CONTAINER TERMINAL OPERATIONS

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CONTAINER TERMINAL OPERATIONS
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SECTION 1

• Containerisation and its Evolution

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• Development of Cargo Handling
• Bulk / Break Bulk
• Unitization
• Lash System
• Palletisation
• Containerisation

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Containerisation An innovative concept
Containerisation is a system of intermodal
freight transport using standard ISO Containers
that can be loaded and sealed intact onto
container ships, rail and road trailers.
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History of Containerisation

• Initially used by railroads small containers of
  5 to 10 long, wooden and non-stackable.
• Towards end of World War II, US Army used
  standard containers transporters with
  dimensions of 8.5 feet (2.6 m) long, 6.25 feet
  (1.91 m) wide, and 6.83 feet (2.08 m) high, made
  of rigid steel with carrying capacity of 9000 lbs
• April 26, 1956 Malcolm McLean loaded the first
  lot of 58 x 35 containers aboard a refitted
  tanker ship named Ideal X from Port Newark to
  Houston. (Large size containers without need to
  open in transit from shipper to the consignee).
• 1950s - Port of New York Authority built Port
  Elizabeth Marine Terminal Worlds first
  Container Terminal.

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Classification of Containers

• By Size
• 20 Feet
• 40 Feet
• By type
• General Cargo Container
• Open Top Container
• Flat Container
• Liquid / Gas Container
• Thermal Container

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Standardisation of Handling Equipment
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SECTION 2

• Container Terminal Operations

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CONTAINER TERMINAL
A container terminal is a facility where
containers are received, stored and then
delivered. The containers entry and exit can be
by sea, rail or road.
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Typical Container Terminal
Vessel
Operating Zone For Ship
Stacking Area For Import And Export Containers
Special Containers
Empty Containers
Exchange And Transfer Zone
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Container Terminal Activities
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Container Entry / Exit By Road
Container entering / exiting the Gate Complex
and its details entered into the computer
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Work Queue in VMTs (Vehicle Mounted Terminal)
The software available generates the yard
location of the container and displays it on the
VMT fitted into the Container Handling Equipment
TOTAL 3 F4, F9,
SEND_________ 1.PCIU5799420 X3184 gtgt
33A15M 25 2 2.GECU3129003 X3482 gtgt
33A15T 25 2 3. TTNU9904748 X1234 gtgt
33A20B 28 4
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Handling of the Container in Yard
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Stowage Planning the vessel in SPARCS
NAVIS COSMOS CATOS
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Vessel Movements in Port - Berthing and Sailing
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Vessel Operations
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Rail Side Operations
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Parameters Commonly Used

• Permissible Draft indicates the depth available
  at the port.
• Productivity GMPH (Gross Moves Per Hour), SMPH
  (Ship Moves Per Hour), BMPH (Berth Moves Per
  Hour)
• Throughput is amount of container exchange
  occurred within a stipulated time frame. Normally
  throughput is calculated with the number of
  working days in a year.
• Dwell time is the average time a container spends
  in the terminal.
• Berth Occupancy indicates the percentage
  utilisation of the berth length.
• Vessel Turnaround Time is the duration of vessel
  arrival at port to its departure.
• and many others.

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Selection of Yard Equipments
System Features Tractor/ Chassis System Straddle Carrier Yard Gantry Crane System (RTGC,RMGC etc.) Front End Loaders (Reach stackers, Top Loaders, Fork Lifts etc.)
Load Utilization Very Poor 185 TEU / Hectare Good 385 TEU / Hectare Very Good 750 TEU / Hectare Poor 275 TEU / Hectare
Terminal Development Costs Very Low High quality Surfacing not Necessary Medium Hard Wearing Surface Needed High High load bearing surface needed for crane wheels High heavy wear on terminal Surface
Equipment Cost High large number of chassis required Moderate six straddle carriers per ship / shore cranes High Moderate cost effective for low throughputs
Equipment Maintenance Cost low High Low Medium
Manning Level and Skill High more men But low skill Required Low less men High Skill Required High more men medium high skill required Medium Men Medium Skill Requirement
Operating Factors Good Accessibility, Simple terminal Operation High Flexibility , Good Stacking Good Land use, Scope For Automation Versatile Equipment
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SECTION 3

• GLOBAL SCENARIO WHAT IS THE FUTURE ??

