Description
Logistics is the management of the flow of resources between the point of origin and the point of consumption in order to meet some requirements, for example, of customers or corporations. The resources managed in logistics can include physical items, such as food, materials, equipment, liquids, and staff, as well as abstract items, such as time, information, particles, and energy.
CHAPTER-1 INTRODUCTION OF THE STUDY
INTRODUCTION TO THE INDUSTRY
Logistics is the art of managing the supply chain and science of managing and controlling the flow of goods information and other resources like energy and people between the point of origin and the point of consumption in order to meet customers' requirements. It involves the integration of information, transportation, inventory, warehousing, material handling, and packaging. The operating responsibility of logistics is the geographical repositioning of raw materials, work in process and finished inventories where required at the lowest cost possible.
Origin and definition
The word logistics originated from the ancient Greek logos, which means “ratio, word, calculation, reason, speech, and oration”. Logistics is an idea considered to have transformed from the military's need to supply themselves as they moved from their base to a forward position. In ancient Greek, Roman and Byzantine empires, there were military officers with the title ‘Logistikas’ who were responsible for financial and supply distribution matters. The Oxford English dictionary defines logistics as: “The branch of military science having to do with procuring, maintaining and transporting material, personnel and facilities.” Another dictionary definition is: "The time related positioning of resources." As such, logistics is commonly seen as a branch of engineering which creates "people systems" rather than "machine systems"....
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NATURE OF LOGISTICS
Logistic is a highly competitive service industry. The activity of the industry is divided into several Categories namely land, sea, and air all of which operate on certain well established routes.
Land
The goods transported between the domestic boundaries on land from the place of production of goods may be different place goods using different types of vehicles. • • • • Minidor Lorry Trailer Train
Minidor
The minimum level of goods transport are taken from various places to dry port. This kind of loads are loaded by small size exporter used.
Lorry
The middle level goods transport between the different areas in India use this type vehicle.
Trailer
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The exporter who are in large number of export quantity and size of the products their use the trailers. They are available in different size such as 20’ ,40’ also available based on the capacity they are used.
Train
This facility is managed by the government and it’s giving service to private and helps in promoting export. It is one of the major contribution to the domestic goods service. It has a huge capacity and faster than other road service.
Air
The quickest service and also costly compare to other services domestic & international service also available. Cargo handling is highly safe. Cargo flights are fully loaded one type and another one passenger type.
Sea
The shipping is devoted to moving goods or passengers by water. Passenger operations have been a major component of shipping but air travel has seriously limited this aspect of industry. The enormous increase, however, in certain kinds of cargo, for example, petroleum has more than made up for the loss of passenger traffic. Although raw materials such ac mineral ores, coal, lumber, grain, and other foodstuffs supply a vast and still growing volume of cargo. The transportation of manufactured goods has increased rapidly since World War II.
VESSEL TYPES
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BULK CARRIERS
Bulk carriers (“BULKERS”) are the great work horses of the shipping world, carrying raw dry cargoes in huge cavernous hold, such as coal, iron, ore, grain, sulphur and scrap metal. Currently there is huge demand for these vessels, driven by the extraordinary expansion of the Chinese economy. Imports of iron ore into china have boosted the earnings of bulk carrier owners as freight rates have gone through the roof into uncharted territory.
The vessel on the left is that rare beast called a”geared”bulkcarrier, so called because it carriers its Own cargo cranes – very useful when visiting ports lacking portside cargo handling equipment. The vessel on the right is a more regular design of “gearless” bulk carrier. Bulkers rage from about 75,000 DWT, to the giant (capsize”) vessels of over 200,000 DWT. Due to the heavy use that these vessels are put to, their life-expectancy is less than it would be for say, a container ship. A problem facing the industry is that the high freight rates , there is little incentive for ship owners to scrab the older tonnage when it is still able to earn very good money. As we have seen, the dangers of running old bulk carriers can be
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catastrophic, not only for the vessels and their insurers, but also for the crews who have to man them
THE CAR CARRIER
The car carrier or more correctly the P.C.C. (Pure Car carrier) or P.C. /T.C. (Pure car/truck carrier), could never be described as a beauty of the seas, yet in its rectangular design is purposely built to carry large number of cars. Manufacturers of cars, mainly in Japan and Europe, use these vessels to ship large quantities of their products around the world. Every Japanese, Korean or European car that one see on the roads, may have been brought across from one of these car carrier vessels
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TANKERS
Tankers are designed to carry liquid cargoes (not just oil) although the carriage of crude oil has brought the tanker unwelcome attention and largely unjustified criticism. Oil tankers come in two Basis flavours, the crude carrier, which carries crude oil, and the clean products tanker, which carries the refined products, such as petrol, gasolene, aviation fuel, kerosene and paraffin. Tankers Range in all sizes, from the small bunkering tanker (used for refueling larger vessels) of 1000 DWT tonnes to the real giants: • The VLCC (very large crude carrier) of between 2-300,000 DWT and • The ULCC (Ultra large crude carrier) of over 300,000DWT • HANDYSIZE TANKER=20,000-30,000DWT • HANDYMAX TANKER=approx45, 000DWT • PANAMAX TANKER = approx79, 000DWT • AFRAMAX TANKER=between79, 000-120,000DWT • SUZMAX TANKER=between120, 000-180,000DWT • ULCC. TANKER=OVER300, 000DWT It should be remembered that over60% of the world’s oil is transported by these tankers, and over 99% of them reaches the destination safely without causing pollution. Indeed most oil pollution seen on beaches come from the engine rooms of vessels (of all types) and not from the cargo tankers.
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To ensure that oil tankers transport to all parts of the world, and not just the affluent western countries where freight rates might be expected to be higher.(and therefore tankers congreat), there is a system called WORLDSCALE, which ensures that net freight earning for tankers owners are the same, regardless of length of voyage and varying cost(such as bunkers and port dues), so that a tanker will earn (net) as much per day on a route that is long and arduous as they will on short and low cost voyage. This ensures that tankers take their goods to all parts of the world and don’t just concentrate on the lucrative Middle East to Western Europe or USA routes
LNG carriers
The LNG carriers (Liquefied natural gas) and its cousin the LPG carrier (liquefied petroleum gas) are products of the late twentieth century. LNG and LPG are the preferred fuel types of certain countries for their industrial power needs. Japan is one such country, and so LNG needs to be transported to Japan, but is not the easiest of cargoes to be transported. In its natural state, LNG is a gas, so to transport it, it needs to be either pressurized into a liquefied form, or kept as a liquid by reducing the temperature (simple application of Boyle’s law in physics!).
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Obviously, the carriage of an explosive gas – kept at below freezing temperatures as an unstable liquid presents a very dangerous cargo, yet it is very fact, that LNG carriers have about the best safety record of all maritime vessels. Only the best officers and crews are employed on these vessels, and the vessels themselves are maintained meticulously, and renewed frequently. There have been accidents involving LNG/LPG carriers, but where such events have occurred, the crews or salvors have so for, successfully managed to vent off the cargo into the atmosphere, thus rendering the lethal cargo harmless.
