Ship and Yard Planning Supervisor

Participant Handbook
Sector
Logistics
Sub-Sector
Ports Terminals, ICD and CFS
Occupation
Port Operations Coordination,
Documentation and Reporting
Reference ID: LSC/Q3501, Version 1.0
NSQF Level 5
Ship and Yard Planning Supervisor

(Electives – Dry Bulk Cargo/
Containerized Cargo)
(Options – Agency Operations/ Container
Tracking and Vessel Planning)
Published by
Email:
Website: www.lsc-india.com
All Rights Reserved,

First Edition
ISBN
Printed in India at
Copyright © 2021
Logistics Sector Skill Council
Logistics Sector Skill Council Contact Details:
Address: No.476, Temple Tower, Ground Floor,
Anna Salai, Nandanam,
Chennai - 600 035.
Email: reena@lsc-india.com
Phone: 044 4851 4605
Disclaimer
The information contained herein has been obtained from sources reliable to Logistics Sector Skill Council.
Logistics Sector Skill Council disclaims all warranties to the accuracy, completeness or adequacy of such
information. Logistics Sector Skill Council shall have no liability for errors, omissions or inadequacies, in the
information contained herein or for interpretations thereof. Every effort has been made to trace the
owners of the copyright material included in the book. The publishers would be grateful for any omissions
brought to their notice for acknowledgements in future editions of the book. No entity in Logistics Sector
Skill Council shall be responsible for any loss whatsoever, sustained by any person who relies on this
material. The material in this publication is copyrighted. No parts of this publication may be reproduced,
stored or distributed in any form or by any means either on paper or electronic media, unless authorized
by the Logistics Sector Skill Council.
Skilling is building a better India.
If we have to move India towards
development then Skill Development
should be our mission.
Shri Narendra Modi

Prime Minister of India
iii
Certificate
CURRICULUM COMPLIANCE TO
QUALIFICATION PACK - NATIONAL OCCUPATIONAL
STANDARDS
is hereby issued by the
LOGISTIC SECTOR SKILLS COUNCIL

for the
SKILLING CONTENT: PARTICIPANT HANDBOOK

Complying to National Occupational Standards of
Job Role/ Qualification Pack: ‘Ship and Yard Planning Supervisor ’ QP No.‘LSC/Q3501 NSQF Level 5’
Date of Issuance: May 20th, 2021

Valid up to*: May 20th, 2022
Authorized Signatory
*Valid up to the next review date of the Qualification Pack (Logistic Sector Skill Council of India)
‘Valid up to’ date mentioned above (whichever is earlier)
iv
Acknowledgements
We wholeheartedly thank all the organizations who have immensely helped us in endorsing the
contents of this Participant Handbook thus contributing towards skilling based on the Qualification
Pack (QP) & National Occupation Standards for Ship and Yard Planning Supervisor.
We thank the subject matter experts who have helped us in developing the content of this
Facilitator Guide.
This Facilitator Guide will help the trainers to establish skill development initiatives in a successful
manner. It is expected that this guide would meet the complete requirements of QP/ NOS based
training delivery.
v
About this Book

This Participant Handbook is designed to enable training for the Ship and Yard Planning Supervisor
Qualification Pack (QP). Each National Occupational standard (NOS) is covered across Units.
After reading this book one would be able to understand all the requirements and various processes
to be followed by Supervisor in Ship and Yard planning business. Insights about various activities
performed by a supervisor from management to operations have been covered in this book.
Key characteristics of this handbook:

(i) It discusses the concept of Ship and Yard planning in an easy to learn manner.
(ii) It presents Ship and Yard planning concepts in interactive and professional way.
(iii) It gives opportunity for learners to foresee themselves in a professional set-up.
Key Learning Objectives for the specific NOS mark the beginning of the Unit/s for that NOS. The
symbols used in this book are described below.
Symbols Used
Key Learning Summary Unit Tips Notes Exercise

Outcomes Objectives
vi
Table of Contents
S.No. Modules and Units Page No.
1. Introduction to Ship and Yard Planning 1

Unit 1.1 - Introduction to Maritime Logistics 3
Unit 1.2 - Port Ecosystem 8
2. Allocate Resources and Streamlining Operations at the Yard (LSC/N3501) 12
Unit 2.1 - Introduction to Container Yard, Layout and Yard Address 14
Unit 2.2 - Yard Integrity and Yard Maintenance 17
Unit 2.3 - Gate Operation 18
Unit 2.4 - Duties of Yard Supervisor in Export Yard 20
Unit 2.5 - Duties of Yard Supervisor in Import yard 21
Unit 2.6 - Yard Efficiency and Resources 23
Unit 2.7 - Stakeholders 25
Unit 2.8 - Terminal Operation Planning 28
3. Yard Planning and Cargo Handling (LSC/N3502) 34
Unit 3.1 - Yard Operations 36
Unit 3.2 - Manpower Strategy 39
Unit 3.3 - Terminal Performance Measurements 41
Unit 3.4 - IT Tools 43
4. Handling Hazardous Goods (LSC/N3504) 47
Unit 4.1 - Handling Hazardous Goods 49
5. Documentation Related to Port Clearance and Cargo (LSC/N0321) 58
Unit 5.1 - Regulatory Compliances for Vessels 60
Unit 5.2 - Import Cargo Documentation 62
Unit 5.3 - Export Cargo Documentation 63
Unit 5.4 - Online Platforms for Documentation 66
6. Guidelines on Integrity and Ethics (LSC/N9904) 73
Unit 6.1 - Maintain Integrity and Ensure Data Security 75
Unit 6.2 - Professional and Ethical Practice 77
Unit 6.3 - Ensure Regulatory Compliance 79
7. Compliance to Health, Safety and Security Norms (LSC/N9905) 82
Unit 7.1 - Follow Health, Safety & Security Procedure 85
Unit 7.2 - Habits for Safety & Health 90
vii
Unit 7.3 - Ensure an Organized Work place 92

Unit 7.4 - Ensure Security at the port 94
8. Elective 1: Handle Dry Bulk Cargo (LSC/N3505) 101
Unit 8.1 -Basic Infrastructure and Operations 103
Unit 8.2 - Bulk Yard Operations 105
Unit 8.3 - Dry Bulk Conventional Operations 108
Unit 8.4 - Grain Terminal 111
9. Elective 2: Handling Containerized Cargo (LSC/N3506) 116
Unit 9.1 - Plan Storage Bay 118
Unit 9.2 - Handling Reefer Cargo 121
Unit 9.3 - Container Handling Equipment 122
Unit 9.4 - Safety and Health in Ports 127
Unit 9.5 - Safety in Container Operations 133
10. Option 1: Business Development and Stakeholder Relations (LSC/N9701) 138
Unit 10.1 - Build New Business Prospects 140
Unit 10.2 - Social Media Engagements 144
Unit 10.3 - Coordinate with Government, Regulators and Other Service Providers 146
11. Option 2: Container Tracking and Vessel Planning (LSC/N3508) 152
Unit 11.1 - Vessel Planning 154
Unit 11.2 -Marine Container 156
Unit 11.3 - Container Tracking 158
Unit 11.4 - Damages to a Container 161
Unit 11.5 - IT/ERP Systems in Terminal Planning and Operations 165
The book on New Employability Skills is available at the following location: https://eskillindia.org/Home/
handbook/NewEmployability
viii
ix
1. Introduction to Ship
and Planning
Planning
Unit 1.1 – Introduction to Maritime Logistics
Unit 1.2 – Port Ecosystem
1
Key Learning Outcomes

At the end of this module, the participants will be able to:
1. Discuss the developments in the maritime logistics following containerization.

