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At the planning stage to establish any container terminal, some basic mistakes are made by the senior management and port planners in some cases. Most of the time mistakes are made because they relied on their previous operational experiences. Port planners are always thinking about the present scenario of business and trade. They always want to fulfil the needs of present trade. But it is important before establishing any container terminal that port planner or container terminal planner has to project the trade and trade related activities for coming 50 years and more.  So to decide this long future years planning for the container terminal we have to think about many factors and key factors. As per experts of container terminals and trade these are some factors which support the better planning for establishment of a container terminal. These key factors are as follows:- Area factors Availability of updated handling equipments Traffic forecasting Hinterland changes  Technical change

  As we know that the skills are really very important to survive in this professional world. Many of us are working in corporate sectors, govt. sectors and many professionals are doing independent professional practices or working as a freelancer. But here in this blog post we are talking about those professionals who are working in the field of logistics & supply chain management.   Logistics & supply chain sectors are growing very fast and also changing fastly. Its work culture, working field and use of digital medium changing it day by day and many new objects are introduced daily. Professionals are struggling daily to manage new techniques and updates. Those who are changing their working and professional activities as per the latest development of logistics and supply chain techniques and updates, they are making behind themselves from other professionals. So, every professional, businessmen and corporate workers have to update their skills to meet the new requirements i

In the process of Logistics at the port involves- customs formalities and increase various duties and activities on its arrival to the port of destination for the clearance of vessels and transport the goods to warehouse. Other hand for the port of origin many duties and functions are also needed to be complete. Which may involve many intermediaries like. :-  Forwarding & Clearing Agents Shipping Agents Forwarding & Clearing Agents are responsible for clearance of goods including custom clearance at the port. The associated costs at the two ends of maritime transport process will depend on the purchase contract terms. The supplier is responsible for responsible for the custom clearance at the loading port or port of origin for all trade terms except when the contract is on FAS terms. These terms are Incoterms which be discussed in my earlier blog posts. I will also post a latest Incoterms very soon in the coming post.  Now in these days freight- forwarders are not only forwar

A webinar was organized by us on YouTube Live. In this webinar we will discuss about different careers in the field of Logistics and also discuss about how it is easy to become an independent logistics professionals. How the short skill development courses of Join Study will help you. You already know that people are always trying to join IT, Software and other Engineering sectors they also thinking for Product and marketing Management fields. But what are the great chances for career growth in Logistics sector is discussed here in this webinar. Here is a complete video of this webinar for our blog readers and public.

The growing importance of dry ports (Inland Intermodal Terminals) in the economic transformation of landlocked nations as well as port countries is widely acknowledge. Dry ports are now becoming the hub of transshipment  to inland destinations thereby promoting inter-regional trade and business. More importantly, dry ports are fast becoming the gateway to international markets in facilitating trade, economic growth and development. In my previous post I have discuss about details of Dry Port (ICD) . Hope you will understand properly. Now in this post here is some question for you to solve and check your knowledge. If you have any question then sure ask it on the comment box of this post. Loading...

The functions and the concept of  Dry Ports are better understood by understanding the function of  a Sea Port. At Sea Port, the import cargo of the region is received by incoming ships, the ship is berthed and unloaded, the cargo is segregated for each consignee and stored awaiting customs clearance and delivery. Similarly the export cargoes from the region are aggregated, costumes and other formalities observed and completed and the goods are finally loaded on the appropriate outward bound vessels.  Other admin and customer facilities with proper transport activities are also done in Sea Port. The Dry Ports perform similar functions. But they receive import cargoes and dispatch export cargoes from or to Sea Port by proper Unit Rail connected to Sea Port. All documentation is done at Dry Port and transport to and from the Sea Port is organised. You can say "A Dry Port is a port provide all the facilities of a sea port at the place far away from sea port." You may under

Social medias are full of unnecessary discussion and thoughts. Every people on the social medias are claiming their ability fake but some of them are true also. Blog is original image of public qualities and their abilities. So I am posting here an assignments for all Logistics Professionals, students and teachers. Please solve these question which are very important to check your abilities. Loading...

