Analysis of Maritime Logistics and Shipping

The provided document is an analysis of maritime logistics and shipping, focusing on the United Kingdom jurisdiction. It includes research articles from 2015 to 2018, discussing topics such as bills of lading, shipment delays, container sharing challenges, and truck-sharing logistics. The assignment also touches upon arbitration clauses in charter parties and data-driven analytics for investigating cargo loss in logistics systems.

INDUSTRY RESEARCH PROJECT
OPTIMIZING THE BILL OF LADING PROCESS
TO PREVENT DELAY ON RELEASING CARGO AT
DESTINATION
A CASE STUDY OF CMA – CGM IN INDIA
May 12, 2018

Table of Contents
INTRODUCTION...........................................................................................................................................3
Problem Statement.................................................................................................................................3
An Ecological Productivity Message.......................................................................................................4
Rationale for Selecting the Particular Research Method...................................................................5
Research Objectives............................................................................................................................5
Research Questions............................................................................................................................6
LITERATURE REVIEW...................................................................................................................................7
Theoretical Framework...........................................................................................................................7
The Bill of Lading Procedure in CMA – CGM...........................................................................................7
Various Types of Liability....................................................................................................................9
Optimization of Bill of Lading Process to Prevent Delay on Releasing Cargo........................................9
Gaps in Previous Research....................................................................................................................11
Comparison of Bill of Lading with Maersk............................................................................................11
TYPE OF RESEARCH METHODOLOGY........................................................................................................13
Discussion.............................................................................................................................................13
Quotation (Work Estimate)..............................................................................................................14
Proposed Timeline............................................................................................................................14
Recommendations................................................................................................................................14
Concluding Remarks.............................................................................................................................16
References................................................................................................................................................18

INDUSTRY RESEARCH PROJECT Page 3 of 20
INTRODUCTION
The Guarantee of the fruitful monetary movement is the productive transportation, free
development of merchandise and the brisk traditions enrollment of the imported and
sent out cargo. Logistics is an intense instrument in service execution for lessening
expense and time, thus enhancing client service (especially time conveyance), cutting
discharges and saving the earth, relieving the effects of enactment, notwithstanding
beating absence of minimum amount while tending to new markets, geologies, and even
modular move.
Using the Suez channel brings numerous risks of losing cargo, and bosses now in the
association of enlarging robbery in the Indian Ocean area. It requires sizeable fund and
endeavors to set up free ships. Additionally, we can assume that organizations endure
broad harm because of demurrage. Grounded contentions and forecasts about points of
interest of the Northern ocean course to develop Arctic locales and cargo transportation
have been made by broad communications and driving research organizations
concerning navigation issues and difficulties (Ahmadi, Elsan & Noshadi, 2017).
As indicated by Svensson (2013) their distributions, ice shrinkage opens the Northern
ocean course to the year-round route. This can modify exchange courses by
fundamentally shortening shipping separations between Europe, North America, and
Asia, particularly Japan, China and expanding enormously turnover of fare and import
streams. For instance, the Northern ocean route can be used for export of metal and
compost from Russia and Europe, e.g. distribution of manure from Norway plants
Porsgrunn and Glomfjord to China; distribution (exports) of coal and wood from
Canada to the West shore of Europe (now they are sent out through Panama trench);
exports of grain from Portland and Seattle situated close to the West shoreline of the
USA to Europe and Russia; transportation of atomic fuel from England and France to
Japan (Bjørn, Haakon & Jan, 2012).

