Mandatory weighing of export boxes back in the spotlight

A call has once again gone out for the mandatory weighing of export containers prior to vessel loading. The issue will be considered at the next session of the International Maritime Organisation’s Dangerous Goods, Solid Cargoes and Containers (DSC) subcommittee in September this year. Several ports and shipping organisations have united in efforts to amend the Safety of Life at Sea Convention (Solas) to require, as a condition for stowing a loaded container on board a ship, that the ship and the port facility have a verified actual weight of the container. The four organisations behind the move – the International Association of Ports and Harbours (IAPH), the World Shipping Council (WSC), the International Chamber of Shipping (ICS), and Bimco – are encouraging the IMO to take the step. “Weighing containers to confirm their actual weight is the right operational and safety practice,” said Dr Geraldine Knatz, president of IAPH and executive director of the Port of Los Angeles. “There is substantial experience with such a requirement in the United States demonstrating that this is feasible on a technological and commercial basis,” she said, adding that it was time to make this a global safety practice. “Our association will assist its members in cooperating with terminal operators to develop a suitable and effective process.” “Having the actual weights of containers improves safety aboard ships, safety in the ports, and safety on the roads. There is no sound reason to continue the wilful toleration of ignorance about cargo containers’ actual weights,” said Torben Skaanild, secretary general of Bimco. Mitsui OSK Lines’ sales and marketing GM Iain Mcintosh said that generally speaking, on a vessel departing to Europe, there was 750 -1000 tonnes of undeclared weight. And the problem was not necessarily gross overdeclaration but rather inaccuracy, he said. “If everyone is out by just 250 kilos, multiply that by 3 000 and you have 750 tonnes,” he added. “If we could get something in place globally, it would be a lot safer.” Christopher Koch, president of WSC, expressed similar sentiments. “Shippers today are legally obligated to provide accurate weights of containers after they have stuffed them with cargo, but there are many instances where their weight declarations are erroneous. An accident involving an incorrect container weight declaration can create potential liabilities for the shipper and others handling the container. Verifying weights of loaded containers will reduce errors and risk, and will eliminate the guesswork from the business for all parties involved,” he said. According to an article by Bimco’s Watchkeeper, an analysis of the loss of the big containership MSC Napoli, which ran aground in 2007, suggested when salvaged boxes were opened and weighed that the weight distribution from a large number of overweight boxes had been a contributor to the ship suffering structural failure. All four organisations noted that governments around the world continued to focus on obtaining more complete knowledge of what was actually in cargo containers arriving in their countries, and that Customs authorities would welcome having accurate cargo weights as they screened import cargoes. “This is another example of industry cooperation and initiative that will increase governments’ confidence in maritime commerce,” said Dr Knatz.