Monthly Archives :

October 2020

Shows how Drones will be implemented in warehouses

Future of Warehousing

Future of Warehousing 2560 1535 tgl_editor

What will the future of warehousing look like?

Warehousing and logistics, an industry with complex operations is in need of flexible and innovative solutions. Currently many in the world of warehousing are jumping at the chance to upgrade their warehouses to make them more efficient and digitised. Amazon, XPO Logistics, and Alibaba are major powerhouses that have successfully deployed innovative technologies achieving the future of warehousing.

Here are some innovations that are in practice and some that are predicted to be implemented in the near future of warehousing.

Robotics and Cognitive Computing

With robotics and cognitive computing already taking centre stage at major companies namely Amazon and Alibaba – they are already carrying out 70% of all tasks. AGV’s (Autonomous Guided Vehicles) are now used as potential substitutes for forklifts and are revolutionising the way cargo is transported inside the warehouse. Drones are set to disrupt warehousing as well, as they have the ability to locate cargo fast and efficiently with sensors, cameras, barcode scanners, and RFID (Radio-frequency identification) technology. Therefore, drones will be able to manage inventory in one-third of the time currently needed. Cognitive computing is currently able to efficiently optimise robotics in real-time in the form of decision engines, decision logic, computer vision systems, and transportation execution system.

Predictive Maintenance

A range of technologies is impacting the traditional idea of maintenance. Maintenance has long been a passive, reactive process of waiting for the machine to break to then fixing it. Today a mix of technologies are allowing organisations to gain unprecedented insight into the lifecycle of products, components and even materials. Technologies such as enterprise asset management, digital twins, sensors, RFID tags, smart supply chains, and artificial intelligence are allowing warehouses to operate more efficiently. Warehouses around the world are increasingly adopting proactive maintenance processes eliminating costly and time-consuming equipment failures.

Warehousing on Demand.

An emerging trend from the need for greater warehouse flexibility to accommodate temporary demand for additional capacity. On-demand warehousing enables companies who have already built warehousing to handle their peak season demands. In addition, they are able to monetise their unused space during quieter times of the year.

Flexe and Stowga are start-ups that have created apps and cloud platforms that allow warehouse owners to lease out space, and potential clients to rent that space on-demand over periods that range from days and months. Similarly, this can help regenerate brownfield sites and unused buildings, in the same way that Airbnb has for personal accommodation.

Real-Time Inventory Management.

The current state of commerce is creating heavy pressure on warehouse managers for more efficient inventory management. Automation identification systems such as smart sensors, RFID, GPS, etc., can not only provide end-to-end visibility of inventory but also operational intelligence through the data that these sensors collect. In conclusion, these will optimise inventory management while making warehouses safer with increased visibility.

Warehouse Automation.

Warehouse automation is a present reality and one that is also a part of the future of warehouse automation. Automation and robotics can simplify the performance of manual tasks in a more efficient and cost-effective way. With the introduction to AI in warehousing, robotics will become more human-like in aspects of memory, sensing, skills, and affinity for learning. Advanced sortation systems are already being leveraged due to them providing faster unit and parcel sorting. For example, applications such as direct to consumer order fulfilment, retail or even return processing, can be used. Automation is one indispensable aspect which warehousing is unlikely to survive in the future without.

Sources.

https://www.supplychaindigital.com/logistics/future-logistics-warehouses

https://www.logisticsmgmt.com/article/the_warehouse_of_the_future

https://articles.cyzerg.com/warehouse-digitalization-the-future-of-warehousing

https://www.forbes.com/sites/stevebanker/2020/07/31/automation-is-the-future-of-warehousing/#5e32e71130f4

11 Incoterms

Do you know all 11 Incoterms?

Do you know all 11 Incoterms? 2560 1706 tgl_editor

Do you know all 11 Incoterms?