Problem Statement
Byung-In & Hokey (2017) argue that these days it isn't just the ownership of items that
are important, but instead the owner of items on time and in any event cost. The costs
that organizations look in ensuring that their merchandise is conveyed at the ideal time
and in the perfect place are developing: they result from framework clog, high fuel
costs, and tolls, also the expenses of natural contamination (especially CO2 outflows) to
society. Dealing with the time factor has basic effects on logistics expenses to the client.
Holding up times and defers put weight on plan unwavering quality. Lost minutes result
in lost dollars for shipping lines and their customers. Such a transport hall as goes in
extremely exceptional harsh and now and again hard to-foresee states of the sea. For
this situation, logistics includes time utility if the item is conveyed at the ideal time and
with low expenses. Time for this situation study suggests the travel time as the number
of cruising days on a port-to-port premise.
On the other hand, does this procedure prompt another potential for new logistics
arrangements or not? The development of activity and development of transportation
foundation affect environmental, social and financial areas intensely, but at the same
time are vital to the monetary prosperity of circumpolar people groups and districts. The
choices of logistics administrators can influence the accomplishment of ecological
methodologies at each phase of the store network. That is the reason logistics assumes
an unmistakable part of the execution of essentially any natural strategy (Charles,
Gerald & Daniel, 2011).
In the exploration, we concentrate basically on the maritime logistics. However, in the
meantime the study ought not to be discounted maritime transport despite that maritime
transport and logistics have customarily been seen as discrete sub-disciplines and have
been to a great extent treated in this regard by researchers. For our situation study, the
transportation hall as the such yet productive working of such a vehicle corridor relies
upon logistics. A transportation hallway delimits the services that drive logistics,
transportation, exchange and, consequently, their effects on the economy. That is the
reason in our study we join these the two originations and we are guided in this issue by

Samsul’s (2017) study though it is resolved that maritime logistics and transport have a
nearby union.
An Ecological Productivity Message
One of the procedures for coordination suppliers to aggressively separate themselves in
the market is to give an ecological productivity message to their clients. An essential for
this is the right estimation and designation of outflows in the strategic chain. This
designation can give knowledge into the obligation of various players and invested
individuals regarding carbon impression decrease. Besides, by apportioning the
emanations to a particular cargo transport unit, we can accomplish a similar reason for
every vehicle modes. This creates a conceivable examination and standardization of
discharges in multi-modal transportation. For a solitary cargo-transporters, such
allotment procedure is moderately straightforward. Notwithstanding, existing oceanic
coordination routes are commonly intricate.
Rationale for Selecting the Particular Research Method
These sea chains are normally made out of various modes of transport (for example,
rail, air, ocean), numerous service handlers such as freight organizations, harbor
experts, and shipment proprietors, in addition to different payload handlers (for
instance, wide-ranging cargo holders, consignments, mass cargoes, liquefied loads, as
well as travelers). Improving on this multifaceted nature, cars could be completely or
mostly stacked with various cargoes with different qualities, for example, compound
bearers, holder ships, and ships. Hence, the outflow assignment issue is inherently
unpredictable for oceanic coordination services, particularly when repositioning moves
are included. It is along these lines testing yet important to decide a reasonable method
to apportion the aggregate outflows to comparative units for various modes and cargoes
(for example, per holder, per bed, or per load).
Conveyance of cargo is the essential volume of a shipping vessel. It really is,
consequently, sensible to permit the discharges from delivery exercises to the distinctive
sorts of cargoes. From a coordination string viewpoint, this infers the cargo carried by
car manages all emanations and that the transporter itself is actually discharged free.

The desire behind an outflow part conspire is to mention these discharges to each one of
the cargoes associated with a string. This data can be employed via cargo proprietors to
choose their items' life routine carbon impression.
Research Objectives
The research venture will focus on an exchange about expanding the operational
proficiency and ecological supportability inside the vehicle and logistics frameworks
keeping in mind the end goal to comprehend the nature and value of logistics choices
having been made under complex conditions. The fundamental bearings of researching
are dictated by the following focuses and zones:
i. To inquire the reasons and causal relations for making logistical choices in
sorting out, giving and ensuring the route
ii. To examine the impacts logistics choices expedite on the earth and the
atmosphere
iii. To highlight on the limits amongst associations and how new sorts of
coordinated efforts make new business opportunities and evacuate deterrents
concerning manageability and intensity
iv. To give a perception of the procedures which convey new openings and
difficulties to future logistics choices or not, and why
In any case, the researcher considers that if maritime transport concerns the
transportation products via ocean, logistics is the capacity in charge of the stream of
materials from providers into an association, through activities inside the association
and after that out to clients. Yet, logistics goes further and as indicated by the meaning
of The Convention of Logistics Administration, it is that part of the list process that
plans, actualizes and controls the proficient, compelling flow and capacity of products,
services and related data from the purpose of-cause to the point of utilization with a
specific end goal to meet clients' prerequisites (Eon-Seong & Dong-Wook, 2015).
Research Questions
i. What are the reasons and causal relations for making logistical choices in sorting
out, giving and ensuring the route?
ii. What impacts logistics choices advance on the earth and the atmosphere?
iii. How do sorts of coordinated efforts make new business opportunities and
evacuate deterrents concerning manageability and intensity?

iv. What are the perception of procedures which convey new openings and
difficulties to future logistics choices?