2. Explain the impact of containerization on Shipping and Ports.
3. State the impact of increasing global trade on shipping and ports
4. Describe the Port ecosystem.
5. Identify the road map for sustainable development of a port.
2
Unit 1.1 - Introduction to Maritime Logistics
Unit Objectives
At the end of this unit, participants will be able to:
1. Describe the developments in maritime logistics from the container era
2. Explain the impact of growth in global trade on shipping
3. State the impact of growth in global trade on working of ports
4. Describe the elements of ship and yard operations
1.1.1 Maritime Logistics

The port is an important node in the logistics chain. In the earlier centuries, the port was considered
as a junction of sea conveyance, like a ship and land conveyance like a truck. The cargo handled at
the ports up to the 1960s were either dry bulk cargo, liquid bulk or break-bulk cargo. From the
1960s the world witnessed the advent of containerization.
The containerization brought in revolutionary changes in maritime logistics. Cargo began to be

transported in the metal boxes called ‘Marine Containers’. The containers were of standard and
uniform size across all countries. The standardization enabled the containers to be transported
internationally in all modes of transport. The use of containers cargo brought in speed, efficiency
and safety in cargo transportation. The containers were mainly of the following standard sizes.
 Containers that measured 20-feet lengthwise referred to as TEUs (Twenty-foot Equivalent

Units)
 Containers that measured 40-feet lengthwise referred to as FEUs (Forty-foot Equivalent
Units) or more commonly, as Two-TEUs
The containerization changed the infrastructure required in a port. The containerization also
changed the nature of operations in a port.
During the period from 1980s, the world trade increased tremendously. The increase was mainly
experienced in the containerized movement, and global container cargo which was 102 million tons
in 1980 increased to 1834 million tons in 2017. The growth of containerized cargo created large
demand in ship capacities that led to the introduction of bigger container vessels. The largest
container vessels of the 1990s had a capacity of 6000 TEUs. Some of the container vessels built after
the year 2015 have a tremendous capacity of even exceeding 20000 TEUs.
In the pursuit of reducing freight costs of the dry bulk and liquid bulk cargo, larger vessels were also
introduced in the transport of such cargo during this period. Today we have dry bulk vessels called
‘Cape Size’ which carries over 180000 tonnes of dry bulk cargo. We see Ultra Large Crude Carriers
(ULCC) which carry crude oil over 3,00,000 tonnes.
3
The increase in the size of vessels led to heavy investments, and in order to recover the capital and
operational costs, the vessels have to perform a maximum number of voyages in a year. The
operational time spent by a large vessel in a port has to be minimized. There is a huge demand on
the ports to increase productivity in the operations. The ports must ensure that an arriving vessel
will not be detained in the anchorage waiting for a berth. When the ship is berthed, the cargo
handling operations should start immediately without loss of time. After completion of the
operation, the vessel should sail out without loss of time. The port is required to ensure high
productivity in the loading and unloading operation.
1980 2005 2020

2500 TEUs 8600 TEUs 20000 TEUs
Fig. 1.1.1 Increase in Capacity of Container vessels
The operations of high productivity require the port to deploy an adequate number of quay cranes,
and each individual crane should be performing with high productivity. For the individual crane in
the quay to perform efficiently, there should be high level of coordination with operations in the
yard. The efficiency of operations both at the quay and at the yard are dependent on factors like
manpower productivity and maintenance system.
The container yard is usually divided into export yard and import yard. The arrangement of the
containers should facilitate a container to be retrieved very fast. Yard cranes are deployed to offload
the export container coming by the external vehicle in the yard. Similarly, Yard cranes are engaged
to load internal trucks to transport the export containers from the yard to the vessel for loading.
This operation requires to be efficient, accurate and continuous.
The yard operations and ship operations form a continuous and seamless chain of activities which
demands a high degree of coordination
In addition to the storage of export containers and import containers, the yard operations cater to
the requirements of the special categories of containers like hazardous containers, empty containers
and damaged containers.
Most of the terminals today have rail connectivity, and the yard operations are targeted to ensure
quick turnaround of a container train. Adequate cranes have to be deployed, the productivity of
individual crane is to be monitored, and more importantly, preplanning should be done to prepare
the containers to be loaded to the destination of the train scheduled.
4
Fig. 1.1.2 Container Yard
The high productivity in yard operation can ensure that there is no congestion in the yard and
service is rendered to the vessel and customers efficiently and promptly.
The terminals also have an efficient Gate Operations system which regulates and streamlines the
movement of export cargo into the terminal. The exit of the import cargo is also verified and
streamlined through the gate operations. In today's large terminals, the gate operations have to be
highly accurate to serve the thousands of customers without an error promptly.
Cargo Terminal
Waterside Landside
Vessel Berth Yard Gate

Operations Operations Operations Operations
Fig. 1.1.3 Operations at a cargo terminal
5
“Ship and yard planning supervisor” Job Role
The challenges detailed above in the operations implies that the manpower deployed in the ship
and yard planning operations requires a high degree of knowledge, skill and aptitude. The basic
activities in the yard involve the receipt and placement of export containers brought in by the
vehicles at designated slots in the export yard. Similarly, the import containers unloaded from the
vessel and transported by the terminal truck are to be placed in a designated slot in the import yard
and subsequently given delivery. The placement accuracy is required for error-free and quick
retrieval of containers. The placement of containers is coordinated by the signalman deployed in the
yard and the yard crane operator who performs the physical activity of transfer of container. The
signalman and yard crane operators are the primary operational job roles in the yard. The
maintenance of cleanliness and hygiene are performed by personnel of lower skill level. (The cargo
stevedoring and surveying are performed at the berth by other job roles which are not covered in
this module.)
An important activity preceding and guiding such basic movements is the meticulous space planning
for locating the containers in the yard. The central planning division of terminal operations
coordinates the activities at the terminal gate, yard and also at the berth.
The sequence of placement of containers in the vessel should ensure that the containers for the
farthest destinations should be at the bottom of the container stacks in the vessel. Similarly, among
containers for a single destination the heavier containers should be at the bottom. Containers
containing dangerous cargo should be handled complying with specific requirements. Any error in
sequence of moving containers from the yard in violation of such planning will lead to wasteful
movements to correct the situations. Inaccuracy in stowage can lead to instability of a vessel while
on voyage. Accurate and seamless feeding of the container from the yard is required for continuous
operation of the berth cranes. The berth efficiency is therefore strongly linked to the yard
operations. The yard operations also involve maintaining high security for the cargo in the yard. The
hazardous cargo needs to be isolated and preserved. The traffic movement within the yard should
be well planned and unhindered. The activities should conform to high standards of safety and
environmental care.
The supervisor who oversees the functioning of ship and yard planning is an important job role in
the terminal. He closely interacts with the terminal planning division and assesses the work to be
performed. He identifies the work targeted for the day and estimates and allocates the machine and
human resources optimally to complete the operations efficiently. He supervises the performance
of the manpower deployed in the yard. He oversees the accuracy in storages and identifies the
deviations and initiates corrective measures. He also ensures that dangerous cargo and any other
cargo which requires special treatment are adequately maintained and preserved. If the yard is used
6
to store to bulk cargo like coal, the supervisor has the responsibility of care against issues like
spillages and atmospheric pollution. The job role has the responsibility to optimally and judiciously
use the terminal resources towards generating maximum revenue. The supervisor should have
thorough knowledge about the documentation and procedures. The supervisor shall have skills to
lead a team under him to discharge the operations with a high degree of motivation. In the CFS and
ICD, the work of the supervisor is more focused on operations in the yard in the absence of a berth
interface. The ICD and CFS will have space crunch and the supervisor will ensure the prompt
evacuation of aging containers. The supervisor shall provide inputs for the internal finance to
prepare the invoice for charges. The supervisor will closely interact with the mechanical division to
indent for the equipment and HR division to deploy the personnel. The supervisor shall facilitate
Customs and other regulators to have prompt inspections while the cargo is in the yard. The
supervisor will also listen to and address the requests received from the customers of the port or
CFS. The performance of the ship and yard planning supervisor contributes significantly to the
terminal performance.
Fig. 1.1.4 Job role of Ship and Yard Planning Supervisor
7
Unit 1.2 - Port Ecosystem
Unit Objectives
1. Describe the key entities in the port ecosystem
2. Elaborate the importance of business orientation for Port officials
3. Discuss the nature of sustainable ports.
The port eco-system consists of customers (vessel and cargo owners), terminal operators, other
Service providers and regulators. Other service providers include stevedores, customs brokers and
steamer agents. For a port eco-system to function optimally, the operation managers have to ensure
that each of these agencies performs efficiently and coordinate well with the terminal activity.
The port operations are regulated by a large set of rules and regulations for safety, efficiency, and
sustainability. Some of the requirements are as per international guidelines, and other requirements
are as guided by national and state laws. The terminals and service providers must comply with
these rules in the conduct of the port operations. The customs and other regulators perform the
sovereign functions in the import and export trade.
• Community • Customs
• Immigrtion
• PHO
• PGAs (PQ,FSSSAI)
• MMD
Government
Port
Regulators
Authority
Terminals
Cargo Vessel
• Exporter/Importer
• CB (CHA) • Ship Agent
• CFS • Stevedore
• Transporter • Reception facilities
• Freight Forwarder
Fig. 1.2.1 Port Ecosystem
8
Ports are an important infrastructure of the country. The ports have to abide by the policies of the
government relating to infrastructure. The policies may include utilizing the port as an instrument
for developing trade and industry and also enhancing employment. The ports shall also abide by the
general policies of environment care.
The ports have a large amount of responsibility to the community. The ports should strive for good
coexistence with the community. Activities of the port shall not cause environmental pollution or
any other disturbance to the life of the community near the port. The port is expected to extend
possible help to improve the standard and quality of life of the community.
The port officials also have to identify their contribution in creating a good image for the port. They
have to ensure the prospects to increase the business volume capitalizing the good image created
through excellence in operations and maintaining high standards of ethics and sustainability.
Fig. 1.2.2 Road map for Sustainable functioning of ports
Tips
 Identify the container ship sizes in the decade 2000-10 and 2010-2020
 Identify the dry bulk ship sizes in the decade 2000-10 and 2010-2020
 Find the function of each stakeholder in the port ecosystem
 Identify the functions rendered by the Customs
 Recognize the sustainable practices in ports
9
Notes
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Summary
The chapter provides information on the developments in maritime logistics in the period after
1960s. The port sector and shipping sector underwent major transformations after the advent of
containerization. The increase in world trade was tremendous in the last 50 years. The ship sizes
witnessed significant growth. In this circumstance, the pressure on the ports to increase efficiency in
operations became very high. The port ecosystem is a collection of customers, regulators, other
service providers and terminal operators. The performance of each need to be high, and the
coordination should be optimal to create the desired level of efficiency in port functioning.
Exercise
1. Why should the marine containers be of standard sizes globally?
2. What is the consequence of increase in world trade on ship sizes?
3. Who are the regulators in the Port ecosystem?
4. What are the expectations of Government from a port?
5. Why are universally applicable rules, codes and guidelines found in the port and shipping sector
6. What are the key steps in sustainability of ports?
7. What functions are performed by PHO?
8. What are the obligations of a port to the community?
10
11
2. Allocate Resources
and Streamlining
Operations at the
Yard
Unit 2.1 - Introduction to Container Yard, Lay out and Yard
Address
Unit 2.2 - Yard Integrity and Yard Maintenance
Unit 2.3 - Gate Operation
Unit 2.4 - Duties of Yard Supervisor in Export Yard
Unit 2.5 - Duties of Yard Supervisor in Import yard
Unit 2.6 - Yard Efficiency and Resources
Unit 2.7 - Stakeholders
Unit 2.8 - Terminal operation planning
LSC/N3501
12

