Hanjin’s Customer Advisory Notice

As you are aware, due to legal and financial constraints under Korean court receivership many service operations have been impacted and in many cases altered or even halted. For vessels which have been halted, we have exhausted all means to secure alternative options to complete final delivery to the final destination. To our sincere regret, we are unable to perform the intended delivery. Below is the list of halted vessels and their respective locations.

Please contact your local sales branch for additional information and we deeply apologize for the situa tion.

Full Hanjin Ship Won’t Dock Because No Plan to Leave (re: Hanjin Miami)
By Tom Hals and Jim Christie, excerpted from Reuters.com
Sept 20 (Reuters) – Failed South Korean cargo line Hanjin Shipping Co Ltd has found the money to unload a full container ship waiting outside a New York-area port. But there is another problem: once unloaded, the empty vessel may not be able to go back out to sea.
The National Retail Federation on Tuesday urged U.S. Commerce Secretary Penny Pritzker to find a way to clear up the confusion. “The impact on small and medium-sized companies could be particularly devastating if this situation is not resolved in a timely manner,” the group said in a letter.
Hanjin has the money to dock its Hanjin Miami, Federal Maritime Commissioner William Doyle, whose agency regulates international shipping, told an industry event on Friday. But the Miami is not being allowed in port because of a dispute about empty Hanjin shipping containers, which the Miami normally would load up as ballast to exit port. Without those empties, the ship “will not be able to depart the harbor because it would not have the air clearance to navigate under the Bayonne Bridge — even at a dead low tide,” said Doyle. Without a way to leave, the ship could tie up a berth.
“There are so many disputes right now attached to empty containers that the terminal is not going to load the empties back onto the ship,” Doyle said.
The Port Authority of New York & New Jersey declined to comment, as did an attorney for Maher Terminal, which operates the marine terminal in Newark where the Hanjin Miami is expected to dock.
The Hanjin Miami is currently off the U.S. East Coast, about 300 miles from New York, according to Reuters Eikon data.
Other ports also are struggling with questions of who pays for terminal charges and what to do with empty containers. The complexity increased on Monday after a South Korean judge told Hanjin to cancel its ship charter agreements and return empty vessels to their owners. In the wake of the decision by the South Korean judge, an empty Hanjin Miami may become the responsibility of Reederei NSB, which manages the ship on behalf of its owner, an affiliate of Conti Holding of Munich, according to Reuters Eikon data. A spokeswoman for Reederei and a U.S. lawyer for Hanjin did not respond to requests for comment.
Port terminals, meanwhile, have stopped accepting returns of empty shipping containers because they doubt Hanjin will pay to store them.
“The Hanjin boxes are radioactive. Nobody wants to take responsibility for them,” said Mark Hirzel, chairman of the Los Angeles Customs Brokers & Freight Forwarders Association Inc.
As containers on chassis pile up in far-flung storage lots, it has created a shortage of the trailers used to transport containers on land.
Darren Azman, an attorney for Bermuda-based Textainer Group Holdings Ltd said cargo owners and other Hanjin parties are working out an agreement that they hope will normalize the movement of shipping containers.
But U.S. retailers and manufacturers who own the cargo are caught in the confusion.
Alex Rasheed, president of Pacific Textile and Sourcing Inc, a Los Angeles-headquartered importer and wholesaler of apparel, is anxious to receive $300,000 worth of seasonal fall clothing in two containers on the Hanjin Jungil, which is waiting off the coast of Southern California.
“We’re going to start feeling the pressure unless there is some kind of resolution,” Rasheed said.
Hanjin’s bankruptcy also has U.S. exporters that were relying on the company scrambling to find alternatives, including flying goods to foreign markets at a loss, said Hirzel.
“I’ve even heard about air transport of agriculture exports,” Hirzel said. “Economically, it’s a guaranteed loser … The only reason you would do that is to meet an order to get a contract in the future.” (Reporting by Tom Hals in Wilmington, Delaware, editing by Peter Henderson and Alden Bentley)

