receive as much cargo.

SILA thank you for your support and look forward to a prosperous new year!

Kind Regards

SILA Customer Service

International Trade Supply Chains Are In Disarray

Dear Valued Clients,

While political tensions with China affecting access to market for many Australian exporters is justifiably stealing media headlines, the fact that our international trade supply chains are in disarray seems to fade into the background.

Shipping operations have never been in a worse state with our ports congested, limited services, record high freight rates, increased detention charges, staged empty containers movements, congestion surcharges, ongoing terminal access charges, new stevedore tariffs and to rub salt into the wounds, Biosecurity document assessment, inspections and treatment release timeframes at commercially unacceptable levels.


We can report the following:

  • The Department of Agriculture, Water and the Environment continues to struggle to manage the increased “surge” in  import volumes resulting in unacceptable delays to the processing of entries through the COLS systems, inspections and release of containers post treatment.
  • It is apparent that limited departmental resources are being further stretched by the need to re-deploy staff to manage the Khapra Beetle threat.

FTA / APSA ACTION - in response to our advocacy in seeking operational reforms and additional funds for the department to deploy extra resources as an interim relief measure, we have received preliminary advice that a “Round Table Meeting” will soon be called by the departmental Secretary.


We can report the following:

  • The ‘truce’ between Patrick Terminals and the Maritime Union of Australia (MUA) ended on Tuesday, 1 December 2020. We received a response yesterday from Patrick CEO with no further specific detail other than that they are still in negotiations with the MUA. We remain hopeful that the parties can settle outstanding claims without any more industrial action and establish their Enterprise Agreement.
  • We have also followed up with Svitzer and will keep you up to date on any developments affecting their tug operations at containerised ports.
  • We have received feedback from shipping lines that ‘move count’ productivity by stevedores is improving as compared to that experienced during the period of industrial action. This MUST be sustained for the foreseeable future without any further level of Protected Industrial Action. Any further operational disruption at this time would have devastating impacts to the logistics sector and would cause serious economic consequences.

FTA / APSA ACTION – we will continue to use media outlets to focus on the need for business continuity and will continue engagement with partnered industry associations aiming at ports to becoming an ‘essential service’ with modernised industrial relations provisions.


We can report the following:

  • Over the last 15 months we have had a surplus of import over export containers coming into Port Botany. This is not uncommon and in normal operational times, shipping lines will bring in unladen vessels (referred to as ‘sweeper vessels') to evacuate many thousands of empty containers to clear local congestion and for the equipment to be used again back in Asia.
  • Things became complicated with industrial action during the course of the year at Patrick, DP World and Hutchison meaning the stevedore servicing of vessels slowed down and schedules were delayed. Further complicating matters, infrastructure issues occurred at Port Botany and there were adverse weather events. This prevented container shipping lines to deploy sweeper vessels, due to unavailability of berths, with the situation further compounded by capped equipment exchanges leaving vessels sailing open from Australia, instead of utilising the capacity to evacuate equipment from Australia.
  • The extent of the container imbalance is estimated to be 75,000 TEU currently sitting in Empty Container Parks and transport operator yards throughout Sydney. If a sweeper vessel averaged 3500 TEU, it would require over 20 dedicated sweepers to clear the backlog.  That would take 5 months to clear if a sweeper vessel was deployed on a weekly basis, without accounting for additional trade imbalance and assuming terminals could handle the additional tonnage and container exchanges.
  • Feedback from key industry stakeholders this week stated there are two fundamental problems preventing the evacuation of equipment: 1) capped exchanges at terminals on the East coast limiting ability to evacuate equipment on the standard container shipping services calling Australia and (2) Shipping Australia advised that all container vessels globally are fully utilised due to higher global container shipping demand, restricting the ability for shipping lines to charter sweeper vessels.
  • The bottom line from transport operators is that without any significant and immediate relief, the glut of empty containers will move Sydney’s container logistics from the current state of “congestion” to one of “gridlock”. We also understand that empty container volumes are also significantly increasing in Melbourne.

FTA / APSA ACTION – we escalated our concerns at yesterday’s Freight and Logistics Advisory Council (FLAC) to NSW Ministers and will continue advocacy and awareness campaigns highlighting the serious nature and likelihood of a grid-locked port in coming weeks.


