Refers to: Ship Owners / Operators, PH.R.S. Representatives

Action Date: July 1st 2016

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?

• 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.

Ships’ Survey Status Online

Refers to: Ship Owners / Operators, PH.R.S. Representatives
Action Date: 28 June 2016

Phoenix Register of Shipping from now on enables all registered users in the e-services area to have access in public information concerning Survey Status of vessels online.

In case you do not have an e-services account you may visit our website ( www.phrs.gr ) and register online in order to gain access to the latest PH.R.S. e-Library content.
Do not hesitate to contact us for any difficulty you might face using this service at mail@phrs.gr.

We remain at your disposal,

PH.R.S. – Head Office

Phoenix Register of Shipping is proud to announce its participation to the most famous International Shipping Exhibition: Posidonia - 2016.

You are kindly invited to visit us from 6 June to 10 June at our Stand: No. 2.123 (Hall 2) at Metropolitan EXPO in Athens – Greece.

We hope have the pleasure to meet you all there.

PHRS – Head Office.

We are pleased to announce that Phoenix Register of Shipping is relocating.

From Monday 23rd of May 2016 you will find us at our new address: 16, 2as Merarchias Str. - 4th Floor, 185 35, Pireas – Hellas.

Please note our email addresses and phone/fax numbers remain the same.

We will be glad to see you there with the first opportunity.

SLMARAD - New & Revised Maritime Circulars
NL 151/16 | May 17th 2016

Refers to: Ship Owners / Operators of Sierra Leonean Vessels, PH.R.S. Representatives
Action Date: Various
________________________________________

Please note of the latest – new & revised – published Maritime Circulars issued by the Sierra Leone Maritime Administration (SLMARAD):

• Maritime Circular No.32 – Laid Up Vessels (Action Date: 11/04/2016)
• Revised Maritime Circular No 9 – Detention Policy (Action Date: 16/05/2016)
• Revised Maritime Circular No.11 - Incentives, Fines and Penalties Program for Ship Owners and Ship Managers (Action Date: 16/05/2016)

Do not hesitate to contact our office for any clarification you may need on the above.

Our Organization supporting, as always, all the important events of the Greek Shipping Industry, could not miss the chance to participate and support the Ultimate Event of the Yachting Industry in Greece.

We would like to invite you all and visit us at the East Med Yacht Show 2016, that will take place from 13 May - 18 May, in Marina Zeas at Piraeus.

Save the dates!

Newsletter 150/16 | April 26th 2016

PHRS Recognition by Tanzania – Zanzibar International Register of Shipping (TZIRS)

Refers to: Owners / Managers / Operators, PHRS Representatives

We are pleased to inform you about our Organization’s latest Appointment as Recognized Organization:

Phoenix Register of Shipping is a duly Authorized Recognized Organization to act on behalf of the Tanzania – Zanzibar International Register of Shipping (TZIRS) for the performance of marine statutory certification services including ISM & ISPS certification on Tanzania – Zanzibar flagged ships, without tonnage limitation in accordance with the International Maritime Organization (IMO) conventions and/or the National Regulations of Tanzania – Zanzibar.

The authorization is effective since the 30th of March, 2016.

PHRS – External Dpt.

Newsletter 149/16
April 4th 2016

New Requirements for Stability Instruments on Tankers

Refers to: All Oil Tankers, Chemical Tankers and Gas Carriers

Convention: MARPOL Annex I Reg. 28, IBC, IGC, BCH and GC Codes, IMO Resolutions MEPC.248(66), MSC.369(93), MSC.370(93), MSC.376(93) and MSC.377(93)
Entry into force: 1 January, 2016, as follows:

1. All new tankers constructed (keel laid) on or after 1 January, 2016 (1 July, 2016, for gas carriers)
2. Existing Tankers constructed (keel laid) before 1 January, 2016 (1 July, 2016, for gas carriers) must also comply with the requirements (by confirming or upgrading existing equipment, or installing new equipment) at the first applicable scheduled IOPP renewal survey of the ship after 1 January, 2016 (1 July, 2016, for gas carriers under the IGC Code), but not later than 1 January, 2021

Both new and existing oil tankers will have to be fitted with a stability instrument capable of verifying compliance with the relevant intact and damage stability requirements, and it will need to be approved by the Administration.

