News Content
US farm exporters who ship containerised bulk blast UN's weigh-in rule
US AGRICULTURAL exporters are the most upset with the UN's Safety of Life at Sea (SOLAS) amendment dictating containerised cargo must have a reported verified gross mass, or VGM, before boxes can board ship, reports the America Journal of Transportation.
With the July 1 implementation date looming, determining how the VGM will be measured and reported remains a big problem for those shipping vast numbers of containers filled with comparatively low-value produce.
There are two methods, but only one available to shippers of containerised bulk. The first denied to them, is calculation. That is weighing this and that item on a scale and adding it all up for the total weight together with that of the container itself.
For a container weighed by the approved weighing scale, the shipper is required to have a weighing document showing the scale's authorisation number, the name of weighing scale operator, the date of weighing, the container number and the seal number with signature of the weighing scale operating staff and company stamp.
The calculation method is more risk free. Even if miscalculated, and the result discovered in a spot check, the waterfront's usual blame transferral systems kick in and trouble can be avoided.
Not so with the whole container weighing system. And Agriculture Transportation Coalition (AgTC) executive director Peter Friedmann says the system has less to do with safety and more to do with shifting liability.
First the AgTC, along with 48 other associations, argue that American companies wouldn't allow employees to certify or take on liability for equipment that they don't own, control, manage or even see.
"If the true weight of the combined container and cargo [VGM] isn't their chief objective, how can this be about 'safety,'" said Mr Friedmann. "So let's be honest, is this about 'safety' or shifting liability?"
"What seems like a simple thing is a big deal," said Donna Lemm, vice president of Mallory Alexander International Logistics. "We have exporters who could lose up to half their sales."
Said Mr Friedmann: "Best practices will cost US exporters and carriers more money and time, disrupt supply chains and contribute to port congestion.
"For transloaded cargo [cargo loaded into containers at or near the terminal], the fast pace of loading and short haul to the terminal gates make it impossible for all the following to happen before the truck arrives at the terminal gate with the loaded container."The exporter must get the tare weight info from the carrier or see and read the printed tare weight on the container, add its own cargo weight, send combined VGM back to the carrier, and then the carrier sends it to the marine terminal, all prior to the container getting to the terminal gate," said Mr Friedmann.
He also said that if this doesn't occur before the truck arrives, the shipment will be delayed until an electronic data interchange of the VGM is completed. These delays open shippers, particularly those exporting refrigerated goods, to cargo damage and even loss.
With the July 1 implementation date looming, determining how the VGM will be measured and reported remains a big problem for those shipping vast numbers of containers filled with comparatively low-value produce.
There are two methods, but only one available to shippers of containerised bulk. The first denied to them, is calculation. That is weighing this and that item on a scale and adding it all up for the total weight together with that of the container itself.
For a container weighed by the approved weighing scale, the shipper is required to have a weighing document showing the scale's authorisation number, the name of weighing scale operator, the date of weighing, the container number and the seal number with signature of the weighing scale operating staff and company stamp.
The calculation method is more risk free. Even if miscalculated, and the result discovered in a spot check, the waterfront's usual blame transferral systems kick in and trouble can be avoided.
Not so with the whole container weighing system. And Agriculture Transportation Coalition (AgTC) executive director Peter Friedmann says the system has less to do with safety and more to do with shifting liability.
First the AgTC, along with 48 other associations, argue that American companies wouldn't allow employees to certify or take on liability for equipment that they don't own, control, manage or even see.
"If the true weight of the combined container and cargo [VGM] isn't their chief objective, how can this be about 'safety,'" said Mr Friedmann. "So let's be honest, is this about 'safety' or shifting liability?"
"What seems like a simple thing is a big deal," said Donna Lemm, vice president of Mallory Alexander International Logistics. "We have exporters who could lose up to half their sales."
Said Mr Friedmann: "Best practices will cost US exporters and carriers more money and time, disrupt supply chains and contribute to port congestion.
"For transloaded cargo [cargo loaded into containers at or near the terminal], the fast pace of loading and short haul to the terminal gates make it impossible for all the following to happen before the truck arrives at the terminal gate with the loaded container."The exporter must get the tare weight info from the carrier or see and read the printed tare weight on the container, add its own cargo weight, send combined VGM back to the carrier, and then the carrier sends it to the marine terminal, all prior to the container getting to the terminal gate," said Mr Friedmann.
He also said that if this doesn't occur before the truck arrives, the shipment will be delayed until an electronic data interchange of the VGM is completed. These delays open shippers, particularly those exporting refrigerated goods, to cargo damage and even loss.
Latest News
- For the first time, tianjin Port realized the whole process of dock operati...
- From January to August, piracy incidents in Asia increased by 38%!The situa...
- Quasi-conference TSA closes as role redundant in mega merger world
- Singapore says TPP, born again as CPTPP, is now headed for adoption
- Antwerp posts 5th record year with boxes up 4.3pc to 10 million TEU
- Savannah lifts record 4 million TEU in '17 as it deepens port