LITERATURE REVIEW
Theoretical Framework
In light of these choices, the researchers investigated the assignment of global delivery
outflows by choices 1, 2 and 3. They proposed three-pointers to distinguish an
appropriate plan: natural viability, lawful adequacy, and reasonable weight sharing. In
addition, they contrasted their outcomes and those in view of choices 3 and 4 directed
by Sik & Bing (2017) as indicated by these three criteria. They inferred that the
alternative 3, assigning global delivery outflows inside a UNFCCC administration
based on the working organization ought to be the most ideal way. This conclusion
additionally suggests that it is really conceivable and important to assign the outflows
on a cargo level.
In spite of the fact that the previously mentioned papers and a few distributed rules from
various associations bolster organizations in estimating, revealing and dealing with their
carbon impressions, the principle worldwide carbon reviewing benchmarks, for
example, the GHG convention and ISO 16064, don't give adequate direction at the item
level when all is said in done, or for maritime logistics specifically. This is likely
because of the many-sided quality of logistics chains, as well as an absence of adequate
information.
Vinh & Gi-Tae (2015) talked about the issue with cargo-level carbon reviews of supply
chains. He recommended that the division of carbon discharges between dispatches
display a scientific test like that looked by transport financial specialists. The last
gathering has since quite a while ago talked about the assignment of normal and joint
expenses between the distinctive dispatches on a given vehicle. The designation decides
that organizations utilize are regularly in view of subjective judgments. At the point
when a store network contains numerous different cargo travels, the total impact of the
CO2 designation choices made independently for every leg can be generous. Be that as
it may, no particular guidelines of emanation portion have yet been displayed.

The Bill of Lading Procedure in CMA – CGM
As per the Bill of Lading Policy of CMA CGM, the “bill of Lading” were sent to the
Merchant in the sole risk, responsibility, and expenditure of the merchant upon sending.
The acceptance of the bill of lading involves a merchant agreeing to be destined by all
"stipulation, exclusions, Conditions and terms on the facial skin and again hereof,
whether written, typed, stamped or printed out, as fully as though agreed upon by the
Merchant". Furthermore, according to the plan of waybill vendor allows that in
acknowledging this "Bill of Lading it is, or gets the authority of, the individual owning
or eligible for the possession of the Goods and the Bill of Lading”.
In case the merchant was a “Non-Vessel Operating Common Carrier (NVOCC)”, the
intended trends in the issue of the contracts of the carriage to the third party needs to
cover the “Goods, or part of the Goods, transported by this Bill of Lading”. This has
been further able to guarantee that the different types of the process for the “Bill of
Lading” is seen to be imposed in terms of the conditions as it has been laid by the
NVOCC. Some of the carrier’s responsibility and the clause paramount has found
during the time of “loss or destruction" has occurred amidst "time of launching" of
"Goods by the Carrier" or either of the "Original Shipper", at the "Dock of Launch" and
the time of release by the Shipper, or the "Fundamental Transporter, at the Interface of
Release", the duty of the Transporter is settled in arrangement with the "Hague
Guidelines" or the "country wide legislation incorporating" or creating the "Hague
Guidelines", or any "amendments thereto, compulsorily applicable” to the “Bill of
Lading” (Glass, 2014).
The different types of the carrier responsibility and clause were based on the various
type the factors such as port to port shipment, combined transport, agency functions and
subrogation. It needs to be further seen that the notice of claim and while taking legal
action is based on the announcement for damage or loss of the “goods describing” the
exact “loss or damage” to the carriage at the dock of delivery and discharge. In case of
loss of damage is not seen to be apparent in the three consecutive days of the
distribution, the products have to be thought to have provided as given in the "Bill of
Lading". In virtually any case when the Carrier and its own Sub-Contractors will be

