3. Type of berth
Ro/Ro berth This is usually one of the
simplest types of berths to construct. Apart
from the loading ramp which may need to be
reasonably sophisticated if the berth
experiences a significant tidal range, little
expensive civil engineering is required
because the loading weight per unit area is
usually quite low.
3
4. Type of berth
Passenger berth: A passenger berth needs
virtually the same requirements as an airport,
i.e. tickets and information, toilets, cafeterias,
shops, disabled access, security. If it is
international, there will need to be customs
and immigration facilities
4
5. Type of berth
Dry bulk carrier berth Large bulkers require
deep water, large powerful cranes and
conveyor belts for stacking the cargo. A large
flat stacking area is required. Facilities for
barge trans-shipment are also often a
feature. Dust is nearly always a problem with
dry bulk cargo and where there are strong
prevailing winds this may give rise to
environmental pollution.
5
6. Type of berth
Tanker berth : Tanker berths are often built
on to jetties, as modern large tankers need
deep water. In most cases they do need to
be jetties and not solid piers, which would in
most cases encourage siltation.
6
7. Typical Container Terminal
Operating Zone For Ship
Stacking Area For Import And Export Containers
Special Containers
Empty Containers
Exchange And Transfer Zone
Vessel
8. Basic definitions for cargo stowage on the
ship
packing closely—a mode of stowage by
pressing or screwing cargo into the hold by
means of machinery.
Angle of repose is the angle between the
horizontal plane and the cone slope when
bulk cargo is emptied in to the ship’s hold.
Obviously the smaller the angle of repose,
the greater the tendency the cargo has to
flow
8
9. Basic definitions for cargo stowage on the
ship
Stowage factor. The stowage factor of any
commodity is the number of cubic feet (cubic
metres) which a ton (tonne) of that
commodity will occupy in stowage
Commodity m3 /Ton Angle of repose
iron 0.31–0.47 30–75
Bauxite 0.56–0.89 28–55
Salt 0.81–1.12 30–45
9
10. Basic definitions for cargo stowage on the
ship
Stowage factor. The stowage factor of any
commodity is the number of cubic feet (cubic
metres) which a ton (tonne) of that
commodity will occupy in stowage
Commodity m3 /Ton Angle of repose
iron 0.31–0.47 30–75
Bauxite 0.56–0.89 28–55
Salt 0.81–1.12 30–45
10
11. Basic definitions for cargo stowage on the
ship
Therefore, to find the space required by any
consignment the weight of the cargo is
multiplied by the stowage factor or
conversely the space divided by the stowage
factor will give the weight that might be put
in that space.
However, a 20-ft container has about 32
cubic metres but the amount of pig iron you
could load into it is not 32/ 0.31.
11
12. Pre-Shipment Planning, the Stowage Plan
and On-Board Stowage
Traditionally this has always been the ship’s
concern but over the last couple of decades
there has been a growing tendency for the
stevedores and terminal operators to become
involved.
Further, since the advent of containers, most
container terminals will have facilities and the
know-how in a depot for stuffing and
stripping containers to service LCL shippers.
12
13. Pre-Shipment Planning, the Stowage Plan
and On-Board Stowage
The stowage plan may well have to be
flexible as some containers may be late
arriving and errors will be made in the
movement of containers through the
terminal.
last-minute changes can cause serious
problems for the ship’s officers as the stability
of container ships needs to be carefully
checked and the ballast adjusted for any
changes in top weight.
14. Cargo Positioning and Stowage
At the loading berth the export cargo for the ship
was assembled in the transit shed with the cargo
for each hold in the ship prepared longitudinally
and laterally in the shed.
This is quite complex, as for instance export
containers have to be sorted by: (a) the ship;
(b) the port of discharge; (c) the type of
container, e.g. TEU, FEU, Reefer, etc.; (d) the
weight of the container into heavy, medium or
light; and (e) dangerous cargo
14
15. Cargo Positioning and Stowage
For import cargo, consignees must be encouraged
to collect their cargo quickly after documentation
and currency (payment)
Where space is limited containers have to be
stacked high and, with a random arrival of
consignees to collect their containers, this is an
area where unproductive moves and delays can
easily occur.
15
16. Importance of Correct Stowage: Ship
Stresses and Stability
Hogging and sagging: On long ships, such as very
large tankers and bulk carriers those responsible
for loading the ship have to take care to avoid
straining the vessel’s hull. If too much weight is
placed amidships the vessel will sag.
If excess weight is placed at the ends of the ship
and not enough in the middle the vessel may hog.
Any such longitudinal stresses will be aggravated
by the vessel pitching when end on to the waves.
16
17. Importance of Correct Stowage: Ship
Stresses and Stability
Stability: Ship stability can be defined as the
ability of the ship to return to the upright when
slightly inclined. Instability can result from too
much top weight or conversely too little bottom
weight.
List and Heels Rolling:The vessel is said to list
when inclined because of an excess of weight on
one side so the centre of gravity (G) is no longer
on the centre line. A vessel heels when inclined by
an external force such as wind and waves.
17
18. Importance of Correct Stowage: Ship
Stresses and Stability
Another danger to stability is “slack tanks’’, that is,
if liquids are allowed to surge from side to side
across the vessel while it is rolling.
In tanks designed to take liquids, washplates and
bulkheads are constructed to reduce this hazard
but it can be overlooked at such times for instance
as fire fighting, when water is free to move across
the decks. This is also one of the major problems
for Ro/Ro vessels should water get into the car
decks.
18
19. Developments in Cargo Handling and
Terminal Operation
Manual
Dock Workers
Ship Gear
Semi Mechanised
Dock Workers
Shore Gear
Mechanised
Conveyor
Pipe Line
Containers
19
21. 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.
22. Typical Container Terminal
Operating Zone For Ship
Stacking Area For Import And Export Containers
Special Containers
Empty Containers
Exchange And Transfer Zone
Vessel
24. ontainer Entry / Exit By Road
Container entering / exiting
the Gate Complex and its
details entered into the
computer
25. 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
31. 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.
32. lection 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
34. 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
35. 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 – 3500
Large Panamax 3500 – 4500
Post Panamax 4500 – 6000
Large Post Panamax 6000 – 8000
Super Post Panamax 12500+
(Mega Vessels)
36. 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.
37. 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
38. Safety of Cargo Operations
Dockers’ safety : Dock Safety regulations
Dangerous cargo: The IMDG Code particular
requirements needed in the handling of dangerous
cargoes.
Safety of cargo:Safety of cargo through ports:
23% due to bad stowage;
8% due to bad handling;
2% due to fraud; and
1% failure to collect cargo.
38
39. Cargo Security
Theft: Transport terminals where valuable goods are stored
have always been obvious targets for criminal elements in
society and this problem is often reflected in the architecture
of cargo terminals.
The problems in this area facing port management is that to
increase security may well involve a reduction in
productivity, increased delays and increased costs.
If the port is a Free Port then there will be the added
problem of customs security.
39
40. Measuring and evaluating performance
and productivity.
Traditional KPI’s
• QC productivity: gross, net
• Unproductive times
• Vessel turnaround time
• Truck turnaround time
• Space usage
• Berth occupancy - availability
• Dwell time
• Gantries/vessel
• Throughput
40
41. Measuring and evaluating performance
and productivity.
Traditional KPI’s
• QC productivity: gross, net
• Unproductive times
• Vessel turnaround time
• Truck turnaround time
• Space usage
• Berth occupancy - availability
• Dwell time
• Gantries/vessel
• Throughput
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