Transcript Container Terminal

CONTAINER TERMINAL OPERATIONS
SECTION 1
Containerisation and its Evolution
Development of Cargo Handling
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Bulk / Break Bulk
Unitization
Lash System
Palletisation
Containerisation
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.
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 – World’s first Container Terminal.
Classification 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
SECTION 2
Container Terminal Operations
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 Terminal
Vessel
Operating Zone For Ship
Stacking Area For Import And Export Containers
Empty Containers
Special Containers
Exchange And Transfer Zone
Container Terminal Activities
Container Entry / Exit By Road
Container entering /
exiting the Gate Complex
and its details entered
into the computer
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 >> 33A15M 25 2
2.GECU3129003 X3482 >> 33A15T 25 2
3. TTNU9904748 X1234 >> 33A20B 28 4
Handling of the Container in Yard
Stowage Planning the vessel in SPARCS
NAVIS
COSMOS
CATOS…
Vessel Movements in Port - Berthing and Sailing
Vessel Operations
Rail Side Operations
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 it’s
departure.
…and many others.
Selection of Yard Equipments
Front End
Loaders (Reach
stackers, Top
Loaders, Fork
Lifts etc.)
Tractor/
Chassis System
Straddle Carrier
Yard Gantry
Crane System
(RTGC,RMGC
etc.)
Very Poor : 185 TEU /
Hectare
Good : 385 TEU /
Hectare
Very Good : 750 TEU /
Hectare
Poor : 275 TEU /
Hectare
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
High : large number of
chassis required
Moderate : six straddle
carriers per ship / shore
cranes
High
Moderate : cost effective
for low throughputs
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
System
Features
Load
Utilization
Terminal
Development
Costs
Equipment
Cost
Equipment
Maintenance
Cost
SECTION 3
• GLOBAL SCENARIO – WHAT IS THE FUTURE ??
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…
Mid Panamax
Large Panamax
Post Panamax
Large Post Panamax
Super Post Panamax
(Mega Vessels)
SIZE OF VESSELS
14000
12000
10000
TEUs
8000
CAPACITY 6000
4000
2000
0
1980
1990
2000
YEAR
2008
2000 – 3500
3500 – 4500
4500 – 6000
6000 – 8000
12500+
By 2011, Post Panamax Vessels will
contribute 50 % of all container slots
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…
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…
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
Container Terminals in
India
Container Traffic – (2007-08)
‘000 TEUs
651
185
Mundra
Kandla
Kolkata Dock System
Haldia
Pipavav
425
MBPT
118
4060
167
JNPT
Vizag
East
22%
21
71
New Mangalore
Chennai
West
78%
254
1128
Cochin
Tuticorin
450
Indian 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
Positra
Mundra
Hazira
Tuna
Bharuch
Okha
Dahej
Porbander
Pipavav
Dholera
Kirtania
Vansi Borsi
MBPT
Rewas
Maroli
JNPT Dighi
Jaigad
Kolkata Dock System
Sagar Island
Dhamra Haldia
Paradip
Gopalpur
Vizag
Gangavaram
Kakinada
Nizampatnam
Mormugao
Machillipatnam
Karwar
Krishnapatnam
Major Sea Ports
New Mangalore
Ennore
Intermediate /Minor Sea
Azhikkal Kozhikode Chennai
Ports
Karaikal
Vallarpadam
Nagapattanam
Alapuzha
Tuticorin
Vizhinjam
l
Kulpi
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..
THANK YOU