## 2 Literature Review  
Nowadays, researchers research the automatization of the container loading process. Systems for helping to moor larger container vessels were described in [36], which can be a step forward for making this type of ship fully autonomic. Intelligent loading systems, described among others by [PERSON], [PERSON], and [PERSON] in [37] ensure that the ship has appropriate strength, stability, and draft difference, considering the size of the container and the type of goods, so the limits of stacking weight and capacity are in compliance. This requires a flow of data, including the real container's weight and position onboard the ship. The problem of container localization onboard the ship can be solved using the patent of [PERSON], [PERSON], [PERSON], and [PERSON] [38], describing a method of automatic positioning. It proposes the installation of a device providing the position information about a container. The data obtained are used to compute the relative position of the container in the container ship, which is later compared with a stowage plan.  
The research carried out for the TopTier JIP project shows that hashing performed according to Cargo Securing Manuals became impractical, as the numbers of tiers, bays, and rows increased significantly. The hashing calculations that used to be flag state approved during the build stage are now performed via computer before each loading/discharge port call. The computer provides the exact view of the planned stowage arrangement and weight distribution. Algorithms can evaluate any loading condition with related extreme motion levels and securing forces. This is why correct data about every single container becomes more and more important [35; 39].  
The correct container weight information is crucial for such systems to work properly. For the moment, it is the shipper who is responsible for correctly declaring the weight to the port and shipping line. This is why companies started to implement penalties for wrongly declared container weight [27]. Moreover, guidelines were issued to mitigate the risk of declaring the weight incorrectly in case of incorrect, ambiguous, altered, or missing declaration of weight [40].  
The misdeclaration of a container's weight has been considered the most significant risk for container shipping [41]. After the IMO amendment, research was conducted on the implementation of this regulation.  
In the port of Tg. Priok, the amendment had no major effect, as containers were already weighed at the gates. However, introducing new methods of measurement raises the costs--costs of weighing and issuing certificates. Therefore, one of the objectives of the regulation was to raise efficiency, which is, for the moment, not possible as it leads to new costs, and because of this, is inefficient and affects the ports' charge for the shipping [42].  
The implementation of the amendment was also studied in the port of Hong Kong. It showed that the guidelines issued by the port were not as clear as the ones of the IMO [43].  
Research conducted in Australia shows that the IMO amendment had a positive effect--increased safety of shipping companies and operators of the terminals. On the other hand, the financial costs of shippers rose and implementation of new procedures resulted in time delays [44].  
Also, the case study on PT. Albasia showed that during the process of weighing the containers, there was an addition of production costs and extended length of the weighing process which resulted in delays in the arrival to the destination country [45].  
Most of the studies highlight the importance of simplifying the working process and implementing information technology to increase the information exchange [46].  
The problems faced may lead to the attempts of not following the rule, especially in the case of less developed ports, which may not have the funding to fully implement it. It clearly shows that further work needs to be carried out to develop better and safer solutions.