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 Hapag-Lloyd aims to contribute to rapid unload- ing with the aid of digital applications
© Hapag-Lloyd
  among service providers – for example, between the shipping company, terminal, pilots, port authorities, tugboats and line runners.
“Our goal is ‘Berthing on Arrival’, or immediate un- loading without waiting time in the port, so that the berth will be free on the vessel’s arrival,” explains Be- lusa. “By knowing the berth situation in good time, we can adjust a vessel’s speed accordingly.” Before- hand, JIT expects to see full communication between the shipping company and the terminal 48 hours be- fore the planned arrival – or a still more intensive dia- logue 24 hours in advance. With every change in schedule, namely, the time-frame for the arrival needs to be coordinated again with the terminal.
Such communication is to be operated in future through a digital platform run by Portchain und used jointly by the shipping company and the terminal. New communication standards developed by the
DCSA – Digital Container Shipping Association – are to be used. Hapag-Lloyd has been actively involved in developing these, and their predecessors have been used in several ports, amongst them Tangier in Mo- rocco, and Hamburg.
“In combination with Cargomate, we are linked with JIT by more and more data threads” says a very satis- fied Belusa. In addition, this involves development of a certain own momentum for all those forming part of the data chain, for example when data on the latest feasible delivery of a container proves transparent and valid. Belusa is also convinced that a link with a slot booking procedure will be a good next step: “We shall then be linking our own system with the ship’s management and the optimization system for the ter- minals. That way, we can optimize more holistically and in a more integrated manner. That is also impor- tant, since more and more managed services exist that influence each other.” ■ cb
Screening hazardous cargo
Estimates put the proportion of hazardous cargo on board at about seven percent. Ac- cording to CINS – or the Cargo Incident Noti- fication System, with 15 members in additi- on to Hapag-Lloyd, around 0.059 percent of all containers are inaccurately or inadequate- ly declared. This can occur deliberately, when synonyms or trade names are given, or on account of faulty processes. This is not just a problem on board the ships, but also during handling in ports. Hazardous cargo, for example, must be notified at latest by twelve hours prior to the call at a port, and later at the terminal, put into separate inte- rim storage.
One means of further minimizing this risk is precise screening of cargo in order to in iden- tify even more hazardous material. Hapag- Lloyd relies here on Haz-Check Detects from non-profit-making Exis Technologies. A data- base analyses, determines and updates terms and keywords for hazardous cargo, and among other things is maintained by the par- ticipants themselves. The database is auto- mated via an interface, with the software then displaying any words in the description of the goods that are associated with hazar- dous material. All potential matches are then manually checked, and if necessary correc- ted, by the shipping companies.
Information at:
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