New Zealand has introduced tougher Biofouling requirements (as at 01st May 2018), for all vessels entering NZ Waters

There are two categories of vessels entering NZ, namely short stay (up to 20 days) and long stay (21 days and over) for which requirements are different.

To be able to meet the new clean hull requirements one of the following (and having documentation to prove it) will have to be done:

Cleaning the vessel hull less than 30 days before arrival in New Zealand or within 24 hours of arrival (you must have proof of a cleaning facility being booked within 24 hours of arrival).Doing continual maintenance.Applying MPI-approved treatments to the hull.

Atttached are the various links to the MPI website regarding requirements for vessels entering NZ waters.

1. Biofouling: https://www.mpi.govt.nz/importing/border-clearance/vessels/arrival-process-steps/biofouling/

2. Biofouling management: https://www.mpi.govt.nz/importing/border-clearance/vessels/arrival-process-steps/biofouling/biofouling-management/

2a. Craft risk management standard for biofouling

2b. Craft risk management standard - frequently asked questions

2c. Draft guidance document for the CRMS

2d. IMO's biofouling guidelines

3a. Photos of biofouling allowed: https://www.mpi.govt.nz/importing/border-clearance/vessels/arrival-process-steps/biofouling/commercial-vessels/#

3b. Photos of biofouling not allowed:https://www.mpi.govt.nz/importing/border-clearance/vessels/arrival-process-steps/biofouling/commercial-vessels/#

4. Biofouling requirements for commercial shipping: https://www.mpi.govt.nz/dmsdocument/11710-advice-to-shipping-new-zealands-new-biofouling-requirements

Congratulations to Transport & Marine Tauranga, a division of Quadrant Pacific Ltd (QPL) for attaining Lloyd’s Register’s (LR) Quality Assurance for its Management System to AS/ NZS ISO 9001:2015 as well as LR’s approval for the sales and servicing of marine

lifesaving appliances.

Manager Lee Debnam received the certification which opens the door to servicing a much broader range of equipment for the CNCo fleet.

With over 30 years of experience in New Zealand and the UK, there is not much that Lee does not know when it comes to safety systems and equipment.

Transport and Marine Tauranga offers sales and servicing of:

• Lifesaving appliances including liferafts, immersion suits and life jackets.

• Firefighting equipment such as fire extinguishers, BA apparatus, fire suits and gas detectors.

• Safety equipment including EPIRB (Emergency Position Indicating Radio Beacon), lighting, pyrotechnics, hydrostatic release units etc.

• Other survival apparatus and equipment.

• Log spikes or crampons.

Please contact Lee Debnam at , Tel +64 27 920 8791

October 2017

The Ministry for Primary Industries has the following measures to manage the risk of brown marmorated stink bug (BMSB) infestations in break bulk and containerised sea cargo from the United States and Italy. The measures require mandatory treatment prior to the shipment of some goods such as vehicles and machinery.

The target goods’ season dates currently differ for the USA and Italy at the moment but MPI intends to align them in 2018. A new vehicle Import Health Standard is being drafted for consultation in November 2017.

The 2017-18 BMSB season is the first time that MPI is actively targeting goods from Italy.

Summary of measures

Break bulk

Targeted goods shipped as break bulk on or after 1 September 2017 and before 30 April 2018 must undergo offshore treatment, unless subject to safeguarding arrangements approved by MPI.

Flat racks, open top or soft top containers will be considered as Breakbulk due to the risk of BMSB being able to escape.

Goods that arrive untreated may be refused discharge and be reshipped.

Containerised

FCL/ FCX containerised vehicles and machinery are subject to the same requirements as break bulk: loaded on or after 1 September 2017 and before 30 April 2018 must undergo treatment, unless subject to safeguarding arrangements approved by MPI. Treatment may be up to 21 days prior to shipping.

FCL/FCX containerised vehicles and machinery that arrive untreated will require mandatory treatment onshore. Containers will be permitted discharge to the wharf if the seals are intact and moved to a transitional facility for treatment.

Flat racks, open top or soft top containers will be considered as Breakbulk due the risk of BMSB being able to escape if they arrive untreated may be refused discharge and be reshipped.

All containerised goods from Hungary, Italy and the USA are being targeted for BMSB and may be inspected.

