Hapag-Lloyd reports 'extremely high' VGM compliance - MSC reports 100pc
THE controversial United Nations Verified Gross Mass (VGM) regulation that took effect July 1 now has Hapag-Lloyd reporting "extreme high" customer compliance and MSC reporting 100 per cent.
But no one could or would give out a general compliance rate, or news of any container having been rejected for being overweight, leading some to speculate whether only lip service was being paid to enforcement of the new UN rule.
But even lip service, if lip service it is, requires bureaucratic trimmings, which have imposed cut off times inconvenient to shippers near ports who had become accustomed to having their boxes arrive late closer to sailings.
But Hapag-Lloyd has also reported timely transmissions of VGM weight figures had resulted in the successful implementation of the UN's International Maritime Organisation’s (IMO) amended Safety of Life at Sea (SOLAS) rules.
The Mediterranean Shipping Co (MSC), the world's second largest container carrier, said it had expected to see compliance rates of 50-80 per cent and instead was surprised with its 100 per cent compliance - a "superb result".
Cautioned Hapag-Lloyd: "Please bear in mind that the VGM message is a declaration, including the cargo, the securing and dunnage material, and the container's tare weight, verified according to the state regulation."
While dire predictions proved unfounded of massive congestion caused by hold ups occasioned by independent weight "verification" - because there was none - time was still lost, in other areas, reported Lloyd's Loading List.
Jens Roemer, chairman of the Sea Transport working group within FIATA's Multimodal Transport Institute, said VGM cut offs tended to be earlier compared to gate in closings.
Shippers or forwarders may pick up the empty in the early morning and return the loaded box to the terminal in the afternoon, but the VGM close time may be a day earlier, Mr Roemer said.
"Without a container number you do not have a tare weight - so, you lose one day in your supply chain or lead time," he said.
"Whilst there have not been major operational problems, freight forwarders have expressed concern that when dealing with reefer containers, their customers may face higher demurrage charges due to the limited free time offered," he said.
THE controversial United Nations Verified Gross Mass (VGM) regulation that took effect July 1 now has Hapag-Lloyd reporting "extreme high" customer compliance and MSC reporting 100 per cent.
But no one could or would give out a general compliance rate, or news of any container having been rejected for being overweight, leading some to speculate whether only lip service was being paid to enforcement of the new UN rule.
But even lip service, if lip service it is, requires bureaucratic trimmings, which have imposed cut off times inconvenient to shippers near ports who had become accustomed to having their boxes arrive late closer to sailings.
But Hapag-Lloyd has also reported timely transmissions of VGM weight figures had resulted in the successful implementation of the UN's International Maritime Organisation’s (IMO) amended Safety of Life at Sea (SOLAS) rules.
The Mediterranean Shipping Co (MSC), the world's second largest container carrier, said it had expected to see compliance rates of 50-80 per cent and instead was surprised with its 100 per cent compliance - a "superb result".
Cautioned Hapag-Lloyd: "Please bear in mind that the VGM message is a declaration, including the cargo, the securing and dunnage material, and the container's tare weight, verified according to the state regulation."
While dire predictions proved unfounded of massive congestion caused by hold ups occasioned by independent weight "verification" - because there was none - time was still lost, in other areas, reported Lloyd's Loading List.
Jens Roemer, chairman of the Sea Transport working group within FIATA's Multimodal Transport Institute, said VGM cut offs tended to be earlier compared to gate in closings.
Shippers or forwarders may pick up the empty in the early morning and return the loaded box to the terminal in the afternoon, but the VGM close time may be a day earlier, Mr Roemer said.
"Without a container number you do not have a tare weight - so, you lose one day in your supply chain or lead time," he said.
"Whilst there have not been major operational problems, freight forwarders have expressed concern that when dealing with reefer containers, their customers may face higher demurrage charges due to the limited free time offered," he said.