  • We understand that some vessels between now and Christmas will bring in import containers and will focus on a quick turn-around of moving large numbers of empty containers. While this is an understandable measure to evacuate as many empty containers as possible, it is unclear how well this will serve exporters and what it means in terms of available capacity in the coming months, especially with a bumper grain crop almost ready to reach markets.
  • Many vessels are bypassing Sydney and those that are serviced are limited by how many export containers they can load with stevedores imposing move count restrictions on shipping lines.
  • While we have an over-supply of empty containers, members continue to report limited availability of serviced Food Quality equipment for use by exporters of agricultural products.

FTA / APSA ACTION – on behalf of our members and the wider trading community, we raised these serious concerns to the Trade Minister’s office. We will continue advocacy and awareness campaigns highlighting the serious nature and likelihood of a grid-locked port in coming weeks.


  • The decreased capacity in the Sydney Empty Container Park market is seeing shipping lines advise that they are unable to provide de-hire locations for their empty containers. Transport operators are forced to fulfill many ‘re-directions’, fill their yards (which are now also congested and reaching capacity) and complete multiple lifts to access containers within stacks. Understandably, transport operators are generally passing on this cost down the supply chain.
  • Rubbing salt into the wounds, shipping lines are continuing to charge container detention for ‘late’ dehire (returns) maintaining a stance of responding on a case by case basis as industry still does have the limited ability to dehire on an intermittent basis.

FTA / APSA ACTION – We continue to reiterate that charging container detention in this environment is a totally unacceptable measure, only increasing the workload for industry to maintain data supporting the need for relief and then shipping line staff having to validate the claims. We will continue our advocacy for blanket exemptions to container detention periods, particularly bearing in mind the large number of days that empty container parks are likely to be closed over the Christmas and New Year period.


We can report the following:

  • The referral of the Infrastructure Surcharge to the National Transport Commission (NTC) is unlikely to provide the required relief to Australian exporters and importers with anticipation that state governments will follow a process similar to that recently instigated in Victoria. While stevedores will have to ‘jump through a few more hoop’s and will face increased scrutiny in terms of any variation to Infrastructure Surcharges (Terminal Access Charges), it is likely that this process will see industry receive incremental increases on what are already exorbitant fees.
  • Of concern, it is likely that the NTC may give tacit approval for this cost recovery regime. Our stance has always, and continues to be, for operational costs to be either absorbed by the stevedore or passed onto their commercial clients the shipping lines (not imposed on third party transport operators who further inflate this cost with administration fees cascading down the supply chain). If this cost was passed on to shipping lines, they would then have the choice of absorbing this cost or passing it onto their commercial client in formal negotiations with importers, exporters and freight forwarders. That’s how it should be.

FTA / APSA ACTION - While we look forward to engagement with the NTC, we will in parallel continue advocacy with state governments to enforce regulation to re-establish costs being negotiated between commercial / contracted entities.


While the ACCC’s Container stevedoring monitoring report 2019-20 clearly shows that stevedore ‘Quayside’ charges to shipping lines are declining, overall stevedore profits are increasing primarily due to an increases in ‘Landside and other’ charges (such as the Infrastructure Surcharges).

Feedback from members are that these savings are not being passed on by shipping lines with a commensurate reduction in Terminal Handling Charges (THC). In fact, in addition to record high freight rates, we are witnessing some shipping lines increasing their THC.


FTA / APSA ACTION - we will (1) collate and maintain data on port charges nationally to support members in direct THC negotiations with shipping lines; (2) examine legal options under Part X of Competition and Consumer Act to call for a negotiation with a registered conference to discuss charges levied by both shipping lines and stevedores; and (3) prepare a follow-up submission to the ACCC discussion paper titled Proposed Class Exemption for Ocean Liner Shipping – complementing our original submission (NOTE: our supplementary submission will examine THCs, congestion surcharges and container detention policies associated with empty container dehire).


Shipping line imposed congestion surcharges are continuing to have devastating impacts on industry. The lack of transparency on this surcharge appears to be primarily focused on ensuring that shipping lines recover costs at the expense of exporters and importers to extend record profits reported during the pandemic and global economic downturn.

We note the following key finding in the Container stevedoring monitoring report 2019-20 “For reasons that were not clear at the time of drafting this report, some shipping lines have imposed a ‘congestion charge’ on senders and receivers of up to US$350 per standard container in Sydney, which they attribute to congestion at Port Botany. The ACCC is watching developments around congestion charges closely, noting that we consider these should be temporary (and only if justified and reasonable) and not become embedded fees borne by importers and exporters.”

