On this blog and many others, the issues surrounding VGM (I can hear people say “yawn”) and its relationship or requirement for safety has been discussed at length..
Even though it has been repeated several times, it is no yawning matter and it seems that there is still a lack of basic understanding of the weights used in a container, transport requirements and other checks that must be done before a container is packed and loaded..
I am reproducing below, a question from a discussion currently happening in one of the LinkedIn Groups relating to “Overweight Containers”:
We import toiletries from our vendors in China. Recently we had two 40’containers shipped to the UK which were both over 28,000 kg gross weight.
This is within the stated maximum gross tare for the container, but on arrival at Felixstowe the shipping line refused to hand over to haulier to deliver to our warehouse as they were considered ‘overweight’. On looking at UK government website, it says that the max weight that can be transported on UK road haulage is 44 tonnes.
I cannot believe that a normal tractor and 3 axle skeleton trailor plus 28,000kg container would be heavier than around 38 tonnes, so why did they refuse to release containers until they devanned into an extra container – a process that took them 2 weeks to complete!
Can anyone advise what the regulations are here?
In one of his recent posts, Shashi Kallada said “VGM is the beginning CTU Code is the end” and the above discussion more or less reflects what he wrote about..
Shippers, Consignees, Exporters, Importers must take heed to the packing and container transport requirements at both ends of the supply chain.. There are many considerations to be made especially if you are importing for the first time or importing/exporting a new product from/to a new country (If you are a first time importer or even an established one, you can get some tips from my Beginner’s Guide to Importing)..
Anyway, back to the above issue at hand, it is clear that in this case, no one considered or was aware of the road weight limitation at the POD or along the route to the final destination..
In a lot of cases, some importers may not even think about these requirements as for them it is just a commodity and just a sale..
It is a good thing that the shipping line placed a hold on the release in this case.. You can imagine if it was released..
There would have been 2 containers that doesn’t subscribe to the country’s road weight limitation loose on the road.. Such instances could even result in loss of lives..
In this case, someone (depending on the Incoterms) has unnecessarily incurred unpack, repack, and additional documentation and transportation cost because both the importer and exporter failed to check this critical item..
It is critical that each exporter and importer are aware of the requirements, documentation, rules and regulations relating to transport in each of their countries and follow them diligently..
But the issue is that as these rules, regulations and weight limitations are not common, there is no common rule book one can refer to, to find out this info..
The relevant transport authority in each of the countries may have published these guidelines and the importers are encouraged to find them and go through them and advise those details to their exporters so that they also follow the required protocols at the time of packing..
And this is ONE OF THE MAIN REASONS a lot of the big importers employ the services of a local freight forwarder who are au fait with these transport and documentary requirements, rules, regulations etc etc in each of their countries..
Do you have someone to advise you of the various transport requirements that needs to be taken care of in the various countries or do you as the exporter or importer do it by yourself..??