The 11 Incoterms 2020 stand for the International Commercial Terms. They cover a wide range of responsibilities and obligations that both the seller and buyer have, including:

  • Which party is responsible for the difference in costs during the whole transportation and operations process?
  • Where goods are to be picked up and transported to
  • Who bears the risk in a case of lost or damaged goods at any specific point in the cargo’s journey?
  • Which party is responsible for the loading and unloading of the goods
  • Which party arranges to unload and pay for inspections of the goods.
  • Who is responsible for producing documentation, submitting as well as exporting and importing customs entries, or arranging the export/import licenses, as well as a range of other contractual obligations.

The following is a brief overview of each of the 11 Incoterms. 7 of which are for any mode of transport.

Rules of any mode or modes of transport

EXW (EX Works)
  • Ex-works is when the seller places the goods at the disposal of the buyer at the named place (i.e., seller’s premises, work, or warehouse, etc.).
  • The seller does not need to load the goods on any collecting vehicle. Nor does it need to clear them for export, where such clearance is applicable.
FCA (Free Carrier)
  • The seller delivers the goods to the carrier or another person nominated by the buyer at the seller’s premises or another named place.
  • The parties are well advised to specify as explicitly as possible the point within the named place of delivery, as the risk passes to the buyer at the point.
CPT (Carriage Paid To)
  • The seller delivers the goods to the carrier or another person nominated by the seller at an agreed place.
  • The seller must contract for any pay the costs of carriage necessary to bring the goods to the named place of destination.
CIP (Carriage and Insurance Paid To)
  • The seller has the same responsibilities as CPT. In addition, contract for insurance cover against the buyer’s risk of loss of or damage to the goods during the carriage.
  • The buyer should note that under CIP the seller is required to obtain insurance only on minimum cover. Should the buyer wish to have more insurance protection, it will need either to agree as much expressly with the seller or to make its own extra insurance arrangements.
DPU (Delivered At Place Unloaded) – (Replaces Incoterm 2010 DAT)
  • DPU replaces the former Incoterm DAT (Delivered At Terminal). The seller delivers when the goods, once unloaded are placed at the disposal of the buyer at a named place of destination.
  • The seller bears all risks involved in bringing the goods to and unloading them at the named place of destination.
DAP (Delivered at Place)
  • The seller delivers when the goods are placed at the disposal of the buyer on the arriving means of transport ready for unloading at the named place of destinations.
  • The seller bears all risks involved in bringing the goods to the named place.
DDP (Delivered Duty Paid)
  • The seller delivers the goods when the goods are placed at the disposal of the buyer, cleared for import on the arriving means of transport ready for unloading at the named place of destination.
  • The seller bears all the costs and risks involved in bringing the goods to the place of destination. They must clear the products not only for export but also for import
  • The seller has to pay any duty for both export and import and to carry out all customs formalities.

Rules for sea and inland waterway transport

FAS (Free Alongside Ship)
  • The seller delivers when the goods are placed alongside the vessel (e.g., on a quay or a barge) nominated by the buyer at the named port of shipment.
  • The risk of loss of or damage to the goods passes when the products are alongside the ship. The buyer bears all costs from that moment onwards.
FOB (Free On Board)
  • The seller delivers the goods on board the vessel nominated by the buyer at the named port of shipment or procures the goods already so delivered.
  • The risk of loss of or damage to the goods passes when the products are on board the vessel. The buyer bears all costs from that moment onwards.
CFR (Cost and Freight)
  • The seller delivers the goods on board the vessel or procures the goods already so delivered.
  • The risk of loss of or damage to the goods passes when the products are on board the vessel.
  • The seller must contract for and pay the costs and freight necessary to bring the goods to the named port of destination.
CIF (Cost, Insurance, and Freight)
  • The seller delivers the goods on board the vessel or procures the goods already so delivered. The risk of loss of or damage to the goods passes when the products are on the ship.
  • The seller must contract for and pay the costs and freight necessary to bring the goods to the named port of destination.
  • The seller also contracts for insurance cover against the buyer’s risk of loss of or damage to the goods during the carriage.
  • The buyer should note that under CIF the seller is required to obtain insurance only on minimum cover. Should the buyer wish to have more insurance protection, it will need either to agree as much expressly with the seller or to make its own extra insurance arrangements

Sources:

https://www.koganpage.com/article/master-the-11-incoterms-rules

https://fulfillrite.com/blog/11-incoterms-and-why-you-should-know-them/

https://internationalcontracts.net/contract/11-incoterms-en

TGL reports on the waterfront industrial action at Sydney's Port Botany and the surcharges currently impacting all partners.