FTA / APSA ACTION - We will report our findings to the competition regulator following our renewed engagement with shipping lines on this matter

Kind Regards

SILA Customer Service

ASA Shipping Update - November 2020

Please find below the latest ASA information in regards to the shipping situation both domestically and internationally.

Sydney Port Impacts

  • ASA members should be aware that Port Congestion issues are now IMPROVING and down to 48 hrs in some cases on an Operator by Operator basis.
  • Berthing - During September and October, many vessels departed late from Australia, so we are now seeing these vessels return to Australia off-window resulting in vessel
    bunching in some terminals as well as rotation changes as shipping lines adjust schedules to meet windows or avoid waiting.
  • Due to these factors, as well as being in the traditional peak period for Landside Logistics, we are still seeing delays in container collection in certain circumstances.

Surcharge Update

  • At this stage there are no updates as to when Port Congestion Surcharges will end. As recently reported by the IFCBAA Following discussions with many stakeholders, there are a number of moving
    parts which need to be resolved.
  • EBA negotiations with MUA are still ongoing
  • Despite the pause in protected industrial action, the threat of PIA recurring is still live.
  • Svitzer Tugs are under PIA at their 16 ports from 29 Oct – 29 Nov - Svitzer PIA Notice Svitzer advises they can manage the situation by adjusting schedules while the PIA is in place
  • Delays in ships accessing Port Botany stevedores are down to a few days, with ships slow sailing or at anchor to access their slot at Port Botany
  • shipping lines continue to rearrange rotations with port omissions – some omitting Sydney, some omitting other ports to try to keep vessels on schedule
  • ECPs are overflowing and the cost of holding stockpiled containers at ECPs is ongoing for the shipping lines
  • Shipping lines are under pressure from overseas ports to repatriate empty containers ,despite increased exchanges of empty containers evacuated onto vessels, the volumes are not keeping pace with the arrival of
    more containers.
  • Minimal prospect of a number of designated sweeper vessels clearing out a large number of boxes, the continued drip feed of empty containers onto those vessels which are calling Sydney won’t significantly
    change the situation.
  •  A bumper harvest now expected - export capacity out of Sydney may be under pressure for a while, impacting flexibility in designated types of empty boxes being evacuated
  • Under the current circumstances, each shipping line will make their own decision regarding the duration of the PCS as it affects their business. In general, it appears that the shipping lines continue to monitor the situation for the time being.

International Ports

  • Vessel congestion, Space and Equipment availability continue to be an issues for shipping.
  •  Delays are being consistently seen with many bookings being rolled due to vessel capacity and overbooking.
  • Forty Foot equipment is still in high demand but short supply in most ports. Making shipment of goods very challenging for Traders and Mills alike.
  • Shipping rates remain high and softening remains to be seen as highlighted by a recent announcement by MSC of a general rate increase of circa USD$1000 per Twenty Ft equivalent unit form December 1st.
  • If the market accepts this remains to be seen but indicates that the possibility of further freight price increases can't be ruled out.

Office Closure - Friday 4th December 2020

To our valued customers,

Please note that all SILA Global offices will be closed from 12pm local time on Friday 4th December 2020 for system upgrades and maintenance.

We will reopen as per normal on Monday 7th December.

All offices will be unattended during this time, so please make arrangements accordingly.

If you have any questions please contact your local AU or NZ SILA Global representative.

Guide to importing for a small business


If you have ever considered importing goods into Australia or watched an episode of Border Security you would know that we have very strict Customs and Quarantine laws in this country and it’s easy to make a costly mistake.

While Australian Border Force has information readily available on their website - between prohibited goods, duty and GST, rules of origin and concessions – it’s easy to get lost in all the jargon and legalities of the process, and hefty penalties can occur for incorrect lodgement.

And it does not end there – wharf storage and container detention are two more potentially costly hurdles that can easily catch the inexperienced off guard.

We know how hard it is running a small business - engaging the help of a freight forwarder is something that will save you precious time and money, allowing you to focus on your business.

Generally, any shipment over 100kg is best handled by a commercial freight forwarder to ensure its handled correctly, and all the necessary steps are followed.

What is a freight forwarder you ask? Generally they are not the ones physically moving the cargo themselves, but instead they act as intermediaries, using their established relationships with service providers and their in-depth knowledge to find the most reliable, efficient and economical way to get your cargo from A to B whilst ensuring it meets all the necessary Customs and Quarantine requirements.

