CONTAINER TERMINAL OPERATIONS. SECTION 1 Containerisation and its Evolution.
-
Upload
samson-chase -
Category
Documents
-
view
247 -
download
2
Transcript of CONTAINER TERMINAL OPERATIONS. SECTION 1 Containerisation and its Evolution.
CONTAINER TERMINAL OPERATIONS
SECTION 1SECTION 1
Containerisation and its Evolution
Development of Cargo HandlingDevelopment of Cargo Handling
– Bulk / Break Bulk– Unitization– Lash System– Palletisation– Containerisation
Containerisation – An innovative conceptContainerisation – 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.
History of ContainerisationHistory 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 – World’s first Container Terminal.
Classification of ContainersClassification of Containers
• By Size:• 20 Feet• 40 Feet
• By type:• General Cargo Container• Open Top Container• Flat Container• Liquid / Gas Container• Thermal Container
Standardisation of Handling Equipment Standardisation of Handling Equipment
SECTION 2SECTION 2Container Terminal Operations
CONTAINER TERMINAL 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.
Typical Container TerminalTypical Container Terminal
Operating Zone For ShipOperating Zone For Ship
Stacking Area For Import And Export ContainersStacking Area For Import And Export Containers
SpecialSpecial ContainersContainersEmpty ContainersEmpty Containers
Exchange And Transfer Zone
Vessel
Container Terminal ActivitiesContainer Terminal Activities
Container Entry / Exit By RoadContainer Entry / Exit By Road
Container entering / exiting the Gate Complex and its details entered into the computer
Work Queue in VMTsWork Queue in VMTs (Vehicle Mounted Terminal)(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 >> 33A15M 25 22.GECU3129003 X3482 >> 33A15T 25 23. TTNU9904748 X1234 >> 33A20B 28 4
Handling of the Container in YardHandling of the Container in Yard
Stowage Planning the vessel in SPARCSStowage Planning the vessel in SPARCS
NAVIS
COSMOS
CATOS…
Vessel Movements in Port - Berthing and SailingVessel Movements in Port - Berthing and Sailing
Vessel OperationsVessel Operations
Rail Side OperationsRail Side Operations
Parameters Commonly UsedParameters 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 it’s departure.
…and many others.
Selection of Yard EquipmentsSelection of Yard Equipments
System System FeaturesFeatures
Tractor/ Tractor/ Chassis SystemChassis System
Straddle CarrierStraddle Carrier
Yard Gantry Yard Gantry Crane System Crane System (RTGC,RMGC (RTGC,RMGC
etc.)etc.)
Front End Front End Loaders (Reach Loaders (Reach stackers, Top stackers, Top Loaders, Fork Loaders, Fork
Lifts etc.)Lifts etc.)
Load Load UtilizationUtilization
Very Poor : 185 TEU / Hectare
Good : 385 TEU / Hectare
Very Good : 750 TEU / Hectare
Poor : 275 TEU / Hectare
Terminal Terminal Development Development CostsCosts
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 Equipment CostCost
High : large number of chassis required
Moderate : six straddle carriers per ship / shore
cranesHigh
Moderate : cost effective for low throughputs
Equipment Equipment Maintenance Maintenance CostCost
low High Low Medium
Manning Manning Level and Level and SkillSkill
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 Operating FactorsFactors
Good Accessibility, Simple terminal
Operation
High Flexibility , Good Stacking
Good Land use, Scope For Automation
Versatile Equipment
SECTION 3SECTION 3
• GLOBAL SCENARIO – WHAT IS THE FUTURE ??
TOP 10 TERMINALS 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
SURVIVAL OF THE LARGEST…SURVIVAL OF THE LARGEST…
0
2000
4000
6000
8000
10000
12000
14000
TEUs CAPACITY
1980 1990 2000 2008
YEAR
SIZE OF VESSELS Mid Panamax 2000 – 3500Large Panamax 3500 – 4500Post Panamax 4500 – 6000Large Post Panamax 6000 – 8000Super Post Panamax 12500+(Mega Vessels)
By 2011, Post Panamax Vessels will contribute 50 % of all container slots
SURVIVAL OF THE LARGEST…SURVIVAL OF THE LARGEST…Shipping Economics is driven by need to fill the vessel to achieve low unit slot cost…therefore –
1. More consolidation
2. Slot sharing…gradual exit of smaller vessels
3. Increase in bunker prices will accentuate cost difference
4. Ship call frequency to decrease due to larger ships and bigger parcel size
5. Reduced Port Calls as ports with low load factor will be dropped out.
SURVIVAL OF THE LARGEST…SURVIVAL OF THE LARGEST…
FUTURE SCENARIO
1. Regional Ports (Ports that serve intra continent of intra-regional (intra-asia) trades) may become regional hubs and attract more transshipment traffic
2. 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
SURVIVAL OF THE LARGEST…SURVIVAL OF THE LARGEST…
FUTURE SCENARIO
Ports will have to –
• Review it’s 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
New Mangalore
Tuticorin
Chennai
MBPT
JNPT Vizag
Kolkata Dock System
Haldia
Cochin
KandlaMundra
Container Terminals in Container Terminals in IndiaIndia
Pipavav
167651
185
1184060
21
254450
1128
71
425
East22%
West78%
Container Traffic – (2007-08)
‘000 TEUs
Indian Ports ScenarioIndian Ports Scenario
1. MAJOR PORTS
2. NON-MAJOR PORTS
3. PORT TRUSTS
4. CUSTOMS AUTHORITIES
5. PORT HEALTH
6. IMMIGRATION
7. POLLUTION CONTROL BOARDS
8. TAMP
9. PUBLIC PRIVATE PARTICIPATION
New MangaloreKarwar
Major Sea Ports
Intermediate /Minor Sea Ports
Tuticorin
Chennai
NagapattanamKaraikal
Ennore
l
ParadipDhamra
GopalpurMBPTJNPT
Mormugao
DighiRewas
Jaigad
Kirtania
Vizag
KakinadaMachillipatnam
Krishnapatnam
Gangavaram
Nizampatnam
Kolkata Dock System
Haldia
KulpiSagar Island
Vallarpadam
Kozhikode
AlapuzhaVizhinjam
Azhikkal
Pipavav
Hazira
BharuchDahej
Positra
Okha
Maroli
DholeraVansi Borsi
Porbander
Tuna
Mundra
SummarySummary
• 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..
THANK YOU