At the end of this module, participants will be able to:
1. Describe the necessity of yard planning and resource allocation.
2. Explain the cargo/container movement plan to the team.
3. Discuss the cargo loading/unloading process.
4. Develop preventive and corrective action plans for deviations.
5. Describe the compliance with hazardous cargo handling procedures.
6. Identify relationship elements among shipping companies, freight operators, vessel, port
authorities and other agencies.
7. Describe the compliances required for yard cleanliness and SOP norms.
8. State the operational process for improving efficiency.
13
Unit 2.1 - Introduction to Container Yard, Layout and Yard

Address
Unit Objectives
1. List various components of the yard
2. Explain the layout of the yard
3. Discuss the yard address of a container
4. Describe the longitudinal transverse coordinates and vertical tier
2.1.1 Container Yard in a Port

The container yard is one of the most important operational areas of a port. The yard is a buffer
between water and landside operation.
It is a well-constructed and maintained open area between the gate and the berth. The export
containers usually arrive at the port 2 or 3 days before the ship's berthing on which it is to be
loaded. The export containers need to be stored safely and systematically in the port until the
vessel's arrival. Export containers which come into the port are brought in by external truck through
the terminal gate and placed in a designated place in the yard by unloading using a yard crane. The
containers are stored at a specific place so that they can be easily retrieved for loading on the
vessel. At the time of loading, the containers are lifted by a yard crane and placed on a truck of the
terminal. The truck takes the container to the berth. At the berth, the quay crane lifts the container
from the truck and places the container at the appropriate place in the vessel. Similarly, an import
container is unloaded from the vessel by the quay crane and placed on the truck. The truck takes the
container to the import yard. The imported container waits one or two days before being evacuated
out of the port. Import containers are also stored systematically.
The yard is constructed very strongly so that it can bear a load of containers placed one over the
other in multiple layers. Usually, containers are placed up to five or six layers. Any weakness in the
yard surface can result in tilting and toppling containers and leading to big accidents. The area of the
yard requires to be sufficient to store the number of maximum containers likely to be present in the
port during any day of the year.
The container yard where export containers are stored is called export yard, and the part of the yard
where import containers are stored is called the Import yard.
The export yard is usually nearer to the quayside.
The efficiency in yard operations is essential for achieving high productivity in cargo loading and
unloading operations at the quay.
14
Fig. 2.1.1: A container yard
2.1.2 Yard layout

A container yard is required to store a very large number of containers. To facilitate quick placement
and retrieval, a unique position within the yard is to be assigned to each container. This unique
position is called ‘yard address’. While terminology used by ports can differ, a general way of
describing container slot address is given below.
The unique position of a container slot is denoted by an address containing 6 Alphanumerical.
The entire yard is divided into areas called blocks. Each block is denoted by two Alphabets or an
Alphabet and a digit. E.g., AA, AB, A1, A2, 3X
Within a block, there are longitudinal coordinates (markings) indicated by two digits say ‘01’,’03’ etc.
The coordinates will be marked with odd numbers like 01, 03, 05 etc. with the space for storing 20
feet containers.
A 40 ft container is placed occupying the space for two 20 feet containers. For example, if a 40 ft
container is placed in slots 05 and 07, then the co-ordinate for that container will be indicated as 06.
It would also imply that the slots 05 and 07 are occupied. An even number for Longitudinal
coordinate will indicate that it is a 40 ft container and that the adjacent twenty-foot slots are
blocked.
Within a block, there are also transverse markings from left to right in the alphabetical order, A, B, C
etc.
The third coordinate inside a block indicates the vertical (layer) position. It is numbered from
bottom to top. If a container is placed on top of only one container, the vertical coordinate is ‘2’.
The complete address of a container located in a yard will have 6 Alphabets/Digits. The address will
be 8C 11 D 4. It means that the container is a 20’ container and is placed at
Block -8C
Longitudinal coordinate – 11
Transverse co-ordinate- D
Vertical layer – 4
15
43
41
39
37
35
33
31
29
25
23
23
23
21
19
17
15
13
11
09
07
05
03
01
27
3
1
A
8C B
Fig 2.1.2. Longitudinal and Transverse co-ordinates in a Block
Fig. 2.1.3 Berth and Yard
Notes
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16
Unit 2.2 - Yard Integrity and Yard Maintenance
Unit Objectives
1. Describe the importance of maintaining high yard integrity
2. List the steps in maintenance of Container yards
2.2.1 Yard Integrity

The yard address is allotted to each container in the yard by the software system called the Terminal
Operating System. When a truck carrying export container reports at the terminal gate, the yard
address is given to the driver to facilitate the container truck driver to come to the exact position
where the container needs to be unloaded. The movement of such trucks is guided and monitored
by tracking systems also in modern terminals. A similar instruction is given at the gate when a truck
arrives to carry import containers unloaded from the vessel.
The yard integrity is defined as the extent to which containers in the yard are placed adhering
accurately to the position assigned to it. If the yard integrity is 99%, it means that out of a random
100 containers verified for accuracy of the position, 99 containers will be in the correct position.
Wrong placement of container will lead to a severe loss of time in tracing. Severe delay on this
account will result in delay in ship loading. Similar delay shall occur when an empty trailer arrives to
pick up an import container.
2.2.2 Yard Maintenance

The yard supervisor shall also ensure that the yard is maintained in proper conditions.
The yard surface should be even. The marking of blocks and coordinates clear and prominent.
Marking indicating the permitted lanes for movement of container trailers and yard cranes should
be prominent.
Proper board should be installed in the yard indicating Do’s and Don’ts. The board should have
instructions also in vernacular to guide the drivers.
The container yard and the lanes for movement of cranes/vehicles shall have adequate and uniform
lighting.
In the event of noticing a congestion of traffic at any point in the yard, the supervisor shall alert the
Managers and initiate steps for redefining the routing.
The yard is a sensitive and secured area, and there shall be no unauthorized entry of persons and
vehicles into the yard area.
If there is an untoward congestion occurs in a yard due to any unforeseen contingencies, it is
preferable to alert the gate to wait for resolving the issue in the yard before permitting entry of
further vehicles. Arrival of more vehicles can delay the process of resolving the issue.
17
Unit 2.3 - Gate Operation
Unit Objectives
1. State the importance of Gate operations
2. List the checks and verifications at the terminal gates
3. Explain the activities during the Gate Operation
2.3.1 Gate Operation

