Container Weight Regulations – the UK perspective – Maritime & Coastguard Agency Notice.

Maritime & Coastguard Agency

MARINE GUIDANCE NOTE

MGN  534 (M+F)

CARGO  SAFETY  • Guidance  on the implementation of the SOLAS VI Regulation  2 amendment  requiring

the  verification  of  the  gross  mass  of  packed containers

Notice to all Ship Owners, Ship Operators and Managers, Masters and Officers of Merchant Ships,

Agents, Charterers, Cargo Packers, Cargo Consolidators, Hauliers, Freight Forwarders, Shippers,

Consignors, Training Providers, Inspectors of Cargoes, Port Authorities, Terminal Operators and

others involved in the transport of containers

Summary

This MGN outlines the legal position in the UK with regard to the recent amendments to SOLAS VI

which take effect from 1” July 2016.  It also signposts detailed guidance for UK shippers,

terminals/ports and carriers on implementing the SOLAS VI provisions.

Guidance on the amendment to Chapter VI of SOLAS

1.   Following concerns raised by the shipping industry regarding the mis-declaration of the

declared  gross mass of packed containers,  SOLAS Chapter VI Regulation 2 has been amended.

2.  The amendment to SOLAS VI Regulation 2 which comes into force 1st July 2016 expands on how the

gross mass of cargo (contents) carried in units including tare weight of the container, must be

verified.   This amendment gives shippers two

possible options for deciding which method to use for obtaining such an accurate gross

mass.

3.   No change is required to Regulation 4 of The Merchant Shipping (Carriage of Cargoes)

Regulations 1999 S.l. 1999 No.336, as it already places a requirement on the shipper

to provide the owner or master with the gross mass of the cargo units sufficiently in

advance of loading of that unit on board a ship and this amendment to SOLAS does not change this

requirement.

More Information

Environmental Policy Branch Marnime and Coastguard Agency Bay 2/29

Spring Place

105 Commercial Road Southampton S0151EG

Tel : +44 (0) 23 8032 9141

Fax : +44 (0) 23 8032 9204

e-mail:
container.weight@mcga,gov.uk

General Inquiries:           infp.Jin @!’lwga gov- uK

Website Address:           www.gov. uk/governmentlorganisations/maritime-and-coastguard-agency

File Ref:                         MS 029/009/0012

Published:                      June 2015

Please note that all addresses and telephone numbers are correct at time of publishing

© Crown Copyright 2015

Safer Lives, Safer Ships, Cleaner Seas

Annex to MGN 534

United Kingdom guidelines on Container gross mass (weight) verification

Summary

This document outlines the UK guidelines for the implementation of the mandatory amendments to the

International Convention for the Safety of Life at Sea (SOLAS) Chapter VI, Part A, Regulation 2 –

Cargo information which were adopted in November 2014.  The SOLAS amendment places a requirement on

the shipper of packed containers to verify and provide

the container’s gross mass to the carrier’ and terminal representative prior to it being loaded

onto a ship. Contents

1        Introduction

2        Definitions

3        Scope

4        Main Principles

5        Methods for obtaining the verified gross mass of a packed container

6        Documentation

7.       Information flow within the supply chain -shipper-carrier interface

8        Discrepancies  in gross mass

9        Containers exceeding their maximum gross mass

10       Empty containers

11       Contingencies for containers received without a verified gross mass

12       Mis-declarations

13       Enforcement

List  of Annexes

Annex 1 – Definitions

Annex 2 – Method 2 Application Process to Maritime and Coastguard Agency (MCA)

Annex 3 – Methods for obtaining the verified gross mass of a packed container

Annex 4 – Bibliography and supplementary information

1 ·carrier’isusedasatermtocoverthe ‘masterorhisrepresentative’asinSOLASChapterVIregulalion2

Introduction

1.1 As a result of incidents, published reports and concerns from carriers and others within

the transport supply chain, the International Maritime Organization (IMO) has recognised and

discussed the problems associated with freight containers, structural issues, packing, their

packed gross mass (mis-declared cargo weights) and how they are secured on to the ship, for

over seven years. Following the discussions at previous IMO sub-committees

involving many governments and industry organisations, in November 2014 the IMO’s

