CHAPTER ONE

INTRODUCTION

The use of information is becoming increasingly important in logistics. One critical component
of logistics information systems is electronic data interchange (EDI).

EDT has become quite common in logistics operation, and some estimated that by 1995 over
80% of order has been transmitted via EDI.

This work begins with introduction and explains the role different bodies had played in
development of EDI.

DEFINITION OF EDI

Electronic data interchange (EDT) has been defined as the application to application exchange of
computer held information in a structural format via a telecommunications network. In reality, it
means that the data passes from an application, on one computer into an application on .another
computer without printing or manual manipulation It requires structured data normally in a
neutral data standard to allow further processing. In other words, it permits paperless trading
with no boundaries or time zones.

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 CHAPTER TWO

DEVELOPMENT OF EDI

We examine below the roles SI1PRO, INMARSAT, Shipping Companies and Port Authorities
are playing in the development of EDT, together with export master- a software house
specializing processing the international trade sector, particularly in the area of processing the
international consignment.

DEVELOPMENT BY SIMPLER TRADE PROCEDURES BOARD

The simpler trade procedure board (STIPRO) was set up in June 1970 to guide, stimulate and
assist the rationalization of international trade procedure and the information flows associated
with them.

SITPRO's work falls under several heading. The central problem is that of procedures. Modern
transport methods are serviced by information handling systems which have proven to be
inadequate to their task. Traditional systems are costly, complicated and prone to delays and
errors, which result in delays to goods out of proportion to their speed of movement.

Procedures, therefore, have to be rationalized and simplified goods movement is based on

traditional cargo intervention points. However, the development of through movement
techniques requires the repositioning of official and commercial intervention point. This will in
itself briny: new relationships and responsibilities to the participants. Such an achievement calls
for painstaking aid continuous negotiations with representative organizations for which SITPRO
provides an ideal and generally accepted local point.

An essential element in global developments is the improvement in the efficiency and openness
of the actual conduct of international trade and the removal of barriers which impede both the
movement of goods -tcr final destination and subsequent payment for them. This has to include
harnessing technology- especially EDI across the export, Import and payment chains which link
together to form the total process. In financial terms UNCTAD has estimated that, worldwide,
trade formalities absorb 7-10% of global sales value, and that the more efficient procedures
could reduce these by 25%.

Other areas in which SITPRO have played a leading role in recent years include the following:

The turnspit method of providing data to HM custom (INTRASTAT/ESL) is less burdensome

and expensive for UK companies. It emerged on the formulation of the single European market
in 1993 with its attendant benefit of removing trade barriers and physical inspection of goods
originating within the European Union. This yielded reduction in transit times for the movement
of goods and improved vehicle

2
Major facilities and economic benefit to trade and customs have emerged from the customs
freight business review (CFBR).its fundamental principal is for customs to supervise the
majority of third world goods at traders premises through audit- based controls using commercial
record to provide the information. Benefit to traders includes speed and certainty of the
movement of goods, the opportunity to consolidate efficiency improvement brought about by the
single unified system for official reporting requirement.

SITPRO have taken the lead relevant to the UN/ECETWP4 ad hoc group to develop

All documentary aspects of transport of dangerous goods note with the aim of simplifying the
movement of hazardous goods. The untied economic commission for Europe's -trade facilitation
committee (LTNICE/WP4) involving Si-1PR, has produced a model of the international trade
transaction. This provide single diagrammatic and dynamic model including both the flows of
information and the physical movement of goods for use as inventory tool. It slows the
facilitation measures available and the documents needed and provides a guide for planning the
design of standard international electronic messages.

Document alignment is well established, especially in the areas of banking, insurance and rail
transport.

THE ROLE PLAYED BY OF INTERNATIONAL MARITIME SATELLITE

ORGANIZATION

The international maritime satellite organization (Inmarsat) is an internationally owned co-

operative -which-provides -mobile communications worldwide. Established in 1979 to serve the
maritime community, inmarsathas since evolved to become the only provider of mobile global
satellite communications for commercial, distress and safety applications, at sea, in the air and
on land. It is based in London, and 75 member counties.

