The declaration of the accurate gross mass of a packed container is critical to maritime safety.


What are the new rules?
On 1 July 2016, new requirements to verify the gross mass of a packed container enter into force under the International Convention for the Safety of Life at Sea (SOLAS).

Why have the requirements for verification of the gross mass of the container been introduced?
Knowing the accurate gross mass of a packed container is critical to ensure correct stowage and stacking and avoid collapse of container stacks or loss overboard.
This is an important safety measure, which is aimed at saving lives and preventing injury and the destruction of property.

Is declaration of gross mass a new requirement?
There has always been a requirement in SOLAS to declare the gross mass of cargo and containers. The new requirement adds an extra level requiring verification of the mass.
This is to ensure that the mass declared is a true reflection of the gross mass of the packed container, in order to avoid injury, cargo damage, loss of containers, and so on.

How can the gross mass be verified?
The SOLAS regulation allows for two methods to verify the gross mass of packed containers:
• Method 1. Weighing the packed container using calibrated and certified equipment; or
• 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 competent authority of the State in which packing of the container was completed.
Method 2 will not be practical for shippers of bulk commodities like iron ore, grain, etc.,

Who provides the verified gross mass?
The shipper is responsible for providing the verified gross mass by stating it in the shipping document and submitting it to the master or his representative and to the terminal representative sufficiently in advance for use in the preparation of the ship stowage plan.

Who is the shipper?
The shipper is defined as a legal entity or person named on the bill of lading or sea waybill or equivalent multimodal transport document (e.g. "through" 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 be a manufacturer, ship agent, freight forwarder, etc.

What will happen if the verified gross mass is not provided?
The verified gross mass is a condition for loading a packed container onto a ship. A packed container, for which the verified gross mass has not been obtained sufficiently in advance to be used in the ship stowage plan, will be denied loading onto a ship to which the SOLAS regulations apply

Who decides on the “certified method” of weighing?
This is the responsibility of the competent authority of the State in which packing of the container was completed.

Who will enforce the regulations?
Like other SOLAS provisions, the enforcement of the SOLAS requirements regarding the verified gross mass of packed containers falls within the competence and is the responsibility of the SOLAS Contracting Governments. Contracting Governments acting as port States should verify compliance with these SOLAS requirements. Any incidence of non-compliance with the SOLAS requirements is enforceable according to national legislation.

Who pays if the gross mass of a container is not verified?
A packed container, for which the verified gross mass has not been obtained sufficiently in advance to be used in the ship stowage plan, will be denied loading onto a ship to which the SOLAS regulations apply. Any costs associated with the non-loading, storage, demurrage or eventual return of the container to the tendering shipper of the container should be subject to contractual arrangements between the commercial parties.

What if a container arrives for onward transportation without a verified gross mass?

While the shipper is responsible for obtaining and documenting the verified gross mass of a packed container, section 13 of the Guidelines regarding the verified gross mass of a container carrying cargo (MSC.1/Circ.1475) contains contingencies for containers received without a verified gross mass.
In order to allow the continued efficient onward movement of such containers, the master or his representative and the terminal representative may obtain the verified gross mass of the packed container on behalf of the shipper. This may be done by weighing the packed container in the terminal or elsewhere, but whether and how to do this should be agreed between the commercial parties, including the apportionment of the costs involved.

What will happen with regards to containers loaded prior to 1 July 2016 for transhipment?
The Maritime Safety Committee (MSC) at its 96th session in May 2016 agreed that while there should be no delay in the implementation of the SOLAS requirements, it would be beneficial if Administrations and port State control authorities could take a “practical and pragmatic approach” when enforcing them, for a period of three months immediately following 1 July 2016. This would help ensure that containers that are loaded before 1 July 2016, but transhipped on or after 1 July 2016, reach their final port of discharge without a verified gross mass and it would provide flexibility, for three months immediately after 1 July 2016, to all the stakeholders in containerized transport to refine, if necessary, procedures (e.g. updated software) for documenting, communicating and sharing electronic verified gross mass data.
The MSC agreed MSC.1/Circ.1548 Advice to Administrations, port State control authorities, companies, port terminals and masters regarding the SOLAS requirements for verified gross mass of packed containers.

What are the potential problems arising from misdeclared gross mass of a container?
There are a number of potential problems which could arise from a misdeclared container. They include:
• incorrect vessel stowage decisions;
• re-stowage of containers (and resulting delays and costs), if the overweight condition is ascertained;
• collapsed container stacks;
• containers lost overboard (both those overweight and containers that were not overweight);
• cargo liability claims;
• chassis damage;
• damage to ships;
• stability and stress risks for ships;
• risk of personal injury or death to seafarers and shore-side workers;
• impairment of service schedule integrity;
• supply chain service delays for shippers of properly declared containers;
• lost revenue and earnings;
• last minute shut-outs of confirmed, booked and available loads when the actual mass on board exceeds what is declared and the total cargo mass exceeds the vessel limit or port draft limit;
• impairment of ship’s optimal trim and draft, thus causing impaired vessel efficiency, suboptimal fuel usage, and increased emissions from ships;
• liability for accidents and fines for overweight containers on roads, and resulting time and administrative efforts and costs to seek reimbursement from responsible parties; and
• loss of revenue for customs authorities in cases where duties or tariffs are applied by weight measurement of a commodity.


