Carrier Port to Port

This study explores the tracking and security of freight (“cargo”) containers as they are transported across international trade routes, including maritime environments (e.g. ports, oceans, etc.). The report covers maritime asset management solutions that are enabled with a family of integrated wireless technologies to provide real-time, global tracking, security and communications features. The solutions are largely segmented by either container tracking or container security functionality, and primarily targeted at government and commercial markets.

A Singapore-based company has developed a container tracking solution, with the support of the Maritime and Port Authority of Singapore’s (MPA) Maritime Innovation and Technology Fund (MINT), called G-Track and designed to improve the visibility and security of high-value perishable cargo requiring cold chain logistics.

Complete with GPS, GPRS, GSM, Zig-bee modules, a RFID reader and temperature sensor, the device assures security as well as proper product temperature throughout the entire transport chain, from packing to delivery.

“With the Global-I inter-modal solution, carriers and logistics providers can offer value-added services to shippers and consignees”.

“These providers now have the technical ability to link with shipping lines for real-time status, generate web-based export documentation, and provide electronic tracking. Extending beyond the ship’s platform, the Global-I solution can automate the necessary but previously manual tasks of capturing data as well as tracking and locating containers in terminals, which are spread across large acres of land.”

The container security market is still in its infancy, but various governments worldwide have been driving for better monitoring, including a full end-to-end inter-modal container tracking solution, seamlessly over land and at sea. Containers need to be secured to prevent theft and pilferage, and also to prevent them from being used by terrorists to transport weapons of mass destruction.

Vessel is the transport by sea and using for distribution of trade in the country and abroad such as export and import, one of the ships are container vessel, where the ship is to carry container specially, where the container is one type of packaging to send goods through sea that is safe and easy.

Regarding the parties that are going to carry out goods transport by sea, other than using the services from shipping companies, they can lease or charter the ship for that purpose. Ship for that leasing agreement between the ship owner and the party who leases it is called Charter Party.

A contract of affreightment, signed between the shipowner and the charterer whereby the former hires the vessel to the letter for the carriage of goods, etc., either for a period of time known as time charter or demise or bareboat charter or voyale charter.
In the demise or bareboat charter the whole management and runing expenses of the ship are automatically handed over to the charterer until the expiry date of charter.
In some charters the insurance is the owner’s responsibility, in other the payment of premiums is equally shared. The charterers have a free hand as to where and how to do business, including limitation of voyage so long as they honour the contract. Charter rate is calculated on a lump sum basis or on a calender month or annual basis depending on the lenght of the charter time.
The vessel is to be returned to her owner’s in the same condition as she was when delivered to the charterer’s. Therefore surveys are effected on delivery and redelivery. Surveys are done before delivery and immediately after redelivery to assess any repairs which may be necessary. In time Charterers the Ship’s cargo capacity is temporarily allotted to the charterers for a fixed time and committed to limited ports of call while trading. Insurance remains the responsibility of the owners . Food, stores bunkers, port expenses, etc., are to be borne by the charterers. Charter rate is calculated on a lump sum basis per month or so much per deadweight ton per calendar month.
In a voyage charter all expenses are provide and paid for by the owners unless otherwise agree upon by the parties. There are numerous code form of charterparties and each one is used in relation to the particular trade and are allocated

There are 3 kinds of Charter Party, Namely;

1. Voyage Charter is the ship leasing agreement from a port to another port for a single trip. The Expense is determined between the ship owner and the charterer. In this case the charterer acts only as shipper without being charged with other responsibilities.

2. Time Charter is the ship chartering agreement for a certain period of time
Chartering expenses are based on a number cases, including. A) Duration of charter. B) Fuel consumption. C) Size, kind and specification of chartered ship.
The above matters are being considered, because in time charter, the charterer is responsible for matters associated with load and fuel, while the ship owner is still responsible for the salary payment of the crew, ship insurance coverage and repair and service expense.

