Port Operations & Port Productivity

Container Terminals

Gina Acosta
DP World Antwerp
Puerto Rico
May 8th, 2009

PORT / TERMINAL EVOLUTION - ANTWERP

PORT / TERMINAL EVOLUTION

Rotterdam

Antwerp

Le Havre

HINTERLAND

Price
Congestion
Pollution

Satellite / Inland
Terminals

ROLE OF PORTS IN LOGISTIC CHAINS

DC

Port

Port

DC

Inland terminal
DC

Satellite terminal

Terminal as a nodal point in the

Logistic Chain
Information flow

Active role of terminals in the

Logistic Chain
Vertical Integration
Terminalization of Supply Chains

High

Low

Degree of Synchronisation
Source: Rodriguez and Notterboom (2007)

TERMINAL SYSTEM
Administration
Building

Truck Gate
Container
Repair

Maintenance
Workshop

CFS
Facility

MT Container Stacks

MT Container Stacks

R
A
I
L

Stacking Area

Vessel /Barge

TERMINAL SYSTEM
Transfer to Gate

QUAY

YARD

Productivity

Capacity

GATE
Productivity

Horizontal Transfer
A

Discharging
Operation

Quay Transfer
Operation

Storage
Operation

Delivery
Operation

Productivity is measured in Containers/Moves

Capacity is measured in TEU

TERMINAL- INTERDEPENDENT SYSTEM

Quay
Capacity

Customer
Demand
350 boxes

300
boxes/
hour

Yard
Capacity

400
boxes/
hour

Gate
Capacity
250
boxes/
hour

Labour
Capacity

Equipment
Capacity

325
boxes/
hour

System Constraints

250
boxes/
hour

Service
Provided

MARKET FORCES

QUAY
MARITIME
CUSTOMERS

YARD

G
A
T
E

HINTERLAND
INLAND
CUSTOMERS

Contractual
Intra and inter-port
competition
Higher productivity &
reliability-Shipping Lines

Non Contractual
Just in time delivery / Low
inventory levels
Value Added Services
Develop full logistic
corridors

B
F
P

DK
NL D
CH
I

PL
CZ
TR

FACTORS AFFECTING PRODUCTIVITY

Capacity of the subsystems within the terminal

Equipment
Processes
Flow of information / Data integrity
Labour / Unions

Quay and Crane Productivity

Quay Productivity
Containers handled over the quay / length of quay (period)
Ship Productivity
Gross Moves per Hour (GMPH): Containers moved to/from a ship/
Hours between first and last lift (period)
Net Moves per Hour (NMPH): Containers moved to/from a ship /
Hours between first and last lift minus idle time (period)
Crane Productivity
Gross Crane Rate: Containers moved over the quay per crane/
Hours between first and last lift (period)
Net Crane Rate: Containers moved over the quay per crane/
Hours between first and last lift minus idle time (period)

Yard Capacity / Productivity

Yard Capacity

Twenty Foot
Ground Slots
(TGS)
Dwell time

Storage Capacity
TEU
Maximum Stacking
Height

Peaking Factor
Surge Factor

Optimum Stacking
Height

Number of inland transport units loaded (truck / rail /

barge)

Gate Performance

Main KPIs:

Gross Truck Turnaround Time

Net Truck Turnaround Time

PRODUCTIVITY GAINS
EQUIPMENT UPGRADES / CAPACITY INCREASE (High level
of investment)
QUAY
Faster and more efficient cranes
Twin Lift / Quad Lift / Tandem Lift

YARD
Automatic Stacking Cranes (ASC)

GATE
OCR

MORE EFFICIENT USE OF EXISTING INFRASTRUCTURE OR

EQUIPMENT (Processes Lower level of investment)
QUAY
Dual Cycling

QUAY / YARD
Straddle Carrier Pooling

GATE:
Vehicle Booking System (VBS)

BETTER EXCHANGE OF INFORMATION BETWEEN THE

DIFFERENT STAKEHOLDERS

TECHNOLOGY UPGRADES
Crane Lifting (TEU Ratio)

(a) Twin Lift

(b) Quad Lift

(c) Tandem Lift

TECHNOLOGY UPGRADES

(a) Automatic Stacking Cranes (ASC)

(b) OCR

DUAL CYCLING

Import storage

Import storage

Export storage

Export storage

Single Cycle

Dual Cycle

Reduce unproductive/empty crane moves

Reduce empty trips of horizontal transfer equipment
Optimization of equipment

STRADDLE CARRIER/ ITV POOLING

Increase Productivity of loading and discharge

Optimize equipment utilization (Minimize equipment idle time)
Reduce equipment requirements

VEHICLE BOOKING SYSTEM (VBS)

200

N. of trucks

160

120

80

40

0:
00
1:
00
2:
00
3:
00
4:
00
5:
00
6:
00
7:
00
8:
00
9:
00
10
:0
0
11
:0
0
12
:0
0
13
:0
0
14
:0
0
15
:0
0
16
:0
0
17
:0
0
18
:0
0
19
:0
0
20
:0
0
21
:0
0
22
:0
0
23
:0
0

Hourly slot
Pre S-VBS

Post S-VBS

Smooth the peaks and troughs in truck arrivals (Service improvement)

Manage differences of information or documentation problems in advance
Reduce truck operating costs, congestion and pollution

RELEVANCE OF PRODUCTIVITY GAINS

SHIPPING LINES
Vessel turn around time (High operational savings)
Schedule integrity

TERMINAL
Equipment Optimization
Higher number of boxes moved (Increased earnings)
Operational savings (e.g. Labour)

INLAND CUSTOMERS
Better organisation of supply chains
Lower levels of inventory
Lower transportation costs

COMMUNITY
Terminal efficiency relevant for a countrys competitiveness and
economic development
Lower congestion and pollution on the roads

CONCLUSIONS

Capacity constraints, increase throughput and clients demands

at the water and land sides are moving port operations inland
(extended gateways)
Terminals serve two different sets of clients. High productivity
must be kept at the waterside to be competitive but it is in the
hinterland where strategies and solutions for capacity,
productivity and services are focused.
Productivity gains can be achieved through different
mechanisms. However, start by analyzing your processes,
information flow and your clients requirements before additional
investments are executed.

Q &A
____________________________________________

Thank you very much for your attention