Maritime Safety Committee meeting (MSC 94) adopted the changes to the Safety of Life at

Sea (SOLAS) Convention Chapter VI Regulation 2- Cargo information regarding a mandatory

container gross mass verification together with associated guidelines published as

MSC.1/Circ. 1475. It should be noted both the SOLAS text and the Guidelines were produced

as a result of open discussions, based on proposals agreed between both governments and

trade bodies to address the recognised and documented safety issues whilst minimising the

impact on participants within the supply chain.

1.2 The effect on the supply chain is that the verification of the gross mass of containers

will be required before packed containers are placed aboard ships, see paragraph 3 Scope.

The supply chain is a complex and dynamic system consisting of a number of different

companies that work in succession to produce, transport and deliver goods from the supplier

to the customer. To ensure compliance with these SOLAS provisions, participants within the

supply chain should agree amongst themselves the processes necessary to ensure that the

weights are available prior to the packed container being loaded aboard the ship.

1.3 The SOLAS provisions were adopted in November 2014 and will enter into force on 1st

July 2016, the intervening period should be considered to be the transition period.

1.4 These Guidelines have been drafted following discussions between the relevant UK

trade bodies together with the Department for Transport (OfT), the Office of Rail Regulation

(ORR), the Health & Safety Executive (HSE), the Driver & Vehicle Standards Agency (DVSA}

and the Maritime & Coastguard Agency (MCA) and form the basis of UK industry and

Government advice on implementing the provisions of SO LAS. The Guidelines also identify

elements of a non-regulatory nature which those with differing commercial roles and activities

within the transport supply chain may need to consider.

2 Definitions

It is important to ensure consistency by using the definitions set out in MSC 1/Circ.1475 and

which are reproduced in Annex 1.

3 Scope

3.1 Unless specified in paragraph 3.2, the SOLAS requirements to verify the gross mass of

a packed container apply to all containers to which the CSC applies, and which are to be

stowed onto any ship and are given force of law through the Statutory Instrument 1999 No.

336 the Merchant Shipping (Carriage of Cargoes) Regulations 1999. These guidelines apply

in relation to export consignments from the UK; the gross mass of inbound containers will have

either been verified in the country of loading or through prior agreement between shipper and

carrier.

3.2 The provisions of SOLAS Chapter VI, Part A, Regulation 2 do not apply to:

(i) A packed container on a chassis or trailer to be driven on a ro-ro ship which is

engaged on short international voyages2.

(ii) Cargo items tendered by a shipper to the master for packing into a container

already on board the ship.

(iii) “Offshore containers” to which the CSC, according to the Guidelines for the

approval of offshore containers handled in open seas (MSC/Circ.860) and the Revised

recommendations on harmonized interpretation and implementation of the International

Convention for Safe Containers, 1972, as amended (CSC.1/Circ.1381Rev.1), does not

apply.

3.3 Where the application of a trade provision is specified in a contract of sale and there is

any conflict between the trade provision and SOLAS, SOLAS takes precedence.

4 Main principles

4.1 The responsibility for obtaining and documenting the verified gross mass of a packed

container lies with the shipper.

4.2 A container packed with packages and cargo items should not be loaded onto a ship to

which the SO LAS regulations apply unless the master or his representative and the terminal

representative have been provided with, in advance of vessel loading, the verified actual gross

mass of the container.

4.3 The purpose of this SOLAS regulation is to obtain an accurate gross mass of packed

containers that are moved through the supply chain prior to loading aboard the ship.

5 Methods for obtaining the verified gross mass of a packed container

5.1 The SOLAS regulations prescribe two methods by which the shipper may obtain the

verified gross mass of a packed container which will be referred to as “Method 1” and “Method

2″ in this document.

5.1.1 Method 1:

Weighing the packed container using calibrated and certified weighing equipment (e.g.

weighbridges, load cell sensing technologies etc) (see Annex 3).