DRY CARGO VESSEL
Until vessels started to be built to carry specific cargoes, all vessels were simply general or dry Cargo vessels, i.e. built to carry any and all cargoes either in drums and bales or on pallets. Such Cargoes were put general holds with no specialization. The role of the general/dry cargo vessel Began to wane with the arrival of bulk carriers and
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tankers, but the decline of these general vessels has accelerated since the arrival of containerization (in the 1960’s). Not only are container ships able to carry greater volumes of cargo in standard shaped cargo containers, the time spent loading and discharging has also been dramatically reduced. Whereas a dry cargo vessel may take 3-4 days to load or discharge, a containership can achieve the same in matter of hours. Although general/dry Cargo vessels remain as the largest (in pure numbers) of cargo carrying vessels, they are often smaller (rarely above50, Gross tons) than the specialized vessels that are slowly replacing them.
CONTAINER SHIPS
The containership or “Box ship” is the great success story of the last40 years. General cargo was historically carried in dry cargo vessels, without any particular specialization. Cargo loading and unloading was always a slow, laborious task, due to varying shapes, size, weights and fragility, of numerous cargoes being carried on vessel. The idea of standardizing the carrying box, or container at 20 feet long was a breakthrough that allowed for vessel to be designed to carry these standard sized boxes, and for dockside equipment also to be designed to lift, stack and store these specific shapes.
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REEFERS
Refrigerate cargo carrying vessels (“Reefers”) are purpose built to carry fruit, meat and other food Products across the sea in a fresh and clean manner. Perhaps the most famous of these types of vessels are the banana carriers, trading between the Caribbean and Europe. They are sleak and fast, as their trade demands, with cooling (refrigeration) Equipment to keep their cargoes fresh.
Historically the months of February and March see the greatest use of these vessels. This gives a clue to their current weakness, from a commercial point of view. Any vessel which is governed by highly seasonal trades will inevitably have high and low activity periods during a year. At some points, there is very little work for dedicated refrigerated cargo vessel, making them rather inefficient, compared to container ships, (now with reefer box capabilities) which can switch trades. In low season to carry other goods. The dedicated reefer vessel (probably the most loved type of cargo ship to work on as a seaman) is therefore becoming less common, with fewer being built each year.
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LIVESTOCK CARRIERS
The carriage of live animals around the world is performed by specialist vessels, designed (or adoptated) to transport large numbers of cattle and sheep in secure but with humane conditions. The trade is largely form Australia to Middle East&jor S.E.Asia. One modern vessel may vessel up to 125,000 sheep.
This transport of live animals requires experienced specialized operators. The dangers of disease, Rejection, injury and death to and from the animals is particularly high, coupled with the current activities of animals rights activists. When a livestock carrier has a fire or sinks, the loss of life of the animals can be appalling. Remember, sheep and cattle can’t swim and they are not very good, when it comes to lifeboat drills!!!
HEAVY LIFT VESSELS
Heavy lift vessels are quite amazing vessels, built to load, carry and discharge large, unusual shaped cargoes (or even smaller vessels) that will simply not fit inside the holds of conventional vessels. 18
Shaped quite unlike any other cargo vessels, some heavy lift vessels can be ballasted down, so that Cargoes (often on pontoons) can be floated on. The vessel is then raised, lifting the cargo,(now resting on the deck of the heavy lift vessel), out of the water, ready for ocean transit, often to the other side of the world. These specialist vessels are often used in the oil industry for the carriage of jack up rigs. Other unusual cargoes can include power plants, desalination units, generators and Yachts. In 2003, heavy lift vessels were used to carry away the cut up sections.
TUGS
The tugboat has a number of functions ranging from towing vessels into berths, to firefighting, Salvage and anchor handling/positioning.
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Tugs range in size (and power) depending on the tasks that they required to perform. A small harbour tug may only have 3-400 BHP (Brake Horse Power), whereas a large ocean-going salvage tug may have up to 10,000 BHP engines, capable of towing large cargo vessels off Sandbanks and rocks. The European tug (as pictured above) is very different in shape and size, from the U.S. “push boat”
This can be seen plying up and down the Mississippi river system, and modern European style tugs are being built with their engines amidships, propeller on the two sides of the vessel, to allow360 degree manoverability, (i.e.) turning on a sixpence, and sailing in any direction with equal ease-forwards- backwards-sideways.
RO- RO VESSEL
The Ro-Ro, or more fully the Roll on- roll off vessel, comes in a number of shapes and sizes, but generally in two types; the passenger ro-ro and the Cargo ro-ro Passengers ro-ros have become common sights wherever people want to travel over ware 20
with their vehicles. It is probably the only type of vessel that most people have traveled on. Usually a rear door (but sometimes a bow door) allows for vehicles to be driven on and off, stored on the car Deck below the passenger accommodation areas.
The cargo ro-ro is less “plush” than the passenger type, as these vessels are designed for the carriage of commercial vehicles where luxurious passenger accommodation is not a primary Consideration. Considerable concerns have been expressed over the bow-door type of ro-ro Design. The HERALD OF FREE ENTERPRISE was one such vessel, where a practice of sailing,
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Before the bow door was fully closed had been allowed to develop. Tragically, on leaving zeebrugge, the folly of this practice led to the disaster that claimed nearly 200 lives. If water is, to enter the car deck, the stability of the whole vessel can be rapidly affected. It is estimated that it only needs one centimeter of water over the whole car deck, for the vessel to become so unstable that it can overturn. The ESTONIA was another such vessel where, in a storm, the shield over the bow door was ripped off. Once water penetrated the car deck the vessel began to turn over and sink. In the bitter water of the Baltic Sea, the loss of life was terrible
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CHAPTER III
INTERMEDIARIES IN LOGISTICS – AN OVERVIEW
INTERMEDIARIES
Every business activity intermediaries role is very important, when business improve and develop automatically they joined with us, in logistics there are so many several areas and different environment is providing to the service world trade.
2.2.1 PACKERS
Packaging is one of the important concepts in logistics goods handling between different places and uses the different equipments.
MEANING
Packaging is science, art and technology of enclosing or protecting products for distribution, storage, sale, and use. Packaging also refers to the process of the design, evaluation, and production of packages.
THE PURPOSE OF PACKAGING AND PACKAGES LABELS
Packaging and package labeling have several objectives: Physical protection - The objects enclosed in the package may require protection from, among other things, shock, vonibrati, compression, temperature, etc. Barrier protection - A barrier from oxygen, water vapor, dust, etc., is often required permetain is a critical factor in design. Some packages contain desiccants or Oxygen absorbers to help extend shelf life. Modified or controlled atmospheres are also
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maintained in some food packages. Keeping the contents clean, fresh, and safe for the intended shelf life is a primary function. Containment or agglomeration - Small objects are typically grouped together in one package for reasons of efficiency. For example, a single box of 1000 pencils requires less physical handling than 1000 single pencils. Liquids, powders, and flowables need containment. Information transmission - Packages and labels communicate how to use, transport, recycle, or dispose of the package or product. With pharmaceutical, food, medical, and chemical products, some types of information are required by governments. Security - Packaging plays an important role in reducing the security risks of shipment. Packages can be made with improved tamper resistance to deter tampering and also can have tamper-evident features to help indicate tampering. Packages can be engineered to help reduce the risks of package pilferage: Some package constructions are more resistant to pilferage and some have pilfer indicating seals. Packages may include authentication seals to help indicate that the package and contents are not counterfeit. Packages also can include anti-theft devices, such as dyepacks, RFID tags, or electronic article surveillance tags, that can be activated or detected by devices at exit points and require specialized tools to deactivate. Using packaging in this way is a means of loss prevention. Convenience - Packages can have features which add convenience in distribution, handling, display, sale, opening, reclosing, use, and reuse. Portion control - Single serving or single dosage packaging has a precise amount of contents to control usage. Bulk commodities (such as salt) can be divided into packages that are a more suitable size for individual households. It also aids the control of inventory: selling sealed one-liter-bottles of milk, rather than having people bring their own bottles to fill themselves.
