MAY NEWSLETTER 2018
Welcome to the Orbit May Newsletter
We have a number of articles of interest this month and there is a focus on numerous worldwide government body changes to documentation requirements, regulations and customs clearance requirements.
These include articles from the ATO in relation to company deduction claims, China social credit codes now mandatory from the 1st June, changes to GST on low value imported goods, correct HS Codes requirements on goods being exporting to or through China, and many more.
There is a interesting article on cargo ships looking to change to diesel by 2020 and talks on trying to end unfair detention charges.
As always, please contact our office with any inquiries on the Newsletter topics.
Port Botany – Industrial Action – 29 May 2018
We have received the following advice from Port Botany stevedores in terms of industrial action scheduled Tuesday 29 May 2018:
HUTCHISON PORT BOTANY
Please be advised there will be a terminal outage on the 29th May from 0900-1400.
Extra slots will be allocated to allow for the outage.
PATRICK PORT BOTANY
Please note there will be a 4 hour MUA Stop Work Meeting next Tuesday 29th May. Consequently time zones from 0900 to 1400 inclusive will be closed,with Yard Operations resuming from 1500.
DP WORLD PORT BOTANY
Sydney update: terminal stoppage Tuesday 29 May 2018
Please note a stoppage will take place at our Sydney Terminal from 10:00am-2:00pm, Tuesday 29 May 2018.
All terminal operations will cease during this period. We will work closely with vessel operators in the event of any delays and thank you for your understanding.
New Packing Declarations Implementation
Further to the Department of Agriculture and Water Resources (the department) Import Industry Advice Notice 101-2017 – Implementation of revised Minimum Documentary and Import Declaration Requirements and Non Commodity Information Requirements Policies, we would like to remind you the department has now updated the packing declaration templates. The department has aligned the Non Commodity Information Requirements policy and the Non Commodity BICON Case with the import conditions for bamboo packaging. Bamboo packaging is now acceptable provided it is treated by an approved method prior to export or on arrival and does not need to be declared as unacceptable packaging.
The department will continue to accept packing declarations that are in the current format for consignments shipped on or before 30 June 2018. All consignments shipped on or after 1 July 2018, must be accompanied by a packaging declaration that meets the revised requirements.
Updated templates are now available on the Acceptable documentation templates webpage to enable you to advise your clients / suppliers to start using the new templates.
GST on Low Value Imported Goods
The Federal Parliament has passed law that will extend goods and services tax (GST) to low value imports of physical goods imported by consumers from 1 July 2018. Businesses that meet the A$75,000 registration threshold will need to take action now to review their business systems to ensure that they are able to comply.
- Register for GST
- charge GST on sales of low value imported goods (unless they are GST-free)
- lodge returns to the ATO.
These businesses may be merchants who sell goods, electronic distribution platform operators or re-deliverers. For goods imported in a consignment over A$1,000, any GST, customs duty and clearance charges will be charged to the importer at the border under existing processes. This new law is designed so that businesses:
- will not charge GST on a sale when GST will be charged at the border, because an item is either
- worth over A$1,000
- a tobacco product
- an alcoholic beverage
- will not need to charge GST on a sale if it is clear that multiple goods will be shipped to Australia in one consignment worth over A$1,000 – GST will be charged at the border instead.
The existing processes to collect GST on imports above $1,000 at the border are unchanged.
In summary, the reforms:
- make supplies of goods valued at A$1,000 or less at the time of supply connected with Australia if the goods are purchased by consumers and are brought into Australia with the assistance of the supplier
- treat the operator of an electronic distribution platform (EDP) as the supplier of low value goods if the goods are purchased through the platform by consumers and brought into Australia with the assistance of either the supplier or the operator
- treat re-deliverers as the suppliers of low value goods if the goods are delivered outside of Australia as part of the supply, and the re-deliverer assists with their delivery into Australia as part of a shopping or mailbox service that it provides under an arrangement with the consumer
- allow non-resident suppliers of low value goods that are connected with Australia to elect to access the simplified registration and reporting system
- prevent double taxation.
Biosecurity Imports Levy
During the conference question and answer session, a delegate strongly advised against issuing any levy against the stevedore operator with concerns that these costs would most likely be recovered against transport operators via the Vehicle Booking System (VBS). This in turn is likely to be passed down the supply chain with the addition of GST and administrative fees as witnessed with the recent introduction of infrastructure surcharges administered by the stevedores resulting in inflated costs by the time the end importer or exporters is billed.
