Terminal Operations is more complex subject not only due to its nature of huge investment and high level of conviction required to be ranked as World Class Port.
Terminal Operations is a execution of logistics flow of cargo movement whilst the ship is at the berth. However the Standard Operation Procedure is same but differs depending upon type of Ship/Cargo.
Below are the few types of terminals.
1) Container Terminals
2) Bulk Terminal -
3) RORO Terminal
4) LNG > LPG (Liquid Bulk Terminal) - this type is one of the most sophisticated.
All combined or 2/3 type combination can be called as Multipurpose Cargo Terminals.
Each Terminal will be having different type of Cargo handling Equipment.
Container Terminals will be viewed as Huge Superstructure fixed through the Quay side which is called ship to shore Crane. The Purpose of this crane to pick container 20'/40' from ship and discharge on quay /truck then transfer to nominated yard. The Process is so fast indeed fully automated right from time the spreader go down for picking the contr till the drop on quay/truck high degree of flawlessness prevailed.
This happen with the help of Tower Control /Planning Department his job entails different section..
Berth Planning,Stowage planning,Yard Planning, Equipment. Wherein all department have to be work in tandom. Just imagine a container terminal having 1million TEU's turn a round yearly throughput how difficult it will be to track and trace container if it is not properly systematized.
Container Terminal are specialized pier for the handling of Containers . When a Container Ship arrives at the terminal, it is assigned to it berth where loading/discharging operations are performed. Terminal are divided into three major areas the apron side (quay area), where the berth and the vessel are placed in parallel position, the yard which is a temporary storage area for containers, and the landside where truck and train operations (ICD) are performed. Import container are discharged from the vessels and transported to either the yard, incase of transhipment, or directly to the landside for inland transporation.The opposite cargo flow applies for export containers. Container movments between the quayside the yard and landside can be performed by truck with trailers, multitrailers, Straddle carrier or by Rail Tyred Gantry (RTG). Container in the yard are stored in long rows of container stacks accessible by gantry cranes. Some stacks are reserved for container with specific requirement such as dangerous cargo, leaking contr.. technically it is called as isolated area. Below is my own small terminal layout.
This figure shows a example of ContainerTerminal Layout. Berth in the quayside, are equipped with quay cranes that can lift container to and from a container vessel. Most of today's quay cranes are designed to lift 2x20' container or 01x40' in one single lift which means they have a operational performance of 40-50lift per hour.Notice, however, that
a twin-lift takes a little longer time (about 25 lifts per hour) than a single lift of a
40' container (about 32 lifts per hour). The lifting operation for hatch-covers (metallic
structures dividing the ship into on and below-deck parts) takes a longer time than that of a container since the spreader (the hooking equipment of a crane) is harder to align on a hatch than it is on a container. Most quay cranes run on rails that are parallel to the vessel, and thus their movements are restricted by the adjacent cranes. Some cranes have wheels and can move independently from each other. Quay cranes must also respect security distances, and, depending on the operation to be performed, they must be separated by 40, 60 or even 80 feet. A crane set is the operation of moving a crane from its current position to another. It can take up to 2 minutes to move a crane
to an adjacent storage area along the vessel. Should a crane be moved across the pilot house, it would be necessary to lift the crane arm. Such an operation can take up to 25 minutes. Given a vessel with a distribution of moves on its storage areas, a crane split is a partitioning of the work areas to each of the cranes assigned to the vessel such that the workload of each partition is close to equal. A good crane split will minimize the makespan of the load and discharge operations and thus minimize the time at port.
An optimal crane split for 4 cranes for a vessel with 15 storage areas.
It is important to discuss crane productivity since a vessel not only has to pay a fee for each move (load or discharge operation), but also for the team operating the cranes and the cost of the vehicles feeding the cranes. The total move cost is thus linear in the number of cranes utilized. The move cost, however, is often overweighed by the need for reducing the time at port.
Container Ship
The fi rst vessel speci cally designed for the transportation of containers was build in
1960s an had a capacity of 610 TEUs . Since then, container vessels have been increasing in size and quality. Nowadays the world fleet is composed of about 6,000 ships, transporting over 16 million TEU with the largest container vessel having a capacity of 18,000 TEUs . Container vessels are usually
classi ed according to their capacity and size into the following main groups:
Small Feeders with capacity 1000 TEUs are used for short sea transport
Feeders with a capacity of 1000 - 2,800 TEUs are usually applied to feed very large vessels or service markets that are too small for larger vessels
Panamax with a capacity of 2,800 - 5,100 TEUs are vessels that can sail through the existing Panama Canal
Post-Panamax with a capacity of 5,100 - 10,000 TEUs are vessels that exceed the current Panama Canal beam.
New Panamax with a capacity of 12,000 - 14,500 TEUs are vessels that exceed the current Panama Canal beam, but that will be able to sail through the new lane and lock chambers that will be fully operative in the canal by 2015.
