Container Cargo Operations
Verified Gross Mass (BGM) for Shipping Containers
The Verified Gross Mass (VGM) is a reasonably new concept introduced in the maritime industry. Container weight verification has now become a global
requirement. A new amendment was brought into force by IMO and introduced in SOLAS (Safety Of Life At Sea) regulation VI/2, adopted by resolution MSC.
380(94) which became effective on the 1st of July, 2016 that covers container weight regulations.
According to this new amendment, no container is allowed to be loaded onboard a ship unless the shipper has declared its Verified Gross Mass to the shipboard personnel and/or to port representatives. This has been a great initiative by the IMO. The implementation of this rule has helped to improve the safety of ships at sea and benefit shipboard personnel as well as personnel ashore involved in container handling.
The Verified Gross Mass or VGM is the combined weight of the container tare weight and weight of all cargo, including all packaging and dunnage.
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There are two ways of for defining the VGM: by weighing the packed container or by calculation.
Until 2016, containers were loaded on board ships without any such weight declaration. Any query regarding the weight of the container could be found from the container markings, which includes the Tare Weight and MGW
(Maximum Operating Gross Weight).
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Loading a Verified Container
Container Cargo Operations
Incorrect weight declarations have resulted in many accidents in the past. False weight declaration compromises the safe carriage of containers at sea and can put the life of seafarers at risk. Accurate weight declaration is therefore needed to prevent injuries to life and assets.
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The shipper, whose name is mentioned in the Bill of Lading, is responsible for providing the VGM of the packed container to the ship personnel and the port terminals well in advance.
VGM is not shown in the Bill of lading. It is declared separately from the Gross Cargo weight entered in the Bill of Lading. It is a violation against SOLAS to load a packed container on board a vessel whose VGM is undeclared. In the event of failure to declare the VGM of containers to be loaded on board ships, the vessel can be delayed, or cargo can be cancelled, causing potential loss to the shipper as well as the carrier.
The container would be rejected at the port terminals which follow the “NO VGM – NO GATE IN” policy and additional charges will be incurred for the time spent outside the terminal awaiting submission of VGM. Penalties may be incurred for non-compliance by SOLAS enforcing authorities.
IMO brought the VGM requirement with the intention to improve and increase the safety of container vessels, improve vessel stability and prevent the
collapsing of container stacks.
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Container Cargo Operations
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Container Cargo Operations
A lot of money is involved in the entire container transportation operation.
Besides money, the most important factor is safety, which cannot be compromised at any cost.
Nowadays we have all seen that different owners have introduced very many ultra-large container carriers. With the increasing size of container carriers, comes an increased danger of the safe carriage of containers. It is therefore
imperative to plan the stowage very accurately and keep stability criteria within permissible limits for a safe and sound voyage.
Any miscalculation or misinterpretation of data while planning the stowage and vessel stability can have disastrous effects in the long run. This is where the
declaration of VGM becomes effective and crucial. The VGM requirement aims to reduce such risks.
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Container Cargo Operations
Accepted Methods Of Weighing To Obtain The VGM
There are two methods to obtain the VGM as discussed below:
Method 1:
This method implies weighing of the packed/sealed container along with its cargo contents using calibrated and certified weighing bridge equipment. The
certified weighing station can either be located at port terminals or outside ports.
If the container is weighed along with the road vehicle (chassis, truck) on which it is loaded, in this case, the weight of the truck and its fuel should be eliminated from the total weight.
Method 2:
This method requires weighing all the cargo items and contents of the container including the packing material, securing equipment, pallets or dunnage
individually and adding those weights to the container’s tare weight as shown on the container CSC plate. Therefore the 4 elements to be determined to obtain VGM under Method 2 are:
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Container Cargo Operations
1. The tare weight of the container
2. The weight of the product without any packaging 3. The mass of primary packaging (if any), and
4. The mass of all other packaging, pallets, dunnage, space fillers and securing material
It should be noted that the weighing equipment (weighing bridge, scale or lifting equipment) used in either of the methods must meet the local country
regulations and standards for accuracy certification and calibration requirements.
Estimating weight, in either case, is not permitted. Proof of the weighing system used for certification must be made available on request which includes the
following information:
• Weighing scale’s approval number
• Name of weighing scale company
• Date of weighing
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Container Cargo Operations
• Address of weighing company
• Container number
• Seal number
• Name and signature of the weighing scale operating staff
• Company stamp
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Container Cargo Operations
The following details must be on all VGM instructions:
• Booking or Bill of Lading number
• Container number
• VGM + unit
• Responsible party
• Name in full
• Legible Signature
• Place and date of signature
The verified gross mass obtained by the shipper may not be 100% accurate.
Keeping in mind the fact that due to wear and tear, some container’s tare mass may change over time and vary somewhat from the tare weight as marked on the container door CSC plate; some countries have stated a 2-5 % tolerance for the VGM.
Some cargo also may incur normal and minor changes in mass from the time of packing and weighing until delivery due to evaporation or humidity changes.