What other work has IMO done to prevent loss of containers or problems with containers?
The new requirement to verify the gross mass of a packed container is just one element of the work that IMO has been doing to address losses of containers.
IMO has worked with the International Labour Organization (ILO) and the United Nations Economic Commission for Europe (UNECE), to develop a non-mandatory global code of practice for the handling and packing of cargo transport units for transportation by sea and land. The 2014 IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code), along with related informative material, can be downloaded here.
At the request of IMO, the International Organization for Standardization (ISO) is revising relevant ISO standards (ISO 1161:Series 1 freight containers – Corner fittings – Specifications; and ISO 3874: Series 1 freight containers – Handling and securing) in order to incorporate the most recent advances in container handling and securing equipment, taking account of the latest generation of container ships with design capacity in excess of 18,000 TEU and including design and strength characteristics for automatic twistlocks.
IMO has also adopted the Code of Safe Practice for Cargo Stowage and Securing (CSS Code).

Where can I find out more?
Contact your national maritime Administration for specific advice and guidance: contact points.
Please visit the IMO webpage: Verification of the gross mass of a packed container
Download the text of the SOLAS regulations.
Download the IMO Guidelines regarding the verified gross mass of a container carrying cargo. ​
Download MSC.1/Circ.1548 Advice to Administrations, port State control authorities, companies, port terminals and masters regarding the SOLAS requirements for verified gross mass of packed containers.

The new IMSO Director General, Captain Moin Ahmed, who was appointed by the IMSO Assembly at its Twenty-Third Session held in November 2014, has today taken up his new post.

Captain Ahmed has written to all IMSO Member States, Observer States and international organizations expressing his appreciation for their support and said "to serve the satellite communications world is a privilege, a pleasure and an honour which I cherish very much. I am determined to put every effort into responding to Member States, industry and others’ expectations in a manner which will ensure fairness, justice and objectivity and I assure you I will always serve well the best interests of the Organization. Let us all work together to create a better satellite communications world to match the objectives of the public services. Taking this opportunity, I would like to seek your continuous kind support and cooperation for the years to come in my new assignment from today."

IMSO’s membership reaches 100 Member States with the accession of Georgia to the IMSO Conventio
The IMSO Director General, Captain Esteban Pacha-Vicente, announced that Georgia has acceded to the IMSO Convention today, 12 January 2015, bringing the total membership to 100. The Instrument of Accession was today presented to the Secretary-General of the International Maritime Organization (IMO), Mr Koji Sekimizu, as Depositary of the IMSO Convention, by His Excellency Revaz Gachechiladze, Ambassador of Georgia to the United Kingdom and Permanent Representative of Georgia to IMO, and Captain Mamuka Akhaladze, Director of the Maritime Transport Agency of Georgia.

Mr Sekimizu congratulated IMSO on reaching this important milestone, reiterating the important work of IMSO in the field of safety of navigation through efficient maritime communications.

Captain Pacha expressed his satisfaction with the culmination of one of his personal ambitions, when he took office in 2007: namely the target of growing the membership from 91 during his eight year tenure as Director General to 100, which has today been achieved. Membership in the Organization has grown steadily since the entry into force of the original Convention almost 35 years ago in July 1979: 28 States were the founder Members of the Organization, increasing to 88 at the time of privatization in 1999, and reaching today 100.

Captain Pacha formally welcomed Georgia to the membership of IMSO, a further reminder to all States of the importance of all IMO Conventions, which ensure that fair and equitable internationally accepted regulations are at the forefront of maritime safety. Captain Pacha also takes this opportunity to express his satisfaction for the increased interest of non-member States, which are considering or in the process of joining IMSO, in the activities of the Organization.

Captain Pacha continues to promote the values of IMSO and to encourage both Member and non-member States to be actively involved in the activities of the Organization.

This seminar was held at Sheraton Airport Hotel for 2 days, on 19-20 August 2014. It jointly organized by the International Maritime Organization (IMO) and the Directorate General of Sea Transportation (DGST) of the Ministry of Transportation of the Republic of Indonesia. As main speaker are Javier Yasnikouski and Vijayan Nadarajah of IMO Technical Officer. The seminar that also attended by representative of Government Agencies discussed some topics relevant to the implementation of LRIT in Indonesia as mentioned below.

As you know that EDI Indonesia as the Recognized ASP can help you about Conformance Test process, activation and registration to the National Data Center (NDC) LRIT Indonesia, support DC to DC communications between countries, and support available for 24 x 7.