Season dates

The measures apply to target goods shipped from:

• the United States all year round (soon to be revised), and• Italy from 1 September 2017 to 30 April 2018 inclusive, and will remain in place for the entire season unless pest infestations are detected. Should this occur emergency requirements may be applied similar to those applied in the 2014-15 season

1 Brown Marmorated Stink Bug Measures Guidence October 2017

Target goods

As per last season, new and used vehicles, vessels and machinery will continue to be the primary target goods.

BMSB inspections

BMSB inspections will be conducted throughout the season for specific goods from Hungary, Italy and the United States, as well as countries of emerging BMSB concern. This activity is to ensure that the 2017-18 measures are effectively managing the BMSB risk. Industry also has a legal obligation under the Biosecurity Act 1993 to notify MPI of risk issues, such as BMSB. Further information on reporting pests available on MPI’s website and below.

Treatments

Treatment specifications are one of the following options:

a. Heat treatment at 600C for 10 minutes for items weighing less than 3,000 kg. or;

b. Heat treatment at 600C for 20 minutes for items weighing more than 3,000 kg.

or;

c. Methyl bromide fumigation at 48 g/m3 for 24 hours at 10-150C.

or;

d. Methyl bromide fumigation at 40 g/m3 for 24 hours at 15-210C.

or;

e. Sulfuryl fluoride fumigation at 16g/m3 for 12 hours with a minimum dose reading of 8g/ rn3 at a temperature of 10OC or greater to achieve a CT of 144 g.h/ m3.

All new and used vehicles and machinery imported via air freight do not require treatment as outlined as above, but such cargo will be risk assessed and may be subject to treatment or inspection or both where required.

Treatment time before loading

Italy: treatment must be conducted within 120 hours of loading for shipment from the port of export

USA: 96 hours

Treatment of containerised cargo may be up to 21 days prior to shipping but treatment to be conducted within 24 hours of arrival at the place of first arrival in NZ but preshipment treatment is preferred and will facilitate clearance on arrival.

2 Brown Marmorated Stink Bug Measures Guidence October 2017

Segregation of treated and untreated goods

It is advisable to keep treated and untreated break bulk goods physically segregated both on wharf prior to loading and on vessel. This will help avoid the risk of cross-contamination.

Treatment certificates must:

• identify the cargo treated and include a unique identifiable link to the consignment• specify the date of BMSB treatment, the type of treatment, and the timeframe• include a declaration that the goods were treated prior to any plastic wrapping.

Bills of lading

Bills of lading must include the shipped on board date. MPI uses the shipped on board date on the bill of lading as the date shipped from the US or Italy, thus determining whether target goods are subject to the seasonal measures.

Submission of documentation

If the required documents are not submitted in time or are incomplete, the goods will be regarded as untreated and directed for treatment onshore. Break bulk goods that cannot be verified as treated may be re-shipped. It is therefore recommended that documents be lodged correctly, and at least 48 hours prior to vessel arrival.

Voluntary trapping

Light traps have been effective in previous seasons in capturing BMSB on board break bulk vessels, and facilitate early notification and proactive response to the pest. Manufacturers, importers and shipping line operators are encouraged to operate traps at manufacturing and storage facilities, load ports and on board shipping vessels to monitor for the presence of the pest. Voluntary implementation of vessel trapping may reduce the need of departmental verification of the vessel on arrival. Any detections of pests should be reported to MPI.

Alternative arrangements—safeguarding

Safeguarding is a detailed pest risk management plan/system that can be implemented by industry offshore in consultation with MPI, as an alternative to the mandatory pre-shipment treatment requirements. Safeguarding arrangements will need to be approved by MPI prior to departure of the goods for New Zealand. Information on safeguarding eligibility and requirements is available on the MPI website.

Charging

All charges for MPI’s services in documentary processing, risk assessments and inspections will be directed to the owner/importer of the goods automatically, using existing entry management processes for all imported goods. This will be revised only if a new infestation of viable BMSB is detected on board a vessel prior to goods discharge to the wharf.

The China Navigation Company (CNCo), the deep sea ship owning and operating arm of the multi-national Swire Group, are proud to introduce the innovative, purpose built bulk cement carrier, MV Aotearoa Chief, the first of its kind in the CNCo fleet and contracted to Fletcher Concrete and Infrastructure Ltd division, Golden Bay Cement, to operate on the New Zealand coast.