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Container Cargo Operations
These margins of error are minor and will not possess any threat to the safety of the ship. However, this does not relieve the shipper from the obligation of using weighing equipment that complies with the accuracy standards of the
jurisdiction in which the equipment is being used. Below are examples of VGM declaration forms:
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Container Cargo Operations
The shipper declares that the determination of the weight of the cargo container contained in the document is true and correct and following SOLAS regulations Article VI 2.4.2.
A typical VGM DECLARATION FORM will include the following information:
1.VGM declared
2.VGM weighing method 3.VGM reference number 4.VGM signing person
5.Shipper registration number
6.IMDG class if hazardous cargo
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Container Cargo Operations
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Container Cargo Operations
Role of Ship Master:
The ship captain plays a vital role in ensuring the packaged cargo loaded in her/
his ship is VGM compliant to avoid any stability related issues which may lead to capsizing or sinking of the ship. Following are the critical duties of Master related to Verified Gross Mass of the Cargo:
• It is the responsibility of the ship’s Master to ensure that only packed cargo with VGM documentation is on the vessel
• The Captain and the shipping company manager should ensure that VGM of the packaged shipment is communicated in the shipping documents
sufficiently in advance to be used in the preparation of the ship stowage plan.
However, the responsibility for obtaining and documenting the verified gross mass of a packed cargo lies with the shipper. Usually, the shipping company will have a deadline infant of the shipper to produce the VGM of the
packaged goods to ensure the ship has enough time for safely planning the cargo stowage
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Container Cargo Operations
• As there is no standard document for showing the VGM of the cargo, the master must ensure the document declaring the verified gross mass of the packed container should be signed by the shipper or by the person duly authorised by the shipper
• The terminal or the ship may receive a packaged cargo/container with
missing VGM. Such a container should not be loaded onto the ship until its verified gross mass has been obtained. To allow the onward movement of
such cargoes, the Master or his representative and the terminal representative may obtain the verified gross mass of the packed container on behalf of the shipper by weighing the packed container in the terminal or elsewhere if only agreed by commercial parties. The ultimate decision will be with the ship’s Master whether to load such container or not once the VGM is determined
• The packaged cargo may have a VGM exceeding the permitted gross mass as specified in CSC. Such cargo/container may not be loaded onboard
• Master should ensure that the loading plan software onboard ship considers the VGM of the cargo
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Container Cargo Operations
• VGM records to be maintained till the end of the voyage but for a minimum period of 3 months
Packaged cargo/ containers on the following form may be exempted from VGM:
• Containers carried on Ro-Ro ships on short international voyages if these containers are only transported on/off the vessel on chassis or trailers
(Annex, page 3, 3.2)
• Offshore containers that do not need to apply to the International Convention for Safe Containers (CSC)
VGM indicates the gross weight of the container with its content. The
importance of VGM in shipping cannot be overlooked or bypassed. All member countries of the IMO have to implement and follow the VGM rules and
requirements. The weight declared as VGM is SOLAS compliant, thereby eliminates any hidden or extra weight.
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Container Cargo Operations
The vessel should use verified weights for all loaded containers to calculate
final stowage and loading plans. This will result in better and improved stability calculations of the ship and reduce potential risks to safe navigation, which may have otherwise occurred due to undeclared weights and incorrect stability
calculations. Not only this, but it will also prevent cargo claims and structural damages to the vessel.
Availability of the verified gross mass of a packed container to the Master of the ship on which it is to be loaded is, therefore, a prerequisite. It is true that by
simply just declaring the VGM, all the risks related to the safe carriage of containers cannot be abolished.
Improper load distribution and poor securing and lashing are also significant contributors to risks and accidents faced by container ships at sea. However, encouraging the accurate declaration of the weight of the containers loaded on board ships will improve the safety of the vessel and mitigate risks to some
extent. We must take all the possible steps positively that concerns the safety of the vessel and the environment.
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Container Cargo Operations
Cargo Equipment for Container Ships
The aspect of cargo handling of the containers of different dimensions on ships become very critical as they are subjected to harsh weather and strong wind in the mid-sea.
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Research states that every year, more than 10,000 containers fall overboard and spill their cargo into the ocean; 50
% of this happens due to negligence in cargo handling.
Different types of cargo handling equipment are used to
secure containers to the ship and other containers stacked on top of others.
The details of these types of
equipment are given in cargo securing manual (CSM) present onboard.
Container Cargo Operations
Ship Crew Securing Containers
Some of the important container cargo handling types of equipment are:
Base Twistlock: As the name suggests, it is used on deck and is mounted on the socket provided on the deck. The shipping container is loaded over the base
twist lock, and it is to be installed as per the procedure in CSM. After loading, ensure that the wire handle is in the lock position.
To remove, pull the wire all the way, tilt the twist-lock backwards and lift the twist-lock from the socket.
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Container Cargo Operations
Twist Lock
Semi-Automatic Twistlock: This twist lock is used in between the containers i.e. when a container is loaded on top of another container to form a stack. A
semi-automatic twist lock is inserted in between them. They are not used for the position of midlocks.
Midlocks: They are used on deck between the 20 ft containers.
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Container Cargo Operations
Semi Auto Twistlock
Semi-Automatic Base Twistlock: They are also used on deck on the lowermost tier except for the position of midlocks.
