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This publication, headed “Port of London Authority Charges 2025,” takes effect on January 1, 2025, and will remain in effect until replaced. It contains the announced rates and charges for services the Port of London Authority supplies. It replaces the costs outlined in the publication “Port of London Authority Charges 2024,” which will expire on and after January 1, 2025. The regulations governing the charging and collecting of dues are outlined in “Port of London Authority Charges Terms and Conditions 2025” (“the Regulations.”
Overview of UK Port Charges in 2025
These Regulations specify the conditions under which the Port of London Authority’s (PLA) facilities and berths may be used. The Regulations further specify the conditions under which payments are due to the PLA and the accountability for those payments. The PLA’s rights and powers under these Terms and Conditions are in addition to, not in substitution for, the rights and powers conferred by statute, the Port of London Act 1968 (as amended), the PLA’s Byelaws, and the Directions, each of which takes importance over these Terms and Conditions in the event of any inconsistency.
Statutory Basis for Charges The PLA has a number of statutory rights to impose charges, including but not limited to:
Ship, passenger, and goods duties Section 26(2) of the Harbours Act 1964 grants the PLA the authority to impose “ship, passenger, and goods dues” as they see proper. Section 31 of the same Act allows the Secretary of State for Transport to object to this power. The PLA has an additional right to levy such dues as it thinks fit in respect of ‘any dracone or floating dock, crane rig, drilling rig, or other floating plant (not being a’ship’ within the more profound significance of the 1964 Act) that comes into or leaves the Port assigned in it by section 21(1) of the capital of London Act 1968.
Section 31 of the Harbours Act 1964 additionally grants the Secretary of State for Transport the discretion to oppose this power.
4 Non-payment of charges Section 39 of the Port of London Act 1968 allows the PLA to recover charges owed to it about a vessel by distraint and sale of the vessel and its appurtenances, as well as goods by prison and sale of the goods or any other goods within the Port is connected to the person/s liable for payment of the dues.
Other charges (excluding pilotage charges)
The PLA has a number of extra charging rights outlined in the local harbor legislation that applies to it, including the ability to charge for anything done or given by them under Section 21(2) of the Port of London Act 1968. There is no statutory right to protest such charges. However, Section 27 of the Harbours Act of 1964 requires that they be reasonable.
Pilotage Charges
Section 10 of the Pilotage Act 1987 grants the PLA, as Competent Harbour Authority (CHA), the authority to charge pilotage charges. Section 31 of the Harbours Act 1964 (as modified by section 10 of the Pilotage Act 1987) allows the Secretary of State for Transport to object to this power. The PLA reserves the right to design the sequence of pilotage/non-pilotage moves as instructed by the Harbour Master, taking into account ship size, tide conditions, and pilot availability. Items in this Appendix are subject to change and amendment at any moment.
How higher port charges affect cargo shipments to Pakistan
“The port charges range between $50,000 and $100,000 per ship, depending on the size of the ship and the number of days it spends downloading or uploading cargo at a port in the country,” said Pakistan Ship’s Agents Organization (PSAA) Chairman Mohammed Rajpar after attending the first meeting of the cabinet-appointed committee to rationalize port charges.
Port dues, pilotage in and out, pilotage charges, ship berthing, and storage are some of the most important port charges.
Freight costs have risen by 700% worldwide as a result of abnormal import growth following the reopening of global markets following COVID-19 pandemic-related lockdowns, according to previous reports.
According to reports, regional and international corporations have formed a cartel to impose unnecessarily high freight costs in an attempt to profit from the post-Covid situation. Pakistani exporters pay shipping companies $5-6 billion in foreign freight rates.
Rajper, on the other hand, said that the unusual spike in freight prices was a one-time occurrence unrelated to port expenses. They are two distinct things, he explained.
Rajper stated that the administration intends to rationalize port tariffs to facilitate corporate transactions. It is important to highlight that the actual price of doing business in the country has risen since the government raised power tariffs to meet the IMF’s $6 billion loan terms.
Future outlook
“During the discussion, options for rationalizing port charges in contrast to regional ports were discussed. To achieve ultimate port charge rationalization, all stakeholders may be required to lower charges. It would only be achievable if the available circumstances in both the ports and shipping sectors were considered equally,” according to a news release published by the Karachi Port Trust (KPT).
Rajper went on to say that the next stage is to collect relevant data and information to analyze how and from which headings the port charges might be rationalized, for which the panel will continue to meet.