Lecture 4

SEAPORTS:
MANAGEMENT & FACILITIES
(Part 1)

WHAT IS A SEAPORT ?
DEFINITION

A seaport is an area that has a direct connection

to a sea where there are facilities for berthing
or anchoring of ships, and where there is the
equipment for the transfer of goods from ship
to shore and from shore to ship or from ship to
ship.

SEAPORT CHARACTERISTICS

Loaded and/or unloaded activities of cargo

Shipping, logistic and ancillary services
Customs & govt. policies are implemented
Interface with other forms of transport
In some places, where industries are situated
Also point for passengers pass
Also where free trade zones are implemented

SEAPORT CLASSIFICATION
Based on services and commodity
Based on area coverage
Based on hierarchy
Based on trade and cargo handling
Based on type of cargo/passenger/ship
Based on ownership & operation
Based on natural condition
Based on custom

SEAPORT CLASSIFICATION
Based on services/commodity:
General port
Specialized ports

Based on area coverage:

Local port
Regional port
National port
International port

1. General Port:

Port give services to any user & any cargo.

Range of cargo handling equipment,
warehouse etc. Ex: Port Klang, Penang Port,
PTP etc.

2. Specialized Port:

Cater single (or at least related) commodity

such as cement, palm oil, etc.
Advantage: Manpower & capital channeled
to only specialized ships & cargoes, quicker
cycle time, reduce handling costs.

SEAPORT CLASSIFICATION
Based on hierarchy:
Collector port
Feeder port
Hub port

Based on trade and cargo handling:

Domestic port
Export-import port
Transshipment port

SEAPORT CLASSIFICATION
Based on type of cargo/passenger/ship:
Container port
General cargo port
Specific cargo port
Fishing port
Ferry port
Cruise port
Naval port

Based on ownership and operation:

Public port
Private port
PPP port

SEAPORT CLASSIFICATION
Based on natural condition:
Natural port
Non-natural port

Based on custom:
Custom port
Free port

PARTS AND FLOWS OF

SEAPORT

PORT TERMINAL QUAY/WHARF

BERTH CONTAINER YARD / CARGO
WAREHOUSE TERMINAL GATE PORT
GATE
PORT TERMINAL QUAY/WHARF
BERTH CONTAINER YARD / CARGO
WAREHOUSE TRANSHIPMENT
PORT GATE TERMINAL GATE
CONTAINER YARD / CARGO WAREHOUSE
QUAY/WHARF BERTH SHIP

EXAMPLE: PORT OF
SINGAPORE

RATIONALE FOR PORT

DEVELOPMENT
1. Economic events in Europe, North America and Asia

Rapid industrialization & globalization has enhanced regional economic

integration.
Increase import and import demand, thus port should be more
efficiency.

2. Encouragement from government & trading

blocs

ASEAN, NAFTA, EU, WTO give high priority in developing regional

economies & international links.
Importance of port infrastructure as entry/exit point.

RATIONALE FOR PORT

DEVELOPMENT
3. The trend towards privatization
Previously most port are state owned.
1991, 70% private sector control port worldwide.
Better service, technology and infrastructure.
4. Development of Free Trade Zone
Situated close to the ports. Offers to international
trade a range of industrial and marketing benefits.
Enable companies to centralize the trading and
distribution activities.

RATIONALE FOR PORT

DEVELOPMENT
5. Importance of logistics in supply chain
Seaport form part of international distribution
chain.
Involve JIT and multi-modalism.
High tech equipment & integrated IT.

Sometimes, the people dont need a port as

shown in this picture
(Once upon a time in Denmark).

End of PART 1

SEAPORTS:
MANAGEMENT & FACILITIES
(Part 2)

01/05/16

PORT DEVELOPMENT
Some justifications about the need to the development of a port.
a. Resource and competency-based
Geographical reason (island to island transportation)
Strategic location
Natural characteristics (e.g. sea depth, turning basin,
natural disaster, wind and tide, etc.)
Human resource (Expertise in port )
Supportive
infrastructure
(multimodal
transport
connectivity, IT facilities, etc.)
Capital availability
Government policy and support
E.g. Port of Singapore

01/05/16

PORT DEVELOPMENT
Some justifications about the need to the development of a port.
b. Market-based
Location (Close to the market, near to shipping route,
etc.)
Huge market potentials (broad hinterland, high density
of population, demand for export and import, huge
shipping traffic for ancillary services, etc.)
Efficiency
(more
efficient
compared
to
air
transportation for example)
First-mover advantage (to be the first in the region to
develop a port)
E.g., Port of Rotterdam, Port of Shanghai, etc.