discharged from all responsibility according to of non-delivery, mis-delivery, wait, loss
or destruction unless the suit was helped bring within one (1) calendar year after
delivery of the products or the night out when the products must have been transported
(Papageorgiou, 2017).
Various Types of Liability
The various types of the liability of provisions were based on the compensation, ad
valorem liability, and delay. The prejudice was seen to be applicable as per the
limitation of the liability which was in agreement with the “provision set forth” in the
subclause and basis of the compensations which was intended to be limited to the value
of the goods damaged or lost. The value of the goods was determined as per the
“reference to the commercial invoice or the customs declaration”. In no situation the
carrier was seen to be answerable for the “indirect damage”, consequential damage and
loss of profit (Ahmadi et al., 2017).
The ad valorem liability was seen to be based on the various types of the clause where
the merchant is agreeing to the acknowledgment of the knowledge of the value of the
Goods. If the compensation is determined to be higher than the “bill of lading” then this
may not be requested unless there is a consent of the carrier.
Noteworthy work from various nations and locales has tended to discharge portion at
the national level. These depict the distribution of outflow remittances or on the other
hand focuses crosswise over districts or nations in view of at least one value standards.
When all is said in done, the discharges from all parts of life ought to be distributed
based on per capita, per unit GDP, or other scaling factors.
At this point, seven choices for distributing spreads to a specific country were proposed,
in light of (1) the degree to their national surges, (2) where the haven fuel was sold, (3)
the nationality of the moving association, or where the vessel was enrolled, or the
country of the chairman, (4) the take-off or objective of a vessel, (5) the take-off or
objective country of load or voyager, (6) the nationality of the explorer on flights or the
proprietorships of payload, (7) and how much releases are created in its coast-to-coast
territory. Be that as it may, a portion of these choices has been rejected later by SBSTA.

Optimization of Bill of Lading Process to Prevent Delay
on Releasing Cargo
When all is said in done, the bearer does not attempt the entry of the "merchandise at
the port of release" and whenever for a gathering of the different kinds of the circuitous
noteworthy misfortune. or then again harm caused because of postponement. On the off
chance that "previous bearer" was considered capable then the "transporter's obligation"
is constrained to the sea cargo and cargo which was under this "Bill of Lading for the
deferred Goods, elite of nearby charges as well as demurrage". Under the techniques for
courses of "carriage the freedoms set out in Clause 9 (1)" might be summoned by the
Carrier for any reason at all, regardless of whether related with the "Carriage of the
Goods", containing the stacking or emptying other "Merchandise, bunkering,
experiencing repairs, modifying instruments, grabbing or finding any Persons, including
however not restricted to people required with the activity or support of the Vessel and
helping Vessels in all circumstances". On the off chance that the carriage is probably
going to be influenced by the "obstruction, chance, postponement, trouble or
inconvenience of any sort" (Kantor, 2018).
As stated by Kurban and Kurban (2016), the delays in the shipment were caused by the
various types of the factors which include “vessel delays, logistic constraints and lack of
proper coordination of the freights”. In general, the delays in the vessel were also seen
to take place due to the factors such as port congestions, bad weather and changes in the
service schedule. The lack of storage equipment of the delivery was critical for the
service providers who needed to wait until appropriate space was attained. The changes
in the service called for the need of timely delivery of goods by giving various efforts in
reducing the longer times.
These solutions were further seen to be based on the various types of the different
considerations which will be able to employ proper planning in advance and
considering the expected delivery thereby calculating the most probable time for transit.
CMA CGM needs to plan for maintaining sufficient scope for emergency stocks to
enable continuous production in case there is any delay in the raw material. It has been
further seen to be important to check for expected weather conditions, holidays in