Designed as ‘best in class’ the vessels propulsion system is environmentally friendly with optimised energy efficiency design (EEDI), advanced flexible fuel injection system leading to efficient fuel consumption and low emissions.

Equipped with advanced navigational systems, leading edge technology and control systems for vessel and cargo handling operations. Latest safety and navigational safety aids meet and exceed regulatory requirements.

The vessel will make over 80 voyages each year from Portland, near Whangarei to ports around New Zealand.

BMSB Border Interventions- up and coming 2016 -17 season NOTIFICATION

From mid-September 2016- April 2017, MPI will increase targeted interventions for Brown Marmorated Stink Bugs on FCL containers from:

Designated Ports in the USA and Italy.

MPI will only increase intervention according to risk information as opposed to a blanket approach on all areas at the start of the season, targeted intervention will be used throughout the season to ensure minimal disruption whilst ensuring optimum biosecurity protection. Accordingly, impacted areas may be adjusted by MPI at short notice according to changing risk. MPI will endeavour to keep you informed of any updates.

Brown Marmorated Stinkbug measures remain in place under the existing Import Health Standard requirements for vehicles, machinery and Tyres, in addition to the new measures in the Import Health Standard around new and used machinery ex USA and associated fumigation requirements.

http://mpi.govt.nz/law-and-policy/requirements/import-health-standards/

What is BMSB?

Fact Sheet: is available to keep your staff and stakeholders aware of the potential impact of this high risk hitchhiker threat.

http://www.biosecurity.govt.nz/pests/brown-marmorated-stink-bug

Due to the targeted approach to the BMSB threat and some particularly strong input, support and cooperation from our stakeholders. The 2015/16 BMSB season was extremely successful with interceptions managed at the border. With your continued support we can make the 2016/17 season equally successful. Early lodgement submissions and accurate early document submission will minimise any potential disruption to your business.

Early this year the China Navigation Company (CNCo) agreed to host the Royal New Zealand Navy (Reserve) in their merchant vessels, for coastal passage between New Zealand ports.

A series of three voyages were achieved in March (MV Soochow – Captain Dmytro Arkhypov), May (MV Shaoshing- Fleet Commodore Peter van Uden) and June (MV Shantung – Captain Jeff Liew); in all, completing a very successful maritime trade industry learning experience.

All naval personnel were from HMNZS Ngapona (Commanding Officer LT CDR Gerard McGrath, RNZNVR) and were made up of a section of the Navy which specialises in maritime trade operations (MTO).

The purpose of the coastal attachments was to foster a better understanding of merchant shipping operations, including the demands on, and challenges faced by, merchant ship Masters and their crews; this will lead to an appreciation of how the Navy might better interact with, and assist, the merchant shipping world during times of conflict.

MTO is responsible for coordinating information for the guidance and protection of merchant shipping. This interface involves the provision of military cooperation, guidance, advice and assistance to merchant shipping.

New Zealand’s MTO capability is part of a global support network for merchant shipping. This network includes operations in the Arabian Gulf, Northern Europe, and the Pacific region, wherever New Zealand has seaborne trading links.

Commodore Peter van Uden summarised the attachment; in his perspective, “this was a worthwhile exercise. Having been in the thick of the UN and Coalition sanctions’ interdictions in the Persian Gulf and Arabian Sea, with their resultant naval boardings, and remembering that ships had difficulties during the Falklands War with attendant RN/MN liaison problems, I can appreciate the benefits that can flow from this sort of exchange”.

All naval personnel reported how invaluable the sea riding was; Masters, Officers and Crew on the three “S” Class ships were extremely helpful towards ensuring the Navy’s MTO personnel met their aims and objectives.

Comparing the three voyages, it was pleasing to observe the high standards of health and safety culture that CNCo has, as well as sound operational procedures that were in place. Accordingly, the willingness of the three vessels crew ensured each naval person was treated well; they in turn enjoyed the hospitality and interaction of the crews, appreciating the assistance which was exemplary. Participating Naval personnel reported how the three different crews were welcoming and highly cooperative, which made for a smooth transition into the ships routine.

Instrumental towards the MTO’s merchant vessel insight and familiarisation training was Evan Dines (Port Agent – Quadrant Pacific Limited), also fortuitously a Lieutenant Commander, RNZNR. It was he who provided advice, gained approval from CNCo and Swire Shipping Group and assisted with planning. Evan’s links to the Navy paved the way for this highly successful programme. Special mention is also in order for The China Navigation Company Pte Ltd Fleet Manager (Chris Wilson) - without his approval, this valuable training opportunity may not have happened.

