“CONTAINER TERMINAL OPERATIONS OF ADANI

INTERNATIONAL CONTAINER TERMINAL PRIVATE LIMITED

(AICTPL)”

INTERNSHIP REPORT

Submitted to the School of Maritime Management, Indian Maritime University in

partial fulfillment of the requirements for the award of degree,
Master of Business Administration in International Transportation and
Logistics Management
By

Gladwin Andrews
(Reg No: 13500082007)

Under the supervision of,

Dr.Jayan. P.A.
(MBA Course Coordinator and Assistant Professor
Indian Maritime University, Kochi)

SCHOOL OF MARITIME MANAGEMENT

INDIAN MARITIME UNIVERSITY
(A Central University, Government of India)

Indian Maritime University I Container Terminal Operations I APSEZ 1

 COCHIN CAMPUS

SCHOOL OF MARITIME MANAGEMENT

INDIAN MARITIME UNIVERSITY
(A Central University, Government of India)

COCHIN CAMPUS

CERTIFICATE

This is to certify that this internship report entitled “CONTAINER TERMINAL OPERATIONS
OF ADANI INTERNATIONAL CONTAINER TERMINAL PRIVATE LIMITED (AICTPL)”
submitted to The School of Maritime Management, Indian Maritime University in partial
fulfillment of the requirement for the award of the degree, MBA in International Transportation
and Logistics Management is bonafide work of Gladwin Andrews (Reg.No.13500082007)
under my supervision. I Certify further that to the best of my knowledge, the work reported
herein does not form part of any other project or dissertation on the basis of which a
degree/diploma or award was conferred on an earlier occasion on this or any other candidate.

Dr.Jayan .P.A.
MBA Course Coordinator & Assistant Professor
Indian Maritime University, Kochi

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 DECLARATION

I hereby declare that this submission is my own work and that to the best of my knowledge and
belief, it contains no material previously publish or written by another person nor material which
has been accepted for the award of a degree or diploma of any university or institute of higher
learning, except due acknowledgement has been made in the text.

Place: Cochin Gladwin Andrews

Date: 17th December, 2014

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 ACKNOWLEDGEMENT

I would like to thank Mr. Cherian Abraham, General Manager of Adani International
Container Terminal Private Limited (AICTPL), Adani Ports and Special Economic Zone
(APSEZ), Mundra, for allowing me to undertake my summer internship in this prestigious
organization. I would also like to thank Mr. Paulson Joseph, Deputy General Manager of
AICTPL, for taking keen interest in my internship training, providing me all necessary support
and cooperation and also giving his valuable inputs all the way through. I wish to express my
deep gratitude to Mr. Sanjay Singh, Deputy Manager (Operations, APSEZ) who gave me the
opportunity to work under his supervision, in spite of his busy involvement in the multifarious
activities of the department.

I would like to express my gratitude and cordial thanks to all the staff members of Adani Ports
and Special Economic Zone Limited. The completion of this internship training is not just due
to efforts of one single person rather it bears the imprint of a number of persons who directly and
indirectly helped me in completing the present study.

I would like to sincerely thank my guide Dr. Jayan P.A., Course Coordinator and Assistant
Professor, School of Maritime Management, Indian Maritime University, Cochin Campus and
other Faculty of School of Maritime Management, Cochin Campus who gave me ample guidance
and support throughout the course of internship.

I would like to extend my sincere gratitude to Dr. B.Swaminathan, Director, IMU Cochin for
all his support and encouragement for the internship.

Gladwin Andrews

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 TABLE OF CONTENTS

1. Executive Summary.……………….……………………….…….……………….……7

Chapter-1: About the Organization

2. Mundra Special Economic Zone…………………………………………….......…….…11

3. Special Features Of Mundra SEZ…………………………………………………...…...13
4. Connectivity……………………………………………………………………...……....14
5. Accreditations 2013……………………………………………………..……….…..…..16

Chapter-2: Overview on Containers

6. An overview on Containers…………………………………………….…………..…….18
7. Types of containers……………………………………………………….………….…...20
8. Markings on a Container………………………………………………….…….…….…..21
9. Safe Handling of Containers…………………………………………………….…......…22
10. ISO Codes for freight containers…………………………………………………...……..33
11. Container Ship…………………………………………………………………….….…...34

Chapter-3: Port operations and equipments used for container handling

12. General terminologies used in wharf operations at container terminal………………..…38

13. Types of equipment used at container terminal -3…………………………………...…...42
14. Types of QC…………………………………………………………….……………....…45
15. Role of departments and personnel’s………………………………………………...……49
16. Personnel involved in vessel handling while vessel on berth ………………………........52
17. Personnel involved in wharf operations during discharging and loading of vessel...........55
18. Gates process………………………………………………………………………......….56
19. Container yard…………………………………………………………………..……...….58

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Chapter- 4: Port performance indicators
20. Performance measures of container terminal operations………………….…….......…..60
21. Measuring Port Performance……………………………………………..…………..…..62
22. Classification Of Container Port Performance Measures………………………….…....64

Chapter-5: Findings on Container Terminal Operations at CT-3

23. Container Export Procedure……………………………………………………..…..……69
24. Process & Procedure of Export Advance List (EAL)………………………..…….……..71
25. Container Import Procedure…………………………………..…………………………..72
26. Process & Procedure of Import Advance List (IAL)…………………………..…………74
27. Overall Process Flow Chart……………………………………………………...………..75
28. Vessel Process…………………………………………………………………..…….…..78
29. Process of container delivery……………………………………...………………………81

Chapter-6: Suggestions & Conclusion on Terminal Operations of CT-3

30. Suggestions...………………………………………………….…………….….…….…..85
31. Conclusion ……………………………………………….……….…………..….……….86
32. Bibliography………………………………………….………………………...…………87

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1. EXECUTIVE SUMMARY

It is the summary of the practical knowledge and vital information I carried from Adani
International Container Terminal Private Limited (AICTPL) commonly referred as Container
Terminal (CT-3) of Adani Ports and Special Economic Zone (APSEZ), Mundra as a part of my
internship training. It was my privilege to learn from APSEZ. I have been a management trainee
at CT-3 for a period of two months and was getting trained under Mr. Paulson Joseph, Deputy
General Manager of CT-3 APSEZ . In the due course, I could gain an exposure over the various
departments of AICTPL.

Adani’s are the developer and operator of the Mundra Port, one of the leading non-captive
private sector ports in India based on volume of cargo during fiscal 2007. Mundra Port is located
in the Kutch District in the State of Gujarat on the northwest coast of India. They have the
exclusive right to develop and operate Mundra Port and related facilities for 30 years pursuant to
the Concession Agreement entered on February 17, 2001 with the GMB and the Government of
Gujarat. Mundra Port is approximately 850 kilometers northwest of Mumbai, and it is well
positioned to service the vast inland populations of northern and central India.

They received approval as a developer of a multi-product SEZ at Mundra and the surrounding
areas from the Government of India on April 12, 2006, making us one of the first port-based
multi-product SEZs in India. On June 23, 2006, they received notification from the Government
of India with respect to land covering Mundra Port and the surrounding areas of 2,406.8 hectares
(approximately 5,947 acres) and on July 3, 2007, they received a subsequent notification with
respect to an additional 251.4 hectares of land, resulting in a total of 2,658.2 hectares
(approximately 6,568 acres). The SEZ designation provides considerable government incentives
and benefits to SEZ developers, operators and other users, including exemptions from customs
tax, income tax and other taxes, resulting in reduced costs for infrastructure, utilities, raw
materials and other resources, which increases export competitiveness and benefits international
trade.

Indian Maritime University I Container Terminal Operations I APSEZ 7

Mundra port is principally engaged in providing port services for: (i) bulk cargo, (ii) container
cargo, (iii) crude oil cargo, and (iv) value-added port services, including railway services. In
addition, they also generate income from land related and infrastructure activities. Container
cargo handling and related operations are provided by the Container Sub-concessionaire.

In July 2003, the Container Terminal I began operating at Mundra Port. In 2005 they
commenced operations at their single point mooring and related facilities to handle crude oil as
part of a long-term agreement with IOCL. They constructed the Mundra-Adipur railway which
began trial operations in November 2000 and now transports bulk and container cargo from the
port to inland cargo centers via the Indian railway network.