5.1.2 Method 2:

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. using a certified method approved by the UK competent

authority, that is the Maritime and Coastguard Agency (MCA) or its authorised body”.

2 SO LAS regulation Ill/2 defines “shorL international voyage” as an international voyage in the course of which a

ship is not more than 200 miles from a port or place in which the passengers and crew could be placed in safely,

and which does not exceed 600 miles in length between the last port of call in the country in which the voyage

begins and the linal port of destination.

5.2 It should be noted that for certain types of cargo items (e.g. scrap metal, unbagged

grain and other cargo in bulk) it would be inappropriate and impractical to use Method 2 (see

5.5 below).

5.3 Notwithstanding, the requirements of the CTU Code in relation to load distribution

should also be followed .

5.4 Approval process for shippers wishing to use Method 2

5.4.1 In order to use “Method 2” SOLAS requires that the MCA has to approve the certified

method used by that shipper. Recognising that shippers use differing methods of work and

management systems the routes to obtaining approval are:-

1. Businesses holding an accredited Quality Management System (such as ISO 9001 or

ISO 28000) or Authorised Economic Operator (AEO) type ‘ S” or ‘ F”, which include

documented procedures to satisfy the weighing requirement, will be deemed to have

demonstrated their competence to use Method 2. The shipper will be required to

submit the relevant procedures along with a copy of the any certificates to the MCA.

2. Companies not accredited to one of the above but operating a company management

system including Enterprise Resource Planning (ERP), for example SAP, can be

approved by the MCA, after checking electronic or documentary submissions.

3. Other auditing schemes as approved by the MCA.

5.4.2 The actual accreditation process is detailed in Annex 2: and guideline weighing

processes are contained within Annex 3.

5.4.3 Companies which successfully become authorised to use Method 2 will be registered

on a UK database, overseen by the MCA. The database will be accessible to approved

shippers and to both carriers (shipping lines) and port/terminal operators in order that, if they

wish to or suspect a discrepancy exists, it may be confirmed, that particular containers are

being presented by companies certified under Method 2, as required, .

5.5 It should be noted that certain types of cargo items (e.g. scrap metal, unbagged grain,

and other cargo in bulk) do not easily lend themselves to individual weighing of the items to be

packed in the container. In such cases, the usage of Method 2 would be inappropriate and

impractical, and Method 1 should be used instead.

6 Documentation

6.1 The SOLAS regulations require the shipper to verify the gross mass of the packed

container using Method 1 or Method 2 and to communicate the verified gross mass in a

shipping document. This document can be part of the shipping instructions to the shipping

company or a separate communication (e.g. a declaration including a weight certificate

produced by a weigh station utilising calibrated and certified equipment on the route between

the shipper’s origin and the port terminal or in the case of Method 2 the shipper’s approval

number must be included). In either case, the document should clearly highlight that the gross

mass provided is the “verified gross mass”. If appropriate, EDI methods can also be used.

6.2 Irrespective of its form, the document declaring the verified gross mass of the packed

container should be signed by a person duly authorised by the shipper. The signature may be

an electronic signature or may be replaced by the name in capitals of the person authorised to

sign it.

3 In the context of Method 2 issues, any reference to MCA is taken to mean MCA or its authorised body

7. Information flow within the supply chain -shipper-carrier interface

7.1 The SOLAS text is clear in assigning shippers’ and carriers’ responsibilities and the role

of the terminal. The shipper is responsible for providing a “verified gross mass” to the carrier

or their terminal representative, regardless of who actually packs the container. Much

complexity exists in the modern supply chain and the process of information flow within the

supply chain could be considered to be elements of a non-regulatory nature and they have

been included to highlight issues which companies may need to consider. These elements are

given in paragraphs 8, 9, 10 and 11.

7.2 In order to ensure the smooth flow of cargo, it is essential that information is provided

to other parties as early as possible. How this is achieved will be for the relevant parties in the

supply chain involved in moving goods to determine. SOLAS requires that the information is

submitted sufficiently in advance to be used in the preparation of the ship stowage plan. It is

essential that the verified gross mass is obtained before the container is physically loaded on

to a ship.