For more information :
lritsupport@edi-indonesia.co.id
www.lrit-indonesia.com
+6221 652 1010 / +6221 650 5829 ext 8230

IMO Secretary-General Koji Sekimizu has launched this year’s World Maritime Day theme, “IMO conventions: effective implementation”, expressing the hope that the year would see genuine progress towards effective and global implementation of all IMO conventions. Speaking at a reception to mark the launch of the theme, at the end of the first day of the first session of the Sub-Committee on Ship Design and Construction (SDC), Mr Sekimizu said the theme provided an opportunity to shine a spotlight on those IMO treaty instruments which have not yet entered into force, as well as wider and more effective implementation of measures already agreed or in place. Key targets identified Treaties still to enter into force include the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004; the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009; the Nairobi International Convention on the Removal of Wrecks, 2007; the 2010 International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (HNS); and the Cape Town Agreement of 2012 on the Implementation of the Provisions of the 1993 Protocol relating to the Torremolinos International Convention for the Safety of Fishing Vessels. “The sooner these conventions enter into force, the sooner the benefits would be received by us and the international community. During the course of this year, under the banner of the World Maritime Day theme, we will do all we can to encourage the ratification and implementation of all these instruments,” Mr Sekimizu said. “As well as conventions yet to enter into force, the wider and more complete implementation of measures already in place will also be a major element of this year’s theme. Energy efficiency measures for ships, the availability of fuel oil to meet increasingly stringent sulphur content requirements, and the verification of goal-based ship construction standards are all important activities for which we wish to make significant progress in the Organization’s work this year and will all contribute towards wider and more effective implementation of measures already agreed or in place,” Mr Sekimizu said. Mr Sekimizu noted that implementation of IMO measures was, ultimately, the responsibility of the Member States and the industry, while the forthcoming mandatory audit scheme for Member States would be an important tool for assessing Member States’ performance in meeting their obligations and responsibilities as flag, port and coastal States under the relevant IMO treaties. The Organization and the Secretariat also had a role to play, specifically through IMO’s extensive technical cooperation programme. Source: IMO News 1 2014, www.imo.org

PT. EDI Indonesia menyelenggarakan Seminar mengenai Pelaksanaan LRIT Indonesia dan rencana penerapan Advance Filing Rules (AFR) di Jepang pada:
Hari/Tanggal : Selasa, 28 Januari 2014
Waktu : 08.30 - 13.00 WIB
Tempat : Hotel Harris Kelapa Gading

Acara akan dihadiri oleh Bpk Capt. Bobby R. Mamahit selaku Direktur Jenderal Perhubungan Laut beserta jajarannya, Direktorat Kenavigasian, pembicara tamu dari NACCS Jepang dan InterCommerce Filipina.

Untuk konfirmasi kedatangan dapat menghubungi:
1. Antika, 0813-80500917, antika.rinjani@edi-indonesia.co.id
2. Joko, 0856-8829798, joko.d@edi-indonesia.co.id

Jakarta - Indonesia terpilih kembali menjadi anggota dewan Organisasi Maritim International (IMO) kategori C untuk periode 2014-2015. Dari 21 negara yang mengajukan diri menjadi anggota dewan IMO kategori C hanya 17 yang terpilih.

"Indonesia berhasil menduduki peringkat ke 4," jelas Atase Perhubungan RI di London, Sahattua, dalam rilisnya kepada detikcom, Sabtu (30/11/2013).

Indonesia mendapatkan nilai 132 dan berada di bawah 3 negara yaitu Singapura di peringkat pertama dengan nilai 143, lalu di peringkat ke dua ditempati Turki (136), dan peringkat ketiga diduduki Afrika Selatan (134).

Sementara, selain Indonesia yang menempati urutan ke-4, ada dua negara lain yang juga menempati urutan ke-4 karena memiliki nilai yang sama yaitu dengan negara Malta dan Cyprus.

Kemudian di peringkat ke-5 hingga 17 ditempati berturut-turut oleh : Meksiko (131), Chile (129), Filipina (126), Denmark (125), Australia (125), Malaysia (124), Belgia (120), Maroko (119), Thailand (114), Peru (114) (Thailand dan Peru sama-sama peringkat 13 karena memiliki nilai sama), Bahamas (112), Liberia (111), Kenya (110) dan Jamaica (109).

Untuk tiga negara yang berada di peringkat 18 sampai dengan 21 ditempati oleh Mesir (104), Arab Saudi (100), Kuwait (88) dan Israel (81). Ketiga negara ini gagal menjadi anggota dewan IMO untuk kategori C.

Keberhasilan ini merupakan yang ke-19 kalinya Indonesia berhasil menjadi anggota dewan IMO, sejak Indonesia secara resmi menjadi anggota IMO pada 18 Januari 1961.

Sumber : http://news.detik.com/read/2013/11/30/134741/2428517/10/indonesia-kembali-duduki-kursi-anggota-dewan-imo-2014-2015