Patrick Terminal withdraws FWC application

Patrick Terminal withdraws FWC application 2560 1709 tgl_editor

The Maritime Union of Australia (MUA) has committed to the Fair Work Commission (FWC) to not organise or notify of any industrial action against Patrick Terminals before 1 December 2020.

Both parties, Patrick Terminals and MUA, have mutually agreed to meet for three days each week before this date in an effort to negotiate on the new enterprise agreement.

Given this agreement, Patrick Terminals has withdrawn its application to the FWC as of Friday 23 October 2020.

Patrick Terminals says “Given the commitment from the MUA to both withdraw their protected industrial action and make undertakings to not organise or notify any industrial action before 1 December 2020, Patrick Terminals’ has withdrawn its application from the FWC.”

For some background context, Patrick Terminals had lodged an application to the FWC seeking to suspend or terminate the campaign of protected industrial action organised by the MUA. This matter was set to be heard by the FWC across a two-day hearing on the 26 and 27 October 2020.

Looking to the future, Patrick terminals says “Our focus continues to be to clear the backlog of container cargo in Sydney and Melbourne as a result of the MUA industrial action and work towards resuming normal operations,”

“We can confirm that our Brisbane and Fremantle Terminals are operating as normal. Delays in Melbourne have reduced to approximately 5 days.”

“Delays in Sydney are also reducing as a result of shipping line customers removing the Sydney port call from their shipping service.”

We will continue to monitor the landscape and provide updates where necessary.

TGL  Team

FTA and CTAA urge for immediate blanket extensions on all container detention's from international shipping lines to compensate for the current Australian logistics market.

Industry Bodies call for Container Detention Exemption

Industry Bodies call for Container Detention Exemption 2560 1260 tgl_editor

The Freight and Trade Alliance (FTA) and the Container Transport Alliance Australia (CTAA) have called for a blanket exemption effective immediately to ease many operational issues currently impacting the Australian Logistics market.

Following the intense industrial action at Port Botany, port congestion surcharges, increased freight rates, poor weather, and the scarcity of containers in major Asian ports, the FTA and CTAA are requesting action to assist Australian businesses in recovery.

The FTA and CTAA said “The exorbitant surcharges and container detention penalties being levied by international shipping lines are unduly impacting Australian businesses faced with a deep economic recession.”

Rather than offering compensation to their clients, due to the backlog of empty containers clogging the container parks and with no capacity to fit more, shipping lines are continuing to impose container detention penalties for failing to return the empty containers in the contracted period.

The FTA explains they have been inundated with examples from members explaining shipping lines declining their requests for container extensions.

With many lines assessing their clients on a ‘case to case’ basis the FTA says this is “no longer satisfactory” as the current environment is impacting every sector in international sea freight.

Paul Zalai, Director FTA and Secretariat APSA says it is time for a blanket waiver of container detention penalties in Port Botany until such time as shipping lines can evacuate sufficient containers to ease congestion.

“It is time for international shipping lines to stand up and be a part of the solution and not use this predicament as a means of recovering operating costs to sustain record profits.”

“These shipping line imposed fees are clearly being used to cover the consequences of poor planning, operational inefficiency, and strategic inertia in the knowledge that ‘the customer will pay’.” Zalai said.

TGL will continue to monitor the landscape and provide updates where necessary.