The Pacific Islands, New Zealand, North Asia shipping schedule proved the best for selecting short coastal passages which enabled minimal intervention into the commercial operation of the ships; including Quadrant Pacific Port Agents (Auckland, Tauranga and Timaru) who all were extremely supportive, displaying high levels of professionalism. Passages chosen varied in length but provided an excellent interaction between naval personnel and commercial shipping in order to build relationships, and learn from them.

In closing, this valuable MTO experience made possible by key personnel within CNCo Singapore, Swire Shipping Group and Quadrant Pacific Ltd cannot be understated. The generosity of management within both shipping companies is greatly appreciated. By allowing these attachments in the “S” Class ships has definitely brought the merchant service closer to the MTO branch of the Royal New Zealand Navy; in the world we face today, the practical element experienced is a positive move forward.

Captain Dmytro Arkhypov (MV Soochow) is presented with HMNZS NGAPONA Ships crest as a mark of appreciation for the assistance provided by his ship’s crew. Naval personnel are CPOMTO Nigel McFadyen and OMTO Jessica McShane.

Commodore Peter van Uden being presented with a HMNZS NGAPONA ships crest by the Officer In Charge of HMNZS Ngapona (Tauranga Unit) Lieutenant Garth Mathieson, RNZNVR in recognition of the support shown to the Royal New Zealand Navy by MV Shaoshing’s Master and crew.

ASEA Kruse experiencing and observing emergency and lifeboat drills in MV Shantung.

Captain Jeff Liew (MV Shantung), officers and crew after being presented with a HMNZS NGAPONA by Lieutenant Hamish Foster, RNZNR and ASEA Peter Kruse, showing their appreciation for their New Zealand coastal attachment from Auckland to Timaru.

A change to the Customs Export Entry Rules (1997) will come into effect from 1 October 2016.

Where tariff preference is being requested under the China – New Zealand Free Trade Agreement, exporters will need to enter Certificate of Origin (COO) numbers in the entry declaration.

Requirements The change will require COO numbers to be entered under ‘Other Information’ in the entry header field, with the code ‘COO’ and the certificate number without the full stops (e.g. ‘COO’ – ‘12123412345’).

If the COO number cannot be obtained before lodging the entry, the entry will need to be amended to reflect the correct information after the Customs Export Delivery Order is generated.

Reasons This aims to streamline legitimate trade into China by making all relevant information available to the General Administration of China Customs (GACC) at the time of export.

This means any documentation queries raised upon importation can be actioned from one source quickly and accurately – reducing the risk of delays for clearance of goods in China.

Feedback Customs wants to identify any potential challenges early, so send your feedback to feedback@customs.govt.nz with the subject “Export Entry Rules” by Friday July 29 2016.

After this date, you will be provided an update in a forthcoming Customs Release.

Notes: Brokers and declarants will need to check that their entry lodgement system is able to accept the new code.

It is expected that the process will become applicable for exports to all FTA partner countries in the near future.

This process does not replace the requirement for COOs to be presented to GACC for NZ origin preference. Rather, it provides another layer of assurance.

This change is a requirement for NZ Customs, and is not a result of the Joint Electronic Verification System (JEVS), which is being developed in conjunction with GACC. In that case, export entry data is stored by NZ Customs, whereas information within the COO provided by the authorised issuing body will be ‘pushed’ to China Customs via JEVS in future.

The introduction of the requirement for declaring the VGM is being mandated by the International Maritime Organisation who in turn are responsible for Safety of Lives At Sea (SOLAS). In New Zealand, Maritime New Zealand is responsible for enforcing and ensuring compliance of this new requirement and may monitor shippers and introduce penalties for non-compliance.

Shippers (the party named on the Bill of Lading) are responsible for providing or ensuring that this data is supplied to the Port AND the Shipping Line. There are two methods approved to obtain the verified weight ;

1. Weighing the full container (including content)

2. Determining the weight of the cargo by calculation - full details are available from Maritime New Zealand (see attached) then adding the tare weight of the container to the cargo weight.

For whichever method chosen, the device used to calculate the verified weight, must have a current certification under the Weights and Measures Act 1987.