The Terminal gate is the point at which authorized entry/exit is given to the containers and vehicles.
It is to the gate office that the export container trucks report to enter the terminal. Terminal has to
ensure that only a container which is due for loading in a ship coming in the next few days should be
entering the terminal. This is ensured at the gate. The vehicle details of the truck bringing the
container and details of the driver of the vehicle are also recorded at the gate. The details are
required to ensure that only authorized persons are entering the terminal and that a vehicle
entering also has valid documents. At the gate, an export container is given the address of the slot in
the yard to which the export container should be taken by the driver. The gate operation requires to
be very efficient and smooth. Inefficiency and delay at the gate can result in long queue of vehicles.
Some ports provide a waiting area outside the gate to ensure that the gate is not congested.
Recently ports have started verification processes at the waiting area to reduce the work and time
spent at the gate.
Similarly, import containers are also going out of the terminal gate after proper inspection. It is
ensured that a container fully cleared only is exiting the terminal area.
The terminal gate system usually has a number of lanes for both exit and entry. Each lane is a path
with one gate through which a container truck can move. Ports with large traffic provide more lanes.
If one container truck takes 2 minutes at the gate, in one hour 30 trucks can enter through one lane.
If four lanes are provided, 120 trucks can move through the gates in one hour. The number of lanes
is decided based on the number of trucks required to enter at the peak time of the traffic.
Following are checked at the gate for export containers entering:
 The approval of the Customs for export of the container. The Customs approval is called ‘Let
Export Order (LEO)’ given after the verification of documents/Cargo.
 Form 13, issued by the shipping line. Form 13 ensures that the container will have a slot in
the designated vessel. It ensures that the container shall not lie idle in the yard. It is like
boarding pass issued by the Airlines.
At the terminal gate, the container number and the seal is verified and subject to finding the Let Export
Order and Form 13 in order and compliances, if any, in respect of the specific cargo, the container is
permitted in. The verification of the identity of the driver and the details of the vehicle are also done.
18
At the gate, the terminal operating system (TOS) allots a slot address through the gate module to
the container. The driver of the vehicle takes the container to the location indicated by slot address.
Berth Yard Gate
Fig. 2.3.1 Layout of a Terminal
19
Unit 2.4 - Duties of Yard Supervisor in Export Yard
Unit Objectives
1. Explain the important duties of an export yard supervisor
2. Describe the key responsibilities of the supervisor and how they are discharged.
2.4.1 Duties of Yard Supervisor in Export Yard

a. Every port shall have an SOP/manual for container operations. The yard supervisor shall keep a
copy of the extract of SOP for export yard operations.
b. The yard supervisor shall have the programme of ship movements for the next 7 days.
c. The yard supervisor shall ensure adequate space for consolidating the containers for sailings of
the ensuing days. He shall form the estimate of container inward movements and movements
to the Quay for the day and ensure availability and placing of Container Handling equipment.
Intent to be given to Mechanical Equipment Section in advance.
d. He shall periodically monitor the arrival of vehicles bringing export containers and make
random checks to ensure correct placements.
e. The Yard Supervisor is responsible for supervising that work is carried out as per the planning.
f. He has to inform the manager of additional requirement of manpower if any.
g. The yard supervisor will also ensure that adequate number of vehicles are provided to the yard
for transporting the containers from the export yard to the vessel quay cranes. This is to ensure
that there is no idling of cranes or vehicles.
h. The yard supervisor should also ensure that the lines indicating the pathway of vehicles and
heavy equipment are clearly marked and properly illuminated and that there are no
obstructions on the path way.
i. The yard supervisor shall keep proper accounts of the container inward and container outward
movements.
j. The stacks in an export yard are usually created on the basis of vessels or vessel services to
ensure quick retrieval and transport when the vessel is at the berth.
k. Supervisor shall maintain record of Shut out Containers and keep them in identifiable place. A
Shut out Container is a container which enters into the Port as an export container for a
particular vessel and could not be loaded on the particular vessel on the designated voyage for
reasons whatsoever. The customer shall usually approach Customs and shall get permissions
for loading the Shut out Container in the next vessel.
20
Unit 2.5 - Duties of Yard Supervisor in Import yard
Unit Objectives
1. Explain the important duties of an Import yard supervisor
2. Describe the key responsibilities of the supervisor and how they are discharged .
2.6.1 Duties of Yard Supervisor import Yard

a. Every port shall have an SOP/manual for operations. The yard supervisor shall keep a copy of
the extract of SOP for import yard operations.
b. The yard supervisor shall keep the programme of ship movements for the next 7 days.
c. The yard supervisor in an import yard is to ensure the accurate placing of containers unloaded
from the vessel and brought to the yard by the trucks.
d. The yard supervisor shall ensure adequate space for placing the containers unloaded from the
vessel and to be placed in the yard.
e. He shall form the estimate of container inward and outward movements and ensure availability
of Container Handling equipment. Indent to be given to Mechanical Equipment Section in
advance. He shall collect details of containers cleared for evacuation on real time basis from
control ling office.
f. The stacks in an import yard are usually created on the basis of major destinations like the CFSs.
If there are 10 container freight stations to which majority of the containers are moving, then
such will be stored in 10 stacks, corresponding to each CFS. Since the Customs clearance is done
in the CFS the containers of each stack are picked and loaded on to the trucks sent by the CFS on
‘best pick’ method. The remaining containers will be stored in stacks based on certain logic
enabling quick retrieval.
g. DPD containers are evacuated from the DPD stack as and when the importer arranges vehicle
after Customs clearances. In such ‘cherry picking’ situation, the yard supervisor has to plan to
reduce the number of unproductive moves to pick a container.
h. The yard supervisor should also ensure that the lines indicating the pathway of vehicles and
heavy equipment are clearly marked and properly illuminated.
i. The yard supervisor has to verify the container number and identity before loading the
container.
j. The supervisor has to keep age-wise list of long pending containers and he has to alert the
superiors.
k. A follow-up with the consignee can help in clearing majority of the long pending containers. (In
some terminals the long-standing containers are removed from operational area to a remote
location so that the operational area is not hampered by the accumulation of uncleared
containers.)
21
l. For evacuation of DPD containers, the Customs clearance (OOC) and delivery order (DO) from
shipping line are required. When these two are submitted, the DPD container is ready for
delivery.
m. Some State Governments like Maharashtra impose further duties like stamp duty. The evidence
of having paid such duties need to be verified before delivery in such cases.
n. After the receipt of the delivery order and Customs clearance the yard supervisor shall indent
for the equipment to give delivery at the designated time when the truck for evacuation of
container arrives.
o. In the case of CFS container equipment need to be arranged when the intimation from the CFS is
received.
p. Since the yard area is limited the yard supervisor shall ensure that import containers do not lie
for long periods without clearance.
q. A part of the containers may be evacuated by rail. The yard for keeping such containers will be
close to the rail siding as possible. Alternatively, the containers can be arranged near the siding
when intimation of arrival of a container train is received.
r. The Terminal planning and control section will give intimations of hazardous containers. Such
containers have to be kept in the isolated area ear marked for hazardous containers and other
required compliances to be made.
s. The yard supervisor shall keep proper accounts of the container inward and container outward
movements
22
Unit 2.6 - Yard Efficiency and Resources
Unit Objectives
1. Determine the number of trucks required for berth operation
2. Discuss the conditions to reduce the cost by lesser deployment of vehicles
2.5.1 Trucks Required for Terminal Operations

We have studied about the container yard and its importance. We have also studied how the
containers are stored. What are the operations in a yard? The containers coming into the yard need
to be unloaded by the yard crane at the designated place. They have to be stacked in such a way
that for every container taken out there will be minimum disturbance to other containers. A
container at the top layer can be taken out without disturbing any other container. However, if a
container at the bottom of 3 layers of containers is to be taken out, the two containers on top of this
container has to be moved. Such movements necessitate additional efforts.
When the ship is ready for loading, the export container is moved from the yard to the berth in the
terminal’s truck. The operation of the yard crane and the arrival of trucks should be coordinated.
An import container unloaded from a vessel is moved from the berth to the yard by the terminal
truck. The loading of the import container should be fast, and the external vehicle should be able to
return at the earliest with the import containers. Longer time consumed in the yard result in idling
of the vehicle and higher cost.
Calculation of Number of Trucks required for Export Yard