01/05/16

PORT DEVELOPMENT
Some justifications about the need to the development of a port.
c. Cooperative-based
Good partners or strategic alliances in port
development, management and operation
Good investors or join ventures in port related
industries
Supported by key players in the industry (port
authority, port operator, shipping liner, etc.)
E.g. Port of Laem Chabang in Thailand, PTP Port in
Malaysia

01/05/16

PORT DEVELOPMENT
Some justifications about the need to the development of a port.
d. Opportunity-based
Chances over one or more event upon a time (E.g.
economies shift from US to China and India)
Changes in government policy (E.g. the adoption from
closed market to open market, duty exemption for export
and import, etc.)
Competitors limitation (E.g. Rival ports quay draft,
handling capacity, shortage of further investment, etc.)
Unserved hinterland, new technology, new services,
etc.
E.g., Ports of China such as Port of Shanghai; PTP,
Dubai Port, etc.

01/05/16

PORT DEVELOPMENT
Some justifications about the need to the development of a port.
e. Competitive-based
Competitive advantage (cost leadership, differentiation,
focus)
Able to offer lowest cost compared to its competitors
Able to offer different services than its competitors can
do
Focus only to a particular service or business
Performing other justifications at competitive advantage
Resource and competency
Market share
Cooperation / collaboration / strategic alliances
Opportunity
E.g., Port of Rotterdam, Port of Singapore, Port of Shanghai,
etc.
01/05/16

Example Port of Shanghai: Rank 1 in

2010

01/05/16

Report 2010

01/05/16

PORT DEVELOPMENT
Among factors that are believed to affect the
development of port.
a.Privatization
Increase the efficiency, effectiveness and more competitive.
It can be fully or partially privatized:
Regulator
Operator + superstructure + infrastructure ownership
Land Ownership
The reasons of the privatization due to the poor performance
of the government sector (efficiency & profitability)
Port Reform by the World Bank PPP involvement
E.g., Nouakchott Port (Mauritania); Port of Turkey; Port of
Southampton, etc.

01/05/16

PORT DEVELOPMENT
b.

Containerization

High impact on the shift of the use of containerization

(Capacity, type, security, handling efficiency, and cost)

The use of container is rapidly increasing.

The modernized and secured container are of concerns.

Variety types of containers that evolved over time.

c.

Technology usage

Labor-intensive to capital intensive

The use of ICT e.g. EDI

Devices use at terminal port (Barcode, VR, tagging technology,

and microwave technology)

Cargo handling technology

01/05/16

PORT DEVELOPMENT
d. Giant ship
Need more space and depth at berth
The layout and the design of the port should be suited with
the size and requirement of the ship
The development and the design of the berth basically
follow the size and requirement of the ship

Emma Maersk (Length: 397 m, Beam: 56 m, Draft:15.5 m)

Knock Nevis (Length: 458.45 m, Beam: 68.8 m, Draft: 24.61m)
Oasis of the Seas (Length: 360 m, Beam: 60.5 m, Draft: 9.3 m
etc.

Change in trade pattern

Port analysts need to consider carefully the effect which the
current trend of regional co-operation in trade and industry
will have on port growth.
01/05/16

Port Governance Model (Baird

1995)
Component
Model:

Land
Ownership

Regulator

Operator

1. Pure Public Sector

Public

Public

Public

2. Public/private

Public

Public

Private

3. Private/public

Private

Public

Private

4. Pure Private Sector

Private

Private

Private

01/05/16

SEAPORTS:
PORT DESIGN & LAYOUT
(Part 3)
01/05/16

PORT:
FACTOR
DETERMINING
LAYOUT

01/05/16

FACTORS INFLUENCING PORT

DESIGN & LAYOUT
1. Legislation
Rules and laws that emphasis on control of
pollution, movement of dangerous cargo,
condition of employment, such as ISPS
code, ISM code, and so forth.
Monitoring organization: Intl. Maritime
Organization (IMO), Intl. Labor Organization
(ILO), Dept. of Environment (DOE), etc.