Another conference delegate (Rod Nairn, CEO Shipping Australia Ltd) raised concerns about the fee on non-containerised sea cargo using an example of a vessel discharging 50,000 tonne of bulk liquids would be liable for a cost recovery fee of $50,000.
In response, Matthew Koval stated that these matters will be further considered as a part of a co-design process. FTA has subsequently communicated with the department putting forward a view that any form of import cost recovery against containerised cargo is best placed against the Full Import Declaration via the Integrated Cargo System (ICS) where the net cost is passed onto the shipper.
Non-prohibited Goods Without Import Permit
The Department of Agriculture and Water Resources has published Industry advice notice 33-2018 detailing how conditionally non-prohibited goods will be managed if they arrive without a required import permit. http://www.agriculture.gov.au/import/industry-advice/2018/33-2018
Who does this notice affect?
Importers of conditionally non-prohibited goods that require an import permit and agents acting on importers’ behalf.
What has changed?
From 9 April 2018, the department will no longer facilitate the clearance of conditionally non-prohibited goods that arrive without the required import permit.
Goods that require a permit, but arrive without one, including where an application is currently under consideration, will be directed for export from Australian territory or required to be destroyed in an approved manner.
Why are permits required?
The Biosecurity (Prohibited and Conditionally Non-prohibited Goods) Determination 2016 (the Determination)specifies the alternative conditions for the import of conditionally non-prohibited goods. Where there are no alternative conditions for particular goods specified in the Determination an import permit is required.
The import permit assessment and approval process, as set out in the Biosecurity Act 2015 (the Act), provides the department with control over the import of certain biosecurity risk goods through the application of conditions based on technical, scientific, administrative requirements, and the fitness and propriety of the importer and their associates.
Conditionally non-prohibited goods must not be brought or imported into Australian territory, unless the specified conditions are complied with, including holding a valid import permit if required. The Act does not provide for permits to be issued after the goods have been brought into Australian territory, and to do so is a criminal offence with a penalty of 5 years imprisonment or 300 penalty units, or both. The penalty for this offence is 10 years imprisonment and/or 2,000 penalty units if a person obtains a commercial advantage over their competitors or potential competitors. Contravening the Act can also make a person liable to a civil penalty of up to 120 penalty units.
Check if your goods require an import permit by accessing the Biosecurity Import Conditions (BICON) system. If you have goods in transit that may arrive without an import permit contact Imports to discuss your options. www.agriculture.gov.au/about/contactus
China – Regulatory Changes to China Customs Advance Manifest (CCAM) for All Inbound Cargo Imports
Please be informed that with effect from 01 June 2018 and as per the release of Order No. 56  by China Customs pertaining to changes in regulations to the CCAM, all shippers or parties with inbound cargo imports to China will be required to comply with the following additional regulatory requirements:
Additional Manifest Submission Requirements
• Submission must be made at least 24 hours prior to loading, for all vessels which are going to, via or out of any of the mainland ports in China
• Submission must also include an accurate and a total representation of all goods under the Bills of Lading (BL)
Additional Shipping Instruction (SI) Submission Requirements
|For Consignor||Company Code, Phone Number||Mandatory|
|Authorized Economic Operator (AEO) Status||Optional|
|For Consignee||Company Name||Mandatory|
|Company Code, Phone Number||Mandatory if not “To Order”|
|Contact Person’s Name and Number||Mandatory if not “To Order”|
|Authorized Economic Operator (AEO) Status||Optional|
|Notify Party’s Company Code, Phone Number||Mandatory if “To Order”|
Regulations for Importing Vehicles into Australia
A reminder to all clients Importing vehicles into Australia, that an Import Permit is required to be applied for.
An application for a Vehicle Import Approval, with all necessary supporting documentation will generally be assessed by the Department within 20 working days of receipt (including payment of the lodgement fee). This process will take longer if the necessary supporting documentation is not initially provided, if the original application is incomplete or any further information or clarification is required.
Obtaining a Vehicle Import Approval is only one step in the process of importing a vehicle into Australia. Depending on the type of vehicle, the processes may be complex, involve several organisations, and take many weeks. For an overview of the process, read the 8 steps to import a vehicle.
Permits are required for all of the following forms of vehicles.