PACKAGING TYPES
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The packing is based upon the type of the export. When goods goes to export it’s handled by different environment in different place, and it should be in a condition that it withstands all the weather conditions.
WOOD PACKING MATERIAL (WPM)
This type of packaging are used by machinery and casting. Based on the weight packing will change. Fumigation based wood material also available. Heated wood there is no need for separate fumigation.
Ply wood
This type of packaging are used more because, most weighted goods, like food products, glass items, easily fragible goods all are packed using only ply wood.
Pallet
Particular type of goods needs no packaging, because its size and design also like a packing, but handling on ports it’s very difficult, so this packing just put the product on pallet and striching.
Carton box
All carmets items use these packaging materials. Some time casting also uses this type of packing.
SYMBOLS USED ON PACKAGES AND LABELS Many types of symbols for package labelling are nationally and internationally standardized. For consumer packaging, symbols exist for product certifications,
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trademarks, proof of purchase, etc. Some requirements and symbols exist to communicate aspects of consumer use and safety. Recycling directions, Resin identification code (below), and package environmental claims have special codes and symbols. Bar codes (below), Universal Product Codes, and RFID labels are common to allow automated information management. Shipments of hazardous materials or dangerous goods have special information and symbols as required by UN, country, and specific carrier requirements. Two examples are below:
With transport packages, standardized symbols are also used to aid in handling. Some common ones are shown below while others are listed in ASTM D5445 "Standard Practice for Pictorial Markings for Handling of Goods" and ISO 780 "Pictorial marking for handling of goods".
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Fragile
Use no hand hooks
This way up
Keep away from sunlight
Keep away from water Centre of gravity
Do not clamp us indicated Clamp as indicated
PROBLEMS OF PACKERS
• • • • • • The way of handling of goods in custom clearance, ICD or Port some time its damages the packaging. Handling equipments used while transporting time also damages the packing. If the Labours awareness about packaging is low, it will affect the packing. Availability of packaging material. Some time exporter uses low quality packing to reduce the cost. In Coimbatore technology used in packing is low.
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2.2.2 FUMIGATERS
Fumigation is one of the pest control method .All the exporters need fumigation certificate to export their goods to most of the nations.
FUMIGATION TECHNIQUES
HEAT TREATMENTS
This treatment used on wooden packing, fumigators heats the wood in a particular Celsius to destroy the pests.
METHYL BROMIDE
The products are closed in containers and they spray methyl bromide which controls the pest. These containers should be closed at least for 24 hours.
Problems
In Coimbatore warehouse facilities are low .ICD infrastructure facilities also can’t maintain the goods after the fumigation, its very Difficult and also goes to fumigation again.
2.2.3 LOCAL TRANSPORTERS
Products come from different places for export, with the help of local transporters only we can transfer the goods from port to other places.
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PROBLEMS OF LOCAL TRANSPORTER
• • • TAKE DIVERSION BOARD one of problem in our country for local transporter. Our road facilities also make trouble to the local transporter. Labours problems including loading unloading problem.
2.2.4 CUSTOM HOUSE AGENT
Customs House Agent (CHA) is a person who is licensed to act as an agent for transaction of any business relating to the entry or departure of conveyances or the import or export of goods at any Customs station
FUNCTIONS OF CHA
ANALYSIS THE EXPORTER CHA’s the fore most important function is to Enquire about exporter IEC code number verification, type of products which the customer export , related license and mode of export
UNDERSTAND THE SHIPMENT REQUIREMENT
Two types of shipments having Full container load (FCL) less than container load (LCL). Based on that prepare documents.
ADVICE TO THE EXPORTER
All the Exporters don’t have complete knowledge about customs rules and regulations. So CHA gives export ideas about documentation, based on products and value.
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PREPARATION OF DOCUMENTATION
CHA’s main objectives helps the exporter and reduce the work of customs, time and cost, The big companies can’t concentrate on export and import documentation so they give that work to CHA to prepare the document.
PROBLEMS OF CHA
• • • • If any mistakes occurred by CHA he lose him license. Communication between the exporter and cha some time create problem Financial facilities are low Time taken for documentation.
2.2.4 ICD&CFS OPERATORS 1. DEFINITION OF ICD/CFS
An Inland Container Depot / Container Freight Station may be defined as:A common user facility with public authority status equipped with fixed installations and offering services for handling and temporary storage of import/export laden and empty containers carried under customs control and with Customs and other agencies competent to clear goods for home use, warehousing, temporary admissions, re-export, temporary storage for onward transit and outright export. Transshipment of cargo can also take place from such stations.
2.
DISTINCTION BETWEEN AN ICD & A CFS
Functionally there is no distinction between an ICD/CFS as both are transit
facilities, which offer services for containerization of break bulk cargo and vice-versa. These could be served by rail and/ or road transport. An ICD is generally located in the interiors (outside the port towns) of the country away from the servicing ports. CFS, on
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the other hand, is an off dock facility located near the servicing ports which helps in decongesting the port by shifting cargo and Customs related activities outside the port area. CFSs are largely expected to deal with break-bulk cargo originating/terminating in the immediate hinterland of a port may also deal with rail borne traffic to and from inland locations. Keeping in view the requirements of Customs Act, and need to introduce clarity in nomenclature, all containers terminal facilities in the hinterland would be designated as " ICDs".
3.
FUNCTIONS OF ICDS/CFSS
The primary functions of ICD/CFS may be summed up as under: a. Receipt and dispatch/delivery of cargo. b. Stuffing and stripping of containers. c. Transit operations by rail/road to and from serving ports. d. Customs clearance. e. Consolidation and desegregation of LCL cargo. f. Temporary storage of cargo and containers. g. Reworking of containers. h. Maintenance and repair of container units.
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4. THE OPERATIONS OF THE ICDS/CFSS REVOLVE AROUND THE FOLLOWING CENTRES OF ACTIVITY:i) Rail Siding (in case of a rail based terminal) The place where container trains are received dispatched and handled in a terminal. Similarly, the containers are loaded on and unloaded from rail wagons at the siding through overhead cranes and / or other lifting equipments. ii) Container Yard Container yard occupies the largest area in the ICD.CFS. It is a stacking area where the export containers are aggregated prior to dispatch to port, import containers are stored till Customs clearance and where empties await onward movement. Likewise, some stacking areas are earmarked for keeping special containers such as refrigerated, hazardous, overweight/over-length, etc. iii) Warehouse A covered space/shed where export cargo is received and import cargo stored/delivered; containers are stuffed/stripped or reworked; LCL exports are consolidated and import LCLs are unpacked; and cargo is physically examined by Customs. Export and import consignments are generally handled either at separate areas in a warehouse or in different nominated warehouses/sheds. iv) Gate Complex The gate complex regulates the entry and exists of road vehicles carrying cargo and containers through the terminal. It is a place where documentation, security and container inspection procedures are undertaken.
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5.
BENEFITS OF ICDs/CFSs
The benefits as envisaged from an ICD/CFS are as follows:i. Concentration points for long distance cargoes and its unitisation. Service as a transit facility. Customs clearance facility available near the centre of production and consumption
ii. iii.
iv. v. vi.
Reduced level of demurrage and pilferage. No Customs required at gateway ports. Issuance of through bill of lading by shipping lines, hereby resuming full liability of shipments.
vii. viii. ix. x.