2. Ship size and carrying capacity

Need to accommodate longer and bigger
ships. Develop longer & deeper berth.

01/05/16

FACTORS INFLUENCING PORT

DESIGN & LAYOUT
3. Cargo handling equipment

Type of equipment to be used: cranes, vehicles, portal stackers,

mobile stackers, etc.
Increase stringency in terms of certification & annual examination of
equipment to ensure operational safety.

4. Port control system & computerization

Essential feature in modern port management.

Radar, computer system, telecommunication system, weather
forecast, tide forecast etc.

5. Site conditions

Geographical, meteorological, oceanographical, and

geotechnical/geophysical conditions.
Regional planning.

01/05/16

FACTORS INFLUENCING PORT

DESIGN & LAYOUT
6. Provision of purpose-built berths

Especially for bulk cargo (oil, coal, chemicals)

Extensive storage facilities for leased.

01/05/16

FACTORS INFLUENCING PORT

DESIGN & LAYOUT
In regard to the terminal layout, elements have to be
considered including:
terminal equipment,
stock or yard capacity;
use of computerized terminal management;
customs procedures;
gate capacity;
road/rail/inland waterway services; and
automation.

01/05/16

FACTORS INFLUENCING PORT

DESIGN & LAYOUT
In regard to the quayside planning area, elements have to
be considered including:
traffic forecast
vessel call pattern (arrival time, type and number of vessels)
quay wall layout / construction and depth of water
quay wall throughput per year
quay wall throughput in peaks
degree of automation
availability of terminal area
cost restrictions
yard technology and capacity.

01/05/16

FACTORS INFLUENCING PORT

DESIGN & LAYOUT
Quay equipment and procedures include:
(a)electronic box tagging and continuous tracking in the terminal;
(b)positioning systems for stacking equipment-radio/data

radar/GPS;
(c)quay and yard gantry cranes anti-sway and final positioning
devices;
(d)EDI and use of IT pre-planning of stacks for in-bound boxes
and retrieval boxes for loading; and
(e)quay cranes twin lift (lifting two boxes at once) and double
trolley thereby separating the vessel crane and trailer
movements.

01/05/16

FACTORS INFLUENCING PORT

DESIGN & LAYOUT
The main requirements to be considered by yard
planning on the suprastructure level are outlined in the
following:
a.quay wall throughput per year
b.quay wall throughput in peaks
c.available size and shape of yard area
d.container dwell times
e.handling performance of quay cranes
f.system restrictions relating to max. utilization
g.hinterland modal split
h.cost restrictions
i.technology alternatives to be considered for investigation;

01/05/16

FACTORS INFLUENCING PORT

DESIGN & LAYOUT
Typical requirements for landside operations are the
following:
annual throughput of truck, train, barge containers
volume of truck, train, barge containers in peak hours
number of trucks, trains, barges in peak hours
arrival patterns for hinterland traffic modes
maximum handling time per vehicle
changes in modal split
technical restrictions for access to hinterland transportation systems

01/05/16

CONTAINER PORT DESIGN &

LAYOUT
A container terminal consists of at least three operational
areas:
Operational area between quay wall and container yard (apron or

the area just behind the berth front)

Container yard (terminal storage = stacking area)
Terminal area of landside operations (including the gate, parking,

office buildings, customs facilities, container freight station with an

area for stuffing and stripping, empty container storage, container
maintenance and repair area etc.)

01/05/16

CONTAINER PORT DESIGN &

LAYOUT
The layout and choice of equipment for the above mentioned areas
and their interfaces depend on, amongst others, the:
number of containers to be handled,
available area and
mode of hinterland transport.

The combination of terminal equipment used:

at the vessel,
for transport tasks between quay and stacking yard (or vice versa),
for container stacking,
for transport from stacking yard to and from the landside operation area
and
for landside operation itself
is called operations system.