New & Used Cars / Race/Rally car or Motorbike’s / New & Used Trucks / Motorbikes / Moped’s / Buses / Motor-homes / Trailers / Motorised Wheelchairs / Power assisted pedal cycle or motorised scooters / ATV’s / Quad Bikes / Go-Carts / Scooters / Small or mini motor-bikes / Any non standard vehicle/special purpose (eg: city utility vehicles – fire tenders, garbage trucks, sweepers, mobile cranes, mobile drilling rigs and mobile plant operators.
If you are unsure if you require a permit or have any questions, please follow the link below or contact our office for further details. https://infrastructure.gov.au/vehicles/imports/
Specific Commodity Name and 10 Digit HS Code Required for PVG Customs
As per Customs New Rules, all import transit cargo via PVG must provide the correct HS code that shows a 10 digit number. The HS code must correspond to the correct Chinese Contents. If not specific to the exact commodity, the cargo will not be prepared for transfer and Customs may reject the cargo in the future.Use this link to ensure the HS code is correct http://www.transcustoms.com/hscode/HScode_Search.asp
Customers exporting goods to China must now provide definitive cargo descriptions on all Export Bookings and Paperwork to avoid delays in Clearance & Delivery in China. Forwarders will need to be specific listing on the House Air Way Bill a detailed description including contents (IN CHINESE), also listing pieces & weight.
Infrastructure Levies on the Increase
Further to DP World Australia’s announcement In December/January to Increase their Port Infrastructure surcharge in Melbourne, Sydney and Brisbane terminals. Patrick’s have now announced they will also be increasing their infrastructure fees effective 12th March 2018.Infrastructure surcharges recover a portion of the costs that relate to:
- Capital investments already made on dedicated infrastructure that services our land-side interface operations.
- Excess charges over CPI that relate to our property and related costs, (Including rent, land tax and council rates).
- Maintenance and operational costs associated with providing our land-side interface.
The infrastructure surcharge will be applied to both road and rail transport operators for all full container movements, both Import & Export, made at the terminals. Any clients that will be affected by this increase, will be notified seperatley by a member of Orbit Logistics Sales/Management Team. In the meantime, should you have any questions, please do not hesitate to call our office.
Possible Delays at PATRICK ESD – Upgrading of Truck Grids
Patrick’s East Swanston Dock has recently announced that over the next 5 weeks, they will be conducting several projects to up-grade their gate operating system. The areas under construction will be the truck entry lanes, yard entry points and all 5 truck grids.
Transport companies may experience delays due to the changes in traffic conditions and flow, and Patrick’s ask that patience and due care on the roads would be highly appreciated over this period.
Duration: 48 Days
Commencement: 14th May 2018
Expected Completion: 30th June 2018
It Is Time to End Unfair Detention Charges
(following article posted by the Free Trade Alliance in relation to gaining support to un-fair detention charges)
Is this a familiar story?
“Sometimes, the container is pulled off the terminal to a customs-approved warehouse, which adds into the delay. The exam is completely beyond the client’s control because the container is outside of the port and yet they can get billed demurrage charges” …
As a part of our advocacy in achieving ongoing commercial reforms, Freight & Trade Alliance (FTA) and the Australian Peak Shippers Association (APSA) are proud to advise that we are bringing Commissioner Rebecca Dye of the US Federal Maritime Commission (FMC) to our shores to present at the Global Shippers Forum and ICHCA International Conference on Day 1, 10 May 2018. Commissioner Dye is leading an investigation into port demurrage, detention and free time practices at US ports. We look forward to learning more from our international colleagues and regulators on this investigation and implementation of reform to support Australian traders in combating similar unfair commercial practices. For more information and to view the full submission from the Coalition of Fair Port Practices, please click the link https://gsf-ichca.iwannaticket.com.au/event/gsf2018-ichca-asia-pacific-conference-exhibition-MTM5ODY
Backing for FMC probe into controversial demurrage and detention charges
No party in the sea freight supply chain wants to incur additional charges on a shipment caused by factors “outside of their control”, somebody has to pay: but who should it be? Online booking platform iContainers has entered the fray in the debate about quay rent and demurrage and detention (D&D) charges levied by container lines to shippers, questioning the justification and saying that carrier “transparency is definitely lacking”.
The US Federal Maritime Commission (FMC) has launched an investigation into port demurrage, detention and free time practices at US ports and has ordered carriers and terminals to provide documentary evidence to explain the workings of their additional charges. The investigation led by Commissioner Rebecca Dye started at the end of last month and followed a petition filed in January by a coalition of shippers, business associations and trucking organisations demanding that the FMC restrict the ability of ocean carriers to impose what it said were “unreasonable and unfair penalties”.
