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Dutch freight forwarder VCK Logistics is the latest company to warn that new container weight verification regulations could cause chaos in the supply chain.
The firm has completed a pilot weighing scheme that saw large discrepancies between declared and actual weights.
The tests saw 240 export containers weighed, partly to refine its process before the new rules come into force on 1 July, and to check variations between declared and actual weights.
“It was terrible,” Rob van Steensel, general manager at VCK said, “The average ...
Comment on this article
Gunther Ginckels
March 15, 2016 at 3:40 pmThis proves that It is good to weigh containers prior loading. Can you imagine the consequences of 14% deviation on a 320 TEU Feedervessel? Have a look https://www.google.be/search?q=torm+alexandra+monrovia&safe=active&biw=1280&bih=894&source=lnms&tbm=isch&sa=X&ved=0ahUKEwiv6pGMg8PLAhWHxRQKHVSNDfwQ_AUIBigB#imgrc=sw1LbjxoAGPFaM%3A
Andy Lane
March 16, 2016 at 5:58 amThis is an excellent approach by VCK, highly pro-active and professional, and that needs to be highly commended and recognised.
Just to correct one “small” point, IMO has not issued tolerance guidelines, but has left this to Port State Control to manage. A 5% discrepancy on an intake of 120,000 mtons would be 6,000 mtons or the equivalent of roughly 500 TEU. That is not really a sufficiently good enough outcome.
The results of this pilot clearly vindicate the new regulations – laying hard proof on what the industry has already known for several decades. If the AgTC believe that their shippers are any better, then they are highly ignorant of real-life.
I do not see it necessary to shut-out or fine a shipper when the estimated (declared) weight at time of booking and pre-stuffing is different to the VGM, as it becomes redundant after a VGM is obtained. It could however be a useful feedback loop which shippers can use as data points to improve on the accuracy of initially declared weights. Once a VGM is obtained, there is no reason why a container cannot be loaded. Especially from a North European port where a large quantity of empty containers will also be loaded and therefore any additional weight known after booking and uptake management will not result in overall too much weight for loading.
Well done VCK.
Mike Wackett
March 17, 2016 at 3:21 pmIn my view the only solution to the ‘disaster’ potential at ports is for all to agree on a ‘soft landing’ approach in the early days of the SOLAS amendment.
And as Andy seems to suggest, not to use the big stick early on.
The result will however from day one still see a massive improvement on the hitherto wide practice of guessing container weights.
Bill Brassington
March 20, 2016 at 11:27 amGavin,
Well done for highlighting the issues here.
The first issue is VCK Logistics has identified just why Verified Gross Mass (VGM) is required. In the words of Rob van Steensel, the average variation was 14%. How can planners build stable container stacks when there is so much variation? How can drivers of road vehicles be sure that the cargo they are carrying does not cause them to exceed the road axles limits?
And if the smallest variation was 2%, that means the greatest variation was far in excess of 14%. What the article does not state is the distribution of the variation, knowing that would demonstrate the true problem.
Secondly the IMO has not set a 5% variance limit. The IMO requires that the shipper provides a VGM, it is national authorities that set a limit, and I am not sure if they have set any limit, the 5% and €350 fine may be their proposal.
And let us look at the article, the large producers such as Heineken are able to produce accurate VGMs using method 2. How many of the containers with serious declared to actual mass variation were also packed using method 2, or for that matter were just guesses by the shipper rather than use method 1?
Lastly, VCK Logistics have done exactly what the SOLAS amendments require, provided a VGM for all of the containers, one that was far more accurate than the original value, and these values can be used as the VGM to be presented to the carrier. Therefore well within any national limits and allowing ships planners to make more accurate stacks which in turn will lead to reduced failure, lost containers and increased road, rail and maritime safety.