01/05/16

CONTAINER PORT DESIGN &

LAYOUT
The decision for an operations system depends, inter alia, on the following

factors:
size of vessels
traffic forecast (annual container volume)
container volume in peak hours
available land area
required stacking density of the containers per ha (configuration of stacking yard)
cost structure (wages, financial facilities, dues)
aimed STS productivity (i.e. TEU / crane / hour) STS is Ship-To-Shore
geographic restrictions of the terminal area
contingent restrictions due to soil conditions
environmental impacts like wind, ice, noise, light and snow
mean dwell time of containers in the stacking yard
TEU factor (e.g. 1,6 implies 60% of all containers are 40 ft long)
percentage of reefer containers
percentage of empty containers (short: MTs)
percentage of LCL (Less than Container Load)
the connections to the hinterland transport modes road, railway and inland waterways

01/05/16

CONTAINER PORT DESIGN &

LAYOUT
The usual equipment to fulfill the tasks in the functional terminal areas
are:
quay cranes at the vessel
STS Crane
conventional quay crane
mobile harbor crane

for container transfer (horizontal transport):

SC (max. stacking capability: 1-over-3-high) SC is Straddle Carrier
reachstacker
terminal tractor with trailer (so-called Tractor-Trailer Unit (TTU))
multi-trailer (terminal tractors with several trailers)
empty/loaded container handler
Shuttle Carrier (ShC stacking capability: 1-over-1-high)
Automated Guided Vehicles (AGV)
automated SC (max. stacking capability: 1-over-2-high)

01/05/16

CONTAINER PORT DESIGN &

LAYOUT
Continue.
for container transport and stacking within the yard:
SC (Straddle Carrier)
Rubber-Tyred Gantry crane (RTG crane)
Rail-Mounted Gantry crane (RMG crane)
container handler (like reachstacker or top lifter)
OverHead Bridge crane (OHB crane)

For the landside operation:

SC
RTG Crane
RMG Crane
Reachstacker
TTU
at the inland navigation vessel:
STS Crane
conventional quay crane
mobile harbor crane

01/05/16

Relationships of the different planning tasks: layout planning, equipment selection as well as
yard, landside and seaside capacity planning

01/05/16

CONTAINER PORT DESIGN &

LAYOUT

Straddle Carrier (SC) Operation:

a.Container
b.Loading

transport and stacking

/ unloading of rail cars

01/05/16

CONTAINER PORT DESIGN &

LAYOUT

RMG Crane with TTUs and Automated Guided Vehicles (AGVs)

01/05/16

CONTAINER PORT DESIGN &

LAYOUT:
AUTOMATION

Battery powered AGV: design concept and prototype (May 2009)

01/05/16

AUTOMATION

AGVs in the waiting/holding area at the HHLA Container Terminal Altenwerder

01/05/16

Shuttle Carrier & Reachstaker

01/05/16

CONTAINER PORT DESIGN &

LAYOUT

Automated Stacking Crane (ASC)

01/05/16

CONTAINER PORT DESIGN &

LAYOUT

ASC blocks & AGV at the HHLA Container Terminal Altenwerder

01/05/16

CONTAINER PORT DESIGN &

LAYOUT

Rubber-Tyred Gantry (RTG) Cranes

a) Diesel electric RTG crane,
b) Yard tractor with trailer container handover in an RTG block

01/05/16

CONTAINER PORT DESIGN &

LAYOUT

Rail-Mounted Gantry (RMG) & Rubber-Tyred Gantry (RTG) Cranes

01/05/16

Area utilization of some parallel interchange stacking concepts

01/05/16

Area utilization of some front-end interchange stacking concepts

01/05/16

Parallel Interchange

01/05/16

Front-end Interchange

01/05/16

Front-end interchange concepts with rising area utilization (from A to C)

01/05/16

Berth and quay relationship

Vessels served simultaneously at a continuous quay

01/05/16

Cross section of a quay crane portal (with OOG, Out of gauge cargo)

01/05/16

OOG Cargo
(out of gauge)

01/05/16

01/05/16

01/05/16

BERTH / WHARF
o

A location in a port where a vessel can be moored

often indicated by a code or name.

A place for berthing vessels to facilitate loading and

discharging of cargo.

More berth = no delays for ships. But, higher operating

cost for port operators.

Each berth perform different function.

Examples:
o

Butterworth Wharfs Break bulk cargo

Kuantan Berth chemical liquid

01/05/16

TYPES OF BERTH
1. Cold Storage Terminal
Operate in conjunction with development of refrigerated
container or purpose-built refrigerated vessels.
Especially in hot climate country. Ex: A berth in Kuwait
with 20 cold rooms & capacity of 30 000 m3 of product .