In a container terminal, internal trucks transport export containers to the quay crane from the yard
and transport import containers from the quay to the yard.
How many terminal trucks are required to feed the quay cranes operation? This question is relevant
since if more trucks are used the cost of working increases.
A simple calculation is done. If the distance from the export yard to the Quay is 600 meters, the
vehicle would take nearly 2 minutes for travelling from yard to quay.
The truck may spend 5 minutes including waiting time at the crane side till container is picked up by
Quay Crane.
The vehicle will return to the yard in another 2 minutes.
Next container is loaded in the same truck in 10 minutes at this yard by yard crane.
Total time for one loading cycle can be taken as 20 minutes.
If the Quay crane is operating at 30 moves per hour, a vehicle has to report in every 2 minutes. One
vehicle can provide 3 containers to the crane every hour since it takes 20 minutes for one cycle.
Therefore 10 trucks are required to be deployed per crane.
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Impact of increasing efficiency

If efficiency is improved and one cycle is completed in 15 minutes, then the number of trucks
deployed will reduce to 8. Hence lesser cycle time through better efficiency can bring in significant
cost savings.
How to increase efficiency

1. Reduce weighting time of container truck at the Quay crane
2. Seamless movement of container truck to the Quay from the yard without any junction crossing
3. Clear pathway from yard to Quay crane and back for the container truck
4. Reduce weighting time of container truck at the yard for loading a container
5. Planned and Quick identification of container to be loaded from the yard and efficient, smooth
operation of the yard crane.
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Unit 2.7 - Stakeholders
Unit Objectives
1. Identify the various stakeholders in the port
2. Discuss the relation between various stakeholders
2.7.1 Stakeholders Relation

A port ecosystem consists of many service providers like shipping companies, land transporters,
customs Brokers CFAs and freight forwarders. The port organization facilitates and coordinates the
services from the agencies so that the port ecosystem as a whole delivers better service. These
agencies who contribute services directly and indirectly in the functioning of the port can be called
‘stakeholder’. By improving the standards of their service delivery, each of the agencies aims for
growth of their individual business.
The port eco-system consists of several stakeholders. The shipping lines, exporters and importers
are the main customers of a port. The agencies such as freight forwarders, stevedores and Customs
house brokers are the providers of ancillary services. The Customs, DGFT (Director General of
Foreign Trade), Partner Government Agencies (PGAs) and MMD (Mercantile Marine Department are
the regulators.
The regulators ensure compliance with the country's rules and regulations with respect to the
conduct of the trade.
The exporters and importers look forward to efficient handling of cargo by the port. The exporter
has identified a buyer abroad for his product and is sending the goods to the buyer adhering to the
terms of sale. The exporter identifies a freight forwarder/ who will arrange a slot in the designated
vessel, a truck to transport the container to the port, comply with the port procedures, customs
procedure and follow up the activities till loading of the container in the vessel. The Customs broker
will help the exporter in preparing and submitting the documents on behalf of the exporter to the
port and the Customs.
The importer who requires certain materials from a supplier abroad has entered into a contract of
purchase. The importer looks forwards to a shipping company to bring his container and the port to
arrange safe unloading and storing. In this business cycle, every stakeholder has a role. The importer
arranges a customs house broker to facilitate customs clearance and port clearance of the container
and movement by truck of the container to the interior warehouse. The Customs broker submits the
Bill of Entry to the Customs, arranges the customs examination of the content of the container and
also arranges the payment of the assessed duty. In the event of damage, he also facilitates the claim
proceedings.
25
The shipping line as a customer looks forward to get berthing of the vessel without delay, fast
unloading and loading of containers and minimum idle time at Berth. The surveyor who acts on
behalf of the ship owner surveys the containers loaded and unloaded for accuracy of identity and
also verify for any external damages. In the event there is a damage, with approval of the shipping
company he proceeds for a survey to identify the cause of the damage, nature of the damage and
also the extent of the damage. If there is damage a joint survey is conducted along with
representative/surveyor of cargo owner or his insurer. (If the container arrives at the port in a
damaged condition, the loss is attributed to maritime perils. If the container has arrived in a good
condition in the port and there is a damage at the time of delivery from the port the damage is
attributed to negligence in handling while inside the port).
The shipping agents in a port represent the owner of the shipping line. They file the statutory
documents to the Customs and port on behalf of the ship. Before the arrival of a ship in to the port,
Import General Manifest (IGM) is filed with the Customs and before the departure of the vessel
Export General Manifest (EGM) is to be filed with the Customs. All these documentations are
arranged by the steamer agents. The steamer agent also provides the on-shore services required by
the ship. Another set of service provider are the ship chandlers who arranges supplies required by
the ship. The ship chandlers are licensed by the port authority.
The Container Freight Station (CFS) is a major service provider. An import container is taken to a
Container Freight Station where it is subject to Customs examination. The Container Freight Station
authority is responsible for any accident or losses to the container while in transit from the port to
the Container Freight Station. The container is said to be a Customs bonded container till it reaches
the CFS and cleared. The CFS facilitates the de-stuffing of cargo from the container after the
Customs examination. The contents de-stuffed from a container are taken in a normal truck to the
importer’s factory from the CFS. The empty container is returned to the empty container yard of the
shipping line. The importer is bound to return the empty container within a period of 15 days to the
shipping line. If there is a delay in returning the empty container the importer has to pay a penalty
to a shipping line.
The Government of India has initiated a procedure called Direct Port Delivery (DPD). Under this
procedure the importers who are permitted by the Customs, take delivery from the terminal direct
to the factory after the payment of customs duty. Therefore, a large number of containers are
getting cleared direct from the port terminal yard itself. The Customs also permit approved
exporters to stuff the container in their factory itself. Such container thus stuffed in the factory
come direct to the customs office in the port area. They submit the shipping bill, invoice and packing
list to the Customs and after due examination, the Customs issue the ‘Let export order” (LEO). Other
exporters bring the goods to the CFS where they are stuffed in the presence of the Customs. The
Container Freight Station also provides interim storage services for the EXIM goods.
The transporters are a major stakeholder in the maritime logistics. They transport container trucks
from the hinterland to the port and transport back import containers from the port. The containers
to long distance containers are usually carried by rail. The railway and private operators are another
major stakeholder in the maritime logistics. CONCOR is the major container transporter by rail.
26
The inland container depots (ICD) provide rail connectivity, storage facilities and other amenities
including customs facility for EXIM cargo from interior areas. The exporters deposit their boxes at
ICD from where the rail operators move the containers to the port. The shipping lines also have
office at ICD. The shipping line provide bill of lading to the exporter when the goods are handed over
at the ICD. This is a big convenience for the exporter. The importers can also take the container
direct to the ICD from where they can conduct the clearance procedure of the Customs.
Coastal shippers are a major stakeholder in the maritime sector. However, the coastal shipping has
not developed adequately in India.
The Partner Government Agencies (PGAs) are Government agencies who verify the goods for
compliance with the rules and regulations on import/export of goods and their certification is
required before the Customs gives approval. Examples of PGAs are Food Safety and Standards
Authority of India (FSSAI), Plant Quarantine (PQ) and Animal Quarantine (AQ).
The Port Health Organization (PHO) functions in all ports to ensure prevention of entry of
Quarantinable diseases (Diseases subjected to International Health Regulations) into the country
under Indian Port Health Rules 1955.
The Immigration Department provides the immigration facilitation service at the ports and
procedures relating to registration of foreigners under various Acts and Rules and also shore passes
to crew.
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Unit 2.8 - Terminal Operation Planning
Unit Objectives
1. Discuss the components of yard planning
2. Explain the components of resource planning
3. Describe the functions of operational control
4. Discuss the components of ship and yard operation units
5. Explain the work of gate operation units
6. Discuss the productivity of rail yard
2.8.1 Terminal Operational Planning