Recent Vessel Updates
As of Wednesday, of Hanjin’s 97 container ships, 36 were waiting outside of overseas ports, according to South Korea’s finance ministry. Of the reminder, 37 had yet to unload and planned to return to Korea, and 24 had unloaded in Korea and elsewhere, the ministry said (Reuters.com)
Hanjin American – anchored near Pangkor, Malaysia
Hanjin Ami – waiting outside Yantian, China, not allowed to dock
Asian Trader – heading to Busan, South Korea, but reportedly out of fuel
Hanjin Baltimore – Arrested by World Fuel Service outside of the Panama Canal, has not been allowed to
pass through
Hanjin Blue Ocean – moving slowly to Singapore
Hanjin Boston – arrived Port Los Angeles 9/13, unloaded containers, departed 9/16, now at anchor
“But instead of going to Oakland as planned, the master asked to anchor,” said J. Kip Louttit, executive
director of the Marine Exchange of Southern California. He said Friday afternoon the ship had departed
for Oakland. (AmericanShipper.com)
Hanjin California – arrested in Sydney
Hanjin Chongqing –  headed to Busan, South Korea
Hanjin Europe – under embargo in Hamburg, Germany
Hanjin Greece – unloaded port Long Beach, now off the coast of California
Hanjin Gdynia – arrived Long Beach 9/14, expected departure 9/19 (2 days at anchor, 2 days at berth), and
sail to Tokyo (J. Kip Louttit, executive director of the Marine Exchange of Southern
California)(AmericanShipper.com)
Hanjin Harmony – waiting in the North Sea, off coast of France
Hanjin Jungil – off the coast of California
Hanjin Miami – No decision has been made about discharging cargo on the M/V Hanjin Miami.  As soon as
there is more information available, we will share that with you (Port of New York)
Hanjin Montevideo, arrested in Long Beach, “remains at anchor inside the Long Beach Breakwater and we
still have no information on future movements,” said J. Kip Louttit, executive director of the Marine
Exchange of Southern California(AmericanShipper.com)
Hanjin Netherlands – anchored near Pangkor, Malaysia
Hanjin Norfolk – Heading to Pusan, may encounter issues attempting to pass through Panama Canal.
Pacita – returned to vessel owner
Hanjin Rome – arrested in Singapore
Hanjin Rotterdam – arrested in Yantian
Sky Love – returned to vessel owner
Sky Pride – returned to vessel owner
Hanjin Sooho – arrested in Shanghai
Hanjin Switzerland – Anchored in the Red Sea, has not yet passed through the Suez Canal, and is being barred from doing so
Hanjin Vienna – arrested in Vancouver
Other Hanjin Updates
Port of Houston (PHA)
Effective immediately, the International Office of the ILA will no longer supply labor for Hanjin containers.  Until further notice, all Hanjin containers will remain on hold. Those containers that have already been released by PHA will be placed back on hold for now.  As this situation develops, we will confirm the status of these units and their payments.
Port of Norfolk
As a result of decisions made by the International Longshoreman’s Association (ILA), based on the Hanjin Shipping bankruptcy, actions are being taken along the East Coast, which will affect The Port of Virginia facilities. Please be advised of the following:
Effective immediately, no Hanjin import loads can be delivered/out-gated from any Port of Virginia
terminal.
Empty containers are not impacted by this decision.  We continue to accept Hanjin empties at the
PPCY.
This is a dynamic and evolving situation and further communication is anticipated.
You may contact our Customer Service Team at 757-440-7160, or POVCustomerService@vit.org.
Port of New York
Procedures Announcement Regarding Hanjin Cargo and Equipment
As a result of the recent news about Hanjin Shipping’s severe financial difficultly and operating status, the following procedures are currently in place in The Port of New York and New Jersey for Hanjin cargo and equipment.
Maher Terminals
All Hanjin import deliveries must be pre-paid in either cash or credit, if already established with
Maher Terminals. Please contact the Maher Terminals Hot Line at 908-527-8200 Ext 3875 for
information on the charges due.
Hanjin exports will no longer be received at Maher Terminals. Hanjin will not accept any new
bookings and any previous bookings will be cancelled. For export containers that are already
gated-in, bookings will be cancelled.  Containers should be picked up, stripped and returned to a
location designated by Hanjin.
Hanjin empty containers will also no longer be received at either Maher’s main terminal or at the
Empty Depot at Columbia.
9/16 – The International Longshoremen’s Association said Friday afternoon that it has reversed its stance, and will handle cargo from ships operated by the now insolvent South Korean ocean carrier Hanjin Shipping (AmericanShipper.com)
9/16 – Judge John Sherwood of the U.S. Bankruptcy Court in Newark, N.J. at a hearing refused to reverse an order forbidding creditors from arresting Hanjin’s ships despite the protests of fuel companies and providers of tug services (AmericanShipper.com)

