From July 1, 2016, the International Maritime Organization (IMO) will implement the relevant requirements of SOLAS Convention on the weight inspection of export containers, which clearly requires that from that day on, the shipper (cargo owner) will declare the total checked weight (VGM) for all export containers, and any container without the total verified weight will not be loaded.
1、New regulations will improve the safety of shipping
The new regulations will improve the safety of shipping. The misreported weight of containers has a serious impact on the stability of ships, trucks and terminal equipment, and can pose a threat to the safety of workers in the industry, even life-threatening. Misreporting of weight seems to be a common phenomenon. When a container is weighed after an accident, the result of the total quantity obtained is often different from the data on its cargo manifest. The long-standing dispute over this issue has led to amendments to the SOLAS Convention to ensure accurate declaration of all container weights.
2、All containers shall be weighed
The principle stipulated in the new SOLAS Convention is simple. From July 1, 2016, all containers must be weighed before shipment. The weight of the container can be determined in one of two ways. The container may be weighed after it has been loaded, or all contents of the container may be weighed instead, and the weight may be combined with the tare weight of the container. In any way, subjective estimation of its weight is not allowed.
3、The whole supply chain will be affected
Active participation in all aspects of the container supply chain will be affected to some extent by this new regulation. Vessel operators and terminal operators are required to apply proven container weights to stowage plans. In order for them to get information in a timely manner, the shipper will have to share the verified weight with the booking agent or freight forwarder. This clearly requires new agreements on procedures and modifications to existing information technology (it) systems.
4、Provide accurate weight for shipper's responsibility
The shipper (or a third party under the shipper's responsibility) is required to weigh the loaded container or its entire contents, depending on the method chosen. The weighing equipment used must meet the national certification and calibration requirements. The SOLAS Convention amendment requires that the weight verification procedure must be signed, and the specific person must name and determine the weight calculation accuracy procedure verified on behalf of the shipper. The carrier may rely on this signature to verify the weight as the exact weight.
5、The details of the declaration procedure may vary depending on the circumstances
The total verified weight of the container must be declared in the signed shipping documents. This document may be part of the shipping order given to the shipping company, or it may be a separate document, such as a declaration containing a weight certificate. In any case, the document shall clearly state that the total weight provided is the total weight verified. The carrier will provide the shipper's information cut-off time during which the carrier must receive the required container proof weight from the shipper for the ship's stowage plan. These deadlines can vary from carrier to carrier, from operating procedures to terminal operator requirements, and from port to port. No container without a certified gross weight shall be loaded on board.
This is mainly divided into port overweight, shipping company overweight and destination port overweight
1、The shipping company is overweight
Negotiate with the ship owner to pay the excess weight fee, and follow the normal way for others;
2、The port has its own overweight regulations
If it is found that it is overweight when entering the port, it is necessary to negotiate with the port, pay the overweight fee plus the manual handling fee or unload and reload;
Generally, if the destination port is overweight and within a certain range, it can be solved by paying a fine; if it is seriously overweight, the crane along the way can only be unloaded at the nearby port or returned by the original way.
1. "Sea bill of lading" refers to the goods receipt issued by the carrier or freight forwarding company to the shipper after receiving the goods. The bill of lading is not only the certificate of ownership of goods, but also the contract of carriage or the certificate of carriage.
2. The function of the bill of lading is similar to but not identical with the bill of lading. The difference between B / L and B / L is that the consignee of B / L is clear. Unless the consignee proves that he is the consignee filled in the B / L, he can take delivery of the goods without submitting the original documents. The scope of application of sea waybill is much narrower than that of sea waybill. Because of its non transferability, sea waybills are generally used for the transportation of goods between members of transnational corporations.
3. The railway waybill is a contract of carriage between the shipper, consignee and railway issued by the railway transport carrier, but it can not be used as a document of title. The railway waybill is divided into original and duplicate, the original is transported with the goods, and the duplicate is delivered to the consignor for settlement. If the goods are lost, a claim can also be made according to the railway waybill.
4. An air waybill is a cargo document issued by an air carrier or his agent. Air waybill is not only the carrier receiving the goods, but also the contract of carriage between the shipper and the carrier. The air waybill is the same as the railway waybill. It is not a document of ownership and therefore cannot be transferred.
5. The Shipping Notice refers to the notice document issued by the exporter to the customer after the goods are shipped out of the place of departure, which is used to inform the other party that the goods have been shipped. When both parties use FOB or CFR trade terms, the customer needs to insure the goods according to the shipping notice. Therefore, the exporter should send the shipping notice to the customer within two days after delivery.
6. Bill of lading is an indispensable document for the consignee to go through the formalities of customs declaration and delivery. After the arrival of the goods at the port of destination, the consignee shall exchange the bill of lading or other transport documents with the agent of the carrier.
The shipping document is not only the proof of the exporter's delivery, but also the necessary document for the importer to pick up the goods. When making the shipping documents according to the invoices, the sales personnel shall be clear, effective and legal to avoid the situation that the customers cannot receive the goods due to the inconsistency of the documents.
The filling of the declaration form must be true and conform to two requirements:
1. the documents are consistent, that is, the declaration form is consistent with the contract, approval, invoice, packing list, etc.; second, the single goods are consistent, that is, the contents reported in the declaration form are consistent with the actual import and export goods. In particular, the name, specification, quantity and price of the goods must be true.
2. Goods with different contracts cannot be filled in the same declaration form; goods with different trade modes in the same batch of goods must also be declared to the customs with different declaration forms.
3. If there are many different commodities on a customs declaration form, they should be filled in clearly, but the maximum number of commodities on a customs declaration form can not be more than five.
4.The items filled in the declaration form shall be accurate and complete. Each column in the declaration form shall be filled in detail item by item, and the content shall be correct; it is required to type and fill in as much as possible, such as writing with pen, the handwriting shall be clear and tidy, and the change items shall be stamped with proofreading seal.
5. In order to implement Customs declaration automation, the declaration unit shall fill in the code of relevant items in addition to the relevant items in the declaration form.
6. The content of import and export declaration form pre entered by computer must be completely consistent with the original declaration form. The declarative shall check carefully to prevent wrong recording. In case of any discrepancy, the declarative shall timely request the entry personnel to re-enter.
7. For the export goods declared and released by the customs, the consignor of the export goods who fails to load all or part of the goods on the originally declared means of transport shall submit the application for change of the declaration form of export goods to the Customs for reasons such as the stowage of the means of transport.