Mr Lysdal alleged: “Billing and rate levels [of D&D] skyrocketed as ocean rates took a dive years ago, resulting in plenty of situations where charges and costs are accrued for something the shipper cannot control nor have influence over.”
He continued: “For example, it’s not uncommon to encounter extra charges due to customs exams, which can sometimes take days if not weeks to complete.
“Sometimes, the container is pulled off the terminal to a customs-approved warehouse, which adds into the delay. The exam is completely beyond the client’s control because the container is outside of the port and yet they can get billed demurrage charges,” said Mr Lysdal.
However, a carrier source told The Loadstar today that shipping lines had no influence on the workings of the customs authorities and that an inspection of goods was “entirely the responsibility of the cargo owner or shipper”.
“In most cases we are simply recharging quay rent on behalf of the terminal, who will only accept us as the customer,” said the source. “Shippers should know how much free time that they are entitled to on the quayside and the box D&D charges at the time of the booking,” he argued.
“We simply cannot afford to waive these charges, with rates at such a low level,” he said, but admitted that in the past “commercial decisions had been taken” on charges for some customers. Notwithstanding the argument over who should be responsible for the charges iContainers said that it hoped that the investigation would “bring about more transparency into the types of charges and the circumstances under which they can be billed”.
It bemoaned: “Some carriers cannot even provide you with the actual amount you will be billed for until they process the invoice. This means that as a shipper, you will be stuck with knowing you have delay fees pending but not know the amount until you get hit with the invoice, which for some carriers can take six months to process.”
The FMC is asking that all stakeholders participate in the investigation and has promised an interim report on its findings and recommendations by no later than 2 September. Ms Dye said that a final report would be issued to the FMC for consideration, discussion, and vote no later than 2 December.
Maersk Sets Course for Cost-cutting Programme after Unveiling First Quarter Losses
Maersk Line will cull unprofitable services, cut capacity and reduce feedering in an urgent bid to stem losses caused by a toxic mix of low freight rates and soaring fuel costs.
The refocused Maersk Group recorded an net loss of $239m in the first quarter across its Ocean, Logistics & Services, Terminals & Towage and Manufacturing & Others business divisions.
Chief executive Soren Skou said the result was “unsatisfactory” and that “a number of short-term initiatives are being implemented to improve profitability”. For Maersk Line, chief operating officer Soren Toft added: “We have put a number of plans in place. We will implement a number of capacity reductions over the next two quarters on trades that are not yielding the desired results.”
He advised that the carrier would also reduce the amount of feedering and, instead, endeavor to channel cargo to directly served ports, while further cost-saving would involve network optimisation and empty container positioning.
Cargo Ships May Switch to Diesel Fuel by 2020
A move to curtail emissions produced by cargo ships and cruise liners could in a few years put new pressure on prices and supplies of diesel fuel. By 2020, the maritime industry is poised to shift to diesel from so-called bunker fuel. The heavy, thick fuel has been used in the cargo shipping and cruise line industry for years because it is inexpensive, especially compared to other fuels. After oil has been refined into diesel, gasoline or jet fuel, bunker fuel is what’s left over at the refinery. Effectively, it’s what’s left at the bottom of the barrel.
“It is probably about one grade better than asphalt,” said Glen Kedzie, American Trucking Associations’ energy and environmental counsel.
However, bunker fuel’s days appear numbered. In 2016, the United Nations’ International Maritime Organization directed the maritime industry to by 2020 significantly decrease sulfur emissions from ships; by that year, the allowable sulfur content in marine fuel must drop from 3.5% to 0.5% — seven times lower than it is now.
IMO, which reaffirmed the decision in November, said that the maritime industry is causing “major risks to both the environment and human health” by burning bunker fuel. The organization bills itself on its website as the “global standard-setting authority for the safety, security and environmental performance of international shipping,” and said its main role is to “create a regulatory framework for the shipping industry that is fair and effective, universally adopted and universally implemented.”
“All of those container ships and cruise lines are going to have to depend on diesel to fuel their vessels because of the sulfur requirements that are coming in,” Tom Kloza, global head of energy analysis at the Oil Price Information Service, told Transport Topics. “It wouldn’t surprise me in late 2019, or 2020, if the price of diesel per barrel is $30 or $40 above the price of crude. We’ve been fortunate it’s been $15, $20 above the price of crude, so that is kind of a coming attraction.”