In 2006, they were awarded the title of “Best Port Authority” in the Middle East and Indian
Subcontinent by Lloyd’s List for their leadership, quality of service and commitment to
customers in the area of port operations.

Fig 1.1 Strategic Location Of Mundra Port

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Chapter-1: About the Organization

 Mundra Special Economic Zone

 Special Features Of Mundra SEZ
 Connectivity
 Accreditations 2013

Indian Maritime University I Container Terminal Operations I APSEZ 9

Vision
To be the globally admired leader in integrated Infrastructure businesses with a deep
commitment to nation building. We shall be known for our scale of ambition, speed of
execution and quality of operation.

Values
Courage: we shall embrace new ideas and businesses
Trust: we shall believe in our employees and other stakeholders
Commitment: we shall stand by our promises and adhere to high standard of Business

Culture of Adani promotes PRIDE

Passion: Performing with enthusiasm and energy

Results: Consistently achieving goals
Integration: Working across functions and businesses to create synergies
Dedication: Working with commitment in the pursuit of our aim
Entrepreneurship: Seizing new opportunities with Initiative and Ownership

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2. Mundra Special Economic Zone

Mundra Special Economic Zone (Mundra SEZ) is located on the western coast of India in the
Gulf of Kutch, within the vibrant state of Gujarat. Mundra Port is the gateway for cargo to the
Northern hinterland and Mundra SEZ is the gateway for the Indian exports.

Mundra SEZ is India's largest notified, operational multi-product SEZ with state-of-the-art
infrastructure and is planned to be spread over 15,000 Ha. Currently notified multi-product SEZs
are spread over an area of 6473 Ha. The zone also has in addition a Free Trade and Warehousing
Zone (FTWZ) spread over 168 Ha. Leveraging the advantage of the robust port infrastructure,
Mundra SEZ offers the best investment opportunity for diversified industries.

Mundra SEZ can offer developed industrial clusters for small/medium projects as well as
facilitate the mega projects with the desired land parcel, along with an excellent logistic
connectivity, power reliability and other utilities.

Infrastructure being the key to the SEZ development, emphasis has been to develop / augment
core infrastructure facilities to attract investments.

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Fig 2.1 APSEZ-Mundra---South-Port

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3. Special Features Of Mundra SEZ

33. India's Largest, Port based, Notified and Functional, Multi-product SEZ

34. An integrated self sustained zone with modern infrastructure and facilities

35. Mundra SEZ's multi-modal connectivity offers competitive logistic advantage with:

 In-zone Multi-purpose Port with Container Terminals

 Fully mechanized efficient port with one of the lowest turnaround time in
India.

 In-zone Road & Rail connectivity:

 Well connected with National & State Highways
 64 KMS Private Rail line connects Mundra to National Railway Network
at Adipur near Gandhidham, Kutch
 210 kms rail network within the Zone

 In-zone private Airstrip.

 Proposed International Air Cargo Hub

36. Integrated Infrastructure and Utilities.

37. Well developed commercial & social infrastructure for Living, Learning, Healthcare &
Recreations

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4. Connectivity

4.1 Rail

APSEZ is connected with the Indian Railway network by a privately developed and maintained
76-km rail line. The railway line connects multipurpose terminals, Container Terminals - CT-I,
CT-II, South Basin and West Basin, the dedicated Coal import terminal of Mundra Port to the
nearest Indian Railways railhead at Adipur.

Adani Ports and SEZ Ltd, Mundra has completed doubling of Mundra Port - Adipur railway line
in November 2012. The line has an increased capacity to handle rake movement of 80 trains to
and from Mundra Port.

APSEZ is connected to the Northern & Western states and NCR through the Palanpur route and
rest of the hinterland by Ahmadabad route. The rail infrastructure has capacity to handle double
stack container trains from Mundra to Kishangarh, Rajasthan / Patli.

The Port has Long Loop line station to form and accommodate Long Haul train (two trains of
660 meters each joined together) . This is the only port in Western Railway which is having
dedicated Long Haul formation line. Running Long haul trains further increases train movement
capacity of Mundra from 80 to 100 trains per day.

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4.2 Road

ASPEZ is connected to the National Road network by NH-8A Extension and state highways SH6
& SH 48. Broad four-lane roads ensure efficient movement of road traffic to and from the port.
Four-lane Rail-over-Bridge in the SEZ Area of port ensures that the various modes of
transportation do not impede each other’s movement.

4.3 Air

APSEZ has its own Airport at the approximate distance of 14.5 Kms. from the main port
location. It is a licensed airport in ‘Private Category’ with Air Traffic Control (ATC) operated by
the Airports Authority of India (AAI). The nearest commercial airports are Bhuj (65 km) and
Kandla (60 km).

The APSEZL airport has potential to develop commercial modern state-of-the-art international
airport capable of serving requirements of cargo hub centre, MRO facilities, passenger/baggage
handling facility, fuel refilling, aprons, hangers for various kind of aircrafts etc.

4.4 Pipeline

Pipelines have been installed inside and outside the port for transportation of liquid cargo.
Mundra is a port of choice for crude and other liquid cargo bound for the northern hinterland.
Pipelines have been laid connecting APSEZ with refineries located in Panipat and Bhatinda.

Indian Maritime University I Container Terminal Operations I APSEZ 15

5. Accreditations 2013

 Gujarat Star Awards 2013 for "Container Handling port of the Year"

 APSEZ has won 27 awards in state level competition by Quality Circle Forum of India
(QCFI) under the theme "ENCOURAGE, ENHANCE & EMPOWER through
QUALITY CONCEPTS” on Quality Concepts 2013 (VCCQC 2013). 25 for case studies,
1 for Best Presentation and 1 for highest participation.

 Non Major Port of the year 2011 award at International Maritime Offshore Logistics
2011

 MALA awards for the Best Private Port and Best Private Container Terminal Operator

 Gateway Awards of Excellence-Ports & Shipping 2012 category “Private Port of the
Year” from Ministry of Shipping, New Delhi

 "Special Commendation Certificate for Golden Peacock Award" in the field of

Occupational, Health & Safety - 2011.

 Won awards at the 22nd Gujarat Level Convention on Quality held at Vadodara in
September 2011 and 25th National Convention on Quality Concepts (NCQC) - 2011 held
at Hyderabad.

 Gujarat Star Awards 2013 for "Handling the largest container vessel MSC Valeria in the
port sector"

Indian Maritime University I Container Terminal Operations I APSEZ 16

Chapter-2: Overview on Containers

 An overview on Containers
 Types of containers
 Markings on a Container
 Safe Handling of Containers
 ISO Codes for freight containers
 Container Ship

Indian Maritime University I Container Terminal Operations I APSEZ 17

6. An overview on Containers

Definition by ‘International Organization for Standardization’ (ISO)

The ISO defined freight containers as:

An article for transport of equipment,

 Of a permanent character and accordingly strong enough to be suitable for

repeated use;
 Specially designed to facilitate the carriage of goods by one or more
modes of transport, without intermediate reloading;
 Fitted with devices permitting its ready handling, particularly its transfer
from one mode of transport to another;
 So designed as to be easy to fill and empty;
 Having a internal volume of 1 m3 or more;

Further the general-purpose freight container is designed as follows:

“A freight container of rectangular shape, weather proof, for transportation and storing a
number of unit of load, packages or bulk material; that confines and protects the contents from
loss or damage; that can be separated from the means of transport, handled as a load and
transshipped without re-handling the contents.”

Indian Maritime University I Container Terminal Operations I APSEZ 18

TEU (Twenty foot Equivalent Unit) - A container has basic dimension of 20’x 8’x 8’6”. This
container is considered as 1 unit or 1 TEU.

FEU (Forty Equivalent Unit): The container having a basic dimension of 40’x 8’x 8’6” is
considered as 1 FEU. 1 FEU is considered to be 2 TEUs. Normally all FEU are converted into
TEUs for simplification in operation.

Fig 6.1 Parts of general-purpose container

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7. Types of containers

7.1. Refrigerated (Reefer) Container – built for refrigerated or cooled food stuffs such as fruit,
meat, fish, vegetables, etc. Those equipped with refrigerating units inside are called ‘built in
type’. The others are ‘clip on type’ which has refrigerating units but are provided with cold air
through inlet and outlet holes on the front end from the refrigerator plant and ducts separately
fixed aboard.