2. Container Berths
Require latest, huge & sophisticated equipment.
Have container park for storage of pre-shipment and
discharged containers.

01/05/16

TYPES OF BERTH
3. Bulk Dry-and-wet Cargo Berth
Handle both agricultural, mineral & liquid products.
Giant tanks for handling of oil, vegetable oil, soya,
maize.
Pipelines link the storage tanks with berth.
Conveyer system for loading & unloading of dry bulk.

4. Bulk Liquid Berths

Specialized berth to handle one particular bulk liquid.
Provide handling and storage facilities.
Cargo transferred from tanker berth to bulk storage
tank via stainless steel pipeline.

01/05/16

Different Types of Berth

01/05/16

TYPES OF BERTH
5. Ferry Berths/Ramps
Offer services for conveying cars, coaches, road
haulage vehicles and passenger.

6. Ro-Ro berths
Car ferries, specialist vehicle carriers.
Also for loading & unloading by fork lift truck.

7. Lay-up Berths
For the purpose of accommodating a vessel which is
waiting to repair or laid-up for the next voyage.

8. Marine oil berths

Normally situated in an isolated part of the port for
safety & environmental reasons.
Ex: PD & Melaka. Located close to Petronas refinery.

01/05/16

TYPES OF BERTH
9. Conventional Break Bulk General Cargo
Berth
Very labor intensive to handle cargo movement.
Anyway, use of mechanical equipment & palletized
cargo can help speed up process.

10.

Bulk Dry Cargo Berth

For particular or a range of dry cargo products (grain
and mineral products).
Have silos for temporary storage of agricultural
product.
Covered concrete bins for storage of minerals
(cements, clays, etc.)

01/05/16

FACTORS DETERMINING BERTH

LAYOUT
General cargo & bulk cargo berth.
Most of these factors effect both:
i. Type and size of ships/vessels
ii. Type & volume of cargo

Dangerous cargo needs isolated berth & special

precautions
Availability of land & future

development/expansion
land reclamation, depth of water

01/05/16

FACTORS DETERMINING BERTH

LAYOUT

Overland transportation system

Availability of existing transportation, distance

from/to inland cargo source.

Total cost of project.

proper evaluation to operate berth on a profit

basis

Cargo handling equipment used & degree of labor

needed
Current requirement & future technology

changes

01/05/16

FACTORS DETERMINING BERTH

LAYOUT

Climatic Condition
Determining right angle of berth before deciding

Access to & from port by vessels

Capital Investment Available

Bank Loan (Bank Pembangunan), Government

loan, port authority reserves.

Competition with other ports.

make sure the layout and facilities are globally

accepted

01/05/16

MAIN FUNCTIONS AND FEATURES

OF A PORT
1. Civil engineering features

Sea and land access

Infrastructure for ship berthing
Road and rail network
Industrial area management

2. Operational function

Pilotage, tugging and mooring activities

Use of berths, shed, etc
Loading and discharging, storage and distribution of cargo

01/05/16

MAIN FUNCTIONS AND FEATURES

OF A PORT
3. Administrative functions

Control of vehicle, all modes, entering and leaving the port

Environmental control
Control of dangerous cargo
Safety and security within the port area
Immigration, health, customs and commercial documentary
control

01/05/16

MAIN FACILITIES AND SERVICES

PROVIDED BY A PORT
SERVICES & FACILITIES
FOR SHIP
Arrival and departure
Navigation aids and VTS
Approach channel
Pilotage, tugs, and mooring
gangs
Locks (if tidal)

SERVICES & FACILITIES

FOR CARGO
Basic
Cargo handling on ship and on

quay
Transport to/from storage
storage./warehousing
Tallying, marketing, weighing,
surveying
Surveillance, protection, sanitary
measures
Dangerous cargo segregation
Customs and documentary
control
Receiving and delivery

01/05/16

MAIN FACILITIES AND SERVICES

PROVIDED BY A PORT
ADMINISTRATIVE
FORMALITIES

ADDITIONAL ADDEDVALUE SERVICES

Police, immigration, customs,

repackaging, labelling,

health
Suppliers, water, bunkers
Telephone, repairs, medical,
waste disposal
Port state control

sorting, assembling
cleaning and preparing
cargo
setting up a logistic
network
setting up a marketing
package

