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
High Low
‰ Vertical Integration
‰ Terminalization of Supply Chains Degree of Synchronisation
Source: Rodriguez and Notterboom (2007)
 TERMINAL SYSTEM

Administration
Building
Truck Gate
Container Maintenance CFS
Repair Workshop Facility

MT Container Stacks MT Container Stacks

R
A
I
L

Stacking Area

Vessel /Barge
 TERMINAL SYSTEM

Transfer to Gate

QUAY YARD GATE

Productivity Capacity Productivity

Horizontal Transfer

A B C D
Discharging Quay Transfer Storage Delivery
Operation Operation Operation Operation

Productivity is measured in Containers/Moves

Capacity is measured in TEU
 TERMINAL- INTERDEPENDENT SYSTEM

Quay Yard Gate Labour Equipment

Capacity Capacity Capacity Capacity Capacity

300 250 250

325 Service
Customer boxes/ 400 boxes/ boxes/ Provided
Demand hour boxes/ hour
hour boxes/
350 boxes hour
hour

System Constraints
 MARKET FORCES

G
QUAY A HINTERLAND
YARD T
MARITIME E INLAND
CUSTOMERS CUSTOMERS

Contractual Non Contractual

„ Intra and inter-port „ Just in time delivery / Low

competition inventory levels
„ Higher productivity & „ Value Added Services
reliability-Shipping Lines „ Develop full logistic
corridors

B DK
NL D PL
F CZ
CH
P I
E 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
Peaking Factor
Storage Capacity Surge Factor
TEU

Maximum Stacking
Height 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

160

120
N°. of trucks

80

40

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0:

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8:

9:
10

11

12

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16

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18

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20

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23
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 country’s 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