7.3 In its simplest form the information flow regarding the provision of a verified gross mass

may look something like the following:-

SHIPPER-> SHIPPING LINE-> TERMINAL OPERATOR

7.4 As detailed in MSC.1/Circ.1475 paragraph 5.1.2 and 5.1.3, where cargo submitted and

correctly marked is tendered by one UK verified weigher to another UK verified weigher for

final loading, it will not need to be re-weighed prior to packing into the container although

responsibility for providing the accurate verified gross mass remains with the shipper named

on the bill of lading. For the purpose of these Guidelines, the arrangement whereby a UK

verified weigher does not need to re-weigh cargo submitted for final loading by another UK

verified weigher is referred to as the ‘handshake’ principle.

8 Discrepancies in gross mass

8 1 Any discrepancy between a packed container’s gross mass declared prior to

verification and its verified gross mass should be resolved by use of the verified gross mass.

8.2 If a packed container is weighed at the port terminal facility, that is the gross mass that

should be used for ship stow planning.

8.3 In circumstances where a packed container is not weighed at the port terminal facility

but the port terminal facility nevertheless identifies that a discrepancy exists regarding the

verified gross mass as declared or provided to it, the port terminal facility and the carrier

should agree on the steps to be taken to confirm the verified gross mass of the packed

container.

8.4 Paragraphs 8.1, 8.2 and 8.3 highlight that the importance of communication between

the parties is key and it has to become routine. Carriers should provide cut-off times for ship

stowage planning to assist the shipper in ensuring that the verification of the container gross

mass and transport to the terminal/port is carried out within the required time frame to avoid

the consequences of discrepancies in gross mass, such as not being loaded onto the ship or

the ship having to carry out a re-stow. How the information is documented and passed down

the line is subject to commercial agreements between the parties and is not a regulatory issue.

9 Containers exceeding their maximum gross mass

9.1 SO LAS regulation Vl/5 requires that a container is not packed to more than the

maximum gross mass indicated on the Safety Approval Plate under the International

Convention for Safe Containers (CSC), as amended. A container with a gross mass

exceeding its maximum permitted gross mass may not be loaded onto a ship.

9.2 All parties are encouraged to consider how such non-compliances are identified and

rectified.

10 Empty containers

10.1 Shippers and operators of empty containers are encouraged to have practices and

arrangements in place to ensure that they are empty. The tare weight will visually appear on

the container in accordance with the International Organization for Standardization (ISO)

standard for container marking and identification and it should be used in such cases.

11 Contingencies for containers received without a verified gross mass

11.1 Under SO LAS no container without a verified gross mass may be loaded onto a ship.

It is for individual carriers and port operators to devise operational procedures to ensure that

this regulatory requirement is complied with on all occasions.

11.2 Carriers and Terminal operators should have sufficient documented procedures to

demonstrate the manner in which they will be able to achieve this requirement.

12 M is-declarations

12.1 Any incidence of a mis-declaration of the gross mass of a container should be corrected

by the shipper as soon as practicable. Records of mis-declarations and corrections made

should be available on request by the MCA. Failure to record and correct such incidents may

result in the withdrawal of a company’s “Method 2” approval by the MCA.

Note: The MCA does not intervene in commercial matters which may arise from non-regulatory

issues highlighted in paragraph 7.

13 Enforcement

13.1 It is anticipated that Regulators and other authorised cargo inspectors will use an

enforcement threshold ±5% of the verified gross mass of the container. However, this will be

used on a case by case basis.

13.2 Businesses taking advantage of the facilitation offered by Method 2 will be required to

ensure that the expected levels of compliance are met, proper records kept and that these are

made available on request by the MCA.

13.3 Should a business fail to meet the expected standard of an accredited company, the

MCA may suspend or revoke the verification agreement thereby prohibiting the company from

taking advantage of the Method 2 weighing process until any identified deficiencies have been

rectified. Should this occur, further guidance on the requirements to be met by businesses

seeking to use Method 2 should be obtained from the MCA.

