Question

PPT 9' (Container Terminal Operation Management) 1. How do Seaport Container Terminals differ? 2. List the content of the container terminal structure 3. List the Operation Pillars for container Terminal (CT) Planning. 4. How are Electronic Data Interchange (EDI) systems used in Port management? 5. What are the most important information which is checked and monitored by the Cargo Control? 6. What is COPRAR? 7. What are the two ways COPRAR Message functioning? 8. Describe the loading function. 9. Describe the discharge function. 10. For who is COPRAR Message meant for? 11. What is BAPLIE? 12. Describe the process of sending, creating and the path of BAPLIE 13. For who is BAPLIE Message meant for? 14. What is the content of BAPLIE Message? 15. Define Berth Planning/Management. 16. What are the responsibilities and duties of the Berth Planner? 17. What is the content of the graphical plan generated from the Intem graphical tool? 18. What are the objectives of berth planning? 19. What are the operational parameters in berth management? 20. What are the benefits of functional Berth Management? 21. Define Rostering. 22. What are the most usual information used in Rostering? 23. What are the benefits and the advantages of the Scheduling Software supporting Rostering? 24. Explain container yard planning. 25. Who is doing the yard planning and what are the responsibilities and the duties? 26. What are the key points that the system follows in automatized yard planning? 27. Which are the benefits of good yard planning? 28. Which are the steps to consider in efficient yard planning? 29. What are the questions to be answered about current yard layout, forecast box moves and the vessel schedules? 30. What are the planning constraints in yard planning? 31. What are the KPls that should be measured for a yard plan? 32. Name some of the software used for yard planning optimization. 33. Who is doing the vessel planning? Who is making the final decision? 34. What are the qualities they should have to do that? 35. Is there another coding for specific containers? Who is defining these codes? 36. What is the additional factor that is considered in stowage plan of a vessel? Discuss it. 37. What happens if there is a mistake in the stowage plan? 38. Numerical examples with container number PPT 11 (Port Time Management and Speed of Cargo Handling) 1. Differentiate between berthing, docking, mooring. 2. Explain turnaround time (TAT) in the context of port efficiency. 3. Relationships between Cargo-handling speed, ship size and the type of cargo. 4. Causes of operational delays at a general cargo berth, for vessels delays and for port delays 5. Alternatives to resolve port congestion.

Answer 1

Ans 1 = In shipping transport there are seaports and terminals there is a slightly difference between them. Seaports are basically  defined as an area on both land and water, whether on the sea or river, that provides facilities for shipping vessels to load and unload their cargo.This area, contained within 'port limits', will have been established over years of increasing or declining trade patterns and therefore is defined as the 'human set limits'. There may be several harbours or terminal within the port limits.There are many types of ports such as seaport , inland port, fishing port, war water port and dry port. Sea ports are the most common types of ports around the world which are used for commercial shipping activities These ports are built on a sea location and enable the accommodation of both small and large vessels. Numerous seaports are situated along the coastline and actively handle the ongoing cargo transactions. Whereas Inland port are ports built on comparatively smaller water bodies such as rivers or lakes. They can either be for cargo purpose or for passengers or for both. They are bascially a behave like normal port but does not allow the heavy ship traffic.Fishing ports mainly donates to the commercial sphere as it participates in fishing. Warm water ports are those types of ports where water does not freeze during in winter . These types of port are basically good for economic growth of the country.Dry ports are defined as inland terminals that can be interconnected with a seaport via road or rail transportation facilities, and they usually act as centers of multimodal logistics. They are similar to sea ports but the only difference between them is they are not situated near coast line.

Now we can talk about Terminal is defined as a single man-made facility that may have several berths, that handles vessels and possibly more than one type of vessel or cargo.

Terminals are named on the basis of type of cargo that can be handled by them. Terminal is actually a part of port. Some of the most common types of terminals are container terminal, bulk cargo terminal, LNG terminal etc.

There are mainly two types of terminal:

1. those within coastal often sheltered waters with a land bridge, such as Jose Gas Terminal in Venezeula.

