Global Terminal & Container Services, Inc. v. New Jersey Division of Taxation

9 N.J. Tax 152
CourtNew Jersey Tax Court
DecidedMay 13, 1987
StatusPublished
Cited by5 cases

This text of 9 N.J. Tax 152 (Global Terminal & Container Services, Inc. v. New Jersey Division of Taxation) is published on Counsel Stack Legal Research, covering New Jersey Tax Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Global Terminal & Container Services, Inc. v. New Jersey Division of Taxation, 9 N.J. Tax 152 (N.J. Super. Ct. 1987).

Opinion

LASSER, P.J.T.C.

Taxpayer, Global Terminal & Container Services, Inc. (Global), contests deficiency tax assessments imposed by the Director of the Division of Taxation pursuant to the New Jersey Sales and Use Tax Act, N.J.S.A. 54:32B-1 et seq., on (1) charges for the temporary storage of empty marine-cargo, containers at dockside, contending that such charges are exempt as charges for the transportation of persons or property under N.J.S.A. 54:32B-8.11, and (2) purchases of chocking materials used in packing marine-cargo containers, contending that these materials are exempt wrapping supplies under N.J.S.A. 54:32B-8.15. The case was submitted for decision under R. 8:8-1(b) on stipulated facts. The stipulated facts follow.

Global is a marine-terminal operator providing terminal and stevedoring services for ocean carriers which transport cargo exclusively in marine containers. Global’s stevedoring services include the handling, parking, staging and servicing of cargo containers in connection with the loading and unloading of container ships. It is vital to the profitability of maritime shipping that “turnaround time” be kept to a minimum. Global can unload and load a container ship in ten hours. This requires that empty containers needed for immediate use be parked in a staging area less than 1,000 yards from the container ships.

Each ocean carrier owns or leases its containers, which rotate in the transportation process. At any point in time, one set of containers is empty and ready to be loaded with cargo, another set is being carried aboard the vessel, and a third set is being emptied of cargo and returned for reuse.

A shipper having enough cargo to fill an entire container usually loads that container at its own plant or facility away from the waterfront. Less-than-container load (LCL) shipments are delivered to Global’s marine terminal where they are loaded into empty containers by Global employees. Each ocean carrier maintains a sufficient number of empty containers at Global for the loading of LCL shipments of cargo, or for transport to [155]*155foreign ports where more empty containers are needed or to inland sites where full loads of cargo are assembled by the shippers.

Empty containers are kept in Global’s staging area, where they are available for immediate use. These containers remain at Global an average of seven days. Empty containers not needed immediately are stored in storage yards owned or operated by others away from Global’s terminal, and they have to be delivered to Global by truck before they can be used in the transportation process.

Due to space limitations in Global’s staging area, ocean carriers are charged a fee if more empty containers are kept there than are needed for the transportation process. The fee is based on the average number of containers kept in the staging area each month.

Containers are either 20 or 40 feet in length. For operational purposes, containers are measured in 20-foot equivalent units (TEU’s). Thus a 40-foot container is two TEU’s. On average, depending on the needs of an ocean carrier, between 400 and 500 TEU’s may be maintained in Global’s staging area on a daily basis without any charge. The exact number of containers which may remain in the staging area is determined by negotiation between Global and each ocean carrier. The charge to an ocean carrier for having more than the permissible number of TEU’s present for the loading of their vessels is $1 per TEU per day. Thus, the charge for a 40-foot container is $2 per day. A charge is assessed at the end of each month if, during the course of that month, the total TEU’s maintained in Global’s staging area by an ocean carrier exceeds the product of the daily permissible number of TEU’s allowed that ocean carrier multiplied by the number of days in that month. In comparison, the charge for storing empty containers in independent storage yards is $.25 per TEU per day.1

[156]*156Chocking is packing material used in stevedoring operations to protect cargo against slippage, breakage or leakage. Global uses this material when it loads LCL shipments of cargo into empty containers. Chocking is also used to surround or divide containers in the hold of a container ship. The chocking material may be straps with weblock and ratchet buckles or lashings, shoring bars or shoring beams, inflatable dunnage bags, lumber or plywood. Some chocking is reusable.

I

Container Storage Charges

The Director has determined that Global’s charges to ocean carriers for parking excess empty containers in its staging area are taxable pursuant to N.J.S.A. 54:32B-3(b)(3), which imposes a sales tax on charges for the storage of tangible personal property. Global contends that it is not in the business of storing empty containers and that the parking of containers in its staging area is incidental to its stevedoring operations. It argues that the storage charges are therefore exempt as transportation charges. Global also contends that the storage charge is not a charge for the storage of containers but a penalty fee designed to discourage carriers from parking excess empty containers in Global’s staging area.

The Director contends that the storage of empty containers is not part of stevedoring services and that Global is charging for storage. The Director argues that the storage charges are assessed on excess empty containers which are not needed in the staging area and therefore are not part of the transportation process.

Tax exemption statutes are to be strictly construed against the claimant because an exemption from taxation is a departure from the equitable principle that everyone should bear one’s just and equal share of the public tax burden. Taxation is the rule; exemption is the exception to the rule. The legislative design to release one from one’s just proportion of the public burden should be expressed in clear and unequivocal terms. [157]*157The burden is on the claimant to clearly bring itself within an exemption provision. Board of National Missions v. Neeld, 9 N.J. 349, 353, 88 A.2d 500 (1952); Phelps Dodge Indus. v. Taxation Div. Director, 8 N.J.Tax 354, 358 (Tax Ct. 1986).

N.J.S.A. 54:32B-8.11 provides:

Receipts from charges for the transportation of persons or property are exempt from the tax imposed under the Sales and Use Tax Act.

In Maher Terminals v. Taxation Div. Director, 212 N.J.Super. 164, 168, 514 A.2d 532 (App.Div.1986), the court indicated that the primary activity of a stevedoring company is exempt from sales and use taxation under § 8.11. However, the court held that the exemption for transportation charges does not extend to fees charged by a stevedoring company for the repair and maintenance of cargo containers. In this case, Global has the burden of proving that the fees charged for parking excess containers in its staging area are transportation charges exempt from taxation.

The charge exacted by Global for allowing a carrier to keep excess containers in its staging area is a storage charge, even though designed to discourage such storage.

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Bluebook (online)
9 N.J. Tax 152, Counsel Stack Legal Research, https://law.counselstack.com/opinion/global-terminal-container-services-inc-v-new-jersey-division-of-njtaxct-1987.