Reduced overall level of empty container movement. Competitive transport cost. Reduced inventory cost. Increased trade flows.
PROBLEMS OF ICD& CFS
• • Time taken for documentation. Labour problems
2.2.5 CUSTOMS
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Every import and export activity without custom knowledge is called as smuggling. Every government has their own polices on export and import every transaction need the certificate from the customs and they issue documents and license, to reactive this document they have to submit IEC code number BILL OF ENTRY, LC,SHIPPING BILL,CERTIFICATE OF ORGIN etc.
FUNCTION They are maintaining the rules and regulations of Indian government policies. Avoid the banned goods for export and import.
PROBLEMS
• • Customs officer can’t check all the goods value Delay in Documentation
2.2.6 FORWARDERS
A person who under take goods for exports to import, we called him as forwarder. FUNCTION They give the details regarding the timing and the rout in which the container is traveling,
2.2.7 PORT AUTHORITIES
Having accepted these terms of Business upon entry of their cargo or vessel into the Port. "Authority" means Maritime Board, Government of India including its employees and agents;
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These Terms of Business are in addition to the Rules and Regulations of as updated from time to time. Save as otherwise specifically provided, the following Terms Of Business (hereinafter referred to as “TOB”) apply to all work and services performed by port services (hereinafter referred to as “The Customer”) is deemed to
"Cargo" means (i) any goods or articles of any kind whatsoever including Hazardous Cargo, transported in a Container, Non-standard Container or Out of Gauge Container, excluding Non-containerized Cargo and (ii) empty Containers; "CFS" means the Container Freight Station or stations being the land and premises used by GPPL at the Container Terminal where, amongst other things, Cargo is packed, unpacked and cleared; "Consignee" means a person other than the Customer entitled to receive Cargo; "Consignor" means any person other than the Customer who delivers Cargo; "Container" means any container 20', 40' or 45' in length, 8' in width and 8'6"/9'6" in height or any other container developed for use in liner shipping at any time, including, but not limited to, flat-racks, platforms, reefer containers and tanks, with ISO recommended lifting arrangements and consistent with the safety requirements of CSC (Convention for Safe Containers) plates, and which can be handled by means of a standard 20', 40' and 45' spreader; A non-standard Container; and/or An Out of Gauge Container. "Container Ship" means a ship fitted for the carriage of Containers;
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"Container Terminal" means the container terminal at the Port known as Port Pipavav comprising container berths, the Container Yard and CFS and all other equipment and buildings at the Port whether constructed or under construction, together with any additional land, berths, buildings, Container Yards and CFS to be installed in connection with any further developments thereto for the purpose of providing Container Terminal Services; "Container-transporter" means any road vehicle (including articulated vehicles) used for the carriage of Containers, Non-standard Containers and Out of Gauge Containers or any vessel other than a Container Ship; "Container Yard" means the land and premises used by GPPL at the Container Terminal where Containers are, amongst other things, stored, received and delivered; "Contract of Carriage" means any contract or other document including, but not limited to bills of lading and contracts of affreightment, seen and accepted by GPPL, which evidence a contract between two parties to ship Containers and/or Cargo onboard a Containership for reward; "Container Terminal Services" means the services to be provided to the Customer by GPPL under this TOB; "Controlled" and "Control" means the holding of power to direct or cause the direction of management, policies and decisions of a company, corporation, partnership or other entity including, without limitation, through control by direct or indirect means of not less than 50% of the voting rights in such company, corporation, partnership or other entity. "Dutiable Cargo" means dutiable goods as defined by the relevant customs and excise authorities; "EDI System" means an electronic data interchange system whereby any Message is transmitted from one party to another party by electronic means;
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"Force Majeure" means any act of God, act of public enemies, war, warlike acts, terrorism, restraint of governments, princes or peoples of any nation, riots, strikes, lockouts, insurrections, civil commotion, civil disobedience, floods, earthquake, fire, restrictions due to quarantines, epidemics, storms or any other causes beyond the reasonable control of the party claiming an event of Force Majeure; "Hazardous Cargo" means Cargo of any kind classified by the International Maritime Organization as hazardous cargo and shall include "dangerous goods" as defined in the International Maritime Dangerous Goods Code; "Indemnify" means indemnify and keep indemnified and hold harmless on demand regardless of the negligence or gross negligence of the indemnified party; "Intermediary Service" means, in relation to the use of the EDI Service, services or facilities provided by an intermediary as mutually agreed by the parties to facilitate the interchange of data by electronic means; "Message" means data structured in accordance with the User Manual and adopting the EDIFACT standards which is transmitted between GPPL and the Customer using an EDI System through the medium of the Intermediary Service; "Message Date Log" means a complete record maintained by the parties of Messages, Message Transmissions and Message Retrievals transmitted to and received from the Intermediary Service database; "Message Retrieval" means the access by any of the parties to the Intermediary Service data base and the retrieval by such party of any Message stored in the data base;
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"Message Transmission" means the deposit of a Message by any of the parties in the Intermediary Service database; "Non-containerized Cargo" means any cargo, which cannot be handled by means of normal use of a container spreader, even with attachments; "Non-standard Container" means a Container accepted for transport/carriage on a Container Ship which cannot be handled by means of a normal use of a container spreader, even with attachments; "Out of Gauge Container" (OOG) means a Container whose contents exceed the dimensions of the standard Container of 20’, 40’ or 45’ in length, 8’ in width and 8’6”/9’6” in height; "Pilot" means any person not belonging to a Container Ship who has conduct thereof; "Reefer Container" means a Container used for the transportation of refrigerated Cargo; "Sub-contract" means any sub-contract for the provision of the Container Terminal Services or any part thereof by GPPL to a Sub-contractor; "Sub-contractor" means any sub-contractor appointed by GPPL for the performance of the Container Terminal Services or any part there of; "Terms of Business" (TOB) means this document. "User Manuals" means the documents or instructions which are produced from time to time by ports by way of guidelines to govern the methods and operation of the structure, transmission and receipt of Messages each of which such documents may cover one or more Messages; "Wharf" includes a berth, quay, pier, jetty, docks, ramp, landing place and any wall and building adjoining the foreshore, sea-bed or river bed;
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"Working Day" means any day (including any public holidays and Sundays), upon which the Port is open for business.
1.1
The headings in this TOB are for information only and shall not be construed as forming part of this TOB.
1.2
Unless the context otherwise requires: (a) (b) (c) words importing the singular include the plural and vice versa; words importing any gender include all genders; and a reference to a person includes a reference to a body corporate and to an unincorporated body of persons.
Functions and Services
Ports will provide the following services to the Customer at Port. ? Receiving Container Ships at Wharves alongside the Container Terminal; ? Rendering assistance in making fast and unmooring Container Ships; ? ? Unloading from and loading onto, Container Ships of Containers. Acceptance into and removal from the Container Terminal of Containers by means of shore based cranes including lashing and unlashing of Containers on a Container Ship; ? Together with any other services which may be agreed in advance
Problems in ports
• Labour problem and strikes.
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• •
Handling equipments Misunderstand of transport agencies
Vessel operators
The role vessel operators in logistics is very important, they are facing so many problems in every countries.They are choosing the agencies in India and give the service to the exporter.
Functions
• • Issue delivery order Receiving the documents, from exporter Summit the documents on transshipment port.