Ports advise that they will be adopting a position of "no VGM – No Load". In practice this means that the VGM must be supplied to the Port and Shipping company before the container arrives at the wharf gate or 4 hours before the ship arrives in port (whichever is the greater). This applies to all forms of delivery – road, rail or transshipments. Ports may offer weighing facilities at inland ports only.

No updates to VGM after delivery to the Port will be allowed. It is recognised that the data will be delivered in a number of formats initially. The goal is to achieve 100% e-messaging. Discussions are being held with a number of parties to address IT issues. It is accepted that the submission of a VGM will be provided by the authorised person. No signature will need to be transmitted electronically. It is the responsibility of the shipper to nominate the authorised person and record the method of determining the weight.

Carriers will be making the ‘Tare’ weight of all their containers available on their respective websites and are working with lease companies to achieve the same availability of information for leased containers.

Issues are being working through for containers delivered to conventional wharves, out of gauge cargo, break-bulk cargoes and containers delivered via coastal shipping.

Industry does not and will not recommend one weighing product/mechanism over another. The only requirement is that the equipment complies with NZ’s regulations for Weights and Measures.

For more info please see the below websites:

http://www.maritimenz.govt.nz/Commercial/Shipping-safety/cargo/container-weight-qas.asp

http://www.maritimenz.govt.nz/Commercial/Shipping-safety/cargo/NZ-port-companies-notice-shippers-shipping-lines.pdf

If you have any questions please contact us.

More than 2.3 million tonnes – mostly raw logs – was exported from Eastland Port during the past 12 months, a record that smashes the company’s previous best year. The total tonnage of 2.302 million tonnes eclipses the port’s 2014 result of 2.274 million tonnes, and is a 59,000 increase on the 2015 throughput, despite uncertain indications from forestry customers earlier in the year. The port’s general manager, Andrew Gaddum says the results are encouraging for the port, the forestry industry, and consequently for the Tairawhiti region as a whole.

The Ministry for Primary Industries (MPI) has imposed tough new border restrictions to stop contaminated seed from entering New Zealand. The move follows the discovery of velvetleaf in fodder beet seeds imported from Europe. MPI, industry bodies and regional councils are currently responding to an outbreak of the invasive weed in farm properties across the country.

BMSB Border Interventions

From 16 April 2016, MPI will reduce targeted interventions for Brown Marmorated Stink Bugs from ports in the USA and Italy. MPI supervised devans will still be required for freight where import entries have been lodged pre- 15th April 2016. For import entries lodged after 16th April 2016 the 1% sea container audits will resume.

The Import Health Standard requirements for vehicles, machinery and Tyres remains unaffected. The new measures in this Import Health Standard around new and used machinery ex USA and associated fumigation requirements remains in place.

http://mpi.govt.nz/law-and-policy/requirements/import-health-standards/

Future Border Interventions:

MPI will be reviewing interventions for the high risk BMSB period for FCL and FAK containers in 2016/2017. Increased interventions for BMSB will most likely take effect again in September 2016 - April 2017.

The International Maritime Organization (IMO) has amended the Safety of Life at Sea Convention (SOLAS) to require, as a condition for loading a packed container onto a ship for export, that the container has a verified weight. The shipper is responsible for the verification of the packed container’s weight. This requirement will become legally effective on July 1, 2016. After that date, it would be a violation of SOLAS to load a packed container onto a vessel if the vessel operator and marine terminal operator do not have a verified container weight. The SOLAS amendments provide that there are two methods shippers may use to determine the container weight once the container packing process has taken place. This requirement will apply globally. Shippers, freight forwarders, vessel operators, and terminal operators will all need to establish policies and procedures to ensure the implementation of this regulatory change. Because there have been questions about what the specific nature of the SOLAS changes are, the World Shipping Council provides the following basic synopsis of the SOLAS requirement.