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TOP 10 TERMINALS
Rank (2007) Port TEU Rank (2006) Port TEU
1 Singapore 27,932,000 1 Singapore 24,792,000
2 Shanghai 26,152,000 2 Hong Kong 23,539,000
3 Hong Kong 23,998,000 3 Shanghai 21,710,000
4 Shenzhen 21,099,000 4 Shenzhen 18,470,000
5 Busan 13,260,477 5 Busan 12,030,000
6 Rotterdam 10,256,829 6 Kaohsiung 9,775,000
7 Dubai 10,790,604 7 Rotterdam 9,603,000
8 Kaohsiung 10,650,000 8 Dubai 8,923,000
9 Hamburg 9,890,000 9 Hamburg 8,862,000
10 Quingdao 9,462,000 10 Los Angeles 8,470,000
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SURVIVAL OF THE LARGEST
Mid Panamax 2000 3500 Large Panamax
3500 4500 Post Panamax 4500
6000 Large Post Panamax 6000 8000 Super Post
Panamax 12500 (Mega Vessels) By 2011, Post
Panamax Vessels will contribute 50 of all
container slots
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SURVIVAL OF THE LARGEST

• Shipping Economics is driven by need to fill the
  vessel to achieve low unit slot costtherefore
• More consolidation
• Slot sharinggradual exit of smaller vessels
• Increase in bunker prices will accentuate cost
  difference
• Ship call frequency to decrease due to larger
  ships and bigger parcel size
• Reduced Port Calls as ports with low load factor
  will be dropped out.

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SURVIVAL OF THE LARGEST

• FUTURE SCENARIO
• Regional Ports (Ports that serve intra continent
  of intra-regional (intra-asia) trades) may become
  regional hubs and attract more transshipment
  traffic
• Feeder Ports (Ports that feed or receive cargo to
  and from regional port or major hub port) that
  are unable to feed to larger ships will be
  marginalised

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SURVIVAL OF THE LARGEST

• FUTURE SCENARIO
• Ports will have to
• Review its position as a Regional or Feeder Port
• Review their hinterland traffic and connectivity
  (rail and road) Is it sufficient and well
  connected?
• Marine Infrastructure Deep draft, Tugs
• Container Handling Equipments Twin Lift, Triple
  Lift, Quad Lift.
• Yard Space Larger space required for higher
  parcel size, especially for transshipment
  traffic.
• Advance Technology in all aspects Vessel
  Planning, Yard Management, Gate Entry / Exit
• Administration Bureaucracy, Customs procedures
  etc

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Container Terminals in India
Container Traffic (2007-08)
000 TEUs
651
Mundra
167
Kandla
Kolkata Dock System
Haldia
Pipavav
185
425
MBPT
118
4060
JNPT
Vizag
71
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New Mangalore
1128
Chennai
Cochin
254
Tuticorin
450
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Indian Ports Scenario

• MAJOR PORTS
• NON-MAJOR PORTS
• PORT TRUSTS
• CUSTOMS AUTHORITIES
• PORT HEALTH
• IMMIGRATION
• POLLUTION CONTROL BOARDS
• TAMP
• PUBLIC PRIVATE PARTICIPATION

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Summary

• Containerisation has brought about the concepts
  of standarisation, fixed schedules, faster
  transit, and safe efficient handling of cargo.
• Exclusive Container Port Terminal for the
  handling of Specialised Container Vessels with
  state-of-the-art handling equipments.
• Larger vessel sizes will require Mega Container
  Terminals with advanced infrastructural
  facilities..

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THANK YOU