Unit 6

1door-to-door delivery express service consolidation service garments-on-hangers

hazardous goods transportation truck + air service

own fleet of 230 trailers

LET US EASE YOUR BURDEN

Ex. 38. Read the advertisement again and answer the following questions.

1.Is Unkar a big logistics company or a forwarding agent?

2.Do they have their own fleet of air-freighters?

3.What type of goods do they carry?

Ex. 39. You are vice-president of Unkar. Describe the services of your company to a potential customer.

Ex. 40. You would like to work with this firm. Write a letter asking for a vacancy in a warehouse.

Ex. 41. Read the text and say whether it is:

DEPOT MANAGER NEARS 300 USERS

International Asset Systems (IAS), a provider of asset management applications, claims the number of container and other intermodal facilities using its Depot Manager system has reached 300 worldwide. IAS, which is based in Oakland, California, announced the success at the Intermodal Transport and Logistics conference in Rotterdam in December.

Depot Manager captures, processes and sends via the Internet gate events and repair estimate data on in-service and off-hire equipment passing through facilities. IAS claims its service offers the efficiency savings and more of electronic data interchange (EDI), benefits of Internet-based systems that have been heralded over the past year.

EDI has become an essential part of most container lessors' administration systems over the past 15 years. EDI has enabled shipping lines and container leasing companies to achieve substantial cost savings, compared with previous methods, as a system for obtaining information from container depots on box delivery, status, repair requirements and the cost of the repair. EDI has also enabled the companies to make substantial savings on staff and other administration costs.

On the IAS system's ability to enhance data provision to operators, chief technology officer Steve Dowse said: "Depot Manager provides a flexible method to capture gate moves and repair estimate data from depot and terminal in-house systems and then efficiently process and transmit it to container owners and operators."

Dowse added: "We also provide a full suite of Internet screens for depots that do not have in-house systems — we got them away from inefficient fax and expensive private networks."

Ex. 42. Read the text again and say if the following sentences are true or false. Correct those which are false.

1.A Depot Manager is a person who works at a warehouse and is in charge of the proper condition of the goods in slock.

2.In-service and off-hire equipment is equipment owned by logistics service provider.

3.Container depots are warehouses where containers are stored, cleaned and repaired.

Ex. 43. Look through the text and say what was mentioned in the text about:

Ex. 44. You are Steve Dowse. Speak about the advantages of your system.

Ex. 45. Get ready to make a presentation at the Annual International Conference on Transport and Logistics. Read the texts given below and decide what topic of your presentation will be. Make a plan of your presentation and prepare a report according to the plan.

GATE TERMINAL

Networks of import cargo are known to get more and more complex, so storage, handling and distribution for commodities have to be provided in an efficient way.

Big logistics companies optimize for their clients the entire logistic chain from a supplier in the Far East to the final consignee anywhere in Europe and offer the following services: supply chain and transport man­ agement, customs management, warehouse management and pan-Euro­ pean distribution.

With terminals coming underpressure from the ever-increasing num­ ber of containers passing through them, every second wasted is starting to count. Terminal automation, as a whole, is something that the industry is taking a keen interest in. Words, paragraphs, pages, speeches, and confer­ ences have been devoted to the subject of terminal software, automaticguided vehicles, GPS-based monitoring and tracking systems — anything, in fact, which could save time. Automation is something that affects every aspect, every physical inch of a terminal. On-land entrance/exit point of a terminal has long been considered insignificant. The past few years have seen terminal automation and companies dealing with optical and visual software across the industry introducing systems which are gradually re­ moving the human element from the gate — beginning the process of re­ moving the men with the clipboards, and replacing them with the latest visual and computer technology.

The idea behind the automated gate systems themselves is simple: point l "era at a vehicle as it leaves or arrives at a terminal and take a picture of it. The first step is that the system sensors detect the vehicle as it ap­ proaches the gate identifying its characteristics, whether it is a 20 or 40 ft container, for example. The second stage sees the picture of the vehicle and container being taken. The optical character recognition (OCR) soft­ ware in these systems then, in the third step, identifies and recognizes the ISO number on the container, or the license plate, before the fourth step of processing the result Into a terminal's database, or other relevant pleee of software.

Visual gate systems on the markets are processing containers and ve­ hicles in less than a second. Manual container number verification is be­ lieved to be a thing of the past with accuracy rates nearing 100% for both ISO containers and inter-modal trailers. The high quality of the pictures that have to be taken by the systems, means that the quality of the pictures can be used for several other purposes. In these high quality pictures, not only is the number or code seen, but the whole container itself as well.

What can we expect from the future? The logical answer is that per­ haps the cameras and the systems installed on the quay side cranes will be developed to include the damage inspection systems to make a financial saving in reducing cost claims.

Anyone who has ever traveled on European roads will recognize the familiar blue and white TIR plate borne by thousands of lorries and semi­ trailers using the TIR Customs transit system.