7.2. Insulated Container – is for fruit, vegetables, etc. , with insulation structure effective
enough to prevent excessive temperature increase so as to keep the freshness of the contents.
Usually dry ice is used as a cooling medium.

7.3. Ventilated Container – allows for passage of air by means of apertures on sides or ends, for
cargo that requires respiration such as fruits or vegetables.

7.4. Special Type Containers.

7.4.1. Bulk Containers – is equipped with features to accommodate grain, fertilizers, chemicals,
etc in bulk. Cargo is loaded through two or three hatches on top and discharged through the hatch
on the door first, then pulled out by gravity from the doorway

Fig 7.1 Bulk Container

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7.4.2. Tank Container – is for liquid food, liquors, chemicals etc. The contents are loaded
through a manhole on the top and discharged either from an outlet valve by gravity or through
the tope manhole by suction. There are also tank containers for gars and also refrigerated
cryogenic liquids. Uses of this type of containers are for general liquid, dangerous, or high-
pressure liquids, heating or cooling devices being attached when needed.

7.4.3. Open Top Container – has a structure to allow stowing and taking out of such cargo long
length lumber or heavy machinery from the top of the container using handling machines. The
container is to be kept watertight after loading by closing the open top by means of roof bows
and tarpaulin.

Fig 7.2 Open Top Container

Indian Maritime University I Container Terminal Operations I APSEZ 21

7.4.4. Platform Container – is constructed to form a platform only to accommodate heavy
articles such as machinery, iron, steel, etc.

Fig 7.2 Platform Container

7.4.5. Platform Based Container or Flat Rack Container – is designed to carry long length or
heavy cargo such as steel, lumber, pipes, etc or bulky items such as machinery, plant materials
etc, - lacks roof and wide walls some having removable end walls or of collapsible construction.
Loading and unloading can be accomplished from overhead and sides. Some can be equipped
with stanchions on the bottom side rails to prevent crushing of the cargo.

Fig 7.3 Platform Based Container or Flat Rack Container

Indian Maritime University I Container Terminal Operations I APSEZ 22

7.4.6. Side Open Container – is designed to allow loading and unloading cargo by forklifts or
other equipment through removable sides. Open side may be fitted with removable stanchion or
side gate and may be covered with a tarpaulin cover to keep the whole unit watertight.

Fig 7.4 Side Open Container

7.4.7. Car Container – is purpose built for transport of cars, usually with simple construction
with frame fitted to floor only without sidewalls. This type of container may allow one or two
tier stowage according to height of cars.

Fig 7.5 Car Container

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7.4.8. Pen Container or Livestock Container – is for livestock or cattle with netted windows
on side or end walls to facilitate ventilation. On the lower part of sidewall cleaning and drainage
outlets.

Fig 7.6 Pen Container or Livestock Container

7.4.9. Hide Container – is specially built for raw hide, which has characteristics of emitting
odour and hide juice and requiring air circulation. Presently, best suited for this purpose is the
one coated with FRP, which protects container from contamination and odour or juice and allows
easy cleaning after the discharge of the hides.

7.4.10. High Cube Containers – is effective for carriage of cargo of high volume to its weight,
usually 9’ 6” high and 40’ long with maximum gross weight in accordance with ISO
specification so as to generally meet the capacity of handling and transport equipment. There are
also 45’ long high cube containers available.

Indian Maritime University I Container Terminal Operations I APSEZ 24

8. Markings on a Container

 All containers used for international shipping, including tank containers, must have a
unique registration number. This unique number is made up of the following elements

 Four letter prefix. The first three of which designate the owner, the fourth is always ‘U’
identifying the unit as a container; this is known as a BIC code, for example APLU:

Container No. (Pre Fix)

Check Digit

Container No. (Num)

ISO Code

Transportation Code. Height (mts)

Height (Ft)
(Used in E.U. only)

Fig 8.1 Markings on a container

Indian Maritime University I Container Terminal Operations I APSEZ 25

 6 5

2 4 1
7
3

Fig 8.2 7 Position of Containers numbers on the container

Cubic Capacity

Fig 8.3 Cubic capacity of Containers

Indian Maritime University I Container Terminal Operations I APSEZ 26

9. Safe Handling of Containers

Containers may be handled with corner fittings or with fork-lift pockets. In either case, however,
they must be, handled by means of the right equipment, safely and precisely.

9.1 Handling methods of containers

Lifting from top corner fittings

Most commonly applied, this method must be employed so that the lifting force will always
work vertically with the load evenly distributed on the four top corner fittings.

This handling method may use either spreaders with hydraulic or electric twist locks, or hand -
operated hooks or shackles. 'In either case, the equipment must be examined to make sure that it
is completely engaged with the corner fittings.

Fig 9.1 Lifting from top corner fittings

Indian Maritime University I Container Terminal Operations I APSEZ 27

A hook with a Shackle
special safety Hand-engaged
device may be twist locks Ordinarily, a hook is
applied from the applied from inside to-
outside towards ward outside.
the inside.
Containers Fig 9.2 corner fittings of container

Containers should not be lifted in the manner illustrated below:

Examples of lifting which should not be used Lifting from

bottom corner fittings

Indian Maritime University I Container Terminal Operations I APSEZ 28

The equipment for lifting from bottom corner fittings is used as illustrated in Fig. 5.5.6 and Fig.
5.5.7. In lifting operations, the distance between the centre line of the equipment' and the surface
of the corner fitting should not exceed 38 mm, while the angle of the lifting wire must be more
than 30° for 40 ft containers and 40° for 20 ft containers respectively.

Example of lifting container from bottom comer fittings

Lifting from fork-lift pockets

Containers with forklift pockets designed to the ISO standard may be lifted by the insertion of
forks.

In this case, as a rule the fork must be inserted to the full width of the container; however, in any
instance, a fork of 200 mm width must be inserted more than 1,825 mm (about 2/3 of the
container width).

Fig 9.3 Example of correct handling method by fork-lift pockets

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9.2 Caution in handling containers

9.2.1. Placing on ground

When placing a container on the ground or in the ship's cell, speed must be reduced gradually as
the container approaches the spot, so as not to cause impact.

Special caution must be exercised when containers are moved in cell guides, out of sight, or a
Container of uneven load is grounded at an angle to the surface level.

Fig 9.4 Wrong handling

9.2.2. Dragging of containers

Dragging of containers on the ground or on other containers, or sliding them on rolls or by means
of a bar (Fig. 9.5) should be avoided. Containers must be handled with the right equipment and
stowed in the right position.

Indian Maritime University I Container Terminal Operations I APSEZ 30

 Fig 9.5 Wrong handlings

9.3 Stowing place for containers

Containers must be stowed at a flat and safe place, with the four bottom corners on the same
level. As containers are not completely watertight, the place must be well drained to keep
containers away from water.

9.4 Stacking of containers

When stacking containers, the corner fittings of upper and lower containers must, be fully
connected.

Twenty foot ' or other size containers should not be placed upon 40 ft containers 40 ft containers
should not be put on two 20 feet containers of different height

Fig 9.6 correct and wrong placing of containers

Indian Maritime University I Container Terminal Operations I APSEZ 31

9.5 Caution about wind pressure

When stacking containers, particularly empty ones, care must be taken against the effects of
wind pressure.

As a measure to counter a typhoon or cyclone, containers had better be restored to single tier and
if multiple-tier storage is unavoidable, full attention must be given to the means of securing and
lashing.