13.4 The penalties take two forms and these are explained below.

Step 4- tare weight of the empty container

The shipper should use the tare weight indicated on the container

Step 5- gross weight of the loaded container

The weights obtained in steps 1 to 4 above should then be added to obtain the gross mass of

the packed container.

A3.2.4 Accuracy of the calculation of the verified gross mass of a packed container

1. In the calculation method, the different weights that are added together to establish the

sum of the gross weight are subject to variation. For example, the weight of wooden

pallets, dunnage and blocking bars depends on the humidity.

2. All weighing devices used to detenmine the weight of the individual components and

some minor differences in the tare of the empty container as well as cargo items

contribute to these deviations.

3. It is recognised that there may be potential deviations in this methodology for

determining the verified gross mass of a packed container and these should be

documented and addressed as part of the shipper’s management procedures.

4. Notwithstanding these potential deviations in the gross mass of a packed container,

nothing shall derogate from the shipper’s responsibility to establish accurately the

verified gross mass of the packed container, in accordance with SOLAS VI Reg. 2.

Annex 1- Definitions

For the purpose of these Guidelines:

A 1.1 Administration means the Government of the State whose flag the ship is entitled to fly.

A1.2 Calibrated and certified equipment means a scale, weighbridge, lifting equipment or

any other device, capable of determining the actual gross mass of a packed container or of

packages and cargo items, pallets, dunnage and other packing and securing material, that

meets the accuracy standards and requirements of the State in which the equipment is being

used.

A 1.3 Cargo items has the same general meaning as the term “cargo” in the International

Convention for Safe Containers, 1972, as amended (hereinafter referred to as “the CSC”), and

means any goods, wares, merchandise, liquids, gases, solids and articles of every kind

whatsoever carried in containers pursuant to a contract of carriage. However, ship’s equipment

and ship’s supplies, including ship’s spare parts and stores, carried in containers are not

regarded as cargo.

A 1.4 Carrier The party who, in a contract of carriage, undertakes to perform or to procure the

performance of carriage by sea.

A 1.5 Container has the same meaning as the term “container” in the CSC and means an
article of transport equipment:


(a) of a permanent character and accordingly strong enough to be suitable for

repeated use;

(b) specially designed to facilitate the transport of goods, by one or more modes of

transport, without intermediate reloading;

(c) designed to be secured and/or readily handled, having corner fittings for these

purposes; and

(d) of a size such that the area enclosed by the four outer bottom corners is either:

(i) at least 14m2 (150 sq. ft.); or

(ii) at least 7m2 (75 sq. ft.) if it is fitted with top corner fittings.

A 1. 6 Contract of carriage means a contract in which a shipping company, against the

payment of freight, undertakes to carry goods from one place to another. The contract may

take the form of, or be evidenced by a document such as a sea waybill, a bill of lading, or

multi-modal transport document.

A 1. 7 Gross mass means the combined mass of a container’s tare mass and the masses of

all packages and cargo items, including pallets, dunnage and other packing material and

securing materials packed into the container (see also “Verified gross mass”).

A1.8 Package means one or more cargo items that are tied together, packed, wrapped,

boxed or parcelled for transportation. Examples of packages include, but are not limited to,

parcels, boxes, packets and cartons.

Annex 2- Method 2 Application Process to Maritime & Coastguard Agency (MCA)

A2.1 The MCA is responsible for approving, through the process described below, the

suitability of businesses seeking accreditation and ensuring that the process fully conforms to

the requirements of SOL.AS as amended.

A2.2 The process must provide I ensure a satisfactory level of security for all cargo to be

packed in containers

Application procedure

A2.3 Applicants need to submit the following as part of their application:

Full Company name and head office address

Addresses where verified weighing will be undertaken

• Name(s) of responsible person(s) Operations Director I Logistics Personnel etc

A2.4 Add~ ional elements of a Documented Procedure for a “Method 2” Shipper:

Specifying I describing the weighing method to be used

Detailing what weighing equipment is to be used as part of the documented procedure

Equipment maintenance procedures

Calibration procedures (including whether there are periodic internal checks)

Discrepancy procedure

Reporting and quarantining of faulty equipment

Record retention

Training

Copy of certificates where processes are already audited as part of a Quality

Management System

The process

A2.5 For those companies without audited and certified procedures, if the preliminary details

supplied by the applicant are considered satisfactory, the appropriate authority conducts (or

arranges that an approved third party conducts) an on-site verification of the implementation,

effectiveness and auditability of the weighing measures in place.

