A mini manual, by Mike Fitzmaurice

An authorised economic operator (AEO) is fast becoming the new buzzword in Africa with the launch of the Road Transport Management System (RTMS) – a self-accreditation system for transporters in South Africa, which is supported by the Department of Transport.

The system is designed to encourage transporters to become compliant with both local and cross-border operating procedures, thus giving them creditability in the eyes of law enforcement agencies both locally and cross-border as well as by customs authorities; and to enhance the green lane principle at our border posts in Africa.

RTMS is not the only system being proposed in Africa; customs authorities in each country are building this concept into their customs systems such as the Automated System for Customs Data; and the Southern African Development Community’s Transit Management System has its own AEO criteria for qualification by a carrier to use the system.

Each system is likely to have differences in its qualification criteria, but at the end of the day, there will be common ground between all systems introduced, which hopefully will be acceptable and respected by all stakeholders.

As a guideline to what transporters or operators should be striving to achieve within their organisation as standard operating procedure, we have detailed some tips below.

The responsibilities of the operator or carrier is to ensure that:

• the vehicles are roadworthy i.e. in possession of a certificate of fitness;

• each vehicle has been registered with the Cross-Border Road Transport Agency, and is in possession of a cross-border permit;

• if transporting dangerous goods (Hazchem), the vehicle is registered as a DG operator and the operators card or disc is displayed on the windshield of the vehicle. Also that:

– the vehicle is Hazchem compliant

– the driver is correctly trained and Hazchem certified

– the driver is in possession of his/her professional driving permit (PrDP) category D

– the driver’s licence is free of endorsements.

• the vehicle does not exceed the permissible axle masses;

• all drivers receive regular medical examinations i.e. every six months;

• the load is secured before dispatching the vehicle;

• pre-trip and vehicle inspections are carried out prior to the vehicle’s departure;

• the driver is in possession of the required cross-border documentation for the load i.e. customs manifest, consignment note, commercial invoice etc.; and

• all drivers are made aware of cross border operating procedures.

The driver’s responsibilities are to ensure that:

• he/she is fit to drive – recent medical examination not longer than six months ago;

• he/she is in possession of a valid PrDP;

• he/she has been adequately trained for the job on hand i.e. in the case of Hazchem loads, that he/she has been Hazchem certified;

• the load is secured before departing;

• pre-trip and vehicle inspections are carried out prior to the vehicle’s departure;

• he/she is in possession of the required cross-border documentation for the load i.e. customs manifest, consignment note, commercial invoice, etc.; and

• he/she is familiar with cross-border operating procedures.

Correct loading procedures for heavy vehicles

Loading a 6m x 12m Super link

1. Start loading on the front of the back trailer with cargo that meets the weight requirements, but is not able to be double-stacked (positions 3 and 4 as indicated in the Weight Distribution Diagram);

2. Next, load the heaviest base cargo at the back of the back trailer and against the headboard of the front trailer (positions 1 and 6 in the Weight Distribution Diagram)’

3. Fill in positions 2 and 5 with the heaviest base cargo;

4. Double-stack positions 1, 2, 5 and 6 if necessary, still maintaining the weight limits shown in the Weight Distribution Diagram.

Loading a 12m tri-axle

1. Start loading the heaviest base cargo over the kingpin and tri-axles. Fill in with other base cargo.

2. If double-stacking is necessary, start at the centre of the trailer, using the position of the centre twist locks as a starting point. Load forward and backward from this point, keeping the load as even as possible on each side of the starting point. Do not exceed the maximum weights, as indicated on the Weight Distribution Diagram.

Securing the load

1. Blocking and bracing with lumber or other materials must be used to secure, protect and prevent the load from shifting en route. Lumber used must be free of nails and splinters in order not to damage bags and parcels
being transported.

2. Ensure twist locks are in the locked position when transporting containers.

3. Ensure you have sufficient straps, that they are in good condition and strong enough to hold or prevent your load from shifting. Never tie knots in cargo straps.

4. A minimum of eight cargo straps with four-tonne breaking strength each is the requirement on a super link, with a 32-tonne payload.

5. Cargo straps must be secured to the vehicle’s load anchorage points and not drop sides.

6. Use corner plates to prevent damage to the cargo when tightening straps.

7. Use short-link chains rather than long-link ones. They fit more snugly around the corners of square loads and will ensure a tighter and safer securing of the cargo.

8. Nylon rope will fray around metal corners and therefore requires a rubber tube to be slipped over it, at points
of contact.

9. Tarpaulins are for waterproofing, not securing. Nets are for holding the shape of the load, and straps are for securing
the load.