Hanjin Aims to Sell More Than Half Its Ships
Sales are part of rehabilitation plan to be submitted to Korean court
Debt-ridden Hanjin Shipping Co. is working on a restructuring plan that calls for the drastic reduction of its owned fleet and returning the vast majority of the ships it charters to their owners, according to people with direct knowledge of the matter.
Despite the efforts, these people say the most likely scenario is still that the Korean operator— the world’s seventh-biggest in terms of capacity—will be liquidated, marking one of the shipping industry’s biggest failures.
Hanjin filed for bankruptcy protection last month. The South Korean government has strongly indicated it has no plans to bail out the company.
A Korean court will decide in December whether to accept the plan or let the company go under, according to court officials in Seoul.
One person with knowledge of Hanjin’s efforts to restructure said the operator is considering a number of scenarios but focusing on one that involves Hanjin keeping up to 15 of its 37 ships, and returning to owners almost all of the 61 chartered vessels. Under that scenario, which is subject to approval by the bankruptcy court, “Hanjin will emerge as a small regional operator in Asia that will move a small part of Korea’s exports,” the person said.
Hanjin didn’t return calls for comment.
Since Hanjin filed for bankruptcy in Korea in late August, dozens of its ships have been denied access to ports around the world due to uncertainty about who would pay docking fees and container-storage and unloading bills. Those ships are carrying half a million containers with cargo valued at more than $14 billion. Some of them have been seized by the company’s creditors.
The Korean carrier moves roughly 3% of containers globally and up to 10% of those shipped between Asia and Europe. Some 25,000 containers cross the Pacific daily on Hanjin ships.
About 95% of the world’s manufactured goods—from designer dresses to laptops—are moved in containers.The disruption in the supply chain comes as retailers in the U.S. and Europe are stocking their shelves for the year-end holiday season.
Hanjin confirmed this week that it had returned five of its chartered vessels to their owners. A Korean government statement on Thursday said 73 vessels were still at sea, of which 37 were being told to return to Korea. The rest were near ports but stayed out on fears they would be seized by creditors.
Hanjin’s main charterers, including  Danaos Corp., Navios Maritime Partners LP and  Seaspan Corp. with a combined exposure of more than $1 billion to Hanjin, were hoping for a last-minute intervention by the Korean government that would allow Hanjin to honor its vessel-leasing commitments. That looks less and less likely.
“Hanjin now has two alternatives: either to drastically downsize or to liquidate,” said Iraklis Prokopakis, Danaos’s chief operating officer. “We have eight ships chartered to Hanjin and five will be returned. The other three still have cargo on them so I don’t know what will happen.”
Danaos has a $560 million exposure to Hanjin.
Mr. Prokopakis said the key issue at the December court hearing will be whether Hanjin has enough cash to continue operating, even at a much smaller scale.
But with Hanjin’s main creditor, state-run Korean Development Bank, showing no intention to pump more cash into the ailing carrier, few executives in the shipping industry believe it will manage to stay in business.
“Any cash Hanjin still has will go to get its ships safely to ports and unload the cargo,” said Lars Jensen, chief executive of Copenhagen-based SeaIntelligence Consulting. “I expect them to start selling their own ships when the legal issues with creditors are settled.”
Selling the ships won’t be easy. The majority of Hanjin’s fleet are Panamaxes, which carry fewer than 10,000 containers. Such vessels are fast becoming outdated in the wake of the widening of the Panama Canal earlier this year. That expansion allows ships moving 12,000 containers or more to pass through the isthmus.
“So their only true valuable assets are four 13,000-container ships,” Mr. Jensen said. Hanjin may try to hang on to them hoping to become part of an alliance when the mess clears up, he said, “but more likely they may sell them as customers won’t want any of their cargo on Hanjin ships. The trust is gone.”
The Korean government said this week it is asking courts to protect Hanjin ships from being seized in Spain, Germany, the Netherlands, and Italy. It plans to do the same next week in countries including Australia, India and the United Arab Emirates. Such a legal protection is already in place in Korea, the U.S.,  Japan, the U.K. and Singapore, it says.
—Kwanwoo Jun in Seoul contributed to this article.