According to a 2017 survey of shipping companies from investment bank UBS, 74% said they will switch to diesel, while the rest either plan to install equipment to remove sulfur or convert their ships to liquefied natural gas. The shipping industry uses an estimated 4 million barrels of fuel each day, so a major shift to diesel could put pressure on refiners, Kedzie noted.
“Can current refineries make modifications and satisfy the demands being placed upon them?” he asked. “There are so many issues here, and here you have other sources competing for a set amount of resources.”
This planned transition comes at a time when the world economy is growing and both the maritime and trucking industries are at peak capacity. Of late, demand for diesel in the trucking industry has been driving prices upward.
“If I am a diesel manufacturer in the United States and I can make more money on that selling it overseas to a maritime facility, I would do that,” trucking industry consultant Randy Mullett told TT.
With a little more than 18 months left before the maritime rule takes effect, trucking should begin planning now for the possible effect on diesel demand, Energy Information Administration spokesman Jonathan Cogan said. “We do not know how many vessels will convert to scrubbers, or LNG options. That is really the great unknown,” he said.
“The market will find a way to solve this, partly through the investments in refining and scrubbers, but also through market reactions to the price signals that arise as the more stringent regulation takes hold,” added American Petroleum Institute Chief Economist Dean Foreman.
“If you use diesel anywhere in the world, watch out for 2020,” Kloza added. “This will be one of the biggest changes for fuel in our lifetimes. There is going to be a lot of diesel — instead of going into trucks — will be pumped into ships.”
The ATO has been handed millions to chase debts, and deduction claims are back in the firing line
The recent budget included an extra $134 million for the Australian Taxation Office, which accountants warn could be partially spent to crack down on deduction claims, from workplace expenses to car travel. While the 2018 federal budget also included a range of funding for the office to crack down on black economy activities, the $133.7 million package is specifically earmarked for the tax office to take “a firm stance on tax and superannuation debts”.
This package is expected to net the budget bottom line $1.2 billion over the forward estimates by giving the ATO more resources to recover debts. Meanwhile, the office was also granted $318.5 million for “mobile strike teams” and an “increased audit presence” as it takes a new approach to its work on recommendations from the Black Economy Taskforce.
The new funding comes after months of messaging from the tax office that it will be coming down hard on dodgy claims this year. The ATO has recently signalled scrutiny on workplace-related deduction claims, travel, uniforms and laundry allowances, changes to the claims that can be made for tradie vehicles and most recently, general car-related expenses. Last week, the office confirmed it will be taking a broad focus on work-related expenses this year, but car-related claims will be at the front of the firing line. In a statement last Thursday, ATO Assistant Commissioner Kath Anderson said of particular concern are taxpayers who are claiming “private trips, trips they didn’t make, and car expenses that their employer paid for or reimbursed” as tax-deductible expenses.
In the 2016—17 financial year, Australians claimed $8.8 billion worth of car-expense deductions alone, she said. Alarm bells should be ringing for taxpayers this June, says Paul Drum, head of policy at CPA Australia. He says the extra funding in the budget is “totally related” to the ATO’s sustained messaging on a claims crackdown, and suspects that over the next six months the public will hear plenty more about the results of the tax office’s renewed focus on deductions.
“Expect to hear more about this — particularly around cars and the use of the laundry claim,” Drum says. Business owners and individual taxpayers should keep in mind that the ATO has been looking into risk areas for lost revenue and there is a conscious effort to put a dampener on the billion-dollar space that is individual deduction claims, Drum says.
“We note the Commissioner of Taxation is on the public record stating that taxpayer abuse via incorrect work-related expense claims in tax revenue terms is larger than multinational tax avoidance,” he says. ATO Commissioner Chris Jordan has even taken aim at accountants over the issue in the past few months, reflecting at a tax conference in March that data suggests inappropriate deduction claims are more common in agent-prepared tax returns than ones that individuals file on their own. In the past six months, the advice from the ATO to taxpayers has been consistent: keep your receipts; only claim for things you actually use to earn a living; and don’t put in a deduction if your employer has already covered the cost.
FAQ for Advance Containerised Cargo Loading Notices (Pre-Arrival Manifest) – SOUTH AFRICA
The Customs Authority in South Africa has announced the full implementation of the Customs Control Act, 2014. The first phase of the Reporting of Conveyances and Goods (“RCG”) project under the current Customs and Excise Act, 1964 was implemented on 20 April, 2018. In the last month, Maersk Line import team has been closely collaborating with Authority and assessing impact from the changes. We now provide you the update of the progress and customers readiness frequently asked questions
(1)What is the implementation scope?