10. ISO Codes for freight containers

2 Twenty Feet
1st Digit represents the
4 Forty Feet
length
5-9 Length more than forty

0-3 8.5 feet height

2nd digit represents the
5 9.5 feet height
height of the container
6-9 half container

Indian Maritime University I Container Terminal Operations I APSEZ 32

10.1. Last two digits of ISO Code

00-09
Closed Container
(Closed Container)

10-19 10-14 Closed Ventilated Container

(Closed Containers) 15-19 Closed Mechanically Ventilated Container

20-29 Insulated Container

Insulated Container

30-39
Refrigerated Containers
Refrigerated Containers

50-59 50-53 & 56-59 Open Top Container

Open Top Container 54-55 Open Top / Wall Container

60 Platform Container

60-69 61-62 Platform Based Container with fixed ends

(Platform Container) 63-64 Platform based container with folding ends

65-69 Open wall container with roof

70-74 Tank Container for liquids

70-79
75-78 Tank Container For Gases
Tank Container
79 Others

80 Bulk Container With Gravity Discharge

81 Bulk Container With Pressure Discharge

80-89 82-84 Spares

(Special Container) 85 Special Container For Cattle Carrier

86 Special Container For Automobile Carrier

87-89 Spares And Others

90-99 Air Container

Indian Maritime University I Container Terminal Operations I APSEZ 33

11. Container Ship

Container Ships can be classified into the following categories:

11.1. According to the evolution of container ships over a period of time – form the first
container carrying vessel “IDEAL X” to mega ships of the future, container traffic has grown
leapt and bounds. As the world look forward for containerization as the mode for the
transportation of good from one place to another, container vessels have also evolved from small
carrier carrying 100-200 TEUs to 6000-8000 TEUs vessels.

a. First Generation
b. Second Generation
c. Third Generation
d. Fourth Generation
e. Fifth Generation.
f. Sixth Generation

11.2. According the Types of the Gears carried by it for the Carriage of container from and
to the ship.

a. Geared
These are vessels which have cranes on the ship itself and can use them to load or unload
container onboard the vessel from the wharf.

b. Non Geared
These are vessels which have no cranes on the vessel for loading or unloading of the containers
from or to the vessel and the wharf. These ships mainly rely on the shore cranes for the loading
and unloading activities at ports.

Indian Maritime University I Container Terminal Operations I APSEZ 34

11.3. According to the Type of Hatch Cover

a. Hydraulic Type
b. Folding type
c. Single Pull.
d. Multi-pull
e. Pontoon Type

11.4. According to the nature of construction – Cells

a. Cellular

These are vessels which are constructed, exclusively for the transportation of ISO containers.
The holds and the decks of the ships are divided into “Cells” where in each cell allocated to the
one container (TEU or FEU). Since the vessel construction is primary made for containers, the
containers stowed in the ship are compact and there is an optimum utilization of space on the
vessel. There are “Cell Guides” under deck and in some places on deck, to guide the containers
to their respective Slot/Cell.

The ship is divided into bays. Each bay can hold groups of containers in the hold and the deck
each bay is again subdivided into rows and tiers. The methodology in the numbering of the rows
and the tiers is uniform for all cellular vessels but the number of the rows and tiers depends
mainly of the capacity of the ship and the position of the bay on the vessel.

b. Non-Cellular
These are vessels which are predominantly bulk carriers. The stowage space on board the vessel
have either been modified to carry containers or left as it is. These vessels do not have cell
guides under-deck and the holds are predominantly called as “Football Field”.

Indian Maritime University I Container Terminal Operations I APSEZ 35

 Bay 3(4)

Deck
Hatch Cover
Row

Tier
Hold

Fig 11.1 Typical cross section of a bay

The figure above shows a typical cross section of a bay. The left side of the cross
section is the vessels port side while the right is the starboard side.

Each bay is divided into Rows –Horizontal, and Tiers – Vertical. Each Cell in this
matrix is represented as a slot for one TEU

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Chapter-3: Port operations and equipments used for
container handling

 General terminologies used in wharf operations at container

terminal
 Types of equipment used at container terminal -3
 Types of QC
 Role of departments and personnel’s
 Personnel involved in vessel handling while vessel on berth
 Personnel involved in wharf operations during discharging and
loading of vessel
 Gates process
 Container yard

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12. General terminologies used in wharf operations at container terminal

 First line: - It is the first tying activity of the mooring rope of the vessel to bollard.

 All fast: - When all the mooring ropes are being tied at the bollard then it is known as all
fast.
 Anchorage: - Anchorage is port charge relating to vessel moored at approved anchorage
site in a harbor.

 Bollard:- It is a line-securing device on a wharf around which mooring and berthing lines
are fastened

 Marine surveyor: - He is the person who inspects vessel’s hull or its cargo for damage
or quality.

 Mooring dolphin: - A cluster of pilings to which vessel ties up.

 Quay: - The wharf which parallels the waterline.

 Wharf: - It is the place at which vessel ties up to discharge and load cargo/containers.
The wharf typically has front and rear loading docks, a transit shed, open storage areas,
truck bays, and rail tracks.

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Fig 12.1 mooring ropes and bollard

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 Gearbox: - Gearbox is used to keep locks during wharf operations.

Fig 12.2 gearbox

 Spreader: - Spreader is the device for lifting containers by their corner posts. The
spreader bar on the container crane is telescopic to allow lifting various length containers.

Fig 12.3 Spreader

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 Container chassis: - It is a hauler trailer arrangement designed for the movement of
containers at various places such as highways, container terminal etc.

Fig 12.4 Container chassis

 Fender pills: - Fender pills are the wooden or plastic pilling on the outer edge of the
wharf. They are to absorb the shock of the vessel while berthing at the wharf.

Fig 12.5 Fender pills

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13. Types of equipment used at container terminal -3

The different types of equipment at container terminal-3 are:-

 5 Reach stackers (known as KALMAR in local language of port)

 2 ECH (empty container handler)
 14 RTG’s (electronic – rubber tire gantry crane also capable of functioning n diesel as
well)
 6 STS QC’s (sea-to-shore quay cranes)

13.1. Reach stacker (KALMAR):

It is a vehicle used for handling intermodal cargo containers in small terminals or medium-sized
ports. Reach stackers are able to transport a container short distances very quickly and pile them
in various rows depending on its access. Reach stackers have gained ground in container
handling in most markets because of their flexibility and higher stacking and storage capacity
when compared to forklift trucks. Using reach stackers, container blocks can be kept far deep
due to second row access. There are also empty stackers that are used only for handling empty
containers.

Fig 13.1 Reach stacker

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13.2. Empty container handler (ECH):

Empty container is used to handle empty containers in ports.

Fig 13.2 Empty container handler (ECH):

13.3. E-RTG (electronic rubber tyred gantry crane):

A rubber tyred gantry crane (RTG crane) is a mobile gantry crane used for stacking intermodal
containers within the stacking areas of a container terminal. RTGs are used at container terminals
and container storage yards to straddle multiple lanes of rail/road and container storage, or when
maximum storage density in the container stack is desired. A normal container crane runs on
steel rails, instead of rubber-tires. The side-view appearance of a RTG and a straddle carrier are
fairly similar, but the top of a RTG also features a movable crane.

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 Fig 13.3 Electronic Rubber Tyred Gantry Crane

13.4. STS QC (sea to shore quay crane):

Container cranes consist of a supporting framework that can traverse the length of a quay or
yard, and a moving platform called spreader. The spreader can be lowered down on top of a
container and locks onto the container's four locking points ("corner castings"), using a twist lock
mechanism. Cranes normally transport a single container at once; however some newer cranes
have the capability to pick up two to four 20-foot containers at once.

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 Fig 13.4 Sea to Shore Quay Crane

14. Types of QC

There are two common types of container handling gantry crane: high profile, where the boom is
hinged at the waterside of the crane structure and lifted in the air to clear the ships for navigation,
and low profile, where the boom is shuttled towards and over the ship to allow the trolley to load
and discharge containers. Low profile cranes are used where they may be in the flight path of
aircraft such as where a container terminal is located close to an airport.

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14.1 Sizes:-

Container cranes are generally classified by their lifting capacity, and the size of the container
ships they can load and unload containers.

 Post - Panamax:-

 A "Post-Panamax" crane can fully load and unload containers from a container ship too
large (too wide) to pass through the Panama Canal (normally about 18 containers wide).

 Super-Post Panamax:-

 The largest modern container cranes are classified as "Super-Post Panamax" (for vessels
of about 22 or more containers wide). A modern container crane capable of lifting two
20-foot (6.1 m) long containers at once (end-to-end) under the telescopic spreader will
generally have a rated lifting capacity of 65 tons. Some new cranes have now been built
with 120 ton load capacity enabling them to lift to four 20-foot (6.1 m) or two 40-foot (12
m) containers. Cranes capable of lifting six 20-foot-long containers have also been
designed.

 Post-Panamax cranes weigh approximately 800–900 tons while the newer generation
Super-PostPanamax cranes can weigh 1600–2000 tons.

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14.2 Operation:-

The crane is driven by an operator that sits in a cabin suspended from the trolley. The trolley
runs along rails that are located on top or sides of the boom and girder.