Problems of vessel operators
• • Natural Climatic conditions changes. Delay of loading unloading on ports
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doc_798642482.doc
Logistics is the management of the flow of resources between the point of origin and the point of consumption in order to meet some requirements, for example, of customers or corporations. The resources managed in logistics can include physical items, such as food, materials, equipment, liquids, and staff, as well as abstract items, such as time, information, particles, and energy.
CHAPTER-1 INTRODUCTION OF THE STUDY
INTRODUCTION TO THE INDUSTRY
Logistics is the art of managing the supply chain and science of managing and controlling the flow of goods information and other resources like energy and people between the point of origin and the point of consumption in order to meet customers' requirements. It involves the integration of information, transportation, inventory, warehousing, material handling, and packaging. The operating responsibility of logistics is the geographical repositioning of raw materials, work in process and finished inventories where required at the lowest cost possible.
Origin and definition
The word logistics originated from the ancient Greek logos, which means “ratio, word, calculation, reason, speech, and oration”. Logistics is an idea considered to have transformed from the military's need to supply themselves as they moved from their base to a forward position. In ancient Greek, Roman and Byzantine empires, there were military officers with the title ‘Logistikas’ who were responsible for financial and supply distribution matters. The Oxford English dictionary defines logistics as: “The branch of military science having to do with procuring, maintaining and transporting material, personnel and facilities.” Another dictionary definition is: "The time related positioning of resources." As such, logistics is commonly seen as a branch of engineering which creates "people systems" rather than "machine systems"....
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NATURE OF LOGISTICS
Logistic is a highly competitive service industry. The activity of the industry is divided into several Categories namely land, sea, and air all of which operate on certain well established routes.
Land
The goods transported between the domestic boundaries on land from the place of production of goods may be different place goods using different types of vehicles. • • • • Minidor Lorry Trailer Train
Minidor
The minimum level of goods transport are taken from various places to dry port. This kind of loads are loaded by small size exporter used.
Lorry
The middle level goods transport between the different areas in India use this type vehicle.
Trailer
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The exporter who are in large number of export quantity and size of the products their use the trailers. They are available in different size such as 20’ ,40’ also available based on the capacity they are used.
Train
This facility is managed by the government and it’s giving service to private and helps in promoting export. It is one of the major contribution to the domestic goods service. It has a huge capacity and faster than other road service.
Air
The quickest service and also costly compare to other services domestic & international service also available. Cargo handling is highly safe. Cargo flights are fully loaded one type and another one passenger type.
Sea
The shipping is devoted to moving goods or passengers by water. Passenger operations have been a major component of shipping but air travel has seriously limited this aspect of industry. The enormous increase, however, in certain kinds of cargo, for example, petroleum has more than made up for the loss of passenger traffic. Although raw materials such ac mineral ores, coal, lumber, grain, and other foodstuffs supply a vast and still growing volume of cargo. The transportation of manufactured goods has increased rapidly since World War II.
VESSEL TYPES
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BULK CARRIERS
Bulk carriers (“BULKERS”) are the great work horses of the shipping world, carrying raw dry cargoes in huge cavernous hold, such as coal, iron, ore, grain, sulphur and scrap metal. Currently there is huge demand for these vessels, driven by the extraordinary expansion of the Chinese economy. Imports of iron ore into china have boosted the earnings of bulk carrier owners as freight rates have gone through the roof into uncharted territory.
The vessel on the left is that rare beast called a”geared”bulkcarrier, so called because it carriers its Own cargo cranes – very useful when visiting ports lacking portside cargo handling equipment. The vessel on the right is a more regular design of “gearless” bulk carrier. Bulkers rage from about 75,000 DWT, to the giant (capsize”) vessels of over 200,000 DWT. Due to the heavy use that these vessels are put to, their life-expectancy is less than it would be for say, a container ship. A problem facing the industry is that the high freight rates , there is little incentive for ship owners to scrab the older tonnage when it is still able to earn very good money. As we have seen, the dangers of running old bulk carriers can be
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catastrophic, not only for the vessels and their insurers, but also for the crews who have to man them
THE CAR CARRIER
The car carrier or more correctly the P.C.C. (Pure Car carrier) or P.C. /T.C. (Pure car/truck carrier), could never be described as a beauty of the seas, yet in its rectangular design is purposely built to carry large number of cars. Manufacturers of cars, mainly in Japan and Europe, use these vessels to ship large quantities of their products around the world. Every Japanese, Korean or European car that one see on the roads, may have been brought across from one of these car carrier vessels
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TANKERS
Tankers are designed to carry liquid cargoes (not just oil) although the carriage of crude oil has brought the tanker unwelcome attention and largely unjustified criticism. Oil tankers come in two Basis flavours, the crude carrier, which carries crude oil, and the clean products tanker, which carries the refined products, such as petrol, gasolene, aviation fuel, kerosene and paraffin. Tankers Range in all sizes, from the small bunkering tanker (used for refueling larger vessels) of 1000 DWT tonnes to the real giants: • The VLCC (very large crude carrier) of between 2-300,000 DWT and • The ULCC (Ultra large crude carrier) of over 300,000DWT • HANDYSIZE TANKER=20,000-30,000DWT • HANDYMAX TANKER=approx45, 000DWT • PANAMAX TANKER = approx79, 000DWT • AFRAMAX TANKER=between79, 000-120,000DWT • SUZMAX TANKER=between120, 000-180,000DWT • ULCC. TANKER=OVER300, 000DWT It should be remembered that over60% of the world’s oil is transported by these tankers, and over 99% of them reaches the destination safely without causing pollution. Indeed most oil pollution seen on beaches come from the engine rooms of vessels (of all types) and not from the cargo tankers.
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To ensure that oil tankers transport to all parts of the world, and not just the affluent western countries where freight rates might be expected to be higher.(and therefore tankers congreat), there is a system called WORLDSCALE, which ensures that net freight earning for tankers owners are the same, regardless of length of voyage and varying cost(such as bunkers and port dues), so that a tanker will earn (net) as much per day on a route that is long and arduous as they will on short and low cost voyage. This ensures that tankers take their goods to all parts of the world and don’t just concentrate on the lucrative Middle East to Western Europe or USA routes
LNG carriers
The LNG carriers (Liquefied natural gas) and its cousin the LPG carrier (liquefied petroleum gas) are products of the late twentieth century. LNG and LPG are the preferred fuel types of certain countries for their industrial power needs. Japan is one such country, and so LNG needs to be transported to Japan, but is not the easiest of cargoes to be transported. In its natural state, LNG is a gas, so to transport it, it needs to be either pressurized into a liquefied form, or kept as a liquid by reducing the temperature (simple application of Boyle’s law in physics!).
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Obviously, the carriage of an explosive gas – kept at below freezing temperatures as an unstable liquid presents a very dangerous cargo, yet it is very fact, that LNG carriers have about the best safety record of all maritime vessels. Only the best officers and crews are employed on these vessels, and the vessels themselves are maintained meticulously, and renewed frequently. There have been accidents involving LNG/LPG carriers, but where such events have occurred, the crews or salvors have so for, successfully managed to vent off the cargo into the atmosphere, thus rendering the lethal cargo harmless.