Not all freight forwarders are the same, and with so many out there it is hard to pick the right one.

SILA Global is an Australian Trusted Trader – meaning we have completed necessary requirements set by Australian Border Force which give us basically a “tick of approval”. Shipments moved with us are given priority treatment at the border – faster customs processing and fewer interventions.

Once you source the goods and the supplier, a freight forwarder can assist with the next steps including:

  • Terms of the sale (known as incoterms) to establish how much responsibility you will have for your cargo, and who is responsible for what costs along the way
  • Negotiating freight rates
  • Booking your cargo onto a vessel or flight
  • Arranging insurance for your cargo
  • Origin packing & transport & clearance
  • Arrange and handle the necessary documentation
  • Destination customs clearance
  • Delivery and unpack of goods at destination
  • Can arrange for warehousing/storage if required.

One of the best things that a freight forwarder has access to is a network of service providers and agents that help them source the most competitive prices and best service offerings for your cargo. It may seem basic but having a freight forwarder with an extensive network will ultimately save you money and time in the long run, leaving you with more time to focus on your business.

SILA Global prides itself on its collaborative approach to the supply chain, and we invest heavily into our network of service providers to give our customers the best possible shipping experience.

If you want to take the guess work and time out of your shipping – give us a call or email and we will be happy to assist!

Patrick Terminals Launches Pondus from 4th January 2021

Dear Clients,

Patrick Terminals has launched an innovative weighing solution to help drive safety across the container handling sector. Mis-declared containers create potential safety risks throughout the supply chain from transport companies to terminal operators and shipping lines. This new weighing solution, Pondus, will help identify mis-declared weights by statistically sampling containers for weighing and then automatically notifying customers of weight discrepancies (+/- 1t) allowing parties to better meet their Chain of Responsibility obligations.

Through trials at Patrick Terminals – Brisbane Autostrad, Pondus has been successfully proven to be effective in detecting mis-declared containers in regard to their verified gross mass (VGM).

Matt Hollamby, Patrick Terminals – Brisbane Terminal Manager, said, “Since July 2016, the International Safety of Life at Sea Convention (SOLAS) has required shippers to obtain and document the verified gross mass of a packed container prior to vessel loading. This is a legal requirement. A mis-declared container has potential implications for safe loading of vessels, sea voyage and road transport.”

“Both import and export containers will be statistically sampled for weighing on the Pondus stand and mis-declared containers will have a charge placed on the relevant transport company for imports or shipping line for exports. Numbers weighed will be governed by what is reasonably practicable given the operational circumstances prevailing at the time. This new solution aligns with Patrick Terminals’ core value and focus on Safety First.” said Mr. Hollamby.

Robin Bean from Cindicium Pty Ltd, the manufacturer of the Pondus stand, explained, “Vessel planning and weight distribution can be impacted by irregularities in declared container weights. Mis-declared container weights can lead to accidents, cargo loss, infrastructure damage and environmental harm. Our certified and automated Pondus platform precisely weighs a container to the National Measurement Institute requirements in seconds on purpose built, calibrated load detecting instruments. The Pondus Stand then automatically interfaces with our system to report accurate container weights to the party transporting those containers.”

Neil Chambers, a leading advocate for safety in the transport industry and director of the Container Transport Alliance Australia (CTAA) said, “We welcome the introduction of a highly accurate weighing solution that helps transport companies and their import and export customers to understand the accurate weight of containers. Safety is paramount in this industry.”

Patrick Terminals has advised customers that new charges in relation to Pondus will come into effect from the 4th January 2021. The charge will not apply to importers and exporters who accurately declare container weights.

It is the shipper’s responsibility to ensure that the correct of weight of an import container is documented prior to it being discharged and subsequently collected from Patrick’s Terminal by their nominated carrier.

Patrick reserves the right to weigh a container within the terminal yard utilising a calibrated weighing device, the Pondus Stand.

A Weight Amendment Fee for Import Containers - Weigh and Adjustment charge of AUD 250.00 per container plus GST will apply to all containers determined by the Pondus Stand to have a weight variance of greater than +/- one metric tonne within the documented weight.

The Weight Amendment Fee for Import Containers will be charged to the transport Carrier.