The operator runs the trolley over the ship to lift the cargo which generally is container. Once the
spreader locks onto the container, the container is lifted and moved over the dock and placed on
a truck chassis (trailer) to then be taken to the storage yard.

The crane will also lift containers from chassis on the dock to load them onto the ship. Straddle
carriers, side lifts, reach stackers, or container Lorries then maneuver underneath the crane base,
and collect the containers rapidly moving the containers away from the dock and to a storage
yard.

14.3 Power:-

A crane can be powered by two types of power supply; by a diesel-engine driven generator
located on top of the crane or by electric power from the dock. The most common is by electric
power from the dock (also known as shore power). The voltage required may range from 4,000
up to 13,200 volts.

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Fig 14.1 container handling gantry crane (QC)

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15. Role of departments and personnel’s

15.1 Deck checker:

 The operations of vessel starts from gang way.

 Customs permission of discharge and loading of containers from vessel takes place.
Without customs permission the discharging and loading of containers (operations)
cannot be started.
 The planner of Control tower takes approval of the loading and discharge plan from chief
officer of the vessel and gives it to deck checker. The plan consists of how many
containers are to be discharged and which type of container is to be loaded where so that
the stability of the vessel does not get affected during transit.
 Then discharging of containers starts. (QC operators lift off containers from vessel bay
and places them on ITV’s which are placed on wharf according to safety cone by wharf
checker).
 Deck checker instructs the QC operator to take the QC in particular bay of the vessel in
case one bay is finished. The discharging of containers from bay takes place according to
discharging plan.
 He instructs lashers to unlock the containers so that containers can be discharged by QC
operator. In case, any container is not unlocked by lasher and QC operator starts
discharging that container, then the container would get damaged.
 Deck checker checks container no. according to discharging plan. Without checking the
container no. the discharging of containers cannot takes place. If, in case, the discharging
of container starts without checking container no. then wrong container may get
discharged.
 Deck checker also writes all the necessary details in idle sheet. Idle sheet is a sheet in
which all the details should be written by the deck checker.
 After above deck have been discharged he checks the hatch pin.
 He tells vessel crew to open the hatch pin so that hatch cover can be removed by QC
operator to discharge the containers of under deck.

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 While Loading:

 He checks POD (i.e. port of delivery) of container in loading plan. Containers are loaded
on the vessel according to POD (i.e. port of delivery); the weight of container is also
given importance while loading of containers on the vessel.
 He updates container no. in RTD (radio transmission device) so that the information
reaches to control tower that particular container of this container no. is loaded on the
vessel in a particular bay.
 He tells QC operator which container is to be placed at which location. Although QC
operator is already having loading plan but it is the duty of deck checker to remind QC
operator while loading so that the container should not get placed at wrong location
otherwise the operations might get delayed due to shifting of containers.
 He also tells QC operator whether container is placed rightly or not. QC operator as well
as deck checker ensures that container should get placed in right manner so that the
containers which are going to be getting placed above that particular container do not get
affected.
 He also tells QC operator whether container is properly locked or not. In case, if any of
container do not get properly placed and locked, then it may collide with other containers
during transit and it would adversely affect the stability of the vessel causing danger to
human life.
 After all these activities deck checker signs the final paper signature.

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15.2 Wharf checker:

 He places safety cone according to QC position for truck positioning.

 In case, ITV is not placed according to safety cone, it is the responsibility of wharf
checker to shift the ITV as per safety cone.
 ITV’s are placed according to safety cone (i.e. according to pockets of the container) so
that lift off of containers is done in an efficient manner.
 Wharf checker checks whether the container is loaded or empty.
 If the container is empty he updates only ITV no. in RTD (i.e. radio transmission device).
 If the container is loaded, he updates seal no., ITV no. and container no. in RTD.
 VHF is used by wharf checker to communicate with QC operator which container is to be
loaded and which container should not be loaded.
 VHF is also used by wharf checker to communicate with deck checker that the container
of particular POD (i.e. port of delivery) is coming on the deck.
 Wharf checker communicates with QC operator where to exactly place the spreader on
the container and he also tells him whether spreader is placed exactly on the container or
not.

15.3 Role of engineering department:

 Preventive maintenance of QC’s, RTG’s, stackers and other machinery

 Preventive maintenance of electric networks.
 Breakdown attending.
 Any modification in spreaders.
 Continuous monitoring to ensure the smooth functioning of the yard’s mechanical and
electrical equipments.
 Engineering team of CT- 3 is a mix of mechanical and electrical staff.

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16. Personnel involved in vessel handling while vessel on berth:

 Pilot
 Vessel agent and customs
 Planner
 Lasher
 Deck checker
 Duty free
 Wharf supervisor
 Duty superintendent
 Damage surveyor
 Auditor of the company

16.1. Roles and responsibilities:

 Pilot:-Pilot is the person who is responsible for berthing of the vessel and sailing of the
vessel. When the vessel enters the port limits, then pilot boards the vessel and guide the
vessel to specified berth. At last when discharge and loading (i.e. all the operations) of
the vessel is done pilot guides the vessel and takes it outside the port limits so that vessel
can sail safely.

 Vessel agent and customs: - The main work of customs and vessel agent is to give
permission to port and vessel crew to start discharging and loading process. Vessel agent
does all the paper work which is to be done after the vessel is at berth.

 Planner:- After first line, all fast and the gang way is down then the planner of control
tower boards the vessel to get approval of discharging and loading plan from chief of the
vessel. They jointly discuss which container is to be placed where.

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  Lasher:- Lasher is the person who unlashes (unlocks) the containers so that discharging
process can be started. Containers are locked and tied so that they do not collide during
voyage and also so that the vessel remains stable during voyage.

 Deck checker

During discharging process:-

 First the deck checker guides QC (quay crane) operator to take the QC in particular bay
of the vessel so that discharging of containers from that particular bay can be started.
 He tells the lasher to unlock the containers. Unlocking of containers is done before
discharging of containers.
 Deck checker checks container no. according to discharging plan so that wrong container
may not get discharged. If, in case, wrong container gets discharged then the operations
might get delayed due to shifting and re - shifting of containers.
 Deck checker also writes necessary details of the operation in idle sheet. Idle sheet
contains all the details of the vessel operation.
 He checks the hatch pin after upper deck is discharged so that hatch cover can be
removed.
 Then he tells vessel crew to open the hatch pin so that hatch cover can be discharged and
discharging process of under deck can be started.

During loading process:-

 He checks POD of the container (i.e. port of delivery)

 He updates the details of container in RDT.
 He tells the QC operator which container is to be placed where.
 He also checks whether the container is placed on right position or not on the vessel.
 Finally deck checker signs the final paper after all the containers are being discharged
and loaded.
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 He also communicates with control tower the problems like if wrong container has been
discharged or loaded.

 Duty free:- Duty free is the person who supplies the basic things to vessel crew such as
cigarettes, wine, beer, soft drinks, drinking water, wafers etc.

 Wharf supervisor:- The wharf supervisor is the person who supervises the activities of
the wharf during vessel operations. He boards the vessel in case of an emergency. He also
boards the vessel if ODC container is to be placed on the deck of the vessel (ODC= over
dimensional cargo).
 Duty superintendent:- If the wharf checker is unable to handle emergency situations
then duty superintendent boards the vessel to solve that emergency situation. He can also
board the vessel anytime to monitor the discharging and loading operations of the vessel.

 Damage surveyor:- Damage surveyor is the person who prepares the damage report of
damaged containers. He boards the vessel, prepares the damage report of damaged
containers and gets it signed by the chief of the vessel and communicates to port
authorities the damage report of containers.

 Auditor of the company: - Each and every vessel belongs to one or the other company.
When vessel is at berth auditor boards the vessels to see whether each and every
personnel is doing his/her work correctly or not. He sees all the parts of the vessel. After
all this, he prepares a brief report and forwards it to the company. That report will contain
all the details of the vessel including its crew members.