DRY CARGO VESSEL
Until vessels started to be built to carry specific cargoes, all vessels were simply general or dry Cargo vessels, i.e. built to carry any and all cargoes either in drums and bales or on pallets. Such Cargoes were put general holds with no specialization. The role of the general/dry cargo vessel Began to wane with the arrival of bulk carriers and
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tankers, but the decline of these general vessels has accelerated since the arrival of containerization (in the 1960’s). Not only are container ships able to carry greater volumes of cargo in standard shaped cargo containers, the time spent loading and discharging has also been dramatically reduced. Whereas a dry cargo vessel may take 3-4 days to load or discharge, a containership can achieve the same in matter of hours. Although general/dry Cargo vessels remain as the largest (in pure numbers) of cargo carrying vessels, they are often smaller (rarely above50, Gross tons) than the specialized vessels that are slowly replacing them.
CONTAINER SHIPS
The containership or “Box ship” is the great success story of the last40 years. General cargo was historically carried in dry cargo vessels, without any particular specialization. Cargo loading and unloading was always a slow, laborious task, due to varying shapes, size, weights and fragility, of numerous cargoes being carried on vessel. The idea of standardizing the carrying box, or container at 20 feet long was a breakthrough that allowed for vessel to be designed to carry these standard sized boxes, and for dockside equipment also to be designed to lift, stack and store these specific shapes.
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REEFERS
Refrigerate cargo carrying vessels (“Reefers”) are purpose built to carry fruit, meat and other food Products across the sea in a fresh and clean manner. Perhaps the most famous of these types of vessels are the banana carriers, trading between the Caribbean and Europe. They are sleak and fast, as their trade demands, with cooling (refrigeration) Equipment to keep their cargoes fresh.
Historically the months of February and March see the greatest use of these vessels. This gives a clue to their current weakness, from a commercial point of view. Any vessel which is governed by highly seasonal trades will inevitably have high and low activity periods during a year. At some points, there is very little work for dedicated refrigerated cargo vessel, making them rather inefficient, compared to container ships, (now with reefer box capabilities) which can switch trades. In low season to carry other goods. The dedicated reefer vessel (probably the most loved type of cargo ship to work on as a seaman) is therefore becoming less common, with fewer being built each year.
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LIVESTOCK CARRIERS
The carriage of live animals around the world is performed by specialist vessels, designed (or adoptated) to transport large numbers of cattle and sheep in secure but with humane conditions. The trade is largely form Australia to Middle East&jor S.E.Asia. One modern vessel may vessel up to 125,000 sheep.
This transport of live animals requires experienced specialized operators. The dangers of disease, Rejection, injury and death to and from the animals is particularly high, coupled with the current activities of animals rights activists. When a livestock carrier has a fire or sinks, the loss of life of the animals can be appalling. Remember, sheep and cattle can’t swim and they are not very good, when it comes to lifeboat drills!!!
HEAVY LIFT VESSELS
Heavy lift vessels are quite amazing vessels, built to load, carry and discharge large, unusual shaped cargoes (or even smaller vessels) that will simply not fit inside the holds of conventional vessels. 18
Shaped quite unlike any other cargo vessels, some heavy lift vessels can be ballasted down, so that Cargoes (often on pontoons) can be floated on. The vessel is then raised, lifting the cargo,(now resting on the deck of the heavy lift vessel), out of the water, ready for ocean transit, often to the other side of the world. These specialist vessels are often used in the oil industry for the carriage of jack up rigs. Other unusual cargoes can include power plants, desalination units, generators and Yachts. In 2003, heavy lift vessels were used to carry away the cut up sections.
TUGS
The tugboat has a number of functions ranging from towing vessels into berths, to firefighting, Salvage and anchor handling/positioning.
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Tugs range in size (and power) depending on the tasks that they required to perform. A small harbour tug may only have 3-400 BHP (Brake Horse Power), whereas a large ocean-going salvage tug may have up to 10,000 BHP engines, capable of towing large cargo vessels off Sandbanks and rocks. The European tug (as pictured above) is very different in shape and size, from the U.S. “push boat”
This can be seen plying up and down the Mississippi river system, and modern European style tugs are being built with their engines amidships, propeller on the two sides of the vessel, to allow360 degree manoverability, (i.e.) turning on a sixpence, and sailing in any direction with equal ease-forwards- backwards-sideways.
RO- RO VESSEL
The Ro-Ro, or more fully the Roll on- roll off vessel, comes in a number of shapes and sizes, but generally in two types; the passenger ro-ro and the Cargo ro-ro Passengers ro-ros have become common sights wherever people want to travel over ware 20
with their vehicles. It is probably the only type of vessel that most people have traveled on. Usually a rear door (but sometimes a bow door) allows for vehicles to be driven on and off, stored on the car Deck below the passenger accommodation areas.
The cargo ro-ro is less “plush” than the passenger type, as these vessels are designed for the carriage of commercial vehicles where luxurious passenger accommodation is not a primary Consideration. Considerable concerns have been expressed over the bow-door type of ro-ro Design. The HERALD OF FREE ENTERPRISE was one such vessel, where a practice of sailing,
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Before the bow door was fully closed had been allowed to develop. Tragically, on leaving zeebrugge, the folly of this practice led to the disaster that claimed nearly 200 lives. If water is, to enter the car deck, the stability of the whole vessel can be rapidly affected. It is estimated that it only needs one centimeter of water over the whole car deck, for the vessel to become so unstable that it can overturn. The ESTONIA was another such vessel where, in a storm, the shield over the bow door was ripped off. Once water penetrated the car deck the vessel began to turn over and sink. In the bitter water of the Baltic Sea, the loss of life was terrible
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CHAPTER III
INTERMEDIARIES IN LOGISTICS – AN OVERVIEW
INTERMEDIARIES
Every business activity intermediaries role is very important, when business improve and develop automatically they joined with us, in logistics there are so many several areas and different environment is providing to the service world trade.
2.2.1 PACKERS
Packaging is one of the important concepts in logistics goods handling between different places and uses the different equipments.
MEANING
Packaging is science, art and technology of enclosing or protecting products for distribution, storage, sale, and use. Packaging also refers to the process of the design, evaluation, and production of packages.
THE PURPOSE OF PACKAGING AND PACKAGES LABELS
Packaging and package labeling have several objectives: Physical protection - The objects enclosed in the package may require protection from, among other things, shock, vonibrati, compression, temperature, etc. Barrier protection - A barrier from oxygen, water vapor, dust, etc., is often required permetain is a critical factor in design. Some packages contain desiccants or Oxygen absorbers to help extend shelf life. Modified or controlled atmospheres are also
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maintained in some food packages. Keeping the contents clean, fresh, and safe for the intended shelf life is a primary function. Containment or agglomeration - Small objects are typically grouped together in one package for reasons of efficiency. For example, a single box of 1000 pencils requires less physical handling than 1000 single pencils. Liquids, powders, and flowables need containment. Information transmission - Packages and labels communicate how to use, transport, recycle, or dispose of the package or product. With pharmaceutical, food, medical, and chemical products, some types of information are required by governments. Security - Packaging plays an important role in reducing the security risks of shipment. Packages can be made with improved tamper resistance to deter tampering and also can have tamper-evident features to help indicate tampering. Packages can be engineered to help reduce the risks of package pilferage: Some package constructions are more resistant to pilferage and some have pilfer indicating seals. Packages may include authentication seals to help indicate that the package and contents are not counterfeit. Packages also can include anti-theft devices, such as dyepacks, RFID tags, or electronic article surveillance tags, that can be activated or detected by devices at exit points and require specialized tools to deactivate. Using packaging in this way is a means of loss prevention. Convenience - Packages can have features which add convenience in distribution, handling, display, sale, opening, reclosing, use, and reuse. Portion control - Single serving or single dosage packaging has a precise amount of contents to control usage. Bulk commodities (such as salt) can be divided into packages that are a more suitable size for individual households. It also aids the control of inventory: selling sealed one-liter-bottles of milk, rather than having people bring their own bottles to fill themselves.