The terminal has many important operational sub divisions. The vessel operation, gate operation,
the yard operation and the quay operation are the main operational activities. The infrastructure,
equipment, the manpower and IT systems are the main resources delivering the performance. The
terminal is using its resources to achieve performance targets. The performances of various
operational units are controlled and coordinated by the centralized terminal operational unit so that
the terminal performs optimally as a collective system to achieve the targets. The coordination
ensures that there is no idling of resources and no wastage. The centralized terminal operational
unit is called “The Terminal Operating System” (TOS). In modern container terminals, The TOS is fully
performed by software applications.
• Yard Planning - The yard of a container terminal is a critical area for the terminal operations. An
optimum yard occupancy is a catalyst for good terminal performance. A Yard Planning unit control
yard space planning and allocation. Yard Planning unit in coordination with the other teams plays a
crucial role in optimizing the vessel-to-yard turnaround time of internal trucks during vessel
operation. The internal terminal trucks are operated by the terminal itself. Another indicator of yard
health is the yard activity and yard traffic within the yard blocks. Yard Planning has to jointly work
with Ship Operation unit and Gate Operation unit to manage the traffic flow and yard activity level
throughout the day.
• Human Resource Planning - The key responsibility of the Resource planning unit is to provide
sufficient adequately-skilled manpower to be engaged in the various departments for performing
critical processes round the clock. Their goals are
 To ensure the terminal equipment are operated by workers with the right skill and training
 To establish training and incentive schemes
 To chart the long-term operational manpower deployment plan for the terminal and
manage the operation needs
 To ensure proper workplace hygiene, safety and welfare of the workers.
28
A container terminal works 24 X 7. Depending on the nature of the work, the shift hour will range
from 8-hour-per-shift to 12-hour-per-shift. Resource Planning will ensure sufficient workers are
available during times of peak and low demands. They will arrange necessary upskilling trainings to
the staff. The unit will also oversee the outsourced non-core activities.
The daily implementation of operation plan is overseen and executed by the following sections:
• Operation Control –The Terminal Operations Control Centre will centrally control and coordinate
all quay, gate and yard operations. The Operation Control will be manned by shift duty Manager
supported by officers and supervisors. Modern terminals have provided online operation monitoring
system and closed-circuit television system (CCTV) mounted at prominent locations. The shift duty
manager is responsible for achieving the daily targets by closely monitoring the productivity
indicators and comparing against the benchmarks. He is responsible for coordinating the various
operational units and resolving the issues which can affect the terminal performance and giving
direction to all operation staff in the shift.
• Ship and Yard Operation Unit –The container terminals are equipped with Rail Mounted Quay
Cranes (RMQC) at the quay and Rubber Tyred Gantries (RTGs) at the yard and Rail Mounted Gantry
Cranes (RMGCs) at the rail siding. To ensure high level of technical proficiency and safety awareness
when handling these equipment, terminal will deploy highly skilled crane operators who will be
required achieve the productivity targets. The coordination between the yard and quay operations
will be ensured by the manager of this unit. The supervisors in Ship and Yard Operation Unit are
required to supervise the performance of stevedores and contractors engaged for lashing and
similar outsourced work.
• Gate Operation unit – The efficiency of gate system is critical to the terminal operations. To
facilitate quick and efficient turnaround of external truckers in the Terminal, Gate system will be
linked to Yard Planning unit and manned by the well-trained Gate Operation personnel.
At the In-Gate, the external truck coming in to take delivery of an import container will be given a
slip showing the yard location of the container. The external truck will proceed to the assigned yard
location for the yard crane to load the container. The external truckers after picking the container
proceeds to the Out-Gate, where the Gate personnel verifies the container details before allowing
the truck to exit. Reconciliations of container inventory are done online.
For export containers coming to the in-gate, after verification of documents, the slip indicating the
yard address where the container is to place in the export yard is given while entering the gate. The
driver takes the vehicle to the designated position where the Yard official facilitates the unloading.
Modern terminals have started Automated Gate Operation systems where exit and entry are
facilitated by verification of container and vehicle numbers are performed through optical scanning.
29
• Rail Yard – Terminals carry out rail loading and unloading operations of containers using Rail
Mounted Gantry Cranes (RMGCs) which will travel along the rail line when the train is placed. Truck
lanes will be provided on either side of the rail. The containers are moved to the rail sidings by
internal trucks of the terminal. The yard operations unit will efficiently plan for unloading and
loading of the rakes so that the turnaround time of trains is minimised and a larger number of
arrivals of trains are facilitated
2.8.2 Vessel Operations

The efficient vessel operation in a port is very important. The total time taken from the point a
vessel reports to the anchorage to the point till the vessel sails out from the berth after the
completion of the loading and unloading operation is called the ‘turnaround time of ship’.
The time taken from the point the incoming vessel at the anchorage has reported readiness to berth
to the port till the time the port’s pilot board the ship and makes it ready to berth is called the ‘pre-
berth detention’.
Every port works toward reducing the pre-berth detention and also the total turnaround time of a
ship.
The operational time at the berth is to be fully utilized for loading and unloading. However, there
can be a delay to commence the operation after the ship has berthed waiting for approvals and also
for readying the equipment. There can be a delay for a new set of operators to commence work at
the shift changes. There can be a stoppage of work due to break down of the equipment. Such
causes result in idling of the vessel at berth. A port is expected to reduce all such non-operational
hours (idle time). The pre-berth detention can be minimized by ensuring availability of berth by
good planning. The availability of adequate tugs and pilots helps in reducing Pre berth Detention.
Turnaround time of ship’ is reduced by
 Reducing pre berth detention,

 Reducing idle time at berth and
 Increasing productivity during loading and unloading.
30
Fig. 2.8.1. Vessel Operation in a Port
Tips
 Understand the yard layout in a terminal
 Physically Identify a container in a yard from the yard address
 Ascertain the inventory of containers in the yard
 Identify the services rendered by the various stakeholders
 Identify the duties of Supervisors in Yards
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Notes
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Summary
The chapter provides insights on the operation in a container yard. The container yards are laid out
according to plans to ensure order and ease in retrieval. By improving yard efficiency, the utilization
of resources can be economized. The port eco system has various stakeholders who are rendering
specialized services each of which contribute to overall improvement of the port ecosystem. The
operations inside the port related to the gate, yard, berth, and vessel are individually monitored on
a e platform and the terminal operating system enables the coordination of all the individual
modules.
Exercise
1. An _________________ container yard is nearer to the quay?
2. If the yard _________ is high there is no difficulty in retrieving a container
3. The ‘Let Export Order’ is examined at the _________________office by the port terminal.
4. The long staying containers in an import yard is identified to prevent ___________ of space.
5. If yard efficiency is increased, the number of internal trucks can be _________
6. DPD containers are cleared from the _________itself.
7. _________ is the rail transporting agency with maximum market share in India.
8. Faster Yard Operation can _________ the turnaround time of an external truck entering the
terminal to pick up import container.
9. Explain the coordinates of a container in the yard
10. How is the yard address of a 40 ft container written?
32
33
3. Yard Planning and

Cargo Handling
Unit 3.1 - Yard Operations
Unit 3.2 - Manpower Strategy
Unit 3.3 - Terminal Performance Measurements
Unit 3.4 - Terminal Operating System
Unit 3.5 - IT Tools
LSC/N3502
34

1. Explain the yard space usage
2. Describe the allocation of storage space based on goods/container category
3. Compute cargo ageing in the yard and take corrective action
4. Explain the cargo movement plan
5. Discuss operational metrics for cargo movement activities
6. Describe terminal performance measurements.
7. State the IT tools used for documentation
35
Unit 3.1 – Yard Operations
Unit Objectives
1. List the main steps in yard operation
2. Discuss the main strategies in yard planning
3. Identify the components of yard operation
4. Explain the benefits of twin lift operation
5. State the benefits of dual cycle operation
3.1.1 Yard Operations

The yard of a container terminal is the critical operational area of the terminal. An effective yard
management has a strong and supportive effect on the terminal performance. The yard operational
division has the important role of optimizing the vessel-to-yard turnaround time of internal trucks
during vessel loading and unloading time.
In modern container terminals, the yard layout is designed to support high productivity of the vessel
operation. The container yard area will be divided into blocks, parallel to the berth. The blocks will
be subdivided with longitudinal and transverse numbering. There will be specially designed areas for
Reefer and Dangerous Goods (DG) containers. For empty container stacking, the terminal will
provide specially allocated empty yard blocks. Traffic flow from the wharf to the yard will be usually
dual-directional while the lanes between the yard blocks will be unidirectional.
The blocks near the wharf will be used for export laden container stacking. The next set of blocks
will be used for importing laden storage.
Usually, the export containers are brought in to the terminal in advance. Import containers are
evacuated faster. The average dwell time of export containers is longer. Hence, a larger area is
earmarked for export laden containers. The extent of area of export and import yards depends on
the highest number of export and import containers likely to be in the yard at any point of time.
The functions performed at the yard include