ULCV Ultra Large Container Vessels (ULCVs) have a capacity 14,500 TEUs and are already larger than the new Panama Canal beam.
will continue. i will be coming up with Stowage planning & vessel stability parameters
Terminal Operations is a execution of logistics flow of cargo movement whilst the ship is at the berth. However the Standard Operation Procedure is same but differs depending upon type of Ship/Cargo.
Below are the few types of terminals.
1) Container Terminals
2) Bulk Terminal -
3) RORO Terminal
4) LNG > LPG (Liquid Bulk Terminal) - this type is one of the most sophisticated.
All combined or 2/3 type combination can be called as Multipurpose Cargo Terminals.
Each Terminal will be having different type of Cargo handling Equipment.
Container Terminals will be viewed as Huge Superstructure fixed through the Quay side which is called ship to shore Crane. The Purpose of this crane to pick container 20'/40' from ship and discharge on quay /truck then transfer to nominated yard. The Process is so fast indeed fully automated right from time the spreader go down for picking the contr till the drop on quay/truck high degree of flawlessness prevailed.
This happen with the help of Tower Control /Planning Department his job entails different section..
Berth Planning,Stowage planning,Yard Planning, Equipment. Wherein all department have to be work in tandom. Just imagine a container terminal having 1million TEU's turn a round yearly throughput how difficult it will be to track and trace container if it is not properly systematized.
Container Terminal are specialized pier for the handling of Containers . When a Container Ship arrives at the terminal, it is assigned to it berth where loading/discharging operations are performed. Terminal are divided into three major areas the apron side (quay area), where the berth and the vessel are placed in parallel position, the yard which is a temporary storage area for containers, and the landside where truck and train operations (ICD) are performed. Import container are discharged from the vessels and transported to either the yard, incase of transhipment, or directly to the landside for inland transporation.The opposite cargo flow applies for export containers. Container movments between the quayside the yard and landside can be performed by truck with trailers, multitrailers, Straddle carrier or by Rail Tyred Gantry (RTG). Container in the yard are stored in long rows of container stacks accessible by gantry cranes. Some stacks are reserved for container with specific requirement such as dangerous cargo, leaking contr.. technically it is called as isolated area. Below is my own small terminal layout.
a twin-lift takes a little longer time (about 25 lifts per hour) than a single lift of a
40' container (about 32 lifts per hour). The lifting operation for hatch-covers (metallic
structures dividing the ship into on and below-deck parts) takes a longer time than that of a container since the spreader (the hooking equipment of a crane) is harder to align on a hatch than it is on a container. Most quay cranes run on rails that are parallel to the vessel, and thus their movements are restricted by the adjacent cranes. Some cranes have wheels and can move independently from each other. Quay cranes must also respect security distances, and, depending on the operation to be performed, they must be separated by 40, 60 or even 80 feet. A crane set is the operation of moving a crane from its current position to another. It can take up to 2 minutes to move a crane
to an adjacent storage area along the vessel. Should a crane be moved across the pilot house, it would be necessary to lift the crane arm. Such an operation can take up to 25 minutes. Given a vessel with a distribution of moves on its storage areas, a crane split is a partitioning of the work areas to each of the cranes assigned to the vessel such that the workload of each partition is close to equal. A good crane split will minimize the makespan of the load and discharge operations and thus minimize the time at port.
An optimal crane split for 4 cranes for a vessel with 15 storage areas.
It is important to discuss crane productivity since a vessel not only has to pay a fee for each move (load or discharge operation), but also for the team operating the cranes and the cost of the vehicles feeding the cranes. The total move cost is thus linear in the number of cranes utilized. The move cost, however, is often overweighed by the need for reducing the time at port.
Container Ship
The fi rst vessel speci cally designed for the transportation of containers was build in
1960s an had a capacity of 610 TEUs . Since then, container vessels have been increasing in size and quality. Nowadays the world fleet is composed of about 6,000 ships, transporting over 16 million TEU with the largest container vessel having a capacity of 18,000 TEUs . Container vessels are usually
classi ed according to their capacity and size into the following main groups:
Small Feeders with capacity 1000 TEUs are used for short sea transport
Feeders with a capacity of 1000 - 2,800 TEUs are usually applied to feed very large vessels or service markets that are too small for larger vessels
Panamax with a capacity of 2,800 - 5,100 TEUs are vessels that can sail through the existing Panama Canal
Post-Panamax with a capacity of 5,100 - 10,000 TEUs are vessels that exceed the current Panama Canal beam.
New Panamax with a capacity of 12,000 - 14,500 TEUs are vessels that exceed the current Panama Canal beam, but that will be able to sail through the new lane and lock chambers that will be fully operative in the canal by 2015.
ULCV Ultra Large Container Vessels (ULCVs) have a capacity 14,500 TEUs and are already larger than the new Panama Canal beam.
will continue. i will be coming up with Stowage planning & vessel stability parameters
grste
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