A2.6 Following a successful verification visit the trader is considered to be an approved

shipper for a period of time not exceeding 3 years and its name added to the official

verification of container gross mass database administered by the MCA. The MCA (or the

appointed Government department) continues its oversight of the process in order to ensure

that it is updated as required and that all approved shippers maintain the level of

implementation of their roles and safety responsibilities throughout the period of validity of their

approval. To do so, the MCA may require the provision of information or documents and to

conduct on-site inspections/spot-checks.

A2.7 For those companies with a documented and externally audited system the MCA will

check the documents to ensure their compliance with the requirements of the regulations. On

a risk basis the MCA will determine whether or not they believe that the procedures comply

with regulatory requirements. If they meet the requirements the relevant approval will be

issued. The MCA will investigate any discrepancies including conducting an audit if required.

A2.8 The MCA will issue an authorisation number to the verified shipper which will be

recorded on a central database. The authorisation format will be as follows:-

1. Commercial- Repacking costs, administration fees for amending documents,

demurrage charges etc.

2. Regulatory- imposed by the MCA based upon statute which in this case are the

Merchant Shipping (Carriage of Cargoes) Regulations 1999, as amended: Regulation

13 (1) A person guilty of an offence under Part II (General Provisions, Cargo

information), Ill or IV of these Regulations shall be liable on summary conviction to a

fine not exceeding the statutory maximum or, on conviction on indictment, to

imprisonment for a term not exceeding two years or a fine or both.

13.5 In the event of an incident or an issue with a container stow as part of Port State

Control or an investigation by the Regulator, the carrier and/or their terminal representative

should be able to demonstrate that they have systems in place to ensure prior to the loading of

packed containers that they have the verified gross mass for each container and that any

changes in the container gross mass notified between pre-booking and loading aboard a ship

are managed.

Annex 3 – Methods for obtaining the verified gross mass of a packed container

A3.1 Method 1 Weighing the packed container

A3.1 .1 The UK common standard for weighbridges is BSEN 45501 . The EC Directive on nonautomatic

weighing instruments 20091231EC is implemented through the Non Automatic

Weighing Instruments Regulations 2000 Sl3236. In the UK the Regulations are enforced by

the Local Weights and Measures Authority (LWMA).

A3.1.2 In addition, for the purposes of this guidance, it will be the responsibility of the weighing

instrument operator (e.g. weighbridges, load cell sensing te.chnologies etc.) to ensure that the

equipment has a documented procedure for maintenance, calibration and testing of the

equipment and the associated records should be kept.

A3.2 Method 2 Certification and Approval Procedures for the calculation of the verified

gross mass of a packed container

A3.2.1 Introduction

The following process methods shall be deemed acceptable to fulfil the requirements to

establish a verified weight:-

1. the use of Enterprise Resource Planning (ERP) , Systems Applications Products (SAP)

or similar management processes which are traceable and audit based

2. physically weighing goods on calibrated and certified equipment, in accordance with

manufacturers recommended practices or appropriate EUIISO standards

3. equivalent/homogenous goods with a known weight per pallet (or other transport unit)

in conjunction with the use of ERP and auditability.

A3.2.2 Certification and Approval of the calculated method by the MCA

1. The certification of the calculation method described below will need to be undertaken

subject to MCA approval of the process as detailed in Annex 2

2. Additional requirements may be specified by the MCA following consultation with the

shipper but the MCA will accept the use of existing audit based schemes as the basis

for authorising a shipper to become an approved shipper for use of Method 2.

A3.2.3 Calculation of the gross mass of the packed container

Step 1 -weight of the cargo

The weight of the cargo items to be shipped is to be obtained by adding the weight of the

individual items together. In the case of bulk products the weight may be obtained from the

production process, by metering through calibrated filling devices or by weighing the product.

