The contentious issue of high cube containers took centre stage at the recent Transport Forum in Johannesburg where industry called for renewed talks with the Department of Transport (DoT) on the legislation which takes effect on January 1.
From this date, the height of high cubes transported on the back of a normal transport vehicle will be restricted from 4.6m to 4.3m. Industry stalwart Patrick Corbin, a director of the International Chamber of Commerce, pulled no punches.
“What worries us in the private sector is that you have different government divisions like the DoT who simply don’t appear to be taking this issue seriously. “There cannot be legislation if the government hasn’t got the faintest idea what they’re talking about.”
Independent logistics consultant Gerard de Villiers, whose talk on the 4th industrial revolution was hijacked by the high cube issue, said that the DoT was aware of the possible consequences of the legislation and was seriously looking into it.
De Villiers however added his concern to the mix, pointing out that there would be “serious supply chain challenges if we don’t handle high cubes”. Playing devil’s advocate he asked: “If these containers have been running on our roads for so long, how come it’s a problem now?
“We cannot just switch off this element of containerisation as there are different perspectives on the matter. Let’s sit down and talk until everything’s resolved.”
Industry commentator Jim Campbell however pointed out that “industry has had almost 20 years to re-equip their fleets. Instead they’re frustrating the DoT by sitting back and hoping it will all go away”.
Corbin however maintains that it’s not as simple as that – that there are “many dimensions” to the height restriction on high cubes that haven’t been properly examined. One of these is the lack of uniformity with our SADC neighbours, highlighted in an article in the June 22 issue of FTW.
Incoming containers from SADC trucks will be exempt from the ban, fuelling fears that it could re-ignite labour tensions between local drivers and their foreign national counterparts that have led to the burning of at least 80 trucks, mainly on the N3.
This comes in the wake of a major focus on regional logistics integration.
But how do you introduce seamless integration into cross-border transport when the 30cm high cube differential could send cracks through the freight firmament?
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If these containers have been running on our roads for so long, how come it’s a problem now? – Gerard de Villiers