TGL Team

Hutchison’s Stop Work & Patrick Terminal Update

Hutchison’s Stop Work & Patrick Terminal Update 150 150 tgl_editor
Hutchinson Update

Further industrial action is taking place at Hutchison Port Botany as of tomorrow 23 October 2020. With a “Stoppage of work for 24 hour duration, commencing at 6:00hrs, on Friday 23 October 2020.”

We will continue to follow this situation closely and provide updates where necessary.

TGL Team

Patrick Update

On 2 October 2020, the Fair Work Commission enforced temporary suspensions on the Protected Industrial Action campaign by Patrick employees. These orders remain in place until the hearing of Patrick Terminal’s application to terminate or suspend industrial action on the 26 & 27 October 2020.

We will continue to monitor the landscape and provide updates where necessary.

TGL Team

TGL reports on the waterfront industrial action at Sydney's Port Botany and the surcharges currently impacting all partners.

Port Botany Surcharge Update

Port Botany Surcharge Update 2560 1709 tgl_editor

Sydney’s Port Botany terminal is still under fire following a chaotic period of industrial action, adverse weather, and operational events.

The current scenario has resulted in delays in scheduled vessel arrivals at DP World Australia of up to 10-14 days and Patrick Terminals being 21 days. 

Due to these delays, some shipping lines have ‘blanked’ sailings, by-passing Sydney and in some cases stopped taking bookings all together.

Although the stevedores at Port Botany terminal are still experiencing delays, the NSW Ports CEO, Marika Calfas, said in the NSW Ports Update that Port Botany is now experiencing “Good productivity and capacity improvements” due to the recent suspension of the industrial action.

As there is now an improvement in the port delays, it is questionable as to why shipping lines are still charging a ‘Port congestion’ surcharge to their customers.

The surcharges are ranging from USD 285 to 350 per TEU.

The latest surcharge was implemented in early September as a temporary measure to overcome shipping line costs associated with poor productivity at the port.

Shipping lines then proceeded to explain that they were facing extensive waiting times anchored off the port (estimated to cause $25,000 per day in direct costs) which was subsidised by the surcharge.

They explained that other unbudgeted items including the management of additional transhipments, higher fuel costs, equipment costs, and lost opportunity costs were also the reason behind the surcharge.

Currently, there are no queues of shipping vessels anchored off Port Botany.

Noting the above, the Freight and Trade Alliance (FTA) has requested further detail from shipping lines to understand what the surcharge is specifically covering, how many vessels are actually anchored across Australia or are slow steaming to Sydney, and whether shipping lines are seeking compensation from stevedores and if so, why are they also penalising exporters, importers and freight forwarders. 

We will continue to monitor the landscape and provide updates where necessary.

TGL Team

TGL reports of the Port of Melbourne's 30year Port Development Strategy & It's impact on the Australian logistics market.

Port of Melbourne’s strategy that will take them into 2050

Port of Melbourne’s strategy that will take them into 2050 2560 1708 tgl_editor

The Port of Melbourne has released a 30 year Port Development Strategy 2050 with the CEO, Brendan Bourke describing it as a “Comprehensive plan for the future”.  

Mr Bourke said the Covid-19 environment has proven the essential role played by the port in the global economy and the critical role of the port in delivering goods to Victorians and Australians.

“It’s vital that we all stay focused on the bigger picture – delivering the right infrastructure and operating environment to drive efficiencies in the supply chain so that we can continue to play our role in the state’s economic future,” Mr Bourke said.

Port of Melbourne is implementing measures for managing projected growth in population and freight volumes by investing in 10 infrastructure projects that will help to support this growth.

New infrastructure such as the Port Rail Transformation project, which is already underway, will play a key role in assisting in the management of these growth demands.

Mr Bourke said “Moving containers by rail will help get trucks off local roads, particularly in the inner-west of Melbourne.”

To address any public needs or concerns for the Port in the 2050 strategy, the Port of Melbourne released a draft that allowed more than 100 stakeholders to participate in engagement projects.