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17. Personnel involved in wharf operations during discharging and loading of
the vessel:

 Wharf checker
 Wharf supervisor
 Transporter supervisor
 Lasher

17.1 Roles and responsibilities:

 Wharf checker:-

 He places the safety cone according to the position of the spreader of the QC.
ITV’s (i.e. internal terminal vehicles) are placed according to safety cone (i.e.
according to the pocket of the container).
 The wharf checker checks whether the container is loaded or empty.
 If the container is empty, he updates only ITV no. in RTD.
 If the container is loaded, he updates seal no., ITV no., and container no. in RTD.
 He uses VHF (i.e. walkie talkie) to communicate with all the people during
operations
 VHF is used by the wharf checker to communicate with QC operator which
container is to be loaded and which container is not to be loaded.
 VHF is also used by wharf checker to communicate with deck checker that the
container of particular port of delivery is coming to deck.
 Wharf checker also communicates with the QC operator where to exactly place
the spreader on the container.

 Wharf supervisor:-
 He takes care of all the activities of the wharf.
 He is responsible for all the activities of the wharf.

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  Transporter supervisor: - Transporter’s supervisor monitors the ITVs’ movement for
container terminal business. He places ITVs under each QC in such a manner that
operations are carried out in an efficient manner. In general he supervises ITV’s in night
so that any ITV drivers do not sleep during core operations.

 Lasher:-Lasher is the person who removes and applies locks on the containers so that
loading and discharging process can be done. Containers are locked and tied so that they
do not collide during voyage and also so that the vessel remains stable during voyage.

18. Gates process

18.1 Pre-gate:

 Form-6 is received from the truck drivers.

 The data is checked before it is updated in the system, it should be correct and without
correction
 The value is entered in the system and rechecked before saving the data, like
 Agent code
 Line code
 VCN no. (it is to be verified with berthing report)
 Vessel name (it is to be verified with berthing report)
 Container no, should be matched with surveyor’s no.
 ISO code
 Gross weight
 Commodity (GEN, HAZ, REF and ODC). If any container is having haz, ref and
ODC then manifest should be available.
 POD (Port of Discharge).
 Seal 1 & (seal 2 if any).
 The stamp of surveyor and shipping line is checked.
 The ODC containers go directly to in gate for survey and gate in.

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  The Hazardous units are updated at pre gate, the class with UN No. is mentioned like
(class = 3 and UN no. = 1230).
 In case the no. of trucks getting increase continuously, the gate operators have to inform
to docs and shift superintendent.
 Pre-advise ticket gets generated.

18.2 In gate:

 Form-6 is checked thoroughly at in gate.

 Damage report of containers is prepared by damage surveyor if any container is damaged.
 Transaction is generated of particular container.
 Then container is sent to their particular specified yard (i.e. export yard).

18.3 Out gate:

 Verification of container no. is done physically, if any discrepancy is found against gate
pass and physically, the out gate operators have to inform immediately to docs/control
tower of container terminal.
 The gate operators instruct the surveyor to open and check every empty container before
allowing the ITV (i.e. Internal Terminal Vehicle) to move out of terminal. If they found
any cargo then they immediately inform control tower and docs.
 While giving delivery of ICD containers gate operators instruct the surveyor to properly
check the seal and damage if any and in case found any changes then the respective gate
operator will physically go and check the condition.
 Scanning of form-6 is carried out in each and every shift without fail.

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19. Container yard

The container yard at “container terminal –3” have 3 blocks (i.e. block– 5, block– 4 and
block-3)

 3rd block:- At CT-3, the 3rd block is having 10 different yards (i.e. 3A, 3B, 3C, 3D, 3E,
3F, 3G, 3H, 3J, 3K ) and each of the yards have 1 to 79 slots which have 7 rows each (A
to G). In CT-3, the 3rd block is kept as reserve and mostly import containers (INMUN
containers) are placed in this block.

 4th block:- At CT-3, the 4th block is having 10 different yards (i.e. 4A, 4B, 4C, 4D, 4E,
4F, 4G, 4H, 4J, 4K ) and each of the yards have 1 to 79 slots which have 7 rows each (A
to G).

 5th block:- At CT-3, the 5th block is having 10 different yards as well (i.e.5A, 5B, 5C, 5D,
5E, 5F, 5G, 5H, 5J, 5K) and each of the yards have 1-79 slots which have 7 rows each (A
to G).In “5 J yard” of the 5th block, slots from 54 to 79 are allotted for reefer
containers.

 No. of RTG’s in container yard:- 14 RTG’s which can place containers up to 5 tiers. (The
height at which containers can be placed is called tier).

 The yards from A to F are Export yard (5th block and 4th block). Export yard are those
yards in which the containers for export are placed. (i.e. containers which are going out of
country)

 The yards from G-K are Import yard (5th block and 4th block). Import yard are those
yards in which the imported containers are placed. (i.e. containers which are coming into
our country)

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Chapter- 4: Port performance indicators

 Performance measures of container terminal operations

 Measuring Port Performance
 Classification Of Container Port Performance Measures

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20. Performance measures of container terminal operations

There are many reasons why a port or terminal needs to measure its performance:

 First, it needs to know how effectively it is operating. How much cargo it handles every
day? How many customers does it serve in a week?

 Next, it must know how efficiently it is operating. What resources (in terms of people,
machines, surface area etc) does it take to carry out its activities? How much cargo does
it handle per employee? How much does it cost to handle each tones of cargo?

 It needs to know how its present performance compares with past performance. Is it
handling more cargo per employee or machine than last year? Is there any improvement
in efficiency?

 Any business needs targets, and must compare its performance with those targets. Has the
port or terminal achieved the production targets set at the beginning of the year? Has it
beaten its traffic targets?

 It is important for a port or terminal to compare its performance with that of its
competitors, particularly relevant with the use of benchmarking. Where is it in the league
table of best in class of similar businesses? Is it climbing that table or falling behind?

 In the light of its present performance, it needs to adjust its targets for future periods.
How much better in terms of effectiveness and efficiency should the company be by the
end of the next trading year?

 Finally, there is the need to promote its business and to attract new customers, so it must
constantly monitor how satisfied its customers are with its services and facilities?

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For all these reasons, it is vital that port/terminal managers measure its performance, set
performance targets, and then regularly assess its performance against those targets.

Container terminals are facilities for transferring containers between different modes of transport
and provide a package of activities/services to handle and control container flows from vessel to
railroad, or road, and vice versa.

Fourgeaud (2000) implies that container terminals performance depends on :

 Ratio loaded vs. unloaded containers: empty boxes are not always included in the port
statistics (they may be considered as other tare weights) but have to be handled;

 Unproductive moves, i.e., the handling of all the containers that do not have to be
unloaded but have to be moved: mostly empty and light containers and those containing
hazardous materials, loaded on top or on the deck;

 The level of automation of the gantry-cranes; one of the limiting phases of the
handling cycle is the time spent positioning accurately the spreader on a container
(loading), or the container on a trailer, a MAFI trailer (specialized equipment used to shift
containers within port limits) or a chassis maneuvering on the apron (unloading). Most
modern gantries are automated and equipped with anti-sway devices, and now, the
problem is more the capacity to deliver or remove containers without delaying ship-to-
shore operations.

 The average weight of containers and the proportion of containers requiring special
attention: flats, liquid bulks, reefers etc.; and the mix of containers of various sizes:
20’/40’/45’ which will require to maneuver or change spreaders

 Commercial constraints; most of the lines calling at a port may have similar
commercial constraints, leading to unevenly distributed calls.

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21. Measuring Port Performance

Summary of performance indicators suggested by UNCTAD (United Nations

Conference on Trade and Development):

21.1. Financial indicators:

 Tonnage worked

 Berth occupancy revenue per ton of cargo

 Cargo handling revenue per ton of cargo

 Labor expenditure

 Capital equipment expenditure per ton of cargo

 Contribution per ton of cargo

 Total contribution

21.2. Operational indicators

 Arrival date of vessel

 Waiting time

 Service time

 Turn-around time

 Tonnage per ship

 Fraction of time berthed ships Worked

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 Number of gangs employed per ship per shift

 Tons per ship-hour in port

 Tons per ship hour at berth

 Tons per gang hours

 Fraction of time gangs idle

Fig 21.1 Port performance indicators

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22. Classification Of Container Port Performance Measures

The container terminal is the physical link between ocean and land modes of transport and a
major component of the Containerization System. Container terminal productivity deals with the
efficient use of labor, equipment, and land. Terminal productivity measurement is a means to
quantify the efficiency of the use of these three resources.