Basic Principles Under the SOLAS Requirement

Before a packed container can be loaded onto a ship, its weight must be determined through weighing. 1 It is a violation of SOLAS to load a packed container aboard a vessel to which SOLAS applies without a proper weight verification. There is no exception to this requirement.Under the SOLAS amendments, there are two permissible methods for weighing: Method 1, which requires weighing the container after it has been packed, or Method 2, 2 which requires weighing all the cargo and contents of the container and adding those weights to the container’s tare weight as indicated on the door end of the container.Estimating weight is not permitted. The shipper (or by arrangement of the shipper, a third party) has a responsibility to weigh the packed container or to weigh its contents. Under either Method, the weighing equipment used must meet national certification and calibration requirements. Further, the party packing the container cannot use the weight somebody else has provided, except in one specific set of defined circumstances. A carrier may rely on a shipper’s signed weight verification to be accurate. The carrier does not need to be a “verifier” of the shipper’s weight verification. Nor do the SOLAS amendments require a carrier to verify that a shipper providing a verified weight according to Method 2 has used a method which has been certified and approved by the competent authority of the jurisdiction in which the packing and sealing of the container was completed. However, it is important to note that, for the shipper’s weight verification to be compliant with the SOLAS requirement it must be “signed”, meaning a specific person representing the shipper is named and identified as having verified the accuracy of the weight calculation on behalf of the shipper.The lack of a signed shipper weight verification can be remedied by weighing the packed container at the port. If the marine terminal does not have equipment to weigh the container and provide a verified weight, alternative means must be found to obtain a verified container weight; otherwise, the packed container may not be loaded on to the ship.When a marine terminal receives a packed export container that does not have a signed shipper weight verification, there will need to be processes in place at the terminal for obtaining the weight of such containers and using such weights in the vessel stow plan. Terminals and carriers will need to agree on how these situations will be handled.If a packed container is weighed at the load port, that weight is to be used for vessel stow planning. Vessel stow plans should use verified weights for all packed containers loaded on board.

A sudden decision from Shenzen Customs has been announced to suspend export clearance of cargo containing all battery types effective Janaury 23rd 2016.

Shipments will not be accepted containing any form of batteries including portable power pack, power banks uninterrupted, uninterruptible power supply, toys and so forth.

At this stage we are not clear if the suspension is temporary, and when or if it will be lifted.

The China Navigation Pty Ltd (who partly own Quadrant Pacific Ltd), are a member of ‘The Sustainable Shipping Initiative' (SSI).

At Quadrant Pacific sustainability is integral in everything we do from management and customer service right through to our interactions with suppliers and contractors.

The Sustainable Shipping Initiative (SSI) brings together leading companies from across the industry and around the world with two influential NGOs (Forum for the Future and WWF); to plan how shipping can contribute to – and thrive in – a sustainable future.

Their goal is to transform the global shipping industry and the wider maritime sector, establishing a new sustainable approach.

The SSI aims to help industry leaders look beyond their immediate concerns by understanding the long-term challenges and opportunities they face. As highlighted and anticipated by the Case for Action we published in May 2011..................... http://ssi2040.org/what-we-do/case-for-action/

Sustainability trends are becoming business drivers for shipping, as well as wider global industry. Well-managed businesses are responding to these drivers to ensure their survival.

Leading businesses are thinking big and working together and not simply reacting to pressure.

By providing a platform for leaders from across the shipping value chain, the SSI hopes to drive this process of change. ……www.ssi2040.org

SSI members are as follows: China Navigation Pty Ltd, Carnival Corporation and plc, ABN Ambro, Akzo Noble, BP Shipping, BUNGE, Cargill, Dnv GL , Gearbulk, Lloyds Register, Maersk, Wartsila, Namura, Rio Tinto, RSA, TEN Ltd, U-Ming Marine Transport Corp, Unilever

SSI knowledge partners: B9 Shipping, Deloitte, Hewlett-Packard, Holman Fenwick Willan, University of Strathclyde, United Nations Environment Programme

Finance Initiative, University College London Energy Institute – who have all supported the SSI and ensured that the right expertise for each of our work streams are brought together.

Important - Your new legal obligation as an importer and manufacturer of hazardous substances If you import or manufacture hazardous substances for sale or commercial use, the EPA (Environment Protection Authority) , will need to hear from you soon. New rules coming into effect on 19 November 2015 that will require importers or manufacturers of hazardous substances to provide their contact information to the Environmental Protection Authority. Your details must be provided to us within 30 days of the first time you import or manufacture a hazardous substance. If you have been an importer and manufacturer for some time we will still need your details. The EPA are happy to receive your contact details from 19 November. This information only needs to be provided to them once. However, if your contact details change you will need to let them know. They will email again shortly with a link to their site where you can register your contact details. Please note, if you are importing hazardous substances for personal use only, you do not need to supply this information. This new rule has been made through an EPA notice, which is a new legal tool, like a regulation, for setting rules for hazardous substances. The notice was gazetted on 22 October 2015 and takes effect on 19 November 2015. The notice was made after seeking feedback from industry and the wider public. You can read it, and learn more about the process they followed to create it, on the EPA website http://www.epa.govt.nz/hazardous-substances

Having undertaken an examination of inspection records relating to manufactured wooden products and the risk mitigation applied to different types of products in this range, MPI is pleased to be able to advise of some key advances in the way we will be looking to support our customers with immediate effect.