PACKAGING TYPES
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The packing is based upon the type of the export. When goods goes to export it’s handled by different environment in different place, and it should be in a condition that it withstands all the weather conditions.
WOOD PACKING MATERIAL (WPM)
This type of packaging are used by machinery and casting. Based on the weight packing will change. Fumigation based wood material also available. Heated wood there is no need for separate fumigation.
Ply wood
This type of packaging are used more because, most weighted goods, like food products, glass items, easily fragible goods all are packed using only ply wood.
Pallet
Particular type of goods needs no packaging, because its size and design also like a packing, but handling on ports it’s very difficult, so this packing just put the product on pallet and striching.
Carton box
All carmets items use these packaging materials. Some time casting also uses this type of packing.
SYMBOLS USED ON PACKAGES AND LABELS Many types of symbols for package labelling are nationally and internationally standardized. For consumer packaging, symbols exist for product certifications,
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trademarks, proof of purchase, etc. Some requirements and symbols exist to communicate aspects of consumer use and safety. Recycling directions, Resin identification code (below), and package environmental claims have special codes and symbols. Bar codes (below), Universal Product Codes, and RFID labels are common to allow automated information management. Shipments of hazardous materials or dangerous goods have special information and symbols as required by UN, country, and specific carrier requirements. Two examples are below:
With transport packages, standardized symbols are also used to aid in handling. Some common ones are shown below while others are listed in ASTM D5445 "Standard Practice for Pictorial Markings for Handling of Goods" and ISO 780 "Pictorial marking for handling of goods".
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Fragile
Use no hand hooks
This way up
Keep away from sunlight
Keep away from water Centre of gravity
Do not clamp us indicated Clamp as indicated
PROBLEMS OF PACKERS
• • • • • • The way of handling of goods in custom clearance, ICD or Port some time its damages the packaging. Handling equipments used while transporting time also damages the packing. If the Labours awareness about packaging is low, it will affect the packing. Availability of packaging material. Some time exporter uses low quality packing to reduce the cost. In Coimbatore technology used in packing is low.
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2.2.2 FUMIGATERS
Fumigation is one of the pest control method .All the exporters need fumigation certificate to export their goods to most of the nations.
FUMIGATION TECHNIQUES
HEAT TREATMENTS
This treatment used on wooden packing, fumigators heats the wood in a particular Celsius to destroy the pests.
METHYL BROMIDE
The products are closed in containers and they spray methyl bromide which controls the pest. These containers should be closed at least for 24 hours.
Problems
In Coimbatore warehouse facilities are low .ICD infrastructure facilities also can’t maintain the goods after the fumigation, its very Difficult and also goes to fumigation again.
2.2.3 LOCAL TRANSPORTERS
Products come from different places for export, with the help of local transporters only we can transfer the goods from port to other places.
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PROBLEMS OF LOCAL TRANSPORTER
• • • TAKE DIVERSION BOARD one of problem in our country for local transporter. Our road facilities also make trouble to the local transporter. Labours problems including loading unloading problem.
2.2.4 CUSTOM HOUSE AGENT
Customs House Agent (CHA) is a person who is licensed to act as an agent for transaction of any business relating to the entry or departure of conveyances or the import or export of goods at any Customs station
FUNCTIONS OF CHA
ANALYSIS THE EXPORTER CHA’s the fore most important function is to Enquire about exporter IEC code number verification, type of products which the customer export , related license and mode of export
UNDERSTAND THE SHIPMENT REQUIREMENT
Two types of shipments having Full container load (FCL) less than container load (LCL). Based on that prepare documents.
ADVICE TO THE EXPORTER
All the Exporters don’t have complete knowledge about customs rules and regulations. So CHA gives export ideas about documentation, based on products and value.
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PREPARATION OF DOCUMENTATION
CHA’s main objectives helps the exporter and reduce the work of customs, time and cost, The big companies can’t concentrate on export and import documentation so they give that work to CHA to prepare the document.
PROBLEMS OF CHA
• • • • If any mistakes occurred by CHA he lose him license. Communication between the exporter and cha some time create problem Financial facilities are low Time taken for documentation.
2.2.4 ICD&CFS OPERATORS 1. DEFINITION OF ICD/CFS
An Inland Container Depot / Container Freight Station may be defined as:A common user facility with public authority status equipped with fixed installations and offering services for handling and temporary storage of import/export laden and empty containers carried under customs control and with Customs and other agencies competent to clear goods for home use, warehousing, temporary admissions, re-export, temporary storage for onward transit and outright export. Transshipment of cargo can also take place from such stations.
2.
DISTINCTION BETWEEN AN ICD & A CFS
Functionally there is no distinction between an ICD/CFS as both are transit
facilities, which offer services for containerization of break bulk cargo and vice-versa. These could be served by rail and/ or road transport. An ICD is generally located in the interiors (outside the port towns) of the country away from the servicing ports. CFS, on
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the other hand, is an off dock facility located near the servicing ports which helps in decongesting the port by shifting cargo and Customs related activities outside the port area. CFSs are largely expected to deal with break-bulk cargo originating/terminating in the immediate hinterland of a port may also deal with rail borne traffic to and from inland locations. Keeping in view the requirements of Customs Act, and need to introduce clarity in nomenclature, all containers terminal facilities in the hinterland would be designated as " ICDs".
3.
FUNCTIONS OF ICDS/CFSS
The primary functions of ICD/CFS may be summed up as under: a. Receipt and dispatch/delivery of cargo. b. Stuffing and stripping of containers. c. Transit operations by rail/road to and from serving ports. d. Customs clearance. e. Consolidation and desegregation of LCL cargo. f. Temporary storage of cargo and containers. g. Reworking of containers. h. Maintenance and repair of container units.
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4. THE OPERATIONS OF THE ICDS/CFSS REVOLVE AROUND THE FOLLOWING CENTRES OF ACTIVITY:i) Rail Siding (in case of a rail based terminal) The place where container trains are received dispatched and handled in a terminal. Similarly, the containers are loaded on and unloaded from rail wagons at the siding through overhead cranes and / or other lifting equipments. ii) Container Yard Container yard occupies the largest area in the ICD.CFS. It is a stacking area where the export containers are aggregated prior to dispatch to port, import containers are stored till Customs clearance and where empties await onward movement. Likewise, some stacking areas are earmarked for keeping special containers such as refrigerated, hazardous, overweight/over-length, etc. iii) Warehouse A covered space/shed where export cargo is received and import cargo stored/delivered; containers are stuffed/stripped or reworked; LCL exports are consolidated and import LCLs are unpacked; and cargo is physically examined by Customs. Export and import consignments are generally handled either at separate areas in a warehouse or in different nominated warehouses/sheds. iv) Gate Complex The gate complex regulates the entry and exists of road vehicles carrying cargo and containers through the terminal. It is a place where documentation, security and container inspection procedures are undertaken.
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5.
BENEFITS OF ICDs/CFSs
The benefits as envisaged from an ICD/CFS are as follows:i. Concentration points for long distance cargoes and its unitisation. Service as a transit facility. Customs clearance facility available near the centre of production and consumption
ii. iii.
iv. v. vi.
Reduced level of demurrage and pilferage. No Customs required at gateway ports. Issuance of through bill of lading by shipping lines, hereby resuming full liability of shipments.
vii. viii. ix. x.
