Arising from the MSC Napoli report and supplemented by the MARIN research, under-declared weights of deck containers (or even over-declared weights) can affect the dynamics of the stow and the behaviour of the ship. In extreme cases when aboard in quantity they could affect the safety of the ship. Accordingly, much has been written recently on this subject.
However, in the process the core requirement seems to have been lost. It is not about "overweight boxes" but "misdeclared box weights". It is a condition of carriage that a shipper booking cargo to be carried by a ship, properly declares both the nature of the cargo (furniture or canned goods etc) and the correct gross weight. To fail to do either of these essential requirements contravenes the conditions of the carriage.
All the indications are that this is happening to such an extent as to risk having a "quantity" on the same deck at the same time and, therefore, positive action is called for. As indicated in the International Chamber of Shipping/World Shipping Council publication, Safe Transport of Containers by Sea, a concerted programme of information is needed, aimed the shipper/consolidator community. At the same time, proactive action is called for.
Shipping companies could make it a condition of acceptance of the booking that the shipper provides proof of the weight being declared when the goods arrive at the export port. Furthermore, terminals and shipping companies that use them should combine to decide whether there should be a concerted effort to check the weight of containers, either in total or selectively.
Probably the best way, at least for an interim time whilst it is monitored, would be to announce that from a stated date there will be selective checking of weights and any that are found to be wrong will be subject to delay and will not get on to the intended ship. If such a position is to be taken, it must be followed through and that leads to the question of how should the checks be carried out. There are various ways in which that might be done, from weighbridges away from the terminal, to those inside the terminal where they exist and to terminal equipment assessing the weight during the normal handling process.
It is not likely that enforcing authorities can influence the situation and, therefore, it is clear that only by its own efforts will the maritime community improve this situation. The challenge is to inform shippers/consolidators of the general requirement and find a way of checking weights that will be effective whilst being within the normal handling procedure.
