NEWS\\\ Insurance


Verified Gross Mass


Issue 7 2015 - Freight Business Journal


– how will it be achieved? In his final analysis of the implications of the amendment to SOLAS - the Convention for Safety of Life at Sea - TT Club’s Peregrine Storrs-Fox looks at the options available for achieving the verified gross mass (VGM) of packed containers that will be mandatory with effect from 1 July 2016.


As should be expected when regulations are tightened, attention is turning to solution providers. This requirement – to obtain verified gross mass accurately and communicate it through the container supply chain – is no exception. Innovations are materialising, but TT Club would welcome hearing from other potential providers to keep its membership informed. There is no doubt that the accurate gross mass needs to be


determined where the container packing is completed, prior to the first part of the journey. Incidents and injury are much more likely on land, although container ship incidents are potentially significant too. Despite the importance of knowing weight (and distribution) of


cargo before it goes on road or rail, most attention has though so far been towards delivering functional and efficient innovations at the port area to ensure that weighing can be done without disruption to operational flows. The Port Equipment Manufacturers Association (PEMA) has issued a valuable guidance document (http://bit.ly/1GgTEPB). There may be substantial logic in concentrating on the port, since


a container once packed may be expected generally to proceed from origin to destination without the cargo gross mass changing materially. The port is arguably, then, a key nodal point at which to check or establish the verified gross mass prior to planning and loading a ship. Indeed, it may be reasonable to question whether there is an implied duty within the revised regulation to check the verified weight. On the face of it, all parties should be able to rely on the verified gross mass given by the shipper, but accurate declaration has been embedded in the regulation already. But a little knowledge is a dangerous thing. Not only will the verified


gross mass, by implication, require contractors to consider related regulations (such as whether overweight under the CSC plating or overloaded for the entire surface transportation), but also to apply a reality check – if N pallets or widgets are verified at one mass, can a similar shipment subsequently be verified substantially differently? In many commercial settings, shippers may choose not to opt


for Method 2, as laid down by the SOLAS amendment as ‘weighing all constituent parts in the load’ and then adding this to the given tare weight of the container. Indeed, the IMO Guidelines (http://bit. ly/1PNkPan) already stipulate that it is “inappropriate and impractical” to use Method 2 for certain cargoes, such as scrap metal, unbagged grain and other cargo in bulk, including flexitank and ISO tank containers. For these, shippers will need to implement Method 1 – weighing the packed unit - to satisfy their responsibility.


Accuracy and simplicity of weighing early in or prior to the


movement may be a challenge. Traditional weighbridges – assuming that enough capacity is available – have to make assumptions about the remainder of the rig, including fuel, which may reduce accuracy or require burdensome processes to achieve it. ‘Weigh in motion’ systems may offer some benefits. It is known that some are investigating the possibility of durable compression fittings for trailer twistlocks. However this is achieved, it is also necessary to consider workflow and contractual issues – the shipper remains responsible for communicating the verified gross mass, while the trucker or other transporter is generally contracted by the carrier. Any apparatus will need to be calibrated and certified in the


particular jurisdiction in which it is used. While weights and measures regulations will generally already exist, there is currently no single international standard for accuracy of measurement applicable for this type of ‘industrial’ situation, which raises the spectre of inconsistency, at least for the time being. Furthermore, innovators may be discouraged by having potentially to meet differing standards around the globe or even be faced by protectionist barriers. Due to the additional safety benefits inherent in systems that


measure eccentricity in the load, the TT Club is interested in the development of those that are based around the corner fittings of containers. There are spreader-based twistlock load sensing technologies already successfully deployed that achieve both weight and eccentricity measurement, and can be implemented at any point where the container is liſted - for example at a railhead as well as the port. Similarly, the Club has heard of a jack-based system, which can be used wherever the container is landed. Other possible innovations are trailer, railcar, mafi and side-loader scenarios. The revised regulation precludes any form of estimation and clearly


requires the shipper to find a way to obtain accurate VGM by one of the two methods. The transitional period started when IMO adopted the revision; mandated implementation is now less than nine months away. Necessity may be the mother of invention; let’s see safety brought to birth. FTA has worked with UK supply chain stakeholders including the


Maritime Coastguard Agency (MCA) to develop an accreditation scheme for shippers using the calculated weight method of verification. The Accredited Shipper Approval Scheme will allow them to use approved audit-based systems to comply with the new rules.


Cranes to liſt Felixstowe capacity The port of


Felixstowe took delivery of three new ship-to-shore gantry cranes on 28 September. Built by ZPMC in Shanghai, the new cranes will be operated on the port’s Berth 8&9 which are currently being extended to increase the port’s ability to handle the latest ultra-large container ships.


Tilbury sources more apprentices


The Port of Tilbury has launched a new apprenticeship programme following a successful year for its on-site training academy. Over 50 apprentices, both male and female have taken apprenticeship programmes over the last 18 months. It is now recruiting nine more for a new two-year Conventional Operative Apprenticeship programme, starting in October and two new students are about to commence an advanced apprenticeship in Business Administration. The apprentices, from diverse


backgrounds, are trained at the Port of Tilbury Training Academy, which opened in 2014 and is dedicated to the delivery of ports and logistics skills, education and training for the Port, its tenants


and anyone in the community. The port’s training and


development manager, Simon Harper,


said: “Through our


work with local schools and colleges, it became clear that that young people from all across the community, from different backgrounds and genders needed support in making the transition from full-time education to the workplace, and assistance in improving their long-term employment prospects and aspiration. The port is not only building bright futures for both trainees and apprentices but is also playing an important role in boosting the local economy by providing continued employment opportunities to young people in the Thurrock area.”


Peel makes forces pledge


Peel Ports has pledged to uphold the key principles of the Armed Forces Corporate Covenant


–


a voluntary declaration from businesses and charitable organisations who wish to demonstrate their support for its


personnel, veterans and


spouses. It will endeavour to aid the


employment of members of the Armed Forces community


within its organisation and support employees who choose to become members of the Reserve Forces by accommodating their training and deployment wherever possible. Earlier this month, six current


apprentices from Peel Ports took part in an overnight training programme at Altcar Training Camp, in Merseyside.


US-Cuba shipping links restored


15


SC Line vessel Caroline Russ became the first vessel to call in Cuba on 20 September aſter US sanctions were liſted. The Florida-based line is operating every 14 days between Port Everglades, Mariel and Santiago de Cuba. Caroline Russ is a 10,500 gross tonne multi purpose vessel, with space for up to 190 trucks, 470 cars and 120 containers.


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