Following AFIF bulletins to members over the past year concerning the forthcoming introduction of the SOLAS - Safety of Life at Sea Convention on 1 July 2016. AFIF attended a 'Verification of Container Weight Consultation forum' of around 50 stakeholders...
Following AFIF bulletins to members over the past year concerning the forthcoming introduction of the SOLAS - Safety of Life at Sea Convention on 1 July 2016, AFIF attended a 'Verification of Container Weight Consultation Forum' of around 50 industry stakeholders, hosted by the Australian Maritime Safety Authority (AMSA) on 20 November 2015 in Melbourne.
AMSA released a Discussion Paper at the meeting.
A summary of the main points of the meeting
- AMSA is setting the rules and operational provisions of the SOLAS Container Weight Verification (CWV) requirements in Australia for industry to self-manage.
- AMSA will be setting up an education campaign on the CWV rules and operational provisions.
- AMSA will deal with instances of non-compliance as they occur and treat them depending on the nature and seriousness i.e. if it is a one-off incident or a pattern of incidents.
- AMSA will determine whether to educate, issue a warning, or a penalty notice for repeated infringements. penalties is around $5,500 per instance.
- The National Heavy Vehicle Regulator addressed the meeting and outlined the Container & Heavy Vehicle National Law, including Section 186 & 187 penalties for false or misleading information in transport documentation or a Container Weight Declaration - Max Penalty $10,490
- It is possible a shipper could be hit with a 'double whammy' on both AMSA & NHVR transgression for an overweight container.
- The stevedores are adamant that they will not be weighing containers at the wharf
The Rules and Operational Provisions
The exact verified container weight, can be declared in two days.
Method 1 - The Loaded container can be weighed at an approved weighing station or using calibrated and certified weighing equipment.
Method 2 - The weight of separate items in the container can be added to the net weight of the container. Weighing all packages and cargo items, including the mass of pallets, dunnage and other securing material to be packed in the container and adding the tare mass of the container to the sum of the single masses.
- The Weight Verification is to be carried out using equipment meeting the requirements of the Australian National Measurement Act 1999, or an equivalent standard accepted by AMSA. Initially a suitable standard for the weighing device accuracy could be based on NMI guidelines.
a) Must be an approved weighing device used for trade i.e. a trade measurement machine used for calculating freight charges.
b) There will be no tolerance allowed for the container verified weight, under Method 1 or 2. In Europe there has been discussion around a 2% or 5% tolerance allowance in the CWV. AMSA says the tolerances built into the approved weighing device calibration will be permitted, only.
c) Tare mass marked on the side of the container is permitted for calculating CWV by Method 2
d) Method 2 - shippers will need to have an approved weighing device used for trade to accurately weigh the contents of the container - goods, dunnage and other packing material.
2. The shipper is responsible for verifying the weight of the container on the shipping documents.
- Where PRAs are used to submit containers at the wharf. (all major ports) the PRA will be used to advise the verified weight of the container to the shipping line and stevedore.
- 1-Stop will adjust their PRA software fields to include the CWV and signatory name on the PRA.
- AFIF emphasised to the meeting that effectively under the new rules, the forwarder submitting a PRA on behalf of a shipper will be responsible for the verified weight. AMSA advised that if subsequently there is a discrepancy in the weight provided by the actual shipper and the forwarder relied on the verified weight supplied by the shipper (using Method 1 & 2) to complete the PRA, then AMSA will investigate the circumstances to determine the responsible party.
- The forwarder will need to keep proper records to protect themselves from any audit discrepancies if an incident arises later.
Comment: There may be additional costs for shippers as the system will be less flexible, as the PRA has to be completed with the exact verified weight before the container is received at the wharf.
AFIF Observations
- More cost for shippers and forwarders in administration of CWV
- Increased risk for forwarders completing the PRA on behalf of shippers. Education and execution of obtaining and recording the CWV accurately by shippers and forwarders is crucial.
- Transportation costs may increase using Method 1, so shippers could likely revert to Method 2 and calculate the CWV.
AMSA plans to have the final directions document to industry by February with an education roadshow following. AFIF will keep members informed of progress.