The much trumpeted container weighing regulation which exercised much of the freight industry last year is hoped to be the mere overture to a concerted effort to bring about significant behavioural change. This paper assesses the degree of compliance with the VGM regulation that has been achieved but also looks forward to what needs to be done to further ensure safety and sustainability in the global supply chain.
The current practice at container terminals is to manually remove twistlocks from containers – a time consuming activity. This process can be automated, which saves time, reduces risk at the terminal and contributes to a more efficient operation.
With the increase in vessel sizes, terminal operators have finally realised that they will no longer be able to handle mega-ships in an efficient and economical manner without some level of automation. Some operators have sought to meet this challenge by ‘automating’ specific portions of their operations; adding CCD-TV, GPS devices, sensors and automatic steering to RTG cranes and straddle carriers
Automated container handling is a recognised megatrend in the container handling industry. It started back in the early 1990s, when the ECT Delta Terminal, Rotterdam, began to use unmanned rail mounted gantry cranes in their container yard, with considerable success. The industry noticed, and investment in new automated terminals grew. Automated container handling technology developed quickly, concentrating on the cranes handling the intermediate storage of containers in the yard
There are now less than six months remaining before the implementation of the amended Safety of Life at Sea (SOLAS) rules requiring that any container to be loaded onto a vessel to which these regulations apply, must have its gross mass determined in advance through weighing – there are no exceptions. While the onus is upon the shipper to fulfil this obligation, the most practical location at which weighing can take place is at the ports and terminals, where lifting is a part of the existing cargo handling process.
Holman Fenwick Wilan is a London based lawyer firm for international commerce, in this paper the SOLAS amendment is discussed and how authorities will be publishing their requirements shortly for implementation and enforcement in their jurisdictions, leaving very little time for the industry to action these and be ready for July 1. It is clear that different approaches and timetables are being followed in different jurisdictions.
Simon Rush from Trimble discusses the SOLAS agreement, and it's effect on container weighing: There are many technologies available to port operations to achieve compliance with the new SOLAS amendment, including weighbridges and weighing systems for ship to shore container cranes, mobile harbour cranes, RTGs, straddle carriers, reach stackers and container handling fork lift trucks. Each of these options has pros and cons that will impact port operations workflow. Ports should consider the following criteria when considering options.
ICHCA provides container solutions for container handling, It has been almost a month since the inception of the IMO’s SOLAS Amendment requiring shippers to verify the gross mass of a packed container which came into force on July 1, 2016. Prior to the event itself, many in the shipping community were in near uproar citing a lack of communication, a lack of wide consultation on the measures and a lack of individual government preparedness for this new law
Cristian Navarrete Celis, Director at Global Business Support and Project Lead for the Global Introduction of VGM at Hapag-Lloyd. Cristian, effective July 1st VGM was introduced worldwide, here he talks with PTI about the problems and solutions that came out of the VGM switch over
Conductix-Wampfler is a leading supplier of mobile energy supply and data transmission systems. The advantages and disadvantages of weigh bridges and twistlock based weighing systems have been outlined in detail. Also, weighing systems installed on headblocks or in sheave pins versus spreader twistlock based systems have been discussed.
PTI is pleased to announce its second Container Weighing eBook, in which the recently enforced Safety of Life at Sea (SOLAS) amendment from the IMO is explored and the experiences of those implementing it have been conveyed
This article will elaborate on one of the things that risks being unforeseen by the regulatory authorities when defining the accuracy requirements: the difference between “equipment accuracy” and accuracy of the actual container weight. It will also look at some of the characteristics of the two main equipment options available to weigh the container in the terminal to establish the VGM. What are the benefits and what are the negatives related to them
There are numerous candidate systems and technologies that are capable of delivering the required accuracy of measurement required under the new SOLAS regulations. Not all, however, are particularly practical in terms of their ability to operate as a part of the existing flow of cargo between consignor and recipient. This paper reviews the options available to ports with some of the considerations that port operators may take into account when making choices about how to provide a VGM service
One of the most pressing issues for all parties involved in container logistics is the new requirement from SOLAS that calls on shippers to obtain the verified gross mass (VGM) of all maritime containers before shipping. The main considerations with regard to this that one has to take into account are as follows