1. CONTAINER TERMINAL OPERATIONS

2. SECTION 1
Containerisation and its Evolution

3. Development of Cargo Handling
Bulk / Break Bulk
Unitization
Lash System
Palletisation
Containerisation 3

4. 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. 4

5. 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.
On April 26th 1956, the Ideal-X left New York (Newark, NJ terminal) to the Port of Houston, Texas. It carried feet containers, along with a regular load of liquid cargo. This ship was converted under the initiative of Malcom McLean ( ), a trucking magnate who saw the tremendous potential of containerization. In 1960, McLean founded SeaLand, a major container shipping line, which was purchased by Maersk in The Ideal X carried containers until 1965, when it was scrapped.     Source: Maersk/SeaLand

6. Classification of Containers
By Size:
20 Feet
40 Feet
By type:
General Cargo Container
Open Top Container
Flat Container
Liquid / Gas Container
Thermal Container

7. Standardisation of Handling Equipment

8. SECTION 2
Container Terminal Operations

9. 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.

10. Typical Container Terminal
Vessel
Operating Zone For Ship
Stacking Area For Import And Export Containers
Empty Containers
Special Containers
Exchange And Transfer Zone

11. Container Terminal Activities

12. Container Entry / Exit By Road
Container entering / exiting the Gate Complex and its details entered into the computer

13. 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 : F4, F9, SEND_________
1.PCIU X3184 >> 33A15M
2.GECU X3482 >> 33A15T
3. TTNU X1234 >> 33A20B

14. Handling of the Container in Yard

15. Stowage Planning the vessel in SPARCS
NAVIS
COSMOS
CATOS…

16. Vessel Movements in Port - Berthing and Sailing

17. Vessel Operations

18. Rail Side Operations

19. 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.

20. Selection 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
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

21. SECTION 3
GLOBAL SCENARIO – WHAT IS THE FUTURE ??

22. TOP 10 TERMINALS Rank (2007) Port TEU Rank (2006) 1 Singapore
27,932,000
24,792,000 2
Shanghai
26,152,000
Hong Kong
23,539,000 3
23,998,000
21,710,000 4
Shenzhen
21,099,000
18,470,000 5
Busan
13,260,477
12,030,000 6
Rotterdam
10,256,829
Kaohsiung
9,775,000 7
Dubai
10,790,604
9,603,000 8
10,650,000
8,923,000 9
Hamburg
9,890,000
8,862,000 10
Quingdao
9,462,000
Los Angeles
8,470,000

23. SURVIVAL OF THE LARGEST…
Mid Panamax – 3500
Large Panamax – 4500
Post Panamax – 6000
Large Post Panamax – 8000
Super Post Panamax
(Mega Vessels)
By 2011, Post Panamax Vessels will contribute 50 % of all container slots

24. SURVIVAL OF THE LARGEST…
Shipping Economics is driven by need to fill the vessel to achieve low unit slot cost…therefore –
More consolidation
Slot sharing…gradual exit of smaller vessels
Increase in bunker prices will accentuate cost difference
Ship call frequency to decrease due to larger ships and bigger parcel size
Reduced Port Calls as ports with low load factor will be dropped out.

25. SURVIVAL OF THE LARGEST…
FUTURE SCENARIO
Regional Ports (Ports that serve intra continent of intra-regional (intra-asia) trades) may become regional hubs and attract more transshipment traffic
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

26. 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

27. Container Terminals in India
Container Traffic – ( )
‘000 TEUs
651
Mundra
167
Kandla
Kolkata Dock System
185
Pipavav
Haldia
425
118
MBPT
4060
JNPT
Vizag 71 21
New Mangalore
Chennai
1128
254
Cochin
Tuticorin
450

28. Indian Ports Scenario MAJOR PORTS NON-MAJOR PORTS PORT TRUSTS
New Mangalore
Karwar
Major Sea Ports
Intermediate /Minor Sea Ports
Tuticorin
Chennai
Nagapattanam
Karaikal
Ennore l
Paradip
Dhamra
Gopalpur
MBPT
JNPT
Mormugao
Dighi
Rewas
Jaigad
Kirtania
Vizag
Kakinada
Machillipatnam
Krishnapatnam
Gangavaram
Nizampatnam
Kolkata Dock System
Haldia
Kulpi
Sagar Island
Vallarpadam
Kozhikode
Alapuzha
Vizhinjam
Azhikkal
Pipavav
Hazira
Bharuch
Dahej
Positra
Okha
Maroli
Dholera
Vansi Borsi
Porbander
Tuna
Mundra
MAJOR PORTS
NON-MAJOR PORTS
PORT TRUSTS
CUSTOMS AUTHORITIES
PORT HEALTH
IMMIGRATION
POLLUTION CONTROL BOARDS
TAMP
PUBLIC PRIVATE PARTICIPATION

29. 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..

30. THANK YOU