Traditionally when goods crossed the territory of one or more States in the course of international carriage of goods by road, the Customs au­ thorities in each State applied national controls and procedures. These varied from State to State, but frequently involved the inspection of the load at each national frontier and the imposition of national security re­ quirements (guarantee, bond, deposit of duty, etc.) to cover the potential duty and taxes at risk while the goods were in transit through each territo­ ry. These measures, applied in each country of transit, led to considerable expenses, delays and interferences with international transport. In an at­ tempt to reduce these difficulties experienced by transport operators and, at the same time, to offer Customs administrations an international sys­ tem of control the TIR system was introduced.

Now goods may travel across national frontiers with a minimum of in­ terference by Customs administrations because only seals are checked in­ stead of inspecting the cargo which was both expensive and time-consum­ ing. It reduces delays in transit, enables significant economies in transport costs to be made and allows exporters to select more easily the form of trans­ port most suitable for their needs. In addition, advantages for Customs ad­ ministrations arise from the fact that the international transit operation is covered by a single transit document, the TIR Camet which reduces the risk of presenting inaccurate information to Customs administrations.

Work on the TIR transit system started soon after the Second World War under tha вшриееа of the United Nations Seenomie Commission for Europe (UN/ECE). The first TIR Agreement was drawn up in 1949 be­ tween a small number of European countries. The success of this limited scheme led to the negotiations of a TIR Convention which was adopted in 1959 by the UN/ECE Inland Transport Committee and entered into force in 1960. This first TIR Convention was revised in 1975 to take account of practical experience in operating the system and give effect to technical advances and changing Customs and transportation requirements.

Nearly twenty-five years after its revision in 1975 the TIR convention has proved to be one of the most effective international instruments with participation of 64 Contracting Parties, including the European Union (EU), the United States of America and Canada and some other coun­ tries. The success of the TIR system may also be judged by the number of

TIR Carnets issued every year. In 1952 only a little over 3,000 TIR Carnets were issued, in 1998 their number reached 2.7 ml. The tremendous increase in the use of TIR Carnets can be explained by the special features of the TIR regime which offers transport operators and Customs authorities a simple, cost-effective and safe regime for the international transport of goods across frontiers.

With the rapid increase of East-West European traffic and with the emergence of many newly independent countries in Central and Eastern Europe, the TIR system is today facing a new challenge.

Paper-based systems, such as the present TIR Carnet, are a very inefficient medium for data capture and data authentication. SAFE TIR developed and operated by the IRU cannot substitute the required national Customs transit procedures, however it can be used in any future electronic TIR system.

EUROPEAN DISTRIBUTION STARTS IN THE NETHERLANDS

Holland International Distribution Council (HIDC) gives free tailored advice to foreign companies wishing to enter the European market or expand or improve their existing European logistics activities.

At the same time HIDC does its best to maintain and strengthen Holland's logistical position within Europe by means such as initiating innovative logistical concepts. This is done in close cooperation with the council's 500 members from the business community, government and other organizations.

Over 800 multinationals supply their customers in Europe, Africa and the Middle East from the Netherlands. Companies such as Nike, Boeing, Adidas, Cisco, NEC, Sumsung and John Deere take advantage of Dutch expertise in logistics. The Netherlands is even home to the majority of EDCs, distribution centres that supply the entire European market.

With the opening of the borders within the European Union in 1992 many international companies started to look for new opportunities for optimizing their European logistical structure. It was no longer necessary to hold stocks in each country to achieve fast delivery times. Establishing one central European distribution centre (EDC) can achieve substantial cost savings, e.g. through economies of scale, maintaining lower stock levels, and consolidating inbound freight. In addition, the centralized concept makes for greater flexibility and better management of logistics activities. As far as customers are concerned, all of this means a bigger range of products and faster deliveries.

The Netherlands has always had a powerful attraction for companies wanting to set up an EDC. At the present time over 50% of the European distribution centres based in Europe are located in the Netherlands. The Netherlands has invested a lot of money in maintaining and improving the existing infrastructure of roads, railways, inland waterways and pipelines. In addition, the country has a central location within Europe, among the most important markets and business centres: there are over 170 million consumers within a 500 kilometre radius. The Netherlands also has excellent port and airport facilities. From the Netherlands, companies have rapid access to Europe's principal economic regions, including Paris, Frankfurt, London and Berlin. The country's specific qualities, such as its internationally oriented economy, its stable political climate, its mature financial sector and its multilingual workforce, play an important part in this regard.

There are many top-quality logistics service providers in the Netherlands, ranging from small family businesses to global players, such as DHL, Exel, TNT, UPS and Schenker. In addition, to storage, order picking and transport, logistics service providers are also geared to adding value, i.e. by assembling components and custom-packing products. Activities such as customer service, call centres and order administration are also increasingly carried by the logistics service provider on behalf of the customers. Through the transfer and sharing of knowledge between the business community, government and knowledge institutions, work continues on optimizing this add-on service.

The removal of trade barriers and new technological developments have made transporting goods easier and cheaper and the concept of a world economy is becoming a reality. The whole world has become the market, but at the same time, it has also become the competitor. In order to continue to compete in this dynamic market, it is essential for companies to be able to react quickly to changes and keep looking for most efficient way of running a business.