different parts of the world and in making a better plan for evaluating the necessary
factors. The important documents were recognized to be an integral part of solving any
issues caused by delay as the routes and destinations are taken into consideration (Ho,
2016).
Gaps in Previous Research
Based on the previous research to be of lading is identified as a legally binding
document required for processing of the final shipment. However, there has been no
evidence collected which shows that the company has provision for including additional
charges such as accessorial in the present “bill of lading”. This should have resolved by
the company by issuing a separate freight bill along with the “bill of lading”. The study
on the optimization has revealed that CMA CGM lacks provision for factors such as
port congestions, bad weather and changes in the service schedule. There is no
provision created in the “bill of lading” for such unforeseen conditions.
Comparison of Bill of Lading with Maersk
As per the carrier’s Tariff of Maersk, the main attention was given to the free storing
time and to the holder and "vehicle demurrage or confinement". The principal type of
the germane arrangements apparently was relevant with the Tariff which is available
from the bearer upon ask. In the event that there has been any type of irregularity in the
"bill of replenishing" and duty, the sum recommended in the "bill of filling" might win.
It has been additionally observed that the shipper warrants in favouring to the terms and
conditions which a man is qualified for according to the "bill of replenishing". The
"sub-contracting" of the bearer apparently was qualified for the "subcontract on any
terms at all the entire or any piece of the Carriage".
The transporter's obligation as far as the sea transport was seen with the endeavour the
"carriage from the port of stacking" and "port of release". The "risk of the Carrier for
loss of or harm to the Goods" apparently was happening from the season of getting
according to the bearer of care of products at the stacking port and "Transporter offering
the Goods for conveyance at the Port of Discharge might be resolved as per Articles 1-8
of Hague Rules spare as is generally given in these Terms and Conditions". These

articles of the "Hague Rules might apply as an issue of agreement". It has been
additionally delineated that the transporter does not have any risk for bearing the
"misfortune or harm to the merchandise" and such acknowledgment of the bearer of
"guardianship of the products or after the bearer offering" the freight for conveyance
(Line, 2018).
Figure 1: Maritime Logistical Chain

TYPE OF RESEARCH METHODOLOGY
Both essential (primary) and optional (secondary) information were planned to be
utilized amid the research procedure. A chronicled or historical view will be utilized to
create authentic viewpoint. It gives the researcher an opportunity to learn occasions and
conditions identified with the association of the Route, which has just happened. There
is a plan to choose the examples after the criteria of "what, how and where" and not by
an arbitrary determination. The objective is to acquire an example that gives a decent
comprehension of the issue and "fair" portrayal of the aggregate populace. The
contextual analysis research is attempted in three associations in logistics chain:
provider, port and shipping organization. The author had to talk with senior general
directors to find their organizations' targets for utilizing the shipping route and their
focal points. Likewise, snowball testing will be connected to the important data and
increase profound knowledge. According to Satish & Rajesh (2014), the snowballing
impact is done by reaching people specified by informants contacted earlier.
Meetings will be my fundamental source. Concerning market flow of the shipping
business and the shipping circumstance in the Arctic meetings will be finished with
shipping organizations, shipping organizations, and cargo forwarders, additionally with
research establishments. It would be extremely helpful to make a few meetings with the
agents of government specialists to study official perspectives and assessment on the
issue. All meetings are directed, aside from one telephone talk with, up close and
personal with respondent. Additionally, it is considered to visit a port for a guided visit
and gatherings with port officials and contact business visionaries, had some expertise
in port and terminal development.
Discussion
In various types of the other occasions the “Carrier's Responsibility Multimodal
Transport” for the carriage was seen with his name to get the execution of the Carriage
from the Place of Receipt or the Port of Loading, whichever was pertinent, to the Port of
Discharge or the Place of Delivery, whichever is material. The transporter was further
not seen to have the no obligation for the "misfortune or harm" to the merchandise on

account of the getting of products by the bearer of care of the Goods or after the Carrier
offering the Goods for conveyance at the pertinent focuses, and, the Carrier should be at
risk for misfortune or harm happening amid the Carriage (Cohen, Gurun & Malloy,
2017).
The transporter isn't believed to embrace the merchandise or any records identified with
the accessibility of the "point or place at any phase amid the Carriage or at the Port of
Discharge or the Place of Delivery" the Merchant or any market or utilization of the
Goods and the Carrier under no apparently is emerging be at risk for any immediate,
aberrant or considerable misfortune or harm caused by delay. On accepting the
merchandise, the bearer for the carriage was not seen to be qualified for delay, suspend
or stop which will otherwise interfere with the carrier’s performance in terms of the
liberties conferred by the bill of lading (Sharify & Mokarrami, 2016).
Quotation (Work Estimate)
Task Budget
Writing Proposal $100
Literature Review $100
Final Project $100
TOTAL $300
Proposed Timeline
Week 1 Week 2 Week 3 Week 4
Writing Proposal
Literature Review
Final Project
Recommendations
To ensure that CMA CGM is consistent with the “bill of lading” procedure some
research should look forward to documenting the impact of transportation management