• Receive export containers through the terminal gate and unload at the yard address of the
container
• Load export containers from the export yard in the internal trucks to the vessels for quay cranes
• Receive the offloaded import containers from vessels and transfer to the allocated yard location
• Load import containers from the yard to external container trucks for evacuation
• Store, connect and monitor the temperature of reefer containers
• Store empty containers
36
Equipment: The terminal will be equipped with Ship-to-Shore quay cranes at the wharf. To ensure
high level of technical proficiency and safety, Quay cranes are usually operated by trained in-house
crane operators.
At the yard side, the operations will be carried out with Rubber Tyred Gantry Cranes (RTGC) and
Reach Stackers. The operations of the yard cranes (RTGC, Reach Stackers) and RMGCs are done by
inhouse operators or through outsourced manpower.
Fig. 3.1.1 RTGC used in the yard
RTG cranes are commonly used on large terminals because they are very flexible and have very high
stacking density. RTG ride on wheels and can move between the storage yards.
Fig. 3.1.2 Reach Stacker
A reach stacker is a vehicle used for handling containers in small or medium-sized ports. Reach
stackers can transport a container over short distances very quickly and pile them in various rows
depending on its access.
The RMGCs are usually used for loading containers in a rail wagon. RMGCs have good speed and
ability to stack wider. This enables the crane to use the container storage space under the crane
more efficiently.
Twin Lifts and Dual cycling are examples of high-performance techniques in Container handling at
the quay. But both techniques require efficient yard operation support.
37
Fig. 3.1.3 RMGC used for Rail Loading
Twin Lifts: Spreader is a device used for lifting containers. Spreaders hold the container to the lifting
crane. The spreader used for containers has a locking mechanism using twist locks at each corner
that attaches the four corners of the container. The spreader is capable of handling 20ft/40ft/45ft
single containers depending on the spreader dimension, some of them can telescope, in this case
the same spreader can be used for 20ft/40ft/45ft. Modern spreaders are automatic. The twist locks
are locked/unlocked automatically by means of a fully electric mechanism. The modern 40 footer
spreaders are improvised also to lift two 20 footer containers in one move. The process of lifting two
20 foot container in one move, simultaneously called a ‘Twin Lift’. A twin lift is advantageous as
more 20 foot containers can be loaded with lesser number of moves.
20-foot containers placed in a ship near each other can be identified for unloading by twin lifts. Also,
20-foot containers to be placed in a ship near each other can be identified for loading by twin lifts.
Hence adequate planning is required to achieve maximum percentage of twin lift.
Quay Cranes must have adequate lifting capacity as well. When the percentage of twin lifts is high it
reduces the operational time of the vessel in the port and also brings down turnaround time of the
container ship significantly.
Dual Cycling: An important objective of the planning in a port is to minimize turnaround time. In a
normal cycle of a crane movement, if a container is loaded on the vessel by the cranes, the return
move of the crane is empty. In modern terminals, it is now practiced that if the container crane is
adequately programmed together with a schedule of picking up, then the same crane in its return
move can bring in a container due for unloading in the port. This operating technique is called ‘dual
cycling’. In dual cycling, the container crane loads a container on the first move and unloads the
container in the return move. Dual cycling significantly reduces the operational time of a container
vessel in a port. Dual cycling improves the utilization of quay cranes by converting empty crane
moves into productive ones. However, a large amount of planning and programming is required for
ensuring and implementing dual cycling.
38
Unit 3.2 – Manpower Strategy
Unit Objectives
1. Explain manpower deployment
2. Identify the areas to be outsourced
3. Describe the basic idea of Incentive Scheme
3.1.1 Manpower Strategy

Terminals require an efficient and effective workforce for achieving high productivity and for the
delivery of expected service level to customers. The manpower deployment strategy usually consists
of:
 A shift pattern of 8hrs with 3 shifts with hot seat exchange for equipment operators
 A multi-skilled Non-technical workforce who can attend divergent works
 Outsourcing of non-critical activities
 Incentive scheme for operations workforce
Hot seat exchange is required in the operational areas where idle times needs to be avoided, and
operation stoppages need to be prevented. When the operator vacates at the end of a shift in a hot
seat exchange, he is replaced immediately with another operator. As operators can not consistently
work for 8 hours together, reserve operators are deployed who will perform during the recess time
availed by one operator for refreshments and rest. Usually, one reserve is provided for two or three
operators.
In the port/CFS/ ICDs, a major component of management expense is the expense towards
manpower cost. The management attempts to optimize the manpower cost and also is in pursuit of
ensuring good human productivity. One method adopted to reduce costs is outsourcing.
Outsourcing is the business practice of engaging an external agency to perform some services of the
company. Managements use outsourcing to cut labour costs and overheads and to reduce
investments. Companies also use outsourcing to focus on the core aspects of the business.
There are jobs which are seasonal in nature. If people are employed on regular rolls to do such jobs,
the management will be paying wages for the period of time when such work is not available, and
people are idle. Therefore, most of the seasonal works are also outsourced.
There are skilled, semi-skilled and unskilled works in the port/CFS area. The crane operation is a
skilled work. The manual sweeping is an unskilled work. The management prefers to outsource the
unskilled jobs. Based on the specifics of individual cases, even some semi-skilled works are also
outsourced. The management lays down very strict parameters for the performance of the people
working under the contractors in the areas of outsourced work. The workers performing outsourced
work are also trained in complying with the safety procedure and general discipline of the work
39
area. The internal transport and civil maintenance are some of the other works which are not core
skills of the port/CFS. These are also usually outsourced because the specialized agencies can
perform such works better and at a lesser cost. Outsourcing helps the management to focus on the
core jobs.
Incentives: In a port/CFS operational area, a high manpower productivity is critical for overall
performance. The manpower in a port is carefully recruited and property trained. However, to
ensure consistent and good productivity the morale of the workforce has to be high. One tool to
ensure high manpower productivity is to introduce an incentive system suitable to the specific
operational area. The incentives can be in the form of monetary or non-monetary. The non-
monetary incentives include recognitions, appreciation letters and mention in the company
newsletters. The monetary incentives is rewarding the employee with cash allowances based on the
performance for a month. The management fixes benchmark of performances. The employees
performing above the benchmarks are given an amount based on a pre-determined formula. In an
incentive system recognitions are also given for the group work as most of the work in the port is a
sum total of co-ordination among a group of workers. Some managements give ‘out of turn’
promotion to employees who have performed at high standards consistently.
40
Unit 3.3 – Terminal Performance Measurements
Unit Objectives
1. Discuss the importance of measuring terminal’s performance
2. Determine the gross crane productivity
3. Determine the gross berth productivity
4. Explain the process of increasing berth productivity
3.3.1 Crane Productivity and Berth Productivity

All container terminals attempt to give high productivity. The terminals track and measure their
performances. Terminals use standard productivity indicators such as berth/vessel productivity and
gross crane productivity. This performance result will be evaluated to identify and rectify shortfalls
and reinforce positive features.
Gross Crane Productivity (GCP)
Gross Crane Productivity (GCP) is an important efficiency indicator of a container terminal. GCP is
the average number of moves per hour by the crane from the “start of operations to the end of
operations, including all stoppages of work”. GCP is given by:
Total number of containers loaded/unloaded

GCP = Total hours of deployment of Quay Cranes
2cranes A and B were used to load/unload containers in a vessel.

Quay crane A started at 8 AM and finished by 6 PM. It handled 200 containers (moves). Quay crane
B started at 9 AM and finished by 7 PM. It handled 280 containers (moves).
GCP of A = 200 moves = 20 moves/hr.

10 hours
GCP of B = 240 moves = 24 moves/hr.