22.1 Production Measures

These are the level of activity of the business. In the ports industry a number of different terms
are used to represent this category such as ‘trade’, ‘traffic’, ‘throughput’ and ‘output’. Traffic
measures, which indicate in various ways the quantity of cargo passing through a port or terminal
in unit time, and throughput measures, which indicate the effort involved in moving that cargo,
in terms of tonnes handled or containers movements per unit of time.

Throughput measures include:

 Ship throughput: Measures the entire activity involved in loading and discharging vessels
in a given time period (a shift, day, month or year).

 Quay transfer throughput: Measure of the number of tonnes or containers moved between
the quay and the storage areas.

 Container yard throughput: This is the sum of the movements that take place in the
storage areas.

 Receipt/delivery throughput: Measure of the activity relating to the delivery of outbound

cargo or containers the port or terminal and collection of inbound cargo.

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Each of them is expressed as container moves/unit of time. The value of this measure is very
important when estimating resource needs and the actual costs of handling the cargo.

22.2 Productivity Measures

Productivity Measures calculate the ratio of output to input. Productivity measures are
particularly important to the terminal operator as they are directly related to the cost of operating
the terminal. There are seven different productivity measures which terminal operators need to
compute, although they may wish to include others for monitoring their productivity. These core
productivity measures are:

 Ship productivity: The broadest measures of ship productivity relate container handling
rates for a ship’s call to the time taken to service the vessel.

 Crane productivity: Crane productivity is calculated per crane and can be expressed in
gross and net values.

 Quay productivity: Defines the relation between production and quay resources. The
latter can be measured by defining, for a given unit time, the length of a typical berth
(which will then produce a ‘ berth productivity ’ figure) or by working on the basis of a
particular length of quay or per meter of quay.

 Terminal area productivity: Similar to the quay productivity indicator is the measure of
‘terminal area productivity’ which applies to the entire terminal and expresses the ratio
between terminal production and total terminal area for a given unit time.

 Equipment productivity: The value that is of interest is the number of container moves
made per working hour, either for an individual machine or for the stock of a particular
type of machine. The number of moves can be deduced from data collected.

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  Labour productivity: Even with a high level of mechanization, labour costs still form a
large part of total terminal costs and it is important to monitor labour well and know what
the productivity per man-hour is over a measured period.

 Cost effectiveness: This brings the all- important element of cost into the equation.
Perhaps the simplest and most revealing measure of a terminal’s efficiency is the cost of
handling its container traffic or throughput over a specified period (typically a month or a
year).

22.3 Utilization Measures

 Quay utilization: This measure reflects the amount of time that the berth was occupied
out of the total time available.

 Storage utilization: It is calculated by comparing the number of storage slots occupied

with the total number of available slots according to the yard’s design capacity.

 Gate utilization: The smooth and rapid processing of incoming and outgoing road
vehicles at the gate is a very important factor in efficient terminal operations. Thus, gate
utilization is a valuable measure for container terminal operators.

 Equipment utilization: Because the terminal’s investment in cargo-handling equipment is

very costly, equipment utilization is an extremely important performance measure. The
utilization of any item or type of equipment is defined as the proportion of time that it
was effectively deployed over a specified period.

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22.4 Services Measures

These measures indicate the satisfaction of the customers with the services offered to them in
terms of reliability, regularity and rapidity.

The principal external service measures include:

 Ship turnaround time: One of the most significant indicators of service to ship operators
is ship turnaround time. This is the total time, spent by the vessel in port, during a given
call. It is the sum of waiting time, plus berthing time, plus service time (i.e. ship’s time at
berth), plus sailing delay. Ideally, ship turnaround should be only marginally longer than
ship ’ s time at berth and thus waiting time in particular should be as near to zero as
possible.

 Road vehicle turnaround time: For shippers/receivers (and trucking companies) the most
important measure of a terminal’s service quality is the time required to collect a
container from the terminal or deliver one.

 Rail service measures: Train turnaround time would not be a useful measure for the
service performance of a container terminal to the rail.

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Chapter-5: Findings on Container Terminal
Operations at CT-3

 Container Export Procedure

 Process & Procedure of Export Advance List (EAL)
 Container Import Procedure
 Process & Procedure of Import Advance List (IAL)
 Overall Process Flow Chart
 Vessel Process
 Process of container delivery

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23. Container Export Procedure:

 STEP 1: The vessel operating agent (VOA) applies for vessel call number (VCN) from
Port operation centre (POC)

 STEP 2: POC generate vessel declaration report and forward it to documentation

department and VOA.

 STEP 3: VOA submits forms 1 to 5 along with vessel declaration report to

documentation department. (Form 1 is most important for documentation department for
purpose of vessel registration).

 STEP 4: Documentation department enter the details of vessel into system and register
the vessel.

 STEP 5: From the time of arrival of the first container to be exported in the specified
service vessel the gate is set open for the containers to be loaded into the vessel (based on
the ETA of the vessel we set the gate open time)

 STEP 6: At the same time the EAL (export advance list) is uploaded in the system by
documentation department and releases the containers after solving the discrepancies in
EAL. Based on the EAL the planner makes the yard plan for the export containers.

 STEP 7: The container arriving from the CFS and ICD goes directly to the IN-gate of the
yard where their inspection is conducted (for ICD containers an inspection will be
conducted when containers are in the wagon also). All other by road export containers
first arrives at the pre gate and container inspection is done by the surveyor.

Indian Maritime University I Container Terminal Operations I APSEZ 69

 STEP 8: After pre gate inspection the surveyor seals the form 6 and in case of any
damaged containers the surveyor prepares the damage report or EIR (damage is recorded
for containers with more than 3 inch in push or out push)

 STEP 9: The sealed form 6 is submitted at the pre gate and a receipt is generated when
the detail of the container as per “form 6” is entered into the system.

 STEP 10: The export containers moves to the IN-gate of the yard where the form 6 is
submitted again. On rechecking the data of form 6 with the system at pre gate, the
containers (trailers) IN-time is entered in the system along with container details.
On doing so a gate pass is generated for the container in which the yard location for
placing the container will be mentioned as per the plan prepared by planner (Tower
control).

 STEP 11: For late coming containers (containers arriving after gate cut off time 6hrs
before arrival of vessel) as per the request of COA the release of the containers (allowing
loading into vessel) will be done on SSR (special service request) basis.

 STEP 12: The container is unloaded from trailer at the yard location allotted using RTG
and further loaded into vessel using QC’s and ITV’s.

 STEP 13: The trailers after unloading the container on the yard move to OUT-gate where
the out movement and out time is entered into the system.

 STEP 14: After all the export containers are loaded and import containers unloaded from
the vessel the vessel departs from the port. After the vessel departure the documentation
department send “Tally sheet” to VOA and COA.

 STEP 15: The planner sends the TDR (terminal departure report) to VOA and to other
internal departments respectively.

Indian Maritime University I Container Terminal Operations I APSEZ 70

  STEP 16: The documentation department closes the particular vessel in the system, after
which the data of the vessel won’t be further changed.

 STEP 17: The EGM (Export general manifest) is submitted to the customs department
by the VOA within 7 days after the vessel departs from the port.

24. Process & Procedure of Export Advance List (EAL):

 STEP 1: VOA (vessel operating agent) submits EAL (export advance list) to the
documentation department 6hrs before arrival of the vessel i.e., within the gate cut off
time.

 STEP 2: The documentation department upload the EAL into the system and the system
crosscheck the EAL with the details of container in the yard and ICD and generate
discrepancy report. The containers without discrepancy are planned so as to be loaded
into the vessel by the planners.

 STEP 3: The documentation department send the discrepancy report to the VOA and
COA.

 STEP 4: The VOA and COA sought out the discrepancy and send the data to
documentation department.

 STEP 5: Documentation department on the basis of final data (without discrepancy)

releases these discrepancy cleared containers and the planner make the vessel plan for the
export of these containers.

Indian Maritime University I Container Terminal Operations I APSEZ 71

25. Container Import Procedure:

 STEP 1: The vessel operating agent (VOA) Applies for vessel call number (VCN) from
Port operation centre (POC)

 STEP 2: POC generate vessel declaration report and forward it to documentation

department and VOA.

 STEP 3: VOA submits forms 1 to 5 along with vessel declaration report to

documentation department. (Form 1 is most important for documentation department for
purpose of vessel registration)

 STEP 4: Documentation department enter the details of vessel into system and register
the vessel.

