Port Operations

P K Dash, CEng.
 Indian Maritime Coastline and Ports

Mundra
Deenday
al Kolkata
Sikka
Dahej
Haldia
Vadinar Hazira
Pipavav Dhamra
Vadhav Gopalpur
an
Paradip Total Coastline:
(in progress)
Mumbai
JNPT Gangavaram 7516.6 KM
Visakhapatn
Jaigad
Kakinada am Major Ports:
12
Mormug
ao Krishnapatnam
Kattupal Non-Major Ports:
New Mangalore
li
Kamarajar 200+
Chennai
Major Ports
Cochi Karaikal NW Identified:
n 111
Prominent Non-Major Ports
Vizhinja VO
m
(in progress)
Chidambaranar NW Coverage:
20275.5 KM
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.

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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

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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.

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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.

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Typical Container Terminal

Vessel
Operating Zone For Ship

Stacking Area For Import And Export Containers

Empty Containers Special Containers

Exchange And Transfer Zone

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

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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

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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

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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.
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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.
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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.
 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

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 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.

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 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.
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 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.
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 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.
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 Developments in Cargo Handling and
Terminal Operation

 Manual
 Dock Workers
 Ship Gear
 Semi Mechanised
 Dock Workers
 Shore Gear
 Mechanised
 Conveyor
 Pipe Line
 Containers
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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
ontainer 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.

lection of Yard Equipments
Front End
Yard Gantry
Loaders (Reach
System Tractor/ Crane System
Straddle Carrier stackers, Top
Features Chassis System (RTGC,RMGC
Loaders, Fork
etc.)
Lifts etc.)
Load Very Poor : 185 TEU / Good : 385 TEU / Very Good : 750 TEU / Poor : 275 TEU /
Utilization Hectare Hectare Hectare Hectare
Terminal Very Low : High quality High : High load bearing
Medium : Hard Wearing High : heavy wear on
Development Surfacing not surface needed for
Surface Needed terminal Surface
Costs Necessary crane wheels
Moderate : six straddle
Equipment High : large number of Moderate : cost effective
carriers per ship / shore High
Cost chassis required for low throughputs
cranes
Equipment
Maintenance low High Low Medium
Cost
Manning High : more men
High : more men But Low : less men High Medium : Men Medium
Level and medium high skill
low skill Required Skill Required Skill Requirement
Skill required
Good Accessibility,
Operating High Flexibility , Good Good Land use, Scope
Simple terminal Versatile Equipment
Factors Stacking For Automation
Operation
SECTION 3
 GLOBAL SCENARIO – WHAT IS THE FUTURE ??
TOP 10 TERMINALS
Rank Rank
(2007) Port TEU (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…

S IZE OF VES S ELS

14000
12000
10000
TEUs 8000
CAP ACITY 6000
4000
2000
0
1980 1990 2000 2008
YEAR

Mid Panamax 2000 – 3500

Large Panamax 3500 – 4500
Post Panamax 4500 – 6000
Large Post Panamax 6000 – 8000
Super Post Panamax 12500+
(Mega Vessels)
 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
 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.

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 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.

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 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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 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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End Of Presentation