Stakeholders from the logistics industry, government and community sectors participated to input their thoughts and concerns for the Port, which has been used to further develop the 30 year strategy.

“As a city port, it is important we maintain port buffers, and work with the community to minimise impacts on residents. This is a complex task as the port must be able to operate 24×7 to ensure we remain a competitive port, and continue to provide the vital imports and exports that our city and state require.” Mr Bourke said.

The strategy focuses on all aspects of the port such as the port waters, land and facilities and landside transport with a revision scheduled for every 5 years to upkeep current trends, additions and global changes.

The strategy report addresses topics such as infrastructure developments, the ports contribution to economy, landside transport network connections, sustainability and environmental responsibilities.

To understand more about the future developments of the Port of Melbourne, read the full Port Development Strategy 2050 report.

TGL Team

TGL summaries the NSW Ports Status Update

NSW Ports Status Update

NSW Ports Status Update 2560 1709 tgl_editor

Update as of 9 October 2020.

Throughout the Covid-19 pandemic, almost every sector within the Australian economy has been impacted.  More specifically, the Australian supply chain and logistics industry have shown resilience in keeping up with the many changes it has been thrown. Port Botany and Port Kembla have demonstrated their importance as the key trade gateways for Australia servicing the state of New South Wales (NSW).

However, in recent weeks Port Botany’s container terminals have experienced significant delays. These delays have affected capacity, productivity, reliability and cost throughout the NSW container supply chain market.

Marika Calfas, CEO of NSW Ports, provides an update on the NSW Port’s most effected with regards to congestion and backlogs.

The NSW Ports welcomes the suspension of protected industrial action from the Maritime Union of Australia (MUA) on Patricks and DP World and continues to support them whilst all parties enter an enterprise bargaining agreement.

Ms Calfas said “It is critical that these agreements are finalised without further industrial action, to ensure our ports and supply chains continue the efficient flow of goods to support NSW and Australia.”

Following the suspension of industrial action at DP World and Patrick Terminals, shipping scheduled remain off window at all ports and may take many months to be restored.

Ms Calfas explains that all containers scheduled to be handled at Port Botany in September will now be handled in October and November. However, due to the suspension of the industrial action there have been improvements at the Port in productivity and capacity.

The current status of the Port is:

  • There is 1 container vessel waiting to enter Port Botany, 2 container vessels approaching the boarding ground, and 6 container vessels at berth. Some vessels have changed the order of their port calls to minimise waiting time.
  • There are 4 vessels that are still scheduled to omit Port Botany, with no new omissions announced in the past week.
  • DP World Australia and Patrick Terminals have more cranes in operation and greater throughput through their terminals.
  • DP World and Hutchison are permitting shipping lines to exceed proforma window exchanges, by agreement, to assist with the evacuation of empty containers. The trade-off being a 1-2 day delay to berth at the terminal at the present time. 
  • In terms of clearing the ‘backlog’ of vessels and containers at Port Botany, we understand that DP World Australia will have cleared the backlog within the next 10-14 days and Patrick Terminals is experiencing up to 21 days delay in scheduled vessel arrivals. 
  • There are containers that have been delivered, or are en-route to Port of Melbourne, and will need to be transhipped to Port Botany.  We understand that process could add up to 3-4 weeks.

The three major stevedores at Port Botany are Patrick Terminals, Hutchinson and DP World Australia.

For more information on the update on the NSW Ports, please read here.

We will continue to monitor the landscape and provide updates where necessary.

TGL Team

TGL summarises the Australian 2020/21 Budget with its impact on the logistics industry and its workers.

Australian 2020/21 Budget & it impacts on Logistics

Australian 2020/21 Budget & it impacts on Logistics 722 274 tgl_editor

The Australian 2020/2021 Budget announcement brings positive changes to the working Australians despite the trillion-dollar debt the country faces due to the impacts of Covid-19.

With many alterations in the budget accounting for our national workforce, maternity cover,  health services, infrastructure, business owners, the environment, and tech, it is important to understand how the new budget will impact the logistics industry and its workers.

