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Short sea shipping in the age of information and communications technology
Published in Tiago A. Santos, C. Guedes Soares, Short Sea Shipping in the Age of Sustainable Development and Information Technology, 2020
Tiago A. Santos, C. Guedes Soares
The system is generally fed by shipping agents and allows different port call formalities at arrival and departure and requests for services to be made using only the electronic contact point. Upon ship arrival, documents – such as arrival notice, ISPS declaration, residue declaration, list of stores, list of crew, list of passengers, health declaration, entry manoeuvre request, IMO entry declaration, request for VAT exemption and bill of lading (cargos to be unloaded) – may be uploaded. Regarding ship services, at least the following may be requested: pilotage, tuggage, mooring, on-board entry, equipment rental, on-board works, divers, request for control, change of shipping agency and supplies/bunkering. Upon departure, documents such as exit notice, list of crew, list of passengers, IMO exit declaration, departure manoeuvre and bill of lading (cargos loaded) may be uploaded. All relevant entities and service providers may have access permissions to the system and can then grant the necessary authorizations or apply for providing the requested services.
Get there, be safe: safety and logistics
Published in Jonathan Higgins, Satellite Newsgathering, 2012
On arrival at the destination, the equipment similarly has to be handled by the destination shipping agent, who will arrange for clearance through customs. The time taken at each end to process the shipment can be between 2 and 4 days, and it should be remembered that in many countries there may be national holidays on which no customs activity for freight occurs. So it may take 7–10 days to airfreight equipment to a destination, even though it may only be on a flight of less than 24 hours, i.e. it takes considerably longer than the actual travel time. This is of course a significant factor to take into account, for this is ‘dead’ time for the equipment. Once it has embarked on this route, it is virtually irretrievable if it is suddenly required for another story.
A multi-agent framework for container booking and slot allocation in maritime shipping
Published in International Journal of Production Research, 2022
Jasashwi Mandal, Adrijit Goswami, Sushma Kumari, Nishikant Mishra
In this section, a simulated case study is presented to validate the proposed model. The container booking process is initiated with customer requests. In the multi-agent framework, the order collection agent, after receiving the order from customer or buyer (Company A), creates purchase order, interacts with the supplier selection agent and provides it the information regarding the quotation. The supplier selection agent finds a suitable manufacturing firm or supplier (Company B) and on behalf of the supplier, a shipper or a trading firm (Company C) exports the goods. Let us consider three ports: Colombo, Singapore, and Xiamen. The sequence of port of call forming a route is as follows: Colombo → Singapore → Xiamen → Colombo. It is assumed that the customers need their purchased shipments to be transported considering the origin and destination pairs as (Colombo, Singapore), (Colombo, Xiamen), (Singapore, Colombo), (Singapore, Xiamen), (Xiamen, Colombo), and (Xiamen, Singapore). The shipping agent finds the suitable shipper (Company C) with the best shipping rate, services with proper license and certifications, best speed of delivery and other features.