2. those in open often deep water exposed to the elements with no land bridge.

Each terminal usually has a primary operator, but may also be a common-user facility under the control of the Port Authority or third party.

Ans 3 = This container terminal planning  includes processes related to Vessel Operation, ICD Operation, Yard Operation,
Documentation, Vessel Planning, Yard Planning and Billing. There are many model which we can use to make container terminal planning effective . One of them is SIMULATION MODEL it includes the integration of container berth
and yard simulation planning. We assume the container
terminal has berth and container yard (CY). It also
includes quay cranes (QCs), yard trucks (YTs) and
transfer cranes (TC). The container terminal is
represented as a simulation model and a simplified
version is shown as an optimization model. We start by
performing several simulation runs in order to get
average values of the parameters which are then fed into
the optimization model. After solving the optimization
model, the result is transformed into decision rules that
are used in the simulation model. Another model is Berth simulation model it is based on real data .This simulation model can present a more practical way of calculating berth
performance, suggesting more diverse evaluation
indicators and making it possible to check up the quality
aspect of services at the container terminal. There is also CY simulation model which we can use for planning container terminal .In this model we can find out the capacity of yard.
The capacity of CY is closely related to the size of CY,
the mutual relationship among CY cranes, yard truck
(YT), external trucks and container turnover. The small
size of CY can intensify the traffic congestion, causing
reloading, lowering the productivity of CY cranes and
eventually delaying the container handling of both
external trucks and YT.

So all these are operations pillars of container planning .

Ans no 4 = so what is EDI ( electronic data interchange ) as a name suggest it is a computer to computer  exchange of standard business documents such as purchase orders, invoices, inventory levels and shipping notices.There are many benefits of using EDI firstly it saves time and it is fast . It is accurate and eliminate errors and it is also simple to use and have a high security features in it. There are many benefits of using EDI in shipping management some of them are as follows::

• Cuts freight waiting times (ship, terminals, customs)
• Reduces ship stop over times
• Powers freight storage-area performance (terminals, depots, etc.)
• Streamlines and boosts administrative procedure security
• Reduces errors by generating information automatically
• Enhances control of information and therefore freight
• Brings added visibility, tracking and traceability
• Integrates the entire intermodal operation: sea-port-land in a single communication flow
• Makes it possible to adapt the structure of sent messages to new sector laws, technical requirements, etc.

In managemnt there are Different agents engage in ship transport, each with a specific function: shippers (importers/exporters), shipping lines, consignees, terminals, inland carriers, Port Authority and Customs, and more.

Different messages and documents specific to the shipping industry are exchanged over the course of an operation. And we can send secure messeges to all the parties which are involved in exchanging transactions .

Ans no 6 = COPRAR is basically a EDI messeage which is used for transmit an order to load containers or other equipment on or discharge containers from a seagoing vessel. The COPRAR message is used to transmit an order to load containers or other equipment on or discharge containers from a seagoing vessel. This message is commonly sent by the shipping line (or it’s agent) to the terminal operator handling the vessel. The term equipment in this manual includes not only supporting items (e.g. reefer generator) but also uncontainerised cargo (break bulk). A message contains information on only one conveyance of a seagoing container vessel either arriving or departing. One order message does not necessarily cover all containers to be discharged/loaded, this being the case if two or more liner agents or ship-owners supply orders to the terminal referring to one
vessel conveyance. The COPRAR message as loading order can include the order to load empty containers which cannot be identified by their full prefix and serial numbers.
In this case a combination of size and type and/or a certain range of equipment serial numbers (container prefix and numbers) can be given for a group of one or several containers.
The COPRAR message as discharge order can also include information relating to transshipment (=
import of transshipment containers): on the same terminal containers can be discharged from vessel X and loaded into vessel Y. In addition to containers to be loaded or discharged, the COPRAR message may also be used to transmit details on containers that are to be shifted on board the vessel or
containers that are to be discharged and reloaded (re-stowed) onto the vessel.