3. Bareboat Charter, also called Demise Charter is the ship charter agreement where the charterer is full responsible for the entire ship. This will bring consequences that the charterer shall provide the crew, pay the crew’s salary and bear other expenses. He shall act as if he is the ship owner. Bareboat charger shall last usually for one (1) year minimum.

This kind of Charter Party is usually carried out by the government of a State in order to fill the gap of urgent or emergency ship space, for example in war time and in order to overcome congestion at the port.?

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Unlike transport services, a forwarder providing logistic services acts as principal, and not as agent of some other provider. In its role as logistics provider, a forwarder will provide other services such as consolidation of shipments from supplier, inventory management, distribution services, such as labeling, order fulfillment, and local delivery to consumers, pick and pack (i.e. assembly of products into consumer goods for retail sale), and many other.

Ships over 400 GRT are required to follow the rules International Prevention of Marine Pollution which ratification in MARPOL 73/78, especially with the ship sailing in the international ocean.

And one of the MARPOL 73/78 rule is MARPOL Annex 1, which discusses the International Oil Pollution Prevention. In the Regulation 37 of MARPOL Annex 1 states that each tankers over 150 GRT and vessels other than tankers over 400 GRT must have on board a Shipboard Oil Pollution Emergency Plan (SOPEP) approved by the Flag Administration or Classification in fact on behalf of the flag admin.

SOPEP in itself will be a guide line how the response of the ships crew in case of oil pollution and how to report, who will be report and what should be report. It also gives a guide line to control discharge action (which consideration based on Navigation Measures and Seamanship Measures).

Oil pollution itself is divided as probably and actual spill. Actual spill is a oil discharge caused damage of vessels body or equipment or to secure the safety purpose vessels or Saving Live at sea or discharge of oil during operation ships, which caused a oil discharge exceeding 15 ppm and in a very excessive amount that will be result ecosystem contamination of sea, coastline and communities with the voyage itself.

Probable spill is a more to direct if immediate action by ship crew is not done secure the system in which failure will cause the oil spill, for example equipment failure (broken oil Hose), failure of operation management, hazard to shipping (rich Dangerous Goods) and going collision.

If the reaction on the situation and condition of the improvement is not made soon will increase the oil spill in the ship and cause loss of strength Structural integrity and make its navigation hazard for traffic flow mentioned vessels.

In the other section in SOPEP also discussed about the prevention measures that must be done before the occurrence of Operational Spill, when bunker oil, or if pipe line leakage occur, tank overflow, hull leakage, spill caused by equipment in Machinery Spaces.

To overcome the operational problems usually in ships should be provided spillpaks in addition to the oil dispersant.
At Spillpak, there are:
Absorbent socks 76 cm. He x 1.2 m (6nos)
Absorbent socks 76 cm. He x 3.66 m (3nos)
Absorbent pads 41 x 51 cm (125nos)
Pillows absorbent (46 x 46 cm) 6nos
and PPE required + disposal bags and manual instructional.
Beyond that usually also in the machinery room in the ship 2x provided Multi purpose absorbent (which can be used as, Pad, Sock, wipe and roll) of cause this tools used prior to oil spill.

In addition to oil spill can caused casualties some of the following:
- Ship grounded / stranded
- Fire and Explosion
- Collision
- Hull Failure
- Excessive Listing
- Ship submerged / foundered / wrecked
- Hazardous vapor release
- Transfer of Bunker / Lightening

In SOPEP advisable to take precautions ekskalasi of that Incident. Immediate action must consider the possibility of a fire and explosion and contamination of crew from the toxic gas because the spill.

SOPEP also include Mitigating Activities action as follows:
- Assessment of the situation and monitoring requirement
- Personnel Protection Issue (Protection equipment, Health and threats to safety, Isolation Procedures, decontamination of personnel, and disposal of removed Oils and clean-up material.

SOPEP also gave guide who should in the report, what the content of report and share responsibility for running ship crew to perform its role in case of oil spill.