Concerns over the availability of good quality boards for container flooring are rising. As a result there is increasing need for rigorous compliance with test procedures. There has been much international focus on the accuracy of gross mass of cargo, as well as correct weight distribution in the draft CTU Packing Code. The capability of container floors is a necessary part of the equation.

ICHCA International, the NGO association for the global cargo handling industry, will be hosting a practical seminar, 'Understanding the new IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTUs)', in London on 22 October. Held aboard HQS Wellington on the River Thames, the one-day event will focus on the new Code's terms, their potential impact, and how they will be enforced globally. More broadly, the seminar will address how in practical terms the industry can tackle the endemic problems currently caused by poor packing and securing of cargoes in containers, trailers and other transport units.

One aspect of the container weighing debate has concerned the way in which the port and terminal industry will participate. IAPH supported the proposed amendment to SOLAS, while terminals have sometimes seemed less enthusiastic. As the law comes into focus, what are the possible impacts for container terminals?

On 20 September 2013, the IMO Sub-committee on Dangerous Goods, Solid Cargoes and Containers (DSC) agreed a revision to the SOLAS convention to mandate the verification of gross mass of containers prior to loading on board a ship. The Sub-committee also agreed accompanying guidelines, which cover what have emerged as the difficulties in implementing throughout the industry and the way in which the change can be enforced. This decision marks an important milestone in a debate that has been going on within the industry for many years and at IMO for the last six.

Supply chain management and contracts of carriage are, inevitably, derivations of sale contracts. The interface between the different types of contracts and the parties involved can be critical to keep things moving smoothly and resolve misunderstandings.

The TT Club has confirmed approval of the IATA electronic air waybill and also followed the International Group of P&I Clubs in covering cargo liabilities arising from the carriage of cargo under the two approved electronic trading systems, Bolero and ESS.

International trade in perishable cargo is a growth area for container carriers, now accounting for over 90% of world maritime reefer transport capacity and making inroads to airfreight as well. As ever, reward can be countered by risk.

It is now approaching two years since safety alerts were raised in connection with reefer containers designed for use with R134a refrigerant which were re-gassed with counterfeit refrigerant. Happily, the TT Club is not aware of more explosions or injuries. There is no reason, however, to be complacent.

Flexitanks have been around for decades, but their use has expanded rapidly. The industry has sought to enhance standards over the recent years and currently is developing a standard for manufacturing and testing of single-use flexitanks. Take the opportunity to comment.

People and equipment are not always a safe mix, particularly where procedures to manage the interface are unknown and unenforced. There are a number of issues to be considered carefully by port facilities to mitigate the risks of injury and consequent litigation.

Some bulk terminals have contracts which specify a tolerance for the weight of material entering and leaving the terminal. This can result in costly claims for bulk weight discrepancies. It can be best to avoid this - as many terminals do.

There is general consensus that the inaccuracy of weight declaration in the unit load industry compromises safety and efficiency. There is rather less agreement on how to implement changes that are appropriate and proportionate.