FLOATING TERMINAL: JUSTIFICATION

the growth of the global
seaborne trade
to keep pace with the need
for increased shipment
sizes and faster and more
efficient cargo handling
operations
to overcome existing port
inadequacies or port
limitations
01/05/16

Bulk Cargo: From mining site to

floating terminal

01/05/16

PORT SELECTION CRITERIA

1. Location of port
Key factor.
Seaport located on a trade route and shipping lane has
advantages.
Could reduce costs and voyage time

2. Ship specification
Bigger vessels need bigger port
Port could accommodate the length, beam, draft and
capacities of a vessel.
Facilities and equipment available.

01/05/16

PORT SELECTION CRITERIA

3. Efficiency factors
Operational efficiency such as TEUs handled per hour
and customs clearance period.
Turnaround time and level of traffic which could enter
and depart from port.
Reputation: Less disputes record.

4. Operating costs
Port tariff structure.
Cargo loading and unloading charges and ancillary
charges e.g. warehousing charges, fuel and water
charges, Insurance, and equipment costs.
01/05/16

PORT SELECTION CRITERIA

5. Close contacts
Port authority, shipping agents, forwarders, trade
association, inland transport and warehousing operators.

6. The degree of technology

Present of modern technology.
Computerization and electronic data interchange
Reliable weather prediction system, safety.

7. Environment
Political, legal and economic stability.
Security conditions.
01/05/16

PORT SELECTION CRITERIA

8. Support system and infrastructure
Ship repair and service facilities, container cleansing,
tanker cleaning and cargo handling equipment.

9. Trade center
Port close to FTZ, Distripark, and other industrial parks.

10. Level of traffic at Port

Congestion, busy, long queue

01/05/16

PORT SELECTION CRITERIA

11. The profitability the ship-owner will
generate from the port
Overall cost at a port

12. Numerous efficiency factors exist when

undertaking a comparison of ports
Overall efficiency at a port

13. Competition
Cost leadership, differentiation, and focus

14. Peripheral resources within the port are

significant and their pricing
Fuel, water, hotel accommodation, crew shopping, tourism
spot, etc.
01/05/16

PORT SELECTION CRITERIA

15. The quality of port management
Good governance, quality system, quality labors, quality
equipment and facilities

16. Innovation is a key factor in successful

port management
Conventional vs. contemporary

17.Compliance with MARPOL-IMO-ISPS codes

Pollution awareness
Ship and Port Facility Security awareness

18. The value added benefits offered to shipowner/carriers

19. Cargo Destination, Contract (Tramp
Service).
01/05/16

CHALLENGES TO PORT OPERATORS

1. Increase in size and speed of a ship
Ship design determines the infrastructure &
layout of ports.
Upgrade berth length & depth to accommodate
bigger vessels.
Upgrade terminal facilities to suit with vessel
requirements
2. Multi-modalism
Require efficient terminal facilities & integration
with road & rail access that interfaced with
ports.
Support activities freight forwarding, agents,
warehouse, haulers.
01/05/16

CHALLENGES TO PORT OPERATORS

3. Containerization
Cargo throughput at modern berth is up to 6
times greater compared with a decade ago.
Increase in cargo transported via container.
(The incoming 18,000 TEU containership)
Infrastructure to accommodate fast handling of
container. (Manual vs. Automatic; New Handling
Technology or Notion)
Lifting apparatus, container stacking areas,
railway wagons or road haulage.
01/05/16

01/05/16

CHALLENGES TO PORT OPERATORS

4. Information & communication
technology
Importance of EDI in port operation.
For faster speed of cargo handling &
greater accuracy.
Eliminate exchange of hard copy
documentation at terminal.

01/05/16

Port State Control

Port State Control (PSC) is the inspection of foreign
ships in national ports to verify that the condition of
the ship and its equipment comply with the
requirements of international regulations and that the
ship is manned and operated in compliance with
these rules.
Under Port State Control (PSC), inspection of ships in
port would be taken by Port State Control Officer
(PSCO).
Detention of the ship is the last course of action that a
PSCO would take upon finding deficiencies aboard the
vessel.
01/05/16

01/05/16

HHLA Container Terminal Altenwerder

01/05/16

01/05/16

END OF THE TOPIC