Step 2- weight of packaging

The weight of the packaging is either obtained from the manufacturer of the packaging

material or based on shippers’ I forwarders’ data, as verified and captured in the company’s

ERP or similar system.

Step 3- weight of pallets. securing materials and dunnage

The weight of pallets, packing materials, securing devices such as shoring poles and dunnage

is either obtained from the manufacturer, based on shippers’ I forwarders’ data or preferably

weighed and captured in the ERP (or similar) system. In all cases it is the shipper’s

responsibility to consider the validity of such data.

A 1.9 Packed container means a container, as previously defined, loaded (“stuffed” or “filled”)

with liquids, gases, solids, packages and cargo items, including pallets, dunnage, and other

packing material and securing materials.

A1.10 Packing material means any material used or for use with packages and cargo items to

prevent damage, including, but not limited to, crates, packing blocks, drums, cases, boxes,

barrels, and skids. Excluded from the definition is any material within individual sealed

packages to protect the cargo item(s) inside the package.

A 1.11 Securing material means all dunnage, lashing and other equipment used to block,

brace, and secure packed cargo items in a container.

A 1.12 Ship means any vessel to which SOLAS chapter VI applies. Excluded from this

definition are roll-on/roll-off (ro-ro) ships engaged on short international voyages2 where the

containers are carried on a chassis or trailer and are loaded and unloaded by being driven on

and off such a ship.

A 1. 13 Shipper means a legal entity or person named on the bill of lading or sea waybill or

equivalent multimodal transport document (e.g. ‘1hrough” bill of lading) as shipper and/or who

(or in whose name or on whose behalf) a contract of carriage has been concluded with a

shipping company. The shipper may also be known as the sender.

A 1. 14 Shipping document means a document used by the shipper to communicate the verified

gross mass of the packed container. This document can be part of the shipping instructions to

the shipping company or a separate communication (e.g. a declaration including a weight

certificate produced by a weigh station).

A 1. 15 Tare mass means the mass of an empty container that does not contain any packages,

cargo items, pallets, dunnage, or any other packing material or securing material.

A1.16 Terminal representative means a person acting on behalf of a legal entity or person

engaged in the business of providing wharfage, dock, stowage, warehouse, or other cargo

handling services in connection with a ship.

A 1.17 Verified gross mass means the total gross mass of a packed container as obtained by

one of the methods described in paragraph 5.1 of these Guidelines. (see also “gross mass’?.

Annex 4 – Bibliography and supplementary information

The list of topics below, is indicative and not exhaustive and the types of information described

below are of an informative nature. As it is expected that they will be supplemented or

amended as the UK’s experience of implementing the new SOLAS provisions progresses, they

will not be published as part of this MGN but will be found on:

https:l/www.gov. u.)</governmenl/pubhcatlons/verificat!on-of-lhe-gross-mag>-of-pac~-<:ontalners-by-sea

Specific questions on, for example, application for approval under Annex 2 should be made to

container.weight@mcga.gov.uk

A4.1 Sample Annex 2 paragraph of format of approval application form.

A4.2 Weighbridges

A4.3 ILO/IMO/UNECE CTU Code and associated infonmative material:

A4.4 IMO MSC 1/Circ.1475 Guidelines regarding the verified gross mass of a container

carrying cargo

A4.5 MCA database of approved Method 2 shippers

A4.6 Authorised Economic Operator (AEO)

A4.7 SOLAS VI Regulation 2 amendment

A4.8 ISO Quality Management System 9001/28000 Security Management System

A4.9 International Convention for Safe Containers (CSC)

Reporting in accordance with paragraph 12 of the Guidance document should be made to

the Environmental Policy Branch of the MCA (container.weight@mcga.qov.uk). Such incidents

may be pursued under the Merchant Shipping (Carriage of Cargoes) Regulations 1999 as

amended.



Processing...
Thank you! Your subscription has been confirmed. You'll hear from us soon.
ErrorHere