Answer: The implementation includes the followings:
A) Advanced containerised cargo loading notices must be transmitted to customs at least 24 hours before the first container is loaded on board the vessel that will transport the cargo to South Africa
2) Advanced containerized cargo reports shall be submitted electronically in full and in the correct format
3) Applicable to export, import and transshipment cargo movements
(2) Is the pre-arrival manifest applicable to both Master and House bill?
Answer: Yes, manifest is required from both Carriers (master bills) and Clearing Agents (house bills). Maersk Line doesn’t file House bill for South African custom
(3)What is the required mandatory data when a customer submits shipping instruction?
Answer: Below mandatory data is required on the shipping instruction:
1) Vessel/Voyage/Booking number
2) Container Number
3) Cargo Gross Weight
4) Seal Number and type
5) Shipper Name
6) Shipper Address and contact details
7) Consignee Name
8) Consignee Address and contact details
9) Package number and packing type: Accurate description of package number and full description of packing type and cargo marks is required; no abbreviations are acceptable especially for packing type (for example: ‘cartons’ should not read ‘ctns’)
10) Precise cargo description of commodity or commodity code (6-digit HS code developed by World Customs Organization): it’s not acceptable for any abbreviated version of cargo description
(4) What if a customer misses one or more mandatory data on the Shipping Instruction (SI)?
Answer: In case any mandatory data is missing, the customer’s SI will be declined. In the meantime, Maersk Line will send an email to the customer explaining that customers must provide complete and accurate SI.
(5) Must a customer stick to the deadline of Shipping Instruction (SI) for shipment to/via South African ports?
Answer: Yes. Complete and accurate shipping instruction shall be submitted to Maersk Line as per stipulated deadlines (i.e. 40 hours prior to the vessel estimated arrival) or the documentation deadlines on booking confirmation.
(6)What if a customer fails to meet shipping instruction (SI) submission deadlines?
Answer: In order for Maersk Line to comply with regulatory requirement of South Africa, failure of providing complete and accurate shipping instruction under deadline would lead to failure of cargo being loaded to the intended vessel.
(7)Will a customer be reminded to submit Shipping Instruction (SI) for South African shipment?
Answer: Yes. SI notification will be sent to customer respectively for reminder when SI is missing.
(8) Is there any penalty for non-compliance?
Answer: As South African authority has to drive electronic submission compliance, it will be obliged to impose penalties for non-compliance as part of its consequence management process. As a result, penalties for non-compliance may be imposed from 1st August 2018.
(9) Can manifest be amended after submission?
Answer: For amendment, Maersk Line has not received any risk elements or process and timelines from South African Customs in this regard and will communicate to the market as soon as we receive more information.
TRADE NOTICE – China – Unified Social Credit Code (USCC)
All shipments arriving (ATA) China ports on 1st June 2018, it will be mandatory for the import manifest data to show, the Unified Social credit Code (USCC). This 18 digit USCC code (including numbers and letters) is to replace the old Business Registration number and Tax (Payer) Identification Number.
Please ensure the new requirement is complied with to ensure smooth custom clearance in China. Thank you for your ongoing support. Please do not hesitate to contact our local Customer Service team if you have further questions.
Orbit Staff Updates
This month, Orbit Logistics welcomes aboard Jack Haddad. Jack commenced with Orbit on the 17th April as Orbit’s National Client Relationship Manager. Jack has held Senior Sales positions at Seko Logistics and UPS, and other leading Forwarders. Jack possesses a high level of Sales knowledge, and is an individual who brings a wealth of experience and energy to the Orbit Team. He will play a major role in the Business Development of Orbit whilst also maintaining current client relationships.
Please contact our office should you wish to talk with Jack.
National and Public Holidays around the world for June
Day Date Country Holiday
Friday 1st June Indonesia Pancasila Day
Monday 4th June New Zealand Queen’s Birthday
Monday 11th June Australia Queen’s Birthday
Thur/Fri 14th/15th June Indonesia, Singapore Idul Fitri Day 1 & 2
Friday 15th June Malaysia Hari Raya Puasa Day
Monday 18th June China & Hong Kong, Taiwan Dragon Boat Festival
Sunday/Monday 1/2nd July Canada Canada Day