 STEP 5: The VOA submits IGM (import general manifest) to the customs department
24hrs before the arrival of the vessel.

 STEP 6: IAL (import advance list) is submitted to the documentation department by the
VOA after the vessel departs from the previous port. The IAL is crosschecked with baplie
(bay plan) by the system for discrepancies. After clearing the discrepancies with VOA the
final plan is prepared by the planner.

 STEP 7: On the arrival of the vessel the import and transshipment containers are
unloaded from the vessel using QC’s on the basis of vessel plan.

Indian Maritime University I Container Terminal Operations I APSEZ 72

 STEP 8: Containers are placed on the yard space allocated by the tower control as per
yard plan using ITV’s.

 STEP 9: Based on the IAL the containers are discharged from the yard accordingly
(enblock basis for CFS, SMTP basis ICD containers respectively).

 STEP 10: After all the export containers are loaded and import containers unloaded from
the vessel the vessel departs from the port. After the vessel departure the documentation
department send “Tally sheet” to VOA and COA.

 STEP 11: The planner sends the TDR (terminal departure report) to VOA and to other
internal departments respectively.

 STEP 12: The documentation department closes the particular vessel in the system, after
which the data of the vessel won’t be further changed.

Indian Maritime University I Container Terminal Operations I APSEZ 73

26. Process & Procedure of Import Advance List (IAL):

 STEP 1: The VOA submits the “Baplie” (A document similar to bay plan of vessel
denoting no. of ROB container) to the vessel planner.

 STEP 2: The planner uploads the Baplie into the system

 STEP 3: Hard copy and text file of IAL received by documentation department from
VOA.

 STEP 4: The documentation department uploads IAL into the system.

 STEP 5: The system cross checks the IAL with the baplie and generate discrepancy
report. The containers without discrepancy are planned by the planners.

 STEP 6: The documentation department send the discrepancy report to the VOA and
COA.

 STEP 7: The VOA and COA sought out the discrepancy and send the data to
documentation department.

 STEP 8: Documentation department on the basis of final data (without discrepancy)

releases these discrepancy cleared containers and the planner make the vessel plan and
yard plan for the import of these containers.

Indian Maritime University I Container Terminal Operations I APSEZ 74

27. Overall Process Flow Chart

Vessel Operating Agent (VOA) applies for

Vessel Call Number (VCN) from Port
Operation Centre (POC)

POC generate vessel declaration report and

forward it to documentation department
and VOA.

VOA submits forms 1 to 5 along with

vessel declaration report to documentation
department.

Documentation department enter the details

of vessel into system and register the vessel.

Fig.27.1 Vessel Registration Process

Indian Maritime University I Container Terminal Operations I APSEZ 75

 The vessel is registered by
documentation department as per the
details of Form 1-5 and vessel
declaration report.

Gate opens for Receipt of Export Assignment of Yard Area for

Cargo (Docs) respective VCN by Yard Planner

Pre Gate Transaction Yard Location generated

(CFS & other Cargoes)
based on allocation

In Gate Transaction (Gate Ticket

with yard Location & BAT ID
allocation to ITV)

Unloading and Yard location

update by RTG Operator

Out Gate Transaction

Fig.27.2 Process of Container Receiving

Indian Maritime University I Container Terminal Operations I APSEZ 76

The vessel is registered by
documentation department as per the
details of Form 1-5 and vessel
declaration report.

Pre Advise, for by rail containers,

received and updated by Docs

Registration of Inbound Train and

Wagon Details

Container Unloading & Shifting

In Gate Transaction (Yard location

allocation to ITV)

Unloading and Yard location Update by

RTG Operator

Fig.27.3 By Rail Containers

Indian Maritime University I Container Terminal Operations I APSEZ 77

 28. Vessel Process

Export Advance List update by

documentation department

Discrepancies Report forwarded Non- Discrepant Containers are

to Vessel Agent released and ready for planning

Discrepancies are solved Necessary segregation is

considered by planner for planning
released containers

Sequencing of containers in line with

loading sequence and yard sequence

Respective RTG performs the loading operation

of container on trailer. RTG operator updates
the job completion through RDT

Container is loaded on the vessel by assigned

QC. The movement is updated by deck
Tally clerk through RDT

Final Plan is prepared and

communicated to vessel and VOA.

Fig.28.1 Export Process

Indian Maritime University I Container Terminal Operations I APSEZ 78

 Baplie is uploaded in the system.
(By Planner)

Update Import Advance List (By

Documentation Department)

Grouping of Containers

Import Discharge Planning (Sequence

and Yard Planning) by planner

Unloading from vessel and system

update by Wharf Tally Clerk (Container
and ITV Details)

Unloading of container at yard location

& system update by RTG Operator

Fig.28.2 Import Process

Indian Maritime University I Container Terminal Operations I APSEZ 79

 EXPORT IMPORT

Receipt of transshipment permission IAL updated in the system under

from VOA category of TP

Containers Released for loading Yard Location is allocated

Sequencing of Containers in line with Container is stacked on the specific

loading sequence and yard sequence location.

Respective RTG performs the loading

operation of container on trailer.RTG
operator updates the job completion through
RDT.

Container is loaded on the vessel by assigned

QC. The movement is updated by deck
tally clerk through RDT.

Final Plan is prepared and communicated

to vessel and VOA.

Fig.28.3 Transshipment Process

Indian Maritime University I Container Terminal Operations I APSEZ 80

29. Process of container delivery

Submission of SMTP (Sub Manifest

Transshipment Permit) to documentation dep.
by VOA. & SMTP is updated in the System.

Containers are planned for rail loading by

docs as per rail operators planning for
container back loading

Movement instructions given to

tower control by Docs.

RTG Operator performs the job as displayed

on VMT and updates the same

Damage Survey is conducted

Gate Out transaction updated by the Gate

Clerk.

Train load along with wagon details are

confirmed

Train Departure is update as per real time

timesheet and Train Tally Sheet generated is
Communicated to VOA

Fig.29.1 Delivery of containers by rail

Indian Maritime University I Container Terminal Operations I APSEZ 81

Delivery Order, Customs Permission,
and form 13 submitted to Documentation
department

Container Release & vehicle will be

allowed in gate for pick up

Yard location and BAT ID is given to

trucker at In Gate.

RTG Operator gets the job

RTG Operator completes the job and

updates the system

Damage survey conducted

Gate Operator executes the out gate

Transaction.

Fig.29.2 Delivery of containers by road

Indian Maritime University I Container Terminal Operations I APSEZ 82

 En-Block Permission to obtained from
Customs submitted to Docs

Containers are CFS vise grouped and

released for delivery

List of released containers are

communicated to the Gate Operator

Gate operator give gate ticket, bearing

yard location and BAT ID on the basis
of “best pick”

RTG Operator gets the job

RTG Operator completes the job and

updates the system

Damage survey conducted

Gate Operator executes the Out gate

Transaction

Fig.29.3 Delivery of containers “En- Block” Movement to CFS

Indian Maritime University I Container Terminal Operations I APSEZ 83
Chapter-6: Suggestions & Conclusion on Terminal
Operations of CT-3

 Suggestions
 Conclusion
 Bibliography

Indian Maritime University I Container Terminal Operations I APSEZ 84

30. Suggestions

 The port must implement latest machineries to reduce the effect of dust from coal plant in
the routes to the container terminal

 The port may adopt measures to overcome considerable delay caused due to climatic
issues Especially rain

 Security from sea side must be more focused on to prevent trespass from the sea side

 The port must take measures to avoid delay at gates of terminal for trailers

Indian Maritime University I Container Terminal Operations I APSEZ 85

31. Conclusion

 Adani’s are pioneers in private port business. Integrated infrastructure and with strong
execution capabilities are the key to their significant growth.

 The internship training provided me with an opportunity to widen my knowledge in the

field of Container Terminal Operations. I was able to understand the functions, process
and problems that are faced by the management in day to day container handling
operations.

Indian Maritime University I Container Terminal Operations I APSEZ 86

32. Bibliography

 http://en.wikipedia.org/wiki/Reach_stacker
 http://en.wikipedia.org/wiki/Rubber_tyred_gantry_crane
 http://en.wikipedia.org/wiki/Container_crane
 http://en.wikipedia.org/wiki/Export
 Concerned department of port
 www.adaniports.com

Indian Maritime University I Container Terminal Operations I APSEZ 87