Dry ports depends essentially on the external trade traffic of the countries in which they are setup.While planning a dry port, therefore the first consideration would be the trade volumes, both inwards and outwards means imports and exports both. once these are decided, detailed break down of import and export volumes in every terms would be most useful parameters to outline the necessary facilities that need to be provide in terms of terminal handling, storage and transport. the next step is that panning team have to determine the commodity and its volume that may move from the dry port. during the course of survey it was found that most governments of land- locked countries bring out annual statistics of external trade in terms of commodities and values. The common problem encounter is the paucity of current data regarding the every aspects of commodities trade which could help establish the requirements of transport, handling and storage at the dry port. It was learnt that

Defense and Limits for MTO -----       The defenses and the limits of the liabilities provided for in this Multimodal transport Document shall apply in action against the Multimodal Transport Operator in respect of loss resulting from loss of or damage to goods; delay in delivery and any consequential loss or damage arising from such delay.  -----      If any action in respect of loss resulting from loss of, or damage to, the goods or from delay in delivery is brought against the servant or agent of the Multimodal Transport Operator, if such servant or agent proves that the acted within the scope of his employment, or against any other person whose service he makes use for the performance of the Multimodal Transport Contract, if such other person proves that he acted within the performance of the contract, the servant or agent or such other person shall be entitled avail himself of the defenses and limits of liability which the Multimodal Transport Operator is e

 Applicability for Multimodal Transport Document :-  These rules apply when they are incorporated, however this is made, in writing, orally or otherwise, into a contract of carriage by reference to the “UNCTAD/ICC Rules for Multimodal Transport Document” , irrespective of whether there is a Unimodal or a Multimodal Transport Contract involving one or several modes of transport or whether a document has been issued or not. Whenever such a reference is made, the parties agree that these rules shall supersede any additional terms of the Multimodal Transport Contract which are in conflict with these rules, expect insofar as they increased the responsibility or obligations of the Multimodal Transport Operator. Multimodal Transport Contract means a single contract for the carriage of goods by at least two different modes of transport and Multimodal Transport Operator means the person who concludes a Multimodal Transport Contract and assumes responsibility for the perf

Evidentiary Effect of the Multimodal Transport Documents :- 1)  The Multimodal Transport Document shall be prima facia evidence of the taking in charge by the Multimodal Transport Operator of goods as described therein. 2)   Proof of contrary by the Multimodal Transport Operator shall not be admissible if the Multimodal Transport Document issued in negotiable form and has been transferred to a third party, including a consignee, who has acted in good faith in reliance on the description of goods there in. Negotiability and Title of the Goods :-   By accepting the Multimodal Transport Document the consignor and his transferees agree with the Multimodal Transport Operator that, unless it is marked "non- negotiable" it shall constitute title to the goods and the holder, by endorsement of this Multimodal Transport Document, shall be entitled to  receiver to transfer the goods mentioned in this Multimodal Transport Document.

It will depend upon the optimum number of containers to be store at any given time which is a function of the dwell time (DT) of containers which are separate for imports, exports and empty containers. Normally seven days for import, three days for export and 15 days for empties is considered pragmetic. Imports = 6400 TEUs/annum or 18 per day. At 7 days DT for each, the average inventory will be :    18*7=126 TEUs exports = 1600 TEU/annum or 5 TUs/day at 3 days DT for each, average inventory will be    5*3=15 TEUs empties = 4800 TEUs/annum or 14 TEUs/day at 15 days DT, average inventory will be :    14*15 or 210 TEUs Daily total average inventory = 126+15+210=351 The total storage capacity of CY should in the case be 351 of which the ground slot will be a fraction of the stake height. While equipment available may be capable to stake five high, full capacity can not be used for operating consideration as containers have to be shuffled for access and if the stake is f

Customs Security is usually composed of two elements :-  -----  A requirement for a financial guarantee to be established in the transit country by the party responsible for the transit operation to meet possible claims by the Customs, coupled with -----  Physical measures taken by the Customs to verify that the goods are eventually re-exported. Under the TIR guarantee system, each contracting party designated a national guaranteeing assosiation, which undertakes to act as a guarantor for all TIR carnets used for transit on the territory of the country, Regardless of whether the carnets have been issued by the association itself or by association of other countries which are parties to the TIR Convention. All these associations form a chain in which members are linked to each other through an International Organization, which is the International Road Transport Union (IRU). Reference to Customs Security Arrangements in the MT Convention was limited to the following

Trade Logistics is a chain of series of links and interfaces with potential for value addition. The difference between the revenue earned by a business enterprise and the cost of bought-in materials, services and components, represent the value which a firm adds by the process of production. The value added concept is also important in that it helps in measuring productivity and profitability of an enterprise, its impact on the national economy and keeping in focus the sources of comparative advantage like logistics, marketing, sales and service. Through optimization which is the essential function of logistics, many nations like new big economic nation India and China, also developed nation like USA and western European nations and Japan have benefited by :- -----  Selling service rather than remaining content with the price of exporting. -----  Simplifying documentation, customs clearance and payment formalities. -----  Offering varied choice of delivery terms. -----