10 hours
If crane A and B were idle for a total of 2 hours each for shift change of crew and lunch recess , the
Net Crane Productivity of the cranes will be as under
NCP of A = 200 moves = 25 moves/hr.
(10 hr – 2 hr)
41
NCP of B = 240 moves = 30 moves/hr
(10 hr – 2 hr)
All terminals strive to reduce the idle hours to improve productivity. To reduce idle time the crane
operators will be asked to adopt ‘hot seat exchange’, that is change over without loss of time.
Terminals also try to reduce the loss of time due to mechanical breakdown by effective preventive
maintenance.
Shipping lines prefer to call at terminals with high GCP.
Berth Productivity
Gross Berth Productivity indicates the average number of boxes handled per hour at the berth by all
the cranes deployed for a vessel. The turnaround time of a vessel depends on the berth productivity
significantly. The formula for calculating Berth Productivity which is also defined as total moves per
hour per vessel is given below:
Berth Productivity = Total number of containers handled
Total time from berthing to cast off
Berth Productivity is dependent on both the number of quay cranes deployed to work on a vessel
simultaneously and the productivity of each crane deployed. The optimal number of quay cranes
that can be deployed to work on a single vessel simultaneously is referred to as the Crane Intensity
(CI) of the vessel. CI is highly dependent on factors such as vessel length and distribution of
containers to be discharged from and loaded onto the vessel. To achieve high berth productivity, the
terminal will plan in close cooperation with the shipping line to ensure that optimal number of
cranes can be deployed.
42
Unit 3.4 – IT Tools
Unit Objectives
1. Describe the IT platforms in port logistics.
2. Discuss the functions of port community system
3. State the utility of ICEGATE
4. Discuss the advantage of SWIFT (Single Window Interface for Facilitating Trade)
3.4.1 IT Tools
The IT platform used the port logistics are mainly
1. The port community system (PCS)

2. Indian Customs Electronic Gateway (ICEGATE)
3. Single Window Interface for Facilitating Trade (SWIFT)
The port community system is port-centric e-platform, and it is established by Indian Ports
Association. It integrates multiple stakeholders from the Maritime trade, on a single platform. The
stakeholders of Indian PCS include the Banks, Customs, Logistic Service providers, Rail and Road
operators, Bunker suppliers, Coast Guard/Indian Navy, Container agents, Customs brokers,
Container Freight Stations, DG (Shipping), Empty Yard operator, Immigration officer,
Importer/Exporter, MMD, Non-Vessel Operating Common Carrier (NVOCC), Port Health Officer, Ship
chandlers, Shipping lines, Stevedores, Surveyor, Terminal Operator and Transport Operator. It can
be seen that the entire set of stakeholders related to a port are part of the port community system.
The stakeholders are required to register in the system. The online transactions through PCS avoid
the physical movement among various stakeholders and give results on a real time basis.
For example, an import container due for delivery had been stored in the yard beyond the free
period and there is a charge of Rs. 2000 towards storage. The invoice is raised by the port finance
offices and sent online to the container owner and his bank. The amount is debited from the bank
account of the owner immediately and transferred to the port account. The port receives an on-line
confirmation and releases the clearance for delivery of the container through the on-line format.
The ICEGATE is established by Indian Customs. The platform provides e-filing service to the trade,
cargo carrier and other trading partners electronically. There are about 50000 registered users in
the ICEGATE. They represent about 15 lakhs of actual importers and exporters. The facilities include
electronic filing of bill of entry (import goods declaration), shipping bills (export goods declaration),
e-payment of customs duty and a webpage signature facility for signing Customs documents, facility
to file on-line supporting document through E-Sanchit, IGST refund etc. ICEGATE is internally linked
with multiple partners agencies, including RBI, Banks, DGFT, Directorate General of Commercial
Intelligence and Statistics (DGCIS) and other government agencies in EXIM trade. ICEGATE provides
24 X 7 help desk facility.
43
The SWIFT is a single window initiative under the ease of doing business established by the Customs.
The Single Window allow importers and exporters the facility to lodge their clearance documents as
one integrated declaration on-line at a single point only. The permission/NOC required from PGAs
and other regulatory agencies would be obtained on-line and communicated to Customs without
the applicant having to approach these agencies individually. The SWIFT reduces the number of
interfaces with the government agencies, resulting in lesser dwell time and cost of doing business.
The major PGAs in India involved in issuing clearance or No objection certificate are Food safety
(FSSAI), Drugs Controller, Plan Quarantine, Annual Quarantine, Textile Committee and Wild Life
Crime Control Bureau. Separate application form required by different agencies is now dispensed
with. The information required by Customs and other participating government agencies will be
automatically routed to concerned agencies by the platform for NOC or clearance without any
human intervention. The SWIFT is reducing the time taken in obtaining clearances by reducing
human interface. The platform also increases transparency.
Tips
 Good yard planning increases over all efficiency of terminal.
 It is required to measure the performance of cranes in a yard and at the quay to improve
the performance.
 The port terminal uses various IT tools for enhancing efficiency.
 Special attention and monitoring are required for reefer cargo to maintain the prescribed
temperature.
 A very good corrective and preventive measure protocol is required in every yard.
Notes
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
44
Summary
The yard planning involves systematic placement of containers and efficient loading and unloading
of containers at the terminal yard. The port terminal initiates various steps to increase the
productivity to meet the requirements of its customers mainly shipping lines and the export and
import trade. They employ good yard operation through meticulous planning of activities. The
terminal productivity measurements are berth productivity and crane productivity. The major e-
platforms are the Port Community System (PCS), the Indian Customs Electronic Gateway (ICEGATE),
the Single Window Interface for Facilitating Trade (SWIFT).
Exercise
1. _______________ is a crane operated in the yard
2. _____ activities of a terminal are usually outsourced ___________
3. Incentive schemes for crane operators are intended to increase ____________ productivity
4. If more cranes are used the berth productivity will _________________
5. If more cranes are used the crane productivity of an individual crane will ____________
6. _________________ is the terminology for carrying two 20foot containers in one spreader
7. ________________ is the electronic gateway of Indian customs
8. SWIFT helps in coordination between PGAs and ___________________
9. How do we calculate net berth productivity?
10. If idle time in the berth is reduced what is the impact of berth productivity
45
46
4. Handling
Hazardous Goods
Unit 4.1 - Handling Hazardous Goods
Unit 4.2 – Materials under Different Categories of
Hazardous Goods
LSC/N3504
47

At the end of this module, participants will be able to:
1. Describe hazardous goods classification and related class, labels and markings
2. Explain the DG, IMDG and HAZCHEM codes for classification
3. Plan loading, unloading, segregation and handling process of hazardous goods
4. Identify the right PPE, safety, and security measures to be used for handling
5. Comply with standard operating procedures (SOP) while handling dangerous and hazardous
goods
6. Explain compliances and deviations.
48
Unit 4.1 - Handling Hazardous Goods
Unit Objectives
1. Discuss the classification of hazardous goods
2. Interpret the nature of hazard in various categories of hazardous goods
3. List the ways of handling the different hazardous goods
4. Explain the precautions in handling hazardous goods
4.1.1 Handling Hazardous Goods

The International Maritime Dangerous Goods Code (IMDG Code) was developed as an international
code for the maritime transport of dangerous goods in packaged form, in order to ensure the safe
carriage of dangerous goods (or hazardous goods) and to prevent pollution to the environment.
Compliance to the IMDG Code is mandatory for transportation of hazardous cargo by sea.
Hazardous goods have special transport requirements to eliminate or reduce risks. All hazardous
goods need to have proper packaging and labelling. They need to be stored, loaded, and stowed
properly and require special handling throughout the whole transportation chain. Further, everyone
dealing with hazardous goods need to have special training. Everyone in the transportation chain of
hazardous substances must be fully aware of the risks and actions required to minimize potential
damages and accidents. They need to know how to handle this type of cargo, how to react and what
to do if something goes wrong.
Each category of hazardous goods has specific requirements. Chemicals that become dangerous
when they are wet need to be shipped in a dry condition and goods that need to maintain a low
temperature must not be exposed to high temperature. Some goods are not allowed to be stored
together in the same container and therefore, must be properly segregated. If an accident would
happen these goods may interact and cause severe consequences. The position of containers on-
board the vessels must also be regulated and proper distance to other dangerous goods must be
maintained. The measures are equally important on-board the vessels as in warehouses, loading
terminals and ports.
There are a number of documents to be completed for sending containers with hazardous cargo by
sea like Dangerous goods declaration, special permissions and exceptions, competent authority
approvals, safety checklists, packaging and labelling. An official must be familiar with the specific
documentation of each goods.
49
IMDG cargo is usually classified into:
Class 1: Explosives
Class 2.1: Flammable Gases
Class 2.2: Non-flammable/Non-Toxic Gases
Class 2.3: Toxic Gases:
Class 3: Flammable liquids
Class 4.1: Flammable solids
Class 4.2: Spontaneously combustible Substances
Class 4.3: Substances that are dangerous when wet
Class 5.1: Oxidizing substances
Class 5.2: Organic peroxides
Class 6: Toxic substances
Class 7: Radioactive substances
Class 8: Corrosive substances
Class 9: Miscellaneous dangerous substances
While handling dangerous cargo one must carefully adhere to the following instructions regarding
Labels
 Check that all the labels on the packages are visible and clearly indicate the type and
characteristics of cargo.
 Appropriate labels indicating the hazard (Flammable, toxic, Corrosive etc.) are also pasted
over the package.
 The label must be water resistant such that even in case of immersion, it should be readable
for at least 3 months.
cargo documents
Ensure that before loading any IMDG cargo, the shipper has handed over the Material Safety Data
Sheet, stating (1) the technical name of the cargo carried and (2) the declaration certificate saying
cargