Policy & Compliance
on checking for particular issues than others. The most frequently reported problems were placarding, container markings and container stowage, which comprised 90% of all discrepancies. Data sharing and AI analysis In an effort to improve safety, the World Shipping Council has recently announced its Cargo Safety Program using anonymised data sharing and AI to identify risks for participating shipping lines. The cargo screening tool uses technology from the National Cargo Bureau which receives cargo booking data. Using AI, the data is anonymised, aggregated and shared between carriers, giving all system users the same information. The success of the scheme will in part depend on the willingness of shipping lines to share information, which many previously have not been willing to do. The system will look for patterns. For instance, if shipments of a particular commodity on a particular route are regularly found to contain drugs, then all programme members could see and take appropriate action, which may include additional risk assessments. Carriers should consider how they handle this sensitive information when communicating concerns to parties contracting with them. The WSC is urged to offer guidance to Members of the scheme about at what point, how and what to communicate to parties whose goods are subject to scrutiny, which might lead to a refusal to carry the cargo. BIFA Members should consider implementing additional checks on both clients and individual shipments, as detailed in the Good Practice Guides located in the Member area of BIFA’s website. There is no doubt that safety at sea should be at the top of everyone’s list of priorities. There are unscrupulous traders who deliberately circumvent regulations to hide undeclared dangerous goods, drugs or other smuggled commodities in containerised freight movements, all of which can create significant costs and other problems for supply chain players and authorities.
In an effort to improve safety, the World Shipping Council has recently announced its Cargo Safety Program using anonymised data sharing and AI to identify risks for participating shipping lines Tackling the issue of mis- declared cargoes “ Anecdotal evidence from BIFA Members indicates
E ven allowing for the high level of trade transported on the world’s oceans the incidence of fi res on board vessels seems to be ever increasing. Part of the issue is the secrecy that a shut container offers to parties who wish to hide something within a unit. Once goods are loaded and the doors sealed, and misleading paperwork provided to a freight forwarder or shipping line, then unless something goes wrong the freight will reach its destination. But that is the key phrase, “unless something goes wrong”, because only then does it become clear that something that should have been declared as hazardous, for instance, was loaded in a container. A fire on a container vessel is a frightening and dangerous sight. It is difficult to extinguish and threatens the lives of the crew onboard the vessel. Carriers, freight forwarders and all parties in the supply chain have the right to know exactly what they are handling and on whose behalf. According to the TT Club, a containership catches fire every 60 days – a figure it refers to as “unacceptable”. What catches fire on a vessel
could just as easily have ignited in a freight forwarder’s warehouse or a truck carrying it on a busy road. In other words, “we are all in this together” and every possible step should be taken to stamp out the menace of mis-declared/ undeclared hazardous cargo. Port inspection data The World Shipping Council (WSC) has released a new report summarising deficiencies found by government cargo inspection programmes. The first and perhaps most noteworthy point is that only seven port states report discrepancies, meaning there is considerable scope to increase inspections and the data provided. Since 2019, deficiencies on inspected cargo containers have increased to 11.39% in 2024, which is nearly double the 6.54% discovered at the first mentioned date. Seven jurisdictions inspected more than 77,600 containers finding that 8,850 had deficiencies. Anecdotal evidence from BIFA Members indicates differences in UK ports’ approach to deficiencies. The Association has been advised that certain ports place more emphasis
differences in UK ports’ approach to deficiencies. The Association has been advised that certain ports place more emphasis on checking for particular issues than others
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