Patrick will provide the Carrier with access to the amended weight (including a link to the certified weighing certificate) confirming the weight discrepancy. Containers determined to have a variance of less than +/- one metric tonne of the documented weight will not be subject to the charge and handled as per normal protocol.

Kind Regards

SILA Customer Service

India faces container shortage due to export-import mismatch

The waiting time for access to a container for exporters our of India is now two-three weeks, compared with a maximum of four days earlier, said industry executives.

Dear Clients,


A sudden improvement in exports and a slump in imports, especially from China, have created a shortage of containers for exports, said industry experts and company executives.

The waiting time for access to a container for exporters is now two-three weeks, compared with a maximum of four days earlier, said industry executives. The cycle is unlikely to be regularised until February, said industry executives.

During July-September, India's exports in terms of volume grew 24% from a year earlier, even as imports reduced 28%. In October, exports fell by 5.4% and imports by 11.26%.

Usually, the same set of containers that come in as import shipments are shipped out for exports. During the peak of the lockdown when all trades were down, shipping lines had cut capacity and allied transportation systems like trucks were largely unavailable. Also, clearances, especially of Chinese shipments, took longer because of worsening trade relations between the countries. When exports rebounded and imports fell, it led to a pileup of containers in some ports and a scarcity in others.

“As a result, the shipping lines which until July 2020 used to ship out empty containers from India, had to start repositioning empty boxes into the country and move them inland to demand locations at a huge cost for the shipping lines,” Container Shipping Lines Association (CSLA) executive director Sunil Vaswani told ET.

“While India has a fairly balanced import-export container ratio, the availability and positioning of empty containers for exports is based on analysing historic trends and future projections across ports and customer catchments. The paralysis caused by the lockdown resulted in a pileup of export-import container operations compounded by disruption of shipping schedules and domestic manufacturing and distribution schedules,” said Prahlad Tanwar, a partner at consultancy firm KPMG.

It doesn’t help that there is a cascading effect of a global disruption in shipping lines, said Vaswani and Dhruv Kotak, managing director of JM Baxi, one of India’s oldest providers of shipping services.

“It’s absolutely wrong to attribute it to one party or segment or treat this like a problem unique to India. Containers are part of a wider global network,” said Kotak.

Congestion at transhipment ports like Colombo for instance adds further to the lead time. The rail-road system in the US too is currently congested, causing delays of up to two days per container. The impact on turnaround affects the eventual availability of boxes in other countries, including India.

“The pandemic led to widespread fears which arrested capacity. Shipping lines cut capacity by about 25%. Containers that came took time to get cleared. Almost no clearance happened between March 23 and April 15. Both affected the availability of containers,” said Prakash Tulsiani, the chief executive of the container freight station and inland container depot business at Allcargo Logistics.

“The entire thing snowballed into a big issue. Exports started improving in May itself but the non-availability of containers impacted numbers later,” he added.

Other factors included a ban on imports of certain Chinese goods, additional checks on Chinese shipments, a 14-day quarantine on vessels arriving from China, an overall negative sentiment among businessmen regarding trade with China, and new regulations like the implementation of the "Carotar Rules", which allow customs to check the antecedents of the importers, have caused delays of 7-10 days in the assessment of the bills of entry and technical glitches in the clearance procedure implemented by customs officials.

The CSLA has given a number of suggestions to the government to resolve the issue.

“Currently there are about 50,000 long standing containers waiting to be cleared across the country, some of them for years together. These need to be cleared by customs on priority so that they can be made available by the shipping lines for exports,” said Vaswani.

The cargo should be destuffed in container freight stations/warehouses and auctioned thereafter, he said, adding: “Meanwhile, the boxes should be delivered to the shipping lines so that they can be made available for export shipments. This drive needs to be a consistent one and not just a one off knee-jerk reaction.”

The CSLA has suggested that the 14-day quarantine on Chinese shipments be reduced to seven days and that railways move containers from ports to inland container depots free of cost so as to reduce exporters costs of repositioning them. It has suggested that in the long term, the government encourage local manufacturing of containers.

The situation, meanwhile, is improving gradually.

Tulsiani said blank, or cancelled, sailing that had increased to 2-3 times a week in May was three time for all of September. The import-export cycle has started improving and ports and container freight stations are getting decongested. Also, a change in priorities on the part of big global players could change things more rapidly, said Kotak

“If a player such as Maersk were to reroute 50,000 containers from other hubs to India, the situation would improve much faster,” he said.

