includes some 16 liner operators, representing over 70% of container slot capacity.
CINS facilitates the capture by liner operators of structured key causal information in connection with cargo and container related incidents. This information capture explicitly excludes any shipper data in order to preclude any anti-trust concerns. The objective of the organisation is to highlight the risks posed by certain cargoes and/or packing failures in order to improve safety through the supply chain and specifically on board ships. The aspiration is that all significant incidents caused by the cargo itself or the container equipment relating to injury or loss of life, environmental concerns, or damage to cargo and assets should be reported, together with investigation conclusions that identify causation.
Nor is the need for more transparency limited to shipping lines; many other actors in the supply chain, most notably shippers and forwarders who are responsible for packing of the containers and the crucial initial declarations of what they contain, as well as ports and
terminals, must become more knowledgeable about safety procedures and more vigilant in minimising errors. Procedures governing DG handling around the world, for instance are complex. Each carrier has its own restrictions in relation to house policies, ship owner policies, ship constraints and restrictions applied at ports/terminals of loading, transit, transhipment and discharge. The complexity and lack of standardisation can, of course be bewildering even to the most experienced of shipping clerk or warehouse operative, and exacerbates the possibility for error or failure to update.
It
is also intensely inefficient and hugely burdensome.
In order to help clarify the situation, Exis Technologies, with the support of TT Club and its sister insurance mutual, UK P&I Club, has developed a portal integrating information on such restrictions. The Hazcheck Restrictions Portal² is designed to simplify the end-to- end management of DG booking processes, taking account of port, terminal carrier, ship and partner line restrictions. Once more cooperation is urged; ports/ terminals and liner operators can
upload their DG handling policies and restrictions into the portal free of charge, allowing use by shippers, forwarders and others involved in the movement of such goods.
Regulation and best-practice
There are two internationally recognised codes, regulated by the UN’s International Maritime Organization (IMO) that guide, instruct and govern the safe transport of cargoes in containers; the mandatory International Maritime Dangerous Goods Code³ (IMDG) and the Code of Practice for Packing of Cargo Transport Units4 (CTU Code).
Under the terms of the IMDG Code it is mandatory for all shore-based personnel involved in dangerous goods transport by sea to have training. While there are numerous national trade bodies providing appropriate and compliant dangerous goods courses, the challenge remains to reach those who currently slip through the net.
IMDG clarifies the population of ‘shore-based personnel’ as all who are involved in the shipment of dangerous goods and mandates that they receive training ‘commensurate with their responsibilities’ (before they undertake them). Clearly this definition encompasses a large group of people not immediately identified with the maritime industry, but connected by reason of initiating or packing an intermodal consignment.
Once more, the need to deliver the message of Cargo Integrity throughout the supply chain is clearly evidenced. For its part, TT Club has joined forces with UK P&I Club to update and revise the ‘Book it right and pack it tight’ publication, which provides a thorough introduction and guidance on the provisions of the IMDG Code. This is freely available in PDF and paperback form at (
www.ttclub.com).
72 | The Report • December 2018 • Issue 86
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