In May 2003 the European Union (EU) gained ten member states all at once (Poland, Czech Republic, Slovakia, Hungary, Slovenia, Estonia, Latvia, Lithuania, Malta and Cyprus), when the internal market increased from 350 to 425 million consumers. This shifted the economic centre of the EU substantially to the East. However, research carried out by Holland International Distribution Council (HIDC) shows that, despite low labour and start-up costs, the establishment of a European distribution centre (EDC) in Eastern Europe is not an attractive prospect for many companies at the present time.

Warehouse Terminals and Customs

The road was extended last year.

The extension of Japanese influence in Asia is great.

2.subsidiary л — филиал They have a lot of subsidiar­ ies throughout the world.

3.lessor л — арендодатель

A lessor gets money payment called rent.

lessee л — арендатор

4.retailer л — розничный тор­ говец

retail trade — розничная тор­ говля

Retail prices are rising.

5.destine v — назначать, на­

правлять

The ship was destined for Greece.

6.furthermore adv — кроме

того, более того, к тому же

7.welfare л — благосостояние, благополучие

All his life he worked for the welfare of the nation.

8.benefit л, v — преимущест­ во, благо, польза; прино­ сить выгоду, прибыль

The book wasn't of much ben­ efit to me.

9.revenue л — доход, государ­ ственный доход

A revenue officer is a customs officer employed to detect or prevent smuggling.

10.implement v — осуществ­ лять, выполнять

Who implements the mone­ tary policy in the country?

159

implementation л — осуще­ ствление, выполнение

11.combat v — бороться; л - борьба

То combat unemployment is a matter of first priority.

12.fraud л—обман, мошенни­ чество

Much advertised products are often frauds.

fraudulent adj — мошенни­

ческий

13.prohibit v — запрещать

The sale of alcoholic drinks was prohibited in the USA in the early thirties of the last century, prohibitionn л — запрет

14.tackle v — решать (задачу), заниматься (проблемой)

It took him two weeks to tackle the matter.

15.offence л — преступление, правонарушение

offend v — наносить обиду, оскорблять

The most effective defense is offence.

She was offended with (by) her boss.

16.target n •- мишень, цель; зд.

выявление

The target market has in­ creased.

17. suspicious adj — подозри­

тельный, сомнительный There were some suspicious items in the consignment, suspicion л — подозрение He is under suspicion for smuggling.

160

suspect v — подозревать Why do you suspect him?

18.alert v — предупреждать об опасности, объявлять тре­ вогу

be on alert — быть начеку

19.hold up v — останавливать, задерживать

20.release v-освобождать, вы­ пускать

21.expire v—оканчиваться, ис­ текать (о сроке)

expiration л — окончание, истечение

The contract expires in a few months.

What is the expiration date of the agreement?

22.effect л — результат; осуще­ ствление, выполнение come into effect — входить в силу

This law will come into effect on the 1st of March.

23.regulation л — постановле­ ние, распоряжение

When was the new regulation adopted?

regulate v — регулировать, контролировать

24.renew v — возобновлять The driving license must be renewed.

25.present v — представлять

26.apply v — обращаться с просьбой

When did you apply for visa?

27.get on (to) v — приступать к чему-либо, заняться чемлибо

Unit 6

28.complex ad)'- сложный

29.keen adj - острый

30.tracking adj — следящий, прослеживающий

31.gradually adv — постепенно

32.license plate—номерной знак

33.manual adj — ручной

34.verification л — проверка, контроль

35.purpose л — цель

36.quay я — причал, набережная

37.damage я, v - повреждение, ущерб; повреждать

38.claim я - жалоба, претен­ зия

39.bear (bore, borne) v — нести

40.authorities npl— официаль­ ные органы, власть

41.apply v — применять; отно­ ситься

42.frontier я — граница, рубеж

43.imposition я — наложение, возложение

44.involve v - вовлекать

45.tax я — налог

46.measure я — мера, меро­ приятие

47.expense я — расход

48.attempt я - попытка

49.interference я —вмешатель­ ство; помеха

50.seal я — печать; пломба

51.time-consuming adj — тре­ бующий много времени

52.auspices п pi — покрови­ тельство

53.negotiations npl— перегово­ ры

54.revise v — пересматривать

55.judge я - судья; v — судить

Warehouse Terminals and Customs

56.tremendous adj — огромный

57.emergence я — появление, возникновение

58.medium я-средство, способ

59.capture я, v — плен; удержа­ ние, сохранение; задержи­ вать, удерживать

60.border я — граница

61.substantial ad)' — существен­ ный, значительный

62.concerned adj — имеющий отношение; связанный, за­ интересованный

63.mature adj' - зрелый

161

64.regard п — внимание, забо­ та

In this regard — в этом отно­ шении

65.gear v — приспосабливать; ставить в зависимость

66.assemble v - созывать; со­ бирать

67.removal л - удаление, уст­ ранение

68.deteriorate v - ухудшаться

69.temporary adjвременный

70.favourable adj - благопри­ ятный