Kind Regards,
SILA Customer Service

Shipping Containers Logistics Australia 6

Australian Steel News - Industry Insider


The Port of Sydney continues to experience flow disruptions which are likely to affect steel delivery times and costs. In August, the Maritime Union of Australia (MUA) won the right to take wide ranging industrial action against the tug provider Svitzer. It is now exercising that right and has called a month long strike for November. Meanwhile, notices received from the lines which are collecting the port congestion surcharges in Australia remain in place, with no changes advised to industry at this stage.

According to Shipping Australia, a peak industry body for shipowners and shipping agents, even though the MUA´s earlier action against Patrick Terminals has been paused, the recovery process is on-going and is causing great difficulty in putting down any solid timelines. Industrial action has ceased during the following time frames as per the Fair Work Commission (FWC) hearings: Patrick & Maritime Union – FWC orders in place until 26 October; and DP World & Maritime Union – FWC orders in place until 1 November.

Meanwhile, the empty containers issue is still causing havoc. Despite increased exchanges of empty containers evacuated onto vessels, the volumes are not keeping pace with the arrival of more containers. The upcoming closure of Sydney’s largest empty container park (24% of Sydney’s empty container capacity) to make way for construction of the Sydney Gateway road will put further strain on the situation. All these complications and any vessel redirections result in additional costs in the supply chain to importers.

At the same time, freight rates continue to increase, with more rate restoration programs proposed for November. Coupled with equipment shortages, space issues and an unpredictable economic climate, the task of moving goods is going through quite a difficult period. A case in point, there is an estimated 30% excess of cargo unable to be booked on vessels ex-China and ex China and Asia. Bookings are backlogged into the third week of November; rates are climbing, and shipping lines commenced rate restoration increases from the beginning of November.

Written by Simon Pepper
Director - Customs & Logistics

Published in Australian Steel News - Vol 4, Issue 3 - Nov 2020


Shipping Containers Logistics Australia 4

Southbound Auckland Congestion Surcharge / Peak Season Surcharge

Dear customers,

Due to a combination of factors, Auckland terminals continue to experience heavy congestion, causing significant delays to vessels.

Please note the below notices from shipping lines.


ANL and CMA CGM wish to advise customers that a Port Congestion Surcharge of USD 200 per TEU (both standard and reefer containers) will be introduced for all containers arriving/departing Auckland.

  • Export cargo for all vessels (non-USA trades) departing Auckland on or after 17th November
  • Import cargo to Auckland for all vessels (non-USA trades) departing origin on or after 17th November
  • Export cargo for all vessels (USA trades) departing Auckland on or after 3rd December
  • Import cargo to Auckland for all vessels (USA trades) received at origin on or after 3rd December
  • Please note that this surcharge is not applicable to the Sofrana ANL trades.

MSC Mediterranean Shipping Company

Due to the ongoing nature of the congestion and in order to maintain our liner services at the required levels, the following will be implemented on import trades :

Congestion Surcharge (CGS) of USD 300 per TEU will be introduced for all import cargo from India, Pakistan, Sri Lanka to Auckland. This is effective from Bill of Lading date 9th November 2020 onwards.

Peak Season Surcharge (PSS) of USD 300 per TEU will be introduced for all import cargo from China, Hong Kong, Taiwan, Korea, Japan and South East Asia to Auckland. This is effective from Proforma Sailing date 9th November 2020 onwards.

In addition to these announcements made on Southbound trades, the following will also be implemented for Australian Export cargo and New Zealand Coastal cargo to Auckland :

Congestion Surcharge (CGS) of USD 300 per TEU will be introduced for all cargo from Australia to Auckland. This is effective from Bill of Lading date 9th November 2020 onwards. This CGS also applies to all New Zealand Coastal cargo loading at New Zealand ports to Auckland with the same effective date.

Please note : For announcements regarding CGS for European EEA Regions, please contact you local MSC office. 

If you have any questions, please contact your local SILA representative.

Thanks & kind regards...
SILA NZ Customer Service

Severe Weather Port Botany

Dear Valued Customer,

Port Botany is currently being impacted by high winds.

Patrick Terminal ceased Vessel Operations as of 06:10am this morning and have yet to commence.

High winds are expected to continue for the next 24 hours and as such furhter delays are expected.

We anticipate that other Terminals are experiencing similar challenges though we have yet to receive such notice from the other terminals.

Kinds Regards

SILA Customer Service