Existing oil tankers will be given a period of grace for compliance (by the first IOPP renewal survey after the date of entry into force of these amendments)

Alternatively, owners and operators can apply to their Flag Administration for a waiver if their vessel is loaded in accordance with approved conditions and falls into one of the following categories:

• Tankers that are on a dedicated service, with a limited number of permutations of loading so that all anticipated conditions have been approved in the stability information provided to the master in accordance with the relevant regulations
• Tankers where stability verification is made remotely by a means approved by the administration
• Tankers that are loaded within an approved range of loading conditions
• Tankers constructed before 1 January, 2016 (1 July, 2016, for gas carriers), provided with approved limiting KG/GM curves covering all applicable intact and damage stability requirements.

The stability instrument must be approved by the flag administration, taking into account the performance standards recommended by the IMO (Part B, chapter 4 of the 2008 IS Code; Annex, Section 4 of the Circular MSC.1/Circ.1229; and the technical standards defined in part 1 of the Circular MSC.1/Circ. 1461). The loading instrument should have a Document of Approval which clearly reflects this capability.

Given above requirements on stability instrument, the form of the IOPP Form B certificates for oil tankers and IBC/BCH and IGC/GC Certificates of fitness for chemical tankers and gas carriers will be required to reflect the provision of an approved stability instrument on board in accordance with the new regulations, or, alternatively, the applicable waivers granted by the administration.

PH.R.S. remain available to assist owners on the required actions and for reviewing / approval of the new or existing stability instrument.

Refers to: Ship Owners / Operators of Sierra Leonean Vessels, PH.R.S. Representatives

Action Date: Various

Please note of the latest – new & revised – published Maritime Circulars issued by the Sierra Leone Maritime Administration (SLMARAD):

• Revised Maritime Circular No.21 - EU Restrictive Measures, UN Sanctions and US Sanctions against the Democratic (Action Date: 17/03/2016)
• Maritime Circular No.27 - EU Restrictive Measures, UN Sanctions and US Sanctions against Syria (Action Date: 17/03/2016)
• Maritime Circular No.28 - EU Restrictive Measures, UN Sanctions and US Sanctions against Iran (Action Date: 17/03/2016)
• Maritime Circular No.29 - EU Restrictive Measures, UN Sanctions and US Sanctions against Libya (Action Date: 17/03/2016)
• Maritime Circular No.30 - EU Restrictive Measures, UN Sanctions and US Sanctions against Lebanon (Action Date: 17/03/2016)
• Maritime Circular No.31 – Flag State Inspections (Action Date: 23/03/2016)

Do not hesitate to contact our office for any clarification you may need on the above.

Paris MOU’s mission is to eliminate the operation of sub-standard ships through a harmonized system of port State control and with a reliable and systematic methodology.

In this frame, PH.R.S., over the last years, is implementing a strict quality policy in order to improve its performance ranking, imposing among others measures, a detailed risk analysis model for every ship.

Since 2013 and according to the past Paris MOU Annual Reports, Phoenix Register of Shipping (PH.R.S) showed a remarkable increase in performance and moved from “very low performance” to “medium performance”. Phoenix Register of Shipping remains until today at the Medium Performance Level, as stated in the newly published Paris MOU Annual Report 2014, with an excess factor of 0.87%.

Ship-owners can trust PH.R.S. for the high quality of services and excellent cooperation and be reassured that zero (0) points for RO will be considered on Ship’s Risk Calculation System.

PH.R.S. follows over the years a steady upward trend, offering high quality classification and statutory services on the basis of an “ISO 17020” and “ISO9001” accredited quality management systems, as a powerful and independent inspection body.