The services that the inmarsat satellite network can now support include direct-dial telephone,
telex, fax, electronic mail and data connections for maritime applications;flight-deck voice and
data transmission, automatic position and status reporting, and direct-dial passenger telephone
for aircraft; and two-way data communications, position reporting, electronic mail and fleet
management for land times of human disaster and natural catastrophe.

Inmarsat offers several different mobile communications systems, designed to provide users with
a wide variety of mobile terminal and services

T-MOBILE TERMINALS AND SERVICES

Most current users of the inmarsat system use inmarsat -A terminals or their transportable
derivatives. The maritime versions of these terminals, which are produced by 15 manufacturers
around the world, feature dynamically driven parabolic antennas less than one more meter in

3
diameter, generally housed -on a ship-in a random and mounted high up on the superstructure.
NMARSATS-A can support high-quality direct-dial telephone, telex, fax and data services.
Transportable versions of Inmarsat-A terminal fit into one or two suitcases, with folding
antennas.

Inmarsat is now introducing inmarsat -B, its successor to the inmarsat -A system. Inmarsat -13
provides a similar range of service to inrnarsat-A system. inmarsat -A but, because it is based on
modern digital telecommunications technologies; inmarsat-B terminal are smellers, lighter and
cheaper - with lower user charges as well.

also being introduction is the inmarsat -M terminals are the size of a briefcase and can provide
direct-dial telephone, fax or 2.4 kilobits per-second data connections. Maritime versions are
fitted with tracking antennas with radomes about one eighth the volume of their bigger, more
capable inmarsat -.A/B brothers. Terminal and user charges are also considerably less than those
foes the large systems.

The Inmarsat C system- supports the smallest two-way communications terminals of all,
lightweight (only a few kilos), compact and with Omni-directional antenna systems, the
terminals come in _fixed, mobile, transportable, maritime and -aeronautical -versions. Inmarsat-
C supports two-way store-and -forward massages; text or data of reporting communication at a
data rate of 600 bits per second.

THREE TYPE OF SERVICE ARE AVAILABLE FOR AIRCRAFT:

Aero -C, which allows store -and -forward text or data messages, apart from flight safety
communications, to be sent and received by aircraft operating anywhere in the ;world;

Aero -L, the low-gain real-time data only communications service, mainly for

Fight deck airline.

Aero- H, a high-gain service providing multiple-channel flight-deck voice and passenger

telephony.

in mid-1994, more than 23 500 inmarsat-A, 12 000 inmarsat system. About 400 aeronautical
earth station terminals have been commissioned for use on aircraft.

Inmarsat has developed the world's first global paging service and in 1995 was exploring the
position determination and navigations applications.

Inmarsat is also working actively on its project 21 initiative, announced of the next century, by
providing a worldwide, go-anywhere, pocket-sized by the end of the decade

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SATELLITES

Inmarsat uses its own inmarsat-2 satellites, and leases the marecs B2 satellite from the European
space agency, its maritime communications subsystems (MCS) via several intelsat V satellites
from the international telecommunications satellites from Comsat General of the United States.
Each in narsar-Z spacecraft, the found and last of which was lam-ached in April 1992, has a
capacity equivalent to 250 inmarsat a voice circuits.

Inmarsat has contacted martin Marietta aerospace for an inmarsat-3 series of four larger satellites
for launch beginning in the second half of 1995, and is now refining its investigation into the
optimum design for an intermediate circular orbit (ICO) satellite system for the twenty-first
century under its project 21 initiative.

LAND EARTH STATIONS

Land earth stations (LESs)- often referred to as coast earth Stations(CES) in the maritime
environment and ground earth stations(GES) in aeronautical circles link inmarsat's satellites
LESs are generally owned and operated by organizations -nominated by the signatory counties -
in -which they are located to invest inland work with, inmarsat.

Overall there are 26 land earth stations and ten ground earth stations in aeronautical circles.

ROLE PLAY BY SHIPPING COMPANIES AND LNMARSAT

Many thousands of ships and other vessels now have access to a range ofcommunication
facilities and specially developed services which are at least as good and as reliable as most
people have at home or in their offices inmarsat offers two different categories of service,
designated standard A and standard C designed to meet 'le various needs of all maritime
users.

Standard-A

Provide mainly for larger vessels or theses with sophisticated communications requirements, a
standard A ship earth station (SES) uses inmarsat satellites to give high-quality connections
into the world's international and national telecommunications networks.

Standard A ship earth stations are built to .inmarsat's performance specifications and are
capable of reliable operation in the extreme weather conditions encountered at sea. Each
standard-A models is tested and type approved by inmarsat's own engineers, and every
individual standard-Ainstallation, undergoes further checking procedures before being

5
commissioned into the inmarsat system and being allocated its own unique identification
number, which is used for both telex and telephony.

TELEPHONE

From wherever, you are at sea, you can make a telephone call to anywhere in the world, and vice
versa. The connection will be fast, the connection will be fast, the conversation will be clear and
free from static and background noise, and the service whenever you want it, around the clock.

Making a telephone call via inmarsat from a ship is almost as simple asdialin a call from home.
A two digit code selects the coast earth station you wish to use usually chosen on the basis
of call destinations.

From most countries it is also possible .to call a ship at sea via inmarsat. In many cases these
calls can be dialed automatically, in the same way as you would make a k direct international
call-each inmarsat satellite region has an international code. In k other countries the calls canbe
made through an operator.

TELEX

Telex is the most widely used of inmarsat's maritime services. It offers distinct advantages in that
it is economical and it provides a record of correspondence. There also the assurance that the
massage has reached its destination and will command -T-gent attention. You can send a telex
day or night, regardless of time differences or watch schedules.

Ship-to-shore telex calls are initiated by selecting an appropriate coast earth station, as with the
telephone service, pressing the 'Telex' button to select a circuit then keying 00n plus the comity,
area and subscriber numbers.

Telex call via can be made from coast country to ship at sea, generally automatically. Each
satellite coverage region has it own dialing prefix.

FAX:

Up-to-date weather chart for the master, mechanical drawings for the engine room, cargo loading
diagrams and port and customs, documentation for the deck officer, newspaper for passengers
and crew, Japanese character messages for the tuna fisherman Part of everyday log of fax
transmission on the inmarsat system.

Because the telephone connection provide via inmarsat are clear and free from interference, they
are idea for carrying group 213 fax transmissions.

DATA

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Inmarsat provides the only method of reliable transmission of data to and from ships at sea.
Through inmarsat satellites, huge volumes of information can be exchanged at high speed
between computers ashore and those aboard ships-course, speed, position, fuel, cargo conditions,
engine room parameters-can be monitored remotely from shipping company office crowing
number of database

STANDARD-C

Standard-C is the world's smallest, most portable commercial satellite communications system.
A complete standard -C terminal -antenna and electronics could -be carried easily in an average
Shopping-bag. Hence for smaller vessels and other applications where size, weight, power
requirements and costs matter, standard-C provides access to the go-anywhere reliable and
quality of satellite -communications.

Standard-C is a text-only communication system, but it can cope with any kind of language or
character set and it can also handle computer-type graphics.

The normal standard-C installation consists of a small, omni directional antenna mounted high
on vessel's superstructure, plus an electronics package not much bigger than the average car
radio. This is usually connected to a personal computer/printer, teleprinter or keyboard and VD-
U. Standard-C is available in most

GROUP CALL SERVICES

As well as connecting to the international telex, electronic mail and data services,

Standard C users can receive two special inmarsat services. Receive only equipment is
available for vessels whose only satellite communications requirement if to have access to safe
NET and fleetNET massages. Standard-A ship earth stations can also be augmented to receive
these services.

(a) PeetNET. FleetNET: Is ideal for massages or graphics -which -need to -be delivered to a
number of ships simultaneously. It is ideal for company messages addressed to the fleet, or new
and-information services for maritime subscribers.

(b) SafeNET, similar to FleeNET: This service is intended for the distribution of maritime
safety information and rescue co-ordination during emergencies..

-(c) Position reporting and determination:Intnarsat's satellite system is ideal for reporting a ship's
position to anyone else who needs to know. Many ships already carry systems which
automatically take 'position coordinates fromThe vessel's navigation equipment and transmit
them periodically via satellite to the shipping company's central office. Aircraft are also fitted

7
with similar systems. All of these, however rely on separate systems-land or satellite based to
provide the actual position co-ordinate and use inmarsat only as data transmission path.

However, the inmarsat system- both standard-A and standard-C- is also capable of providing
position determination services, as well as enhancing or backing up the information extracting
from dedicated navigation systems. Inmarsat is now conducting a number of trials and
experiments into a broad spectrum of position determination techniques before deciding how it
can best serve the navigation needs of its worldwide user community

Safe at sea

Every inmarsat ship earth station- standard C is with a special alert mechanism to cope with
emergencies.

A distress alert immediately seizes a telephone, telex or data communications channel and
connects it automatically via a coast earth station to a rescue co ordinationcenter for action.

Distress alerts have top priority and, because of the quality and reliability of the satellite system,
connection is always made immediately, regardless of the location of the emergency or the
distance to the coast earth and rescue co-ordination Centre.

All rescue co-ordination centers are interconnected, often using their own standard-A
ship earth stations, so that no matter where a call is first received it can be quickly passed to the
center responsible for dealing with the emergency.

Recognizing the efficiency and reliability of the inmarsat system. The international maritime
organization (IMO) has made satellite communications a cornerstone of its new global maritime
distress and safety system (GMDSS). Under the GMDSS,a standard A or standard-C ship
earth station will regulatory communications requirements for ships operating in almost all parts
of the world, apart from the extreme polar regions.

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 CHAPTER THREE

THE ROLE PLAYED BY SHIPPING COMPANY

An example of a modern computerized advanced communication system is found in the Maersk

line. It was created with two goals in mind- the highest possible accuracy and speed. It provides
fast documentation and up-to-the-minute 'cargo status' report coupled with flexibility.

Maersk line have a dedicational satellite base and communication network with computer centers
12 Copenhagen, the USA and Japan thereby providing a global data resource which is
continuously available. This enables the Maersk line to track all cargo and container movement
on a 24-hour basis in a total logistics system which comprises a door-to-door global service via a
large container fleet (40 ships), feeder tonnage, double-stack container trains, truck/road
vehicles, containers yards.

The Maersk line EDI system enables shippers to reduce cost by eliminating transcription errors
and simplifying the transfer of information. It also offer shippers the opportunity of participation
in numerous EDI system including DAKOSX, ACS, TRADENET, S:HIPNET and many others.

Shippers can use their own computers to gain access to the Maersk line computer called
MAGIC-Maersk line's advanced global information concept. It enables shippers to track the
movement of their shipment from the time -Maersk line accepts the cargo until the cargo reaches
the destination. MAGIC- can provide container specification, consignor/consignee addresses,
cut-off and pick-up times at he dedicated terminals, sailing schedules to effect on-line
booking/cargo reservation and telephonic data access through the MAGIC voice Facsimile of
documentation such as bills of lading or seaway bills through telefax.

Another shipping company, Hanjin shipping has a global computerized resource/network .it -
provides -an on -line -real-time processing system connecting all network of the company
covering 62 stations in Asia, 26 stations in north America and 26 stations in Europe. It is called
HANCOS- the Hanjin shipping computer on Line real time system

HANCOS has EDI facilities with the US computer system AMS, the felixstowe port customs
system FCP80 the Singapore port authority port system, the Australia custom office and many
others all providing automatic custom clearance.

HANCOS also provides on-line computer access for b booking/data access, sailing schedules,
container details cargo tracing and estimating time of arrival to all shippers equipped with a
connecting user friendly computer network.

The Hanjin Shipping company also offer an integrate VAN (value added network) service to all
their clients. It covers all aspects of the shipping business such as vessel operation, schedules,
booking EDI shipping instructions, bill of lading data/reference, freight rate details and so on
together with which for father transportation modes via air and land which are available from

9
affiliated companies of the business group. By 1996 the Hanjin VAN will also be linked with the
major important international VAN services of other countries thereby providing data logistics
systems on a global basis to all Hanjin shipping company customers worldwide.

Moreover, the Hanjin shipping company -provides a data interface and other

EDI resources to connect with other external systems port terminals, rail companies, customers,
consignors/consignees, and so on. Another facility developed by the Hanjin shipping company is
called the mega fax system which provides

Customer services including arrival notice bill of lading information booking confirmation and
vessel schedule data.

On the ship management side the Hanjin shipping company had developed stowage control
system called HANSCON. It encourages optimum loading of the container and also facilities the
handing of all container stowage related duties through a PC workstation Computerized planning
of ship stowage enables forward planning of the fleet through the global/regional offices of the
company and port terminal viathe _EDI facility.

The Hanjin also developed a database to handle dangerous cargo and has become the first global
shipping line to use the computer for the international marine -- dangerous goods code (IIVIDG)
(see p. 280). It handles the dangerous cargo throughout all its stages including production of the
cargo manifest.

Under HANDSCON booking data and data on equipment movements are brought together so
that shippers can pre-book their cargo capacity through the regional offices via an on-line
computer.

10
 CHAPTER FOUR

THE ROLE PLAYED BY SOME SELECTED SEAPORTS SOUTHAMPTON

CONTAINER TERMINAL LIMITED

Example of a computerized system in use at a major seaport is that of Southampton container

terminals limited. It has a very high volume throughput at the terminals and -requires a
sophisticated -system of operation and control. It .1 provided by community network services
(CNS). Over 1000 users process nearly 2.5 million 42container terminal control and the direct
trader input customs system are based on the stords entries a year through the CNS mainframe in
Southampton, Both the container terminal control and the direct trader input customs systems are
based on the philosophy of remaining close to the end-user's requirements by providing simple
easy to understand facilities.

The system is a real time monitoring and control system for the container terminal. All input and
output is by remote VDUs and printers. Currently some 90 VDUs and 45 printers are attached to
the system. Information is available for all aspects of the terminal operation from basic container
data through to final stability calculations for the vessel a similar facility to that available on the
HANSCON eastern discussed above. It covers the following:

1. Initial input consists of data about each container which is stored until the container
physically arrives either by road or rail.
2. A model of the road vehicle or train with its associated containers is built up within the
system.
3. The route Of the vehicle through the terminal is controlled by the system and instructions
are produced for work to be carried out on its associated containers.
4. In the case of trains, the flow of containers to and from the rail terminal is controlled by
the system to meet the train schedules.
5. Containers entering the terminal are categorized automatically by the system.according to
voyage, port, weight, size, etc and a direct is given for theplacement of each container via
a radio data system to the straddle carriers.
6. In this manner a stack of containers is built up awaiting the ship.
7. The planning manager consults this stack model and adjusts it to provide the best stack
utilization and ease of access during ship loading.
8. A model of each ship is held within the system and the ship planner is responsible for
transferring containers from the stack model to the ship model within the rules of ship
loading and stability. A sophisticated graphical PC workstation assists the planner in this
task.

9. After ship planning, the paperwork necessary for controlling the flow of containers onto the
ship can be produced by the system.

11
10. The radio data system controls the process of ship loading and discharging and - maintains a
real time update of all aspect of the operation,

11. After loading has been completed and the ship's tanks have been added to the model, the
complete ship stability is calculated by the system.

12. Finally, after the ship's departure, a list of the containers loaded by each region/office -of the
shipping line is produced. Some lines require this in printed format, but some find it more
convenient to have a directly produced telex tape linked to a telex computer; hence the telex
network. This information is transferred by EDI link via the CMS network.

13. Various statistical printouts for shifts, day's weeks or voyages are produced by the computer.

14. Charges associated with the movement of containers including demurrage charges are
produced by the computer_

15. Projections of forward utilization are made to assist with management planning

16. Transfer a handling instruction to and- from mobile cargo handling equipment is via radio
data transfer (RDT) for both landside and shipside operations.

The application of EDI is realized through the interface of screens and printers with other
computer systems. CNS provides facilities for 40 locations within the UK and can provide a
single interface to any company's internal computer system. Hence operations at ports as diverse
as London, Liverpool and Birmingham can be controlled centrally or through internal container
terminal control and the customs direct trade input) are linked. Cargo is monitored throughout
the port including the group age depot facility. Both containers and consignments are monitored.