Turnbuckle & Bottlescrew: They are used in combination for tensioning the lashing of the container so that they won’t get loose.
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Container Cargo Operations
Bottle Screw
Lashing Rods: Lashing rods are rods of different lengths to hold the containers from one end and are tied up to the deck surface from the other end.
Hanging staker: A hanging staker is equipment which holds 20 ft. containers on all the four sides.
Spammer: A spanner or a tightening tool must be available for tightening the bottle screws and turnbuckles.
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Container Cargo Operations
Lashing rods
Emergency tool: It is a tool which is used when a twist-lock cannot be
unlocked by pulling the wire handle. It is used in such a way that the emergency tool is in a position that will keep the twist-lock open and the container can be then lifted along with the tool.
Grease: It is an anti-seize compound that should be applied to all the lashing equipment as required so that they are well maintained and in operational
condition.
A brief list of types of equipment used for container handling on ports:
• Port equipment includes straddle carriers for container transportation on the berth
• Tractors and trailers/semi-trailers for back up transportation and movement within a terminal area
• The cargo handling equipment used for the ship during cargo operations is gantry cranes on the pier
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Container Cargo Operations
• Stacker cranes and side loaders to assist in cargo handling
• Gantry cranes are specially used for container handling. These cranes are fitted with spreaders that can be adjusted for twenty-foot, forty-foot and forty-five-foot containers. Some of them can also be adjusted for twin lift
• Some ships are fitted with cranes, which can also be used for container
handling. These cranes are operated by trained and experienced personnel It should be noted that the lashing should not be over tightened as they are pre- tensioned. Excessive tightening may lead to excessive loading on the containers and may damage them during rolling.
Hence, lashing should be tightened with only the spanner with slight force.
Also, the lock nuts on the turnbuckle should be locked in position.
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Container Cargo Operations
How to Prepare for Container Loading Operation?
When a container ship is about to approach a port for the cargo loading, proper preparations should be made so that the cargo loading procedure can be carried out quickly and safely. Container ships have special cell guides and lashing
equipment in the under deck compartments, which help in giving a secure stowage for sea transport.
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Efficient lashing and stowing of cargo containers on the
deck are critical to prevent any imbalance and loss of equilibrium of the
ship. Proper planning for cargo loading is therefore required, and deck officers
must know how to plan cargo container stowage.
Container Cargo Operations
Loading Container On Ship
Following is the procedure for preparing a container ship and making it ready in all aspects to receive or discharge cargo at an upcoming port:
• All bilge alarms should be properly checked for their working condition
• All bilges should be emptied before the ship berths
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Container Cargo Operations
Cargo Hold Bilges
• An efficient ballast plan should be prepared according to the pre-arrival condition of the ship. Proper consideration should be given to the fuel consumption while planning ballasting and de-ballasting procedures
• For securing containers, adequate lashing bars, twist locks and turnbuckles must be made available
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Container Cargo Operations
Stevedore lashing container
• Everyone involved with cargo loading and unloading procedure should know about different cargo handling equipment used on container ships
• Deck crew in charge of the cargo operation should make sure that all lashing bars are in position; to avoid damage to them or hatch covers when
containers would be loaded
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• Turnbuckles and twist locks must be greased and in proper working
condition
• In case any defective lashing
equipment is found, it should be immediately replaced
• Proper lighting is a must during
cargo operation. Thus, ensure that the ship has adequate lighting facilities on deck, lashing bridge and catwalks
Container Cargo Operations
Lashing Equipment Kept Aside
• In case any lights are not working, they should be replaced before the ship arrives at the port
• In case of loading of reefer containers, ensure that all reefer plugs are working correctly and extra connections “Pig Tails” are available for maximum loading of refers
• Adequate spanners and actuator poles must be readily available for the stevedores
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Container Cargo Operations
Stevedores
• In case of any “Out of Gauge” cargo, extra lashing must be done
• Marking of the hatch covers must be clear and adequately identifiable
• All ventilator fans in the cargo hold must be in proper working condition
• Ensure that fire damper for the cargo hold are in good working condition
• Timings and heights of low and high tides must be calculated before the
loading/unloading condition and properly displayed at the ship control centre and the bridge
Safety of the personnel should be of utmost priority while loading cargo.
Deck crew involved with lashing and cargo activities must be extremely careful while working and should keep in mind the essential points for safe container lashing.
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Container Cargo Operations
Dimensions, Marking and Bay plan
Container ships play a crucial role in the economy and thus form a vital part of the shipping trade. To work efficiently on a container vessel and to understand container operations, it is essential for deck officers and the deck crew to have a sound knowledge about containers, including container markings, their standard dimensions and the means to identify their stowed position. Every officer and crew working on the deck must be familiar with the Bay Plan, which helps in the easy identification of containers.
Important aspects/characteristics of containers, which is important while handling them on board ships are:
Dimensions: Containers loaded on-board ships are generally 20 feet or 40 feet in length; however, some vessels can also load 45’ containers. 40’ containers are designated as group A while 20’ containers are designated as group C. The
heights vary from 8 feet to 8 feet 6 inches.
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Container Cargo Operations