The main changes in this revised approach are:

1. The introduction of a list of product types where reduced risk mitigation is required; and

2. The removal of the requirement to inspect wooden items on arrival if they have been treated (either offshore or on-arrival).

In brief, the following approach to manufactured wooden products will be amended as follows:

The list of what will now be categorised as Low Risk Wooden Products, within this approach can be found on the MPI website at…

http://mpi.govt.nz/importing/border-clearance/containers-and-cargo/resources/

MPI multi-use Permit numbers can also be used with selected classes of low risk products as per the Master list at the same site.

MPI remains committed to protecting and growing New Zealand and will continue to monitor these changes to ensure our borders remain fully protected from Biosecurity risks. We appreciate your input and support in driving and monitoring this protection and the improvements to our service. Please feel free to contact the team if risks or issues are identified.

Import requirements for manufactured wooden products are found in the MPI Import Health Standard “Woodware from all Countries”. http://mpi.govt.nz/document-vault/1221

Jim McLaggan

Manager Target Evaluation Team

The primary role of a supercargo is to ensure a vessel has taken maximum cargo and is loaded full and complete to the appropriate load line. A supercargo must achieve this within the vessel’s stability requirements and ensure that arrival and departure conditions are met for safe passage. Vessel operators’ and charterers’ will engage in the services of a supercargo to ensure their vessel is loaded to its capacity in order to achieve increased revenue and reduced freight costs.

The role of a supercargo is specialised and requires experience in dealing with different cargo types, one of the most important roles of a supercargo is working closely with the ship’s Chief Officer and Captain; gaining their trust and confidence in order to ensure vessels optimum stowage is achieved.

At Quadrant Pacific our supercargo team conduct regularly draft surveys which tracks and plots the weight factor throughout loading to establish the projected cargo uplift. We assist Captain and crew with deck cargo lashings and also work closely with stevedores to ensure there are no unnecessary delays to start and finish times.

For all you super cargo requirements contact

Quadrant Pacific Ltd on the following details:

Email: info@quadrantpacific.co.nz

Level 2, 138 Maunganui Road, Mt Maunganui

Phone: +64-7-575 5155

At Quadrant Pacific we represent some of the most discerning ship owners and operators from all around world. We continually strive for excellence going that extra mile for those we represent.

Attending to the needs of the vessel as directed by the Ships owners/operators and Master includes tasks such, delivering and clearing ship spares, co-ordination of vessel bunkering, arranging cash to master, ordering of provisions/stores. Vessel husbandry also includes organising ship repairs on behalf of owners - arranging surveys, painting, arranging hot work permits etc.

Dealing with ship management companies on behalf of owners for crew matters is a requirement of vessel husbandry. Requests include processing letters of invitation for crew who are joining or leaving a ship, transporting crew to and from medical appointments, airports etc.

Representing vessel owners in their dealings with government and local authorities is an important function of vessel husbandry, our knowledge of local ports as well as regulatory requirements ensures minimal delays to vessel turnaround times.

Reporting to ship owners and managers is extremely important function of vessel husbandry, at Quadrant Paific we pride ourselves in ensuring information is accurate and sent in a timely manner.

For an experienced agent to handle all your vessel husbandry needs,

please contact Quadrant Pacific on the following details:

Email: info@quadrantpacific.co.nz

Level 2, 138 Maunganui Road, Mt Maunganui

Phone: +64-7-575 5155

Last week Quadrant Pacific held the Annual Operations meeting with a focus on "Health & Safety" and "Sustainability". We were honoured to have guest speakers - Simon Bennett (CNCo's General Manager for Sustainable Development) and Dave Watkins (CnCo's Fleet Safety, Security& Development Mger DPA). It was an informative and fun filled two days. Staff were given the option to submit a video for each category

1) Health and Safety and 2) Sustainability.

See attached the Sustainability videos in order of 1st, 2nd, 3rd placings.