CONTAINER TERMINAL OPERATIONS

1. CONTAINER TERMINAL OPERATIONS

2. SECTION 1 Containerisation and its Evolution

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

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.

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.

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 SpecialContainers ExchangeAnd 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 : 3 F4, F9, SEND_________ 1.PCIU5799420 X3184 >> 33A15M 25 2 2.GECU3129003 X3482 >> 33A15T 25 2 3. TTNU9904748 X1234 >> 33A20B 28 4

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

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

22. TOP 10 TERMINALS

23. SURVIVAL OF THE LARGEST… Mid Panamax 2000 – 3500 Large Panamax 3500 – 4500 Post Panamax 4500 – 6000 Large Post Panamax 6000 – 8000 Super Post Panamax 12500+ (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 – (2007-08) ‘000 TEUs 651 Mundra 167 Kandla Kolkata Dock System 185 Pipavav Haldia 425 MBPT 118 4060 71 JNPT Vizag 21 New Mangalore 1128 Chennai Cochin 254 Tuticorin 450

28. Positra Mundra Hazira Tuna Bharuch Okha Kolkata Dock System Dahej Kulpi Porbander Sagar Island Pipavav Dhamra Dholera Haldia Vansi Borsi Paradip Kirtania MBPT Maroli Rewas Gopalpur JNPT Vizag Dighi Jaigad Gangavaram Kakinada Nizampatnam Mormugao Machillipatnam Karwar Krishnapatnam Major Sea Ports Intermediate /Minor Sea Ports New Mangalore Ennore Azhikkal Kozhikode Chennai Karaikal Vallarpadam Nagapattanam Alapuzha Tuticorin Vizhinjam l Indian Ports Scenario • 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