Period of Responsibility for  Liability of Carrier :- 1)  The responsibility of the carrier for the  goods under many convention covers the period during which the career is in charge of the goods at the port of loading, during the carriage and at the port of discharge. 2)  For the purpose of  this article the carrier is deemed to be in charge of the goods. a)  from the time has taken over the goods from -----  the shipper or a person acting on his behalf -----  an authority or other third party to whom, pursuant to law or regulations applicable at the port of loading, the goods must be handed over the shipment. b)  Until the time has delivered the goods. -----  by handing over the goods to consignee. -----  in case where the consignee does not receive the goods from the career by placing them at the disposal of the consignee in accordance with the contract or with the law or with the usage of the particular trade applicable at the port of discharge. -----  bu

Traffic Forecasts :- In traffic forecasting two methods can be resorted to, which as may appear are not mutually exclusive. These are :- -----  trend analysis and extrapolation. -----  trade projections based on economy of the country and are done on the basis of actual economics parameters. Both methods applied mechanically and in isolation can lead to very unrealistic figures. Normally trade forecasting will start with the trade statistics of the previous years preferably in both value and volume terms. Port statistics may be helpful in other cases but in the context of LLCs where the serving ocean ports may not have the country-wise exports, this method will not help to allow analysis of trend, a run of figures is needed and the period should be preferably at least as long as the forecasting period.   The economists approach in trade forecasting would tend to categorize commodities according to their economic properties . A clear cut distinction has to be made

In a voyage charter the time spent by the vessel at the port is, of particular importance to the owner because the freight is fixed only with reference to the quality of cargo carried and any undue detention during which he continues to incur fixed overhead charges such as depreciation, insurance, interest on invested capital, wages etc. would reduce his calculated profit. An important clause in the charter party is therefore the one stipulating the maximum time to be allowed for the cargo loading and discharging operations, that is Lay Time. The provisions of the charter party usually state that lay time is to commence at a specific time after notice of readiness has been given. The cancelling date is applicable to the loading port only and is the absolute last day under the terms of the charter party on which the charterer is obliged to make use of the vessel. Lay Time may be expressed as the maximum number of days allowed for loading and discharge or as loading/discha

  There are two important decisions in Warehousing. Which are as follows :- A)  Warehousing Location : The following factors influence the location of a warehouse:- ------  Transport facilities available. ------  Transportation cost of serving the market area. ------  Transportation cost of supply to the warehouse. -----  Product price, customers' expected level of service and the resulting inventory carrying costs. -----  Exise duties and other taxes assesed in the area. -----  Labour supply and costs. -----  Land and construction cost. -----  Availability of power, water and communication. -----  Climatic conditions. -----  Attitude of residents and government towards the establishment of the warehouse. -----  Potential for future expansion. -----  Location of warehouse of competitors. B)  Own versus lease versus use Public Warehouse :- A warehouse may be privatly used or publically used . If a company makes goods and these are stored exclusivel

Paperless trading is done by Electronic Data Interchange (EDI). EDI is a very important Part of Modern Trade and Logistics.  Evolution of data elements that can be transmitted electronically to interchange trading information such as invoice etc. have been part of this development. Advantage of Paperless Trading :- ------  EDI saves on clerical costs by avoiding re-entering of data. It allows timely and error free transaction information be passed from one computer to another. -----  By improving information management and data exchange between organizations, EDI promotes introduction of new business strategies such as just in time manufacturing based on zero stock principle. -----  Providing error free information to the right place at the right time; thus quicker response to orders, shortening of delivery cycle. -----  Reducing stocks levels and thus increasing availability of working capital. -----  Quicker and safer processing of invoice brings speedy payments wi

  -----   Having determined the trade volumes , the immediate exercise would be estimate the traffic flows likely to be materialized at the dry port . This volume obviously would be a percentage of the total trade volumes and would be influenced by many factors having a direct or indirect bearing on such traffic . -----   To begin with such commodities as crude oil , petroleum, oil and lubricants, dry bulk cargoes like minerals and ores, coal, cement, fertilizers and heavy structural including steel etc.  have to be discounted to the appropriate extent . -----   The general principal to be followed should be to concentrate on containerisable commodities, and general cargo able to containerization . -----   This fact is supported by ever increasing conversion of breakbulk general goods traffic into containerized transport and this being the future scenario, provisions of container handling facilities should suffice at the dry ports. -----   After having obtained the volumes