External communication via EDI arises in four areas at Southampton.

a. Firstly, many shipping lines supply their cargo Manifest. Details to the, CNS

Inventory system directly from their own computer systems thus minimizing the necessity for
manual input. The system will be further developed to retain variance information to the line.

b.The second area is the provision of bayplan information from and to other ports and terminals.
Various shipping consortia are operating systems which transfer bay plan information from one
port to the next port of call for the vessel in question worldwide. CNS has participated in the
development of these messages and has successfully developed a system so that bayplan
messages are supported when used by the consortia.

A third area is the transfer of inventory information to and from ICDs. Inventory data in the form
of cargo advice messages can be sent from one inventory system to the next to eliminate
duplication-of input.

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d. The final application concerns the statistical data required by Her Majesty Customs (1-fivIC)
to process cargo through customs clearance. With the recent introduction of CHIEF the CNS
system transfers SAD information to the HMC statistical computer. The CNS system provides a
personal identification number "PN) import release facility. This enables shipping line transport
departments to release cargo to their road haulage companies following customs clearance by the
input of the PIN to the network. The system also provides entry data to HMC involving the SPES
simplification period envy system and the SPES messages which are sub-set of CUSDEC and
CUSRES. The CNS system at Southampton has a number of other capabilities which include
consignment information from exporters/haulers and their agents cargo advice information
received to build up the export inventory; consignment status information to importers/exporters
and their agents which can be provided at redefined -status -points on requestthe dispatch of
consignment status messages; and finally interface with the port authority vessel traffic system
(VTS) which enables ship and dangerous goods information to be automatically relayed to the
port authority.

More recent extensions of the system' s facilities include notification of rail requirements and
transfer of TI documents to ICDS via EDT; bulk transfer of transshipment information (Form
C548) to MHC; automatic notification of container arrival; and printing of delivery notes.

B. THE PORT OF SINGAPORE AUTHORITY (PSA)

The port of Singapore has one of the largest and most technologically advanced
management systems in the world. The range of facilities provided by the port of Singapore
authority has been fully detailed in chapter 17. Nevertheless it would be appropriate to consider
here the computerized resources provided by the PSA. Overall the PSA is a market leader in the
application of computer technology /EDI in port management and related resources.

(a) CITOS: Computer integrated terminal operations system. This system directs all container
handling operatic-ns arid has 280 computer applications. It is involved in planning the allocation
of berths, yard space equipment and other resources.

From the central yard control computer, directions- for operations' and equipment allocation are
then transmitted to the machine operations through a wireless data transmission system in real
time.

As -soon as arrival details are available, the berth allocation expert system allocates the
appropriate berth and number of quay cranes to the arriving ship.

The stowage planning expert system helps the ship planner decide on the best stowage sequence
for the ship for loading and discharging containers. The quay crane workload, the _hydrostatic
pattern of the containers is factored into the system with great precision. With this system,
planning time is halved while more containers are handled in a shorter time Moreover, the yard
planning expert system ensures that containers are easily accessible to avoid unproductive

13
shuffling of boxes. The result is a shorter loading time for vessels and optimal utilization of yard
space and berths. On an average day some 6000 prime movers less than 45 second. The gate
automation system features comprehensive networks of CCTV cameras, electronic sensors,
transponders and a container number recognition system (CNRS).

This -provides a-paperless and-speedy gate access for haulers and freight forwarders,
with security as its -top priority. The gate processing system registers the container arrival at the
gate, records its weight, and either assigns the location or directs the delivery of the containers,
all within 45 seconds.

(b) CICOS: Computer integrated conventional operations system: This system integrates the
plan--;-g of ship and warehouse operations at the PasirParijang Terminal, PSA's main
conventional cargo gateway. Operations involving a CCTV network, a voice communication
network, planning systems, hand-held terminals and self-service terminals are all supervised
from a central control room.

c) FAST: Freight auto service terminal:. The market leader in automated teller machines for
cargo operations FAST is a self-service terminal providing a 24-hour service for haulers bringing
cargo in and out of the PSA. Overall it reduced documentation and quelling time by the haulers
using the port.

d) CIMOS: Computer integrated marine operation system: This system manages all the
PSA's marine operations within port waters through integration of the vessel traffic information
system (VTIS) and the anchorage and channel utilization system.

It uses sophisticated radar technology, expert system and data base applications to facilitate the
deployment of pilots, tugs and launches. With the use of data terminals, -. the statuses of these
marine services are entered and the monitored through the port - traffic management system.

(e) PORTNET: The use of EDI in the PSA is exemplified in the PORTNEET scheme, .a
computer system which has been extended to include the shipping community ad displayed in
fig. 20.2. It has over 1400 subscribers and gives direct access to a range of business operational
information and sailing schedules from the PSAdatabase. This includes comprehensive sailing
schedules with facilities to enquire by port, ETA and other data; a schedule of vessels berthing at
PSA terminals; particulars of containers/cargo tracking of containers and cargo and. a chemical.
Database for dangerous goods. In terms of shipping information, ship chandlers marine
suppliers and bunker suppliers all have access to vessel movements the daily. Shipping situation
vessel stains and specification and grid reference of vessel location.

With regard to documentation, 24-hour access is available for the electronic mission of -
documents such as container- importsstatus cargo manifest, t cargo/container shipment and
delivery, dangerous goods declaration and vessel declaration. It also covers requests for services

14
such as berth applications, container Export schedule bookings, tugs and pilotage, and pipeline
water.

PORTET also has access to TRADE-NETfor the processing of inward, outward and -
transshipment declarations to be various organizations such as customs and the trade
development board (1.13D) and access to SNS database services for flight information and trade
statistics, for example.

PORTNET also provides other tailor-made facilities for clients in the port virons.

(f) BOXNET: This is a PSA interactive link with port users and dovetails the user's
schedules with PSA container terminal operations so that receipt and delivery of containers can
be carried out concurrently to save another trip.

(g) TRADENET: This is the PSA EDI network which provides access to the

Outward and transshipment declarations for the various governing trade agencies andauthorities.
The PSA and TDB have made Singapore the first country to have anelectronic system which
streamlines and matches the various shipping documents among trading partners. It is called
MAINS maritime information system.

(h) 01-10S: Computer integrated hydrographic operations system: This system charts and
updates: profiles of the seabed.

(1) CADD: This automated container system shortly 4o be introduced will further automate
existing container handling operations. A remote crane operation system is being developed to
control and operate the quay cranes and yard cranes. Containers bonded and discharged will be
automatically updated by the system. Also the current fleet of prime movers will be replaced by
mm aimed automated guided vehicle (AGVs) which receiving the container recognition number
it will be used for automatic seal checking and container surveying.

15
 CHAPTER FIVE

COMPUTERIZED EXPORT PROCESSING (EXPORTMASTER)

The success of the exportmaster software package is probably in large part due to its ability to
offer a total, integrated export management and administration system. This contrasts With the
smaller software systems which have generally restricted themselves to providing printing of a
limited range of export documents.

Exportmaster has been installed in 18% of the top 100 UK companies and is in widespread use
across most industrial sectors. it has also found favour amongst non-manufacturing international
traders, thanks to its module for purchasing and product sourcing operations. Since its activity
system and documentary output are user-configurable it is not country dependent and may be
used in various countries throughout the world.

Exportmaster offers integrated facilities to the exporter at every stage of the ,x-port cycle, from
pre-sales through order processing to shipment and banking activities. The main stages of the
cycle are illustrated in Fig. I. Within the section of the cycle dealing with the shipment of the
consignment, Exportmaster provide functions and facilities within six main areas:

Order capture and editing

Processing, progress chasing and status control
Documentation
Costing the transaction
Analysis and management reporting
Communications.
Costing-and price -calculations

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 CONCLUSION

In conclusion, going through this work will give you no doubt , which information technology is
of paramount importance in maritime industries.

Furthermore, the development of EDI and other information technology equipment has increased
speed, accuracy and eliminate possible errors caused by manual or paper work and also reduce
stress thereby increasing productivity and profit margin in the maritime industries.

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 REFERENCES

Lecturer material

www.google .com

www.ask.com

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