system and third-party logistics provider. This needs to be done in areas where the
business can compensate for the unforeseen events which are causing a delay in
releasing cargo. In addition to the “bill of lading,” the company would also issue a
separate freight bill. Henceforth, the research should also look forward to the positive
impacts on releasing a cargo after issuing of a separate freight bill. The research should
also look forward to finding the major routes which are causing the delay in dispatching
of cargo (Haakon, Bjørn & Jan, 2012).
The research got some future headings to the light; policymakers and others by which
India may build up their maritime logistics transport industry in the light of innovations
for the maritime logistics industry. The World Bank distributed the Port Reform Toolkit
intended to offer help to public/open area for working with the private sector with the
point of foundation/infrastructure advancement of the seaport. It's connectors with the
shipper introduced by building up the framework of street, rail, and conduits. There is a
need to fill in according to a guideline of Port Reform Toolkit and open the entryway
for both open and private financial specialists. Execution of green transport strategy all
over and ensuring the earth of seaports and terminals in addition to diminishing the
outflows/emissions from the transport vehicle (Inkyo & Kamonchanok, 2015).
In this paper, we have built up various general standards where such an arrangement
should stick to choose the fittingness of a particular assignment plot for a given
circumstance. These models join the Completeness, No Redundancy, Simplicity,
Fairness, Individual Rationality, Motivation, and Consistency. We believe these
principles are comprehensive and are critical not only for the circulation designs
inspected in this paper yet furthermore for the endorsement of a more mind-boggling, a
compound arrangement for multimodal coordination chains. The researcher has
likewise proposed elective discharge allotment plans for maritime logistics chains. An
orderly approach in view of an arrangement of central standards gives a clearer duty of
carbon emanations and a more grounded inspiration for outflow diminishment. Besides,
we have talked about elective designation plans for various situations.
These situations incorporate a solitary kind of cargo with the exhaust restore, a solitary
sort of load with return freight, and mostly uniform payload, with and without return

freight. In light of the application cases for these three circumstances, we have
contemplated that the radiations from the void return outing should be allocated to the
cargoes on the forward trips. For the coordination chain with return cargoes, it is
smarter to allow the releases in perspective of midpoints to the extent natural
profitability change. What's more, for the circumstance of deficiently uniform load (and
especially compartment shipping), we have proposed a specific two-propel process and
endorsed surge assignments to each leg independently since various data parameters
influence the regular impact of the compartment shipping framework.
The point of convergence of this paper has been on the sea transportation leg of the
coordination chain. Future work needs to expand this by tending to multimodal
coordination chains. This will require the treatment of complex multi-sort out
improvements with different service providers and transportation modes. Furthermore,
allotment plans pertinent to the repositioning issue should be additionally created. At
long last, our commitments to the field of discharge allotment ought to be joined with
extra cost allotment plans, along these lines giving a total system to the benchmarking,
what's more, change of maritime logistics chains.
Concluding Remarks
To entirety up, the period of the regionalization conveys the point of view of a port
improvement to a higher topographical scale to give service in a major size of port
transport services. It's a piece of an activity to become territorial port and remain with
the competition ports of neighbors. Simply at that point, Lin et al (2017) encouraged to
port experts for advancing an effective multi-purpose cargo transportation framework
for securing the cargo under the high rivalry of maritime logistics markets.
Lastly, port specialists can assume an important part during the time spent inland
dissemination by applying the innovation expressed in this research (flexibility, dry port
idea, utilizing data innovation and in addition computerization) for increasing upper
hands with other territorial seaports. In conclusion, with the voice of Samsul & Tava
(2014), to be fruitful, port experts need to think alongside the clients and figure the
requirements, driven specifically, in the port as well as all through the store network and
systems.

In the light of the anticipated development of cargo transport, two conceivable routes
are to improve the nature of ordinary methods of transport and create elective transport
frameworks. To improve the nature of existing set up of port transport and discover the
elective transport, this paper was planned to get some creative idea and discovered
enormously from the writing of innovation with respect to seaport, maritime logistics
and port transports particularly a few innovations of a port that will create maritime
logistics industry of India in future.

INDUSTRY RESEARCH PROJECT Page 19 of 20
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