A commitment to make trade simpler was a key theme announced in the 20/21 budget. With a focus on simplifying measures to assist our agriculture exporters and continue the development of the anticipated single window trade system. Also due to Covid-19, the International Freight Assistance Mechanism (IFAM) has also been extended.

Below provides a summary of the key developments with direct relation to the logistics industry.

SIMPLIFYING TRADE

A number of measures were announced that will assist in simplifying the trade process:

  • $7.8 million to reduce compliance complexity for Australian business
  • $12.8 million over two years from 2020-21 to develop a new border intervention model for sea and air cargo
  • An extension of the Trusted Trader Scheme for a further 3 years. The Government has forecast that this measure will reduce revenue by $7.5 million over 3 years.  It is not immediately clear why deferring duty should result in a reduction of, and not simply a deferral, of revenue.

The Government said “Setting the foundations for a Trade Single Window is an important part of this work and will build on reforms of trade regulations and processes to make it easier for businesses to integrate into global supply chains.”  It is noted that currently, 28 agencies regulate trade at the border, applying more than 120 pieces of Commonwealth regulation.  For most traders, it would be enough if the Australian Border Force and the DAWE streamlined their border activities.

INTERNTIONAL FREIGHT ASSSITANCE MECHANISM (IFAM)

The Australian Government announced it is committing an additional $317.1 million in funding to the IFAM support mechanism and has planned to extend to 30 June 2021.  This initiative will continue to keep Australian farmers in business by ensuring they can get their high-quality produce into key export markets and that they stay connected with their overseas customers, and ensure access to vital imports including medical supplies. Due to the collapse of passenger flights, this has left a huge hole in air freight availability, so an extension of the IFAM is necessary to continue the smooth flow of trade.

WASTE EXPORT BAN

The Government has provided funding to support the ban of certain types of waste from 1 January 2021.  The Department of Agriculture, Water, and Environment (DAWE) will be responsible for administering a licensing and declaration scheme to enable the export of waste materials. It must be demonstrated that sufficient processing has occurred prior to export to prevent harm to the environment or human health overseas. Therefore decreasing the amount of avoidable excess waste.

DIVERSIFYING TRADE

The Government has previously hinted at a need to be less reliant on Chinese trade and has committed $6.6 million to “expanding and diversifying trade”. How this will occur has not been stated, but the Government has not been subtle in linking the measure with the free trade negotiations with the EU and the UK.  Related to this, the budget estimates continue to make provision for a Free Trade Agreement with India and the conclusion of the Regional Comprehensive Economic Partnership.

For those waiting for a duty free European car, 2022-23 could be the year, with duty on passenger motor vehicles expected to fall from $340 million on 21/22 to $100 in 22/23.

UPGRADES TO AGRICULTURAL EXPORT TRADE SYSTEMS

The Australian Government will invest $222 million over four years in modern agricultural export trade ICT systems. The Government hopes that the funding will reduce the impact to trade from system outages and reduce the regulatory burden on exporters.  There will also be $106 million over four years into the targeted regulation of exported goods.  Much of the funding will be to take into the digital age an export approval system that is still in many instances paper-based.

LOOKING INTO THE FUTURE

All partners in the supply chain can expect steady volumes over the next year.  While exports and imports are expected to each fall by 9%, these decreases are caused by large falls in the import and exports of services, such as education and tourism. The trade of goods should remain steady, especially for the end of 2020 with the lead up to the festive season. However, it’s largely guesswork as there has probably never been a harder time predicting the future economic performance of our key trading partners.


An overview of the major budget development areas on a national level.

