Logistics, Trade Administration and Supply Chain

This container is designed to carry cargoes that are over-width and over-height i.e. cargoes that cannot be stowed in general purpose and open top containers. Example is heavy and large machinery.

This container with its top loading facility is designed for the carriage of heavy and awkward cargo such as machineries. It is also used to carry over height cargo which cannot be stowed in a general purpose container.

This container is fitted with its own refrigeration unit which required electrical power supply for operation. Each container is capable of being set at its own individual temperature to suit the requirement of the cargo carried. Mainly used for carriage of frozen cargo such as seafood, meat, fruits, other food ingredients, etc.

This container is insulated against heat loss or gain and is used in conjunction with a blown air refrigeration system. It is designed to transport perishable cargo that needs to be carried under temperature control. This container may also be used to carry general cargo but its internal dimension will be less than that of a General Purpose container.

This close container is suitable for the carriage for all types of general cargoes such as manufactured goods, rubber, liquids in drums, etc. The containers are basically a steel framework with steel clading and timber-lined floors. Access for loading and unloading is through full width doors at one end. Dry Bulk Container This container is designed for carriage of dry powders and granular substances in bulk. It has three secular hatches (approximately 50 cm in diameter) fitted in the roof of the container to facilitate top loading. Full width doors are also fitted at on end to allow loading of general cargo.

The port or terminal is where the ships berth to load and unload cargoes. Therefore it is vital that the port is equipped adequately to ensure that the shipping operations are performed effeciently. The effeciency of a port is a vital factor for consideration by shipping line when deciding on whether its vessels should serve the port directly or otherwise. The port terminal operator is responsible for: Providing storage space for cargoes and containers; Guiding ships into and out of the port safely; Receiving cargoes and containers from shippers for exports; Delivering imported cargoes and containers to consignees; Loading and unloading goods and containers onto and from ships. The Stevedores The Stevedores are responsible for the planning of stowage and for loading and unloading of cargoes. Stevedores are mainly required for the operations of conventional vessels. For container vessels, the ship planner is responsible for the planning of container stowage on the vessel whilst the CFS

The Penang Port Commission (PPC) will hold a seminar on Nov 17 to help local logistics players better understand the impact of liberalisation of services when the Asean Free Trade Agreement takes effect next year. PPC chairman CL Tan said the seminar entitled ‘Asean Framework Agree-ment on Services (AFAS) – Logistic Sector’ is aimed at helping local logistics players compete with their counterparts in the region. “It is important to equip these players with first-hand knowledge and help them explore new opportunities within the region. “If we fail to do so, it may lead to numerous shortfalls in our local services sectors,” she said at a press conference in George Town on Friday. More than 100 participants are expected to take part in the seminar to be held at Gurney Hotel. The speaker of the seminar is Mohamad Shahabar Abdul Kareem, a senior director of the services development division of the International Trade and Industry Ministry (Miti). Tan said when the Asean Free Trade Agreemen

These are also called cellular vessels and are purpose-built to carry containers. Container ships are commonly categorised by their TEU (Twenty Foot Equivalent Units) capacity. Those with capacity up to 3,000 TEUs are of the Panamax size with beams suitable for passage through the Panama canal. Those with capacities exceeding 3,000 TEUs come under the post Panamax category and are commonly termed the "fourth generations" and above.

These are basically conventional breakbulk vessels but also fitted with stowage facility on deck for carrying containers onboard. They are usually operated on routes that serve ports which do not have container handling facilities. The ship's derricks are utilised to load and unload the containers.

These ships are designed to carry general cargo and are usually operate by cargo liners. Their capacities varies from 200 dead weight tons for a coastal trade to more than 20,000 dead weight tons for the deep sea trades. The smaller ships are usually constructed with two cargo holds while the larger ones have four to six cargo holds. The cargo holds are divided with tween decks to cater for the wide assortment of general cargo carried by cargo liners. The holds are covered with hatches that can open wide to facilitate the loading and unloading of cargo including a jumbo derrick for lifting heavy weight cargoes. Most of perishable cargo and deep tanks for carrying bulk liquids such as latex and oils.

When a shipper has a large quantity of cargo especially bulk cargo such as coal, grain, ore and timber, he may wish to charter a ship suitable in size to transport the cargo to his buyer. This form of transportation is covered by a contract of affreightment called a Charter Party. There are basically two types of Charter Parties: Demise Charter Party A demise or "bareboat" charter party is one where the chaterer is responsible for providing the cargo and the crew whilst the shipowner merely provides the vessel. In effect, the chartered appoints the crew, this taking over the full responsibility for the operation of the vessel. A demise charter party for a period of time which may vary from a few weeks to several years. Non-Demise Charter Party A non-demise charter party is a contract where the shipowner provides the vessel and her crew whilst the charter merely supplies the cargo. There are two types of non-demise charter parties: Voyage Charter Party - It is an agreement for

The status of a NVOCC is similar to a carrier except that it does not own and operate such vessels. The NVOCC acts as a middleman between shippers and carriers. The NVOCC plays the role of a principal when dealing with shippers but act as a shipper when dealing with the carrier. A NVOCC's functions include booking space with shipping companies, providing documentation services to shippers, coordinating with suppliers, shippers and the shipping lines to ensure smooth delivery of cargo to and from the port and arranging customs clearance of the cargo. The services of a NVOCC is most desired when a shipper wish to ship only a small quantity of cargo which is insufficient for a full container load (FCL). The NVOCC will consolidate all such small quantities in a full container load for shipment.

These are vessels specially designed to carry a particular commodity. Examples of such vessels are ore carriers, sugar carriers, chemical tankers, crude oil tankers. Specialised vessels are usually operating under carter parties. However, some of the oil tankers are actually owned and operated by companies.

A tramp service does not operate on a fixed sailing schedule but merely trades in all parts of the world in search of cargo. A tramp usually carries bulk cargoes in full shiploads, examples are coal, grain, timber, sugar, ores, copra, fertilisers, etc. Many of these cargoes are seasonal. In view of its nature of trade, tramp vessels are usually unspecialised conventional vessel with two to six cargo holds and built with large unobstructive hatches to facilitate conveyance of bulk cargo. Tramp companies are much smaller than their counterparts and their business demands an intimate knowledge of market conditions.

Non-Conference Lines operate independently on its own tariff as well as terms and conditions. They are commonly called "independents" in the shipping industry. Some independent lines also team up to form consortiums to increase their participation in trade routes, increase their sailing frequency and geographical coverage to meet the demands of the shipping industry.

A Liner Conference can be defined as "a group of two or more vessel operating carriers which provide internationa liner services for the carriage of cargo on a particular route or routes within specific geographical limits and which has an agreement or arrangement within the framework of which they operate under uniform or common freight rates and any other agreed conditions with respect to the provisions of the liner services". There are two types of shipping conferences, namely the Open Conferences and the Closed Conferences. Open Conferences All conferences operating to and from the United States are "open conferences". An open conference practically has to accept any shipping lines that applies for membership in accordance to with the United States legislation. The interpretation of US Anti-Trust Laws in the context of shipping conference forms the basis of structure "open" conferences. Closed Conferences Most European based shipping conferences are &q