Reduced overall level of empty container movement. Competitive transport cost. Reduced inventory cost. Increased trade flows.
PROBLEMS OF ICD& CFS
• • Time taken for documentation. Labour problems
2.2.5 CUSTOMS
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Every import and export activity without custom knowledge is called as smuggling. Every government has their own polices on export and import every transaction need the certificate from the customs and they issue documents and license, to reactive this document they have to submit IEC code number BILL OF ENTRY, LC,SHIPPING BILL,CERTIFICATE OF ORGIN etc.
FUNCTION They are maintaining the rules and regulations of Indian government policies. Avoid the banned goods for export and import.
PROBLEMS
• • Customs officer can’t check all the goods value Delay in Documentation
2.2.6 FORWARDERS
A person who under take goods for exports to import, we called him as forwarder. FUNCTION They give the details regarding the timing and the rout in which the container is traveling,
2.2.7 PORT AUTHORITIES
Having accepted these terms of Business upon entry of their cargo or vessel into the Port. "Authority" means Maritime Board, Government of India including its employees and agents;
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These Terms of Business are in addition to the Rules and Regulations of as updated from time to time. Save as otherwise specifically provided, the following Terms Of Business (hereinafter referred to as “TOB”) apply to all work and services performed by port services (hereinafter referred to as “The Customer”) is deemed to
"Cargo" means (i) any goods or articles of any kind whatsoever including Hazardous Cargo, transported in a Container, Non-standard Container or Out of Gauge Container, excluding Non-containerized Cargo and (ii) empty Containers; "CFS" means the Container Freight Station or stations being the land and premises used by GPPL at the Container Terminal where, amongst other things, Cargo is packed, unpacked and cleared; "Consignee" means a person other than the Customer entitled to receive Cargo; "Consignor" means any person other than the Customer who delivers Cargo; "Container" means any container 20', 40' or 45' in length, 8' in width and 8'6"/9'6" in height or any other container developed for use in liner shipping at any time, including, but not limited to, flat-racks, platforms, reefer containers and tanks, with ISO recommended lifting arrangements and consistent with the safety requirements of CSC (Convention for Safe Containers) plates, and which can be handled by means of a standard 20', 40' and 45' spreader; A non-standard Container; and/or An Out of Gauge Container. "Container Ship" means a ship fitted for the carriage of Containers;
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"Container Terminal" means the container terminal at the Port known as Port Pipavav comprising container berths, the Container Yard and CFS and all other equipment and buildings at the Port whether constructed or under construction, together with any additional land, berths, buildings, Container Yards and CFS to be installed in connection with any further developments thereto for the purpose of providing Container Terminal Services; "Container-transporter" means any road vehicle (including articulated vehicles) used for the carriage of Containers, Non-standard Containers and Out of Gauge Containers or any vessel other than a Container Ship; "Container Yard" means the land and premises used by GPPL at the Container Terminal where Containers are, amongst other things, stored, received and delivered; "Contract of Carriage" means any contract or other document including, but not limited to bills of lading and contracts of affreightment, seen and accepted by GPPL, which evidence a contract between two parties to ship Containers and/or Cargo onboard a Containership for reward; "Container Terminal Services" means the services to be provided to the Customer by GPPL under this TOB; "Controlled" and "Control" means the holding of power to direct or cause the direction of management, policies and decisions of a company, corporation, partnership or other entity including, without limitation, through control by direct or indirect means of not less than 50% of the voting rights in such company, corporation, partnership or other entity. "Dutiable Cargo" means dutiable goods as defined by the relevant customs and excise authorities; "EDI System" means an electronic data interchange system whereby any Message is transmitted from one party to another party by electronic means;
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"Force Majeure" means any act of God, act of public enemies, war, warlike acts, terrorism, restraint of governments, princes or peoples of any nation, riots, strikes, lockouts, insurrections, civil commotion, civil disobedience, floods, earthquake, fire, restrictions due to quarantines, epidemics, storms or any other causes beyond the reasonable control of the party claiming an event of Force Majeure; "Hazardous Cargo" means Cargo of any kind classified by the International Maritime Organization as hazardous cargo and shall include "dangerous goods" as defined in the International Maritime Dangerous Goods Code; "Indemnify" means indemnify and keep indemnified and hold harmless on demand regardless of the negligence or gross negligence of the indemnified party; "Intermediary Service" means, in relation to the use of the EDI Service, services or facilities provided by an intermediary as mutually agreed by the parties to facilitate the interchange of data by electronic means; "Message" means data structured in accordance with the User Manual and adopting the EDIFACT standards which is transmitted between GPPL and the Customer using an EDI System through the medium of the Intermediary Service; "Message Date Log" means a complete record maintained by the parties of Messages, Message Transmissions and Message Retrievals transmitted to and received from the Intermediary Service database; "Message Retrieval" means the access by any of the parties to the Intermediary Service data base and the retrieval by such party of any Message stored in the data base;
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"Message Transmission" means the deposit of a Message by any of the parties in the Intermediary Service database; "Non-containerized Cargo" means any cargo, which cannot be handled by means of normal use of a container spreader, even with attachments; "Non-standard Container" means a Container accepted for transport/carriage on a Container Ship which cannot be handled by means of a normal use of a container spreader, even with attachments; "Out of Gauge Container" (OOG) means a Container whose contents exceed the dimensions of the standard Container of 20’, 40’ or 45’ in length, 8’ in width and 8’6”/9’6” in height; "Pilot" means any person not belonging to a Container Ship who has conduct thereof; "Reefer Container" means a Container used for the transportation of refrigerated Cargo; "Sub-contract" means any sub-contract for the provision of the Container Terminal Services or any part thereof by GPPL to a Sub-contractor; "Sub-contractor" means any sub-contractor appointed by GPPL for the performance of the Container Terminal Services or any part there of; "Terms of Business" (TOB) means this document. "User Manuals" means the documents or instructions which are produced from time to time by ports by way of guidelines to govern the methods and operation of the structure, transmission and receipt of Messages each of which such documents may cover one or more Messages; "Wharf" includes a berth, quay, pier, jetty, docks, ramp, landing place and any wall and building adjoining the foreshore, sea-bed or river bed;
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"Working Day" means any day (including any public holidays and Sundays), upon which the Port is open for business.
1.1
The headings in this TOB are for information only and shall not be construed as forming part of this TOB.
1.2
Unless the context otherwise requires: (a) (b) (c) words importing the singular include the plural and vice versa; words importing any gender include all genders; and a reference to a person includes a reference to a body corporate and to an unincorporated body of persons.
Functions and Services
Ports will provide the following services to the Customer at Port. ? Receiving Container Ships at Wharves alongside the Container Terminal; ? Rendering assistance in making fast and unmooring Container Ships; ? ? Unloading from and loading onto, Container Ships of Containers. Acceptance into and removal from the Container Terminal of Containers by means of shore based cranes including lashing and unlashing of Containers on a Container Ship; ? Together with any other services which may be agreed in advance
Problems in ports
• Labour problem and strikes.
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• •
Handling equipments Misunderstand of transport agencies
Vessel operators
The role vessel operators in logistics is very important, they are facing so many problems in every countries.They are choosing the agencies in India and give the service to the exporter.
Functions
• • Issue delivery order Receiving the documents, from exporter Summit the documents on transshipment port.
Problems of vessel operators
• • Natural Climatic conditions changes. Delay of loading unloading on ports
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doc_798642482.doc