INFRASTRUCTURE

Directly impacting domestic freight services within the logistics industry, the Australian government is allocating a total of $10 billion dollars to the redevelopment of major infrastructure areas to keep Australia running smoothly. This $10b is directed towards:

  • $7.5 billion in road and rail projects spread across all states and territories.
    • Around $3b of this will be used to fast track major road projects throughout all states, decreasing the overall travel time and improvements to the road quality and safety. To read more about which specific projects are fast-tracked, click here.
  • $53 million in gas infrastructure
  • $211 million provided for Australia’s domestic fuel security.
TECHNOLOGY

To assist in tracking and online services within the logistics industry, the allocations for national technology  are impressive:

  • $4.5b NBN upgrade will replace copper lines and older hardware
  • $29.3 million for 5G trials in industries including agriculture and manufacturing
  • $1.67b for cybersecurity
  • $260m for digital identity system for businesses
  • $3bn compo scheme “for damage caused” by our national space program
ENVIRONMENT

With sustainability and environment health being a major trend in logistics currently, the Australian government are listening to its citizens by becoming a more ecofriendly nation.

One allocation of the budget that could directly impact all areas of freight is the $1.9 billion dollar funding to support low emissions and renewable technologies, helping to lower emissions and address climate change. This could drive change in fuel types, air traffic, shipping lines, and sustainable alternatives for domestic freight.

Another that could directly impact sea freight imports and exports is the $47.4m that is being spread over four years for ocean health. This allocation of the budget could see actions for cleaning up the ocean and our beaches but also the frequency of cargo ships, fuel types, and sustainable ports.

TGL continues to support our trade partners by assisting wherever possible and providing information when requested.

We will continue to monitor the Australian 2020/2021 budget landscape and provide updates where necessary.

TGL Team

Australian Khapra Beetle Update

Australian Khapra Beetle Update 150 150 tgl_editor

Update as of 17 September 2020

This notice affects Australian importers and overseas exporters of high risk plant products sent via international mail (including express mail services).

The Department of Agriculture, Water and the Environment (DAWE) will commence Phase two of urgent actions to address the risk of Khapra Beetle on high-risk plant-products that are hosts of this pest.

As of mid October, the following list of high risk plant products will not be permitted entry from any country into Australia within mail articles or baggage carried by international travellers:

Rice (Oryza sativa)
Chickpeas (Cicer arietinum)
Cucurbit seed (Cucurbita spp.; Cucumis spp.; Citrullus spp.)
Cumin seed (Cuminum cyminum)
Safflower seed (Carthamus tinctorius)
Bean seed (Phaseolus spp.)
Soybean (Glycine max)
Mung beans, cowpeas (Vigna spp.)
Lentils (Lens culinaris)
Wheat (Triticum aestivum)
Coriander seed (Coriandrum sativum)
Celery seed (Apium graveolens)
Peanuts (Arachis hypogaea)
Dried chillies/capsicum (Capsicum spp.)
Faba bean (Vicia faba)
Pigeon Pea (Cajanus cajan)
Pea seed (Pisum sativum) Fennel seed (Foeniculum spp.)

The following exclusions apply: goods that are thermally processed that are commercially manufactured and packaged such as retorted, blanched, roasted, fried, boiled, puffed, malted or pasteurised goods, fresh vegetables, commercially manufactured frozen food and frozen plant products or oils derived from vegetables or seed.

The DAWE explains the Khapra beetle is a significant thread to Australian plat industries, including the grain export industry. Khapra beetle destroys grain quality making it unfit for human or animal consumption. Stored products also become contaminated with beetles, cast skins and hairs from larvae which can be a human health risk.

And continues to note if the Khapra beetle enters Australia it would have significant economic consequences. An outbreak could cost Australian 15.5billion over 20 years through revenue losses arising from damaged grain in storage from exports.

The global spread of Khapra beetle is increasing and it is being detected on a wide range of plant products and as a hitchhiker pest on containers from places the beetle is not known to occur.

For all high risk plant products that are imported, the Phase 2 urgent action is enforced by the DAWE to further mitigate the risk of the Khapra beetle entering Australia

Please contact our solutions specialist for how this action from the DAWE impacts your business and importing.

We will continue to monitor the landscape and update where necessary.

TGL Team

  • 1
  • 2
Back to top