A lawyer for Hanjin Shipping Co Ltd (117930.KS), the failed South Korean container carrier, said on Thursday a U.S.-bound vessel was held “hostage” by disputes over payments, adding to the struggles in getting $14 billion of cargo off its ships stranded at sea.
“There is no clear visibility yet on what will happen with this business,” Hanjin lawyer Ilana Volkov said at a hearing, when asked by U.S. Bankruptcy Judge John Sherwood whether Hanjin was liquidating.
Hanjin, the world’s seventh-largest container line, filed for bankruptcy last month, leaving more than 100 ships and their cargo at sea and threatening to snarl U.S. freight traffic as the year-end shopping season approaches.
Some ships chartered to Hanjin have been sold and more are up for sale.
Last week, Hanjin said a Korean judge authorized $10 million to pay tug operators, ports and cargo handlers to unload four of its U.S.-bound vessels.
Since then, the Hanjin Boston, Hanjin Greece and Hanjin Gdynia have begun to unload. But the fourth ship, the Hanjin Jungil, remains at sea off the coast of California, according to the Marine Exchange of Southern California.
“We’re negotiating with every service provider and they are saying ‘I’m not going to let this ship berth,'” said Volkov at the Newark, New Jersey hearing. “My client is being held hostage.“
She told the court that the Korean court had postponed hearing Hanjin’s request to authorize another $50 million that would allow at least four more Hanjin ships to unload U.S. cargo.
As of Wednesday, of Hanjin’s 97 container ships, 36 were waiting outside of overseas ports, according to South Korea’s finance ministry. Of the reminder, 37 had yet to unload and planned to return to Korea, and 24 had unloaded in Korea and elsewhere, the ministry said.
In addition to the nine “base ports” already identified for Hanjin ships to unload, the ministry said efforts were being made for Bangkok, Jebel Ali, Kobe, Melbourne and Valencia to be available for unloading Hanjin ships.
The company was seeking stay order this week that would allow its ships to unload safely in Germany, the Netherlands, Spain and Italy, the ministry said, with more to follow.
The ministry said efforts were underway to enable unloading in New York and Singapore by this weekend.
Hanjin still has at least 10 U.S.-bound ships, although Volkov said some ships may not have picked up U.S.-bound cargo.
Cargo owners such as consumer products maker Dorel Industries Inc (DIIb.TO) and the U.S. unit of musical instrument maker Yamaha Corp (7951.T) complained they were the hostages.
They said they were forced to make additional payments to get their cargo or were forced to retrieve it from the wrong location.
“This could destroy American businesses,” said Alan Brody, a lawyer for Yamaha Corp of America.
Darren Azman, an attorney for Bermuda-based container owner Textainer Group Holdings Ltd (TGH.N), said Hanjin rejected leases on its 20,000 containers but failed to return the boxes to Asia as required.
However, the judge balked at Azman’s suggestion that Textainer could force cargo owners to pay to return Hanjin’s containers to Asia to get their goods.
“I will do whatever I can to stop you,” said Sherwood.
(Reporting by Tom Hals in Wilmington, Delaware; Addtiional reporting by TOny Munroe in Seoul, editing by Peter Henderson, Bernard Orr and Lincoln Feast)

Customer Advisory Hanjin Shipping
Dear Valued Customer,
As most customers are already aware, due to the court receivership filing in Seoul Korea, Hanjin Shipping can no longer provide intermodal service or store door delivery service in North America and all cargo must now be terminated at the marine terminal of discharge.
For cargo that was already processed as intermodal transit, the delivery will be terminated at the final rail ramp. Please urgently contact your sales representative to arrange cargo diversion for all cargo still remaining on board or in the process of discharge.
We sincerely apologize for this inconvenience however this is the fastest way for our customers to access their cargo at this time.
[Vessel Status] (HJS operated vessels)

Port of Kaohsiung Damage Related to Typhoon Meranti

Typhoon Highlights
Super Typhoon Meranti remains a Category 5 in the western Pacific Ocean.
Significant impacts from this dangerous typhoon are likely in Taiwan, the northern Philippines and southeast China.
Sustained winds were 185 mph, with gusts up to 225 mph, as of Tuesday morning, U.S. time.
BOC will continue to monitor, and update, as more information becomes available.