Port Operations & Port Productivity

Gina AcostaDP World Antwerp

Puerto RicoMay 8th, 2009

Container Terminals

PORT / TERMINAL EVOLUTION - ANTWERP

PORT / TERMINAL EVOLUTION

Le Havre

Antwerp

Rotterdam

HINTERLAND

•Price

•Congestion

•Pollution

Satellite / Inland Terminals

ROLE OF PORTS IN LOGISTIC CHAINS

Terminal as a nodal point in the Logistic Chain

Active role of terminals in the Logistic Chain

Vertical IntegrationTerminalization of Supply Chains

PortInland terminal

Satellite terminal

DC

DC

DC Port

Information flow

High Low

Degree of SynchronisationSource: Rodriguez and Notterboom (2007)

TERMINAL SYSTEM

RAIL

Stacking Area

CFSFacility

MaintenanceWorkshop

MT Container Stacks

Truck Gate

MT Container Stacks

Container Repair

AdministrationBuilding

Vessel /Barge

TERMINAL SYSTEM

ADischarging Operation

BQuay Transfer

Operation

CStorage

Operation

DDelivery

Operation

Productivity is measured in Containers/MovesCapacity is measured in TEU

GATEYARDQUAY

Horizontal Transfer

Productivity Capacity Productivity

Transfer to Gate

TERMINAL- INTERDEPENDENT SYSTEM

250 boxes/hour

325 boxes/hour

250 boxes/hour

400 boxes/hour

300 boxes/hour

CustomerDemand

350 boxes

QuayCapacity

YardCapacity

GateCapacity

LabourCapacity

EquipmentCapacity

ServiceProvided

System Constraints

MARITIME CUSTOMERS

QUAY

INLAND CUSTOMERS

GATE

HINTERLAND

Just in time delivery / Low inventory levelsValue Added ServicesDevelop full logistic corridors

YARD

MARKET FORCES

Intra and inter-port competitionHigher productivity & reliability-Shipping Lines

Contractual Non Contractual

CH

EP

NL D

I

FPLB

TR

DK

CZ

FACTORS AFFECTING PRODUCTIVITY

Capacity of the subsystems within the terminal

Equipment

Processes

Flow of information / Data integrity

Labour / Unions

Quay and Crane Productivity

Quay ProductivityContainers handled over the quay / length of quay (period)

Ship ProductivityGross Moves per Hour (GMPH): Containers moved to/from a ship/

Hours between first and last lift (period)Net Moves per Hour (NMPH): Containers moved to/from a ship /

Hours between first and last lift minus idle time (period)

Crane ProductivityGross Crane Rate: Containers moved over the quay per crane/

Hours between first and last lift (period)Net Crane Rate: Containers moved over the quay per crane/

Hours between first and last lift minus idle time (period)

Yard Capacity / Productivity

Dwell time

Twenty FootGround Slots

(TGS)

Peaking FactorSurge Factor

Maximum StackingHeight Optimum Stacking

Height

Storage CapacityTEU

Number of inland transport units loaded (truck / rail / barge)

Yard Capacity

Gate Performance

Main KPIs:

Gross Truck Turnaround Time

Net Truck Turnaround Time

PRODUCTIVITY GAINS

EQUIPMENT UPGRADES / CAPACITY INCREASE (High level of investment)

QUAYFaster and more efficient cranesTwin Lift / Quad Lift / Tandem Lift

YARDAutomatic Stacking Cranes (ASC)

GATEOCR

MORE EFFICIENT USE OF EXISTING INFRASTRUCTURE OR EQUIPMENT (Processes – Lower level of investment)

QUAYDual Cycling

QUAY / YARDStraddle Carrier Pooling

GATE: Vehicle Booking System (VBS)

BETTER EXCHANGE OF INFORMATION BETWEEN THE DIFFERENT STAKEHOLDERS

TECHNOLOGY UPGRADES

Crane Lifting (TEU Ratio)

(a) Twin Lift (b) Quad Lift

(c) Tandem Lift

TECHNOLOGY UPGRADES

(a) Automatic Stacking Cranes (ASC) (b) OCR

DUAL CYCLING

Import storage

Export storage

Import storage

Export storage

Single Cycle Dual Cycle

Reduce unproductive/empty crane movesReduce empty trips of horizontal transfer equipmentOptimization of equipment

STRADDLE CARRIER/ ITV POOLING

Increase Productivity of loading and dischargeOptimize equipment utilization (Minimize equipment idle time)Reduce equipment requirements

VEHICLE BOOKING SYSTEM (VBS)

0

40

80

120

160

200

0:00

1:00

2:00

3:00

4:00

5:00

6:00

7:00

8:00

9:00

10:00

11:00

12:00

13:00

14:00

15:00

16:00

17:00

18:00

19:00

20:00

21:00

22:00

23:00

Hourly slot

N°. o

f tru

cks

Pre S-VBS Post S-VBS

Smooth the peaks and troughs in truck arrivals (Service improvement)Manage differences of information or documentation problems in advanceReduce truck operating costs, congestion and pollution

RELEVANCE OF PRODUCTIVITY GAINS

SHIPPING LINESVessel turn around time (High operational savings)Schedule integrity

TERMINALEquipment OptimizationHigher number of boxes moved (Increased earnings)Operational savings (e.g. Labour)

INLAND CUSTOMERSBetter organisation of supply chainsLower levels of inventoryLower transportation costs

COMMUNITYTerminal efficiency relevant for a country’s competitiveness and economic developmentLower congestion and pollution on the roads

CONCLUSIONS

Capacity constraints, increase throughput and clients demands at the water and land sides are moving port operations inland (extended gateways)

Terminals serve two different sets of clients. High productivitymust be kept at the waterside to be competitive but it is in thehinterland where strategies and solutions for capacity, productivity and services are focused.

Productivity gains can be achieved through different mechanisms. However, start by analyzing your processes, information flow and your clients requirements before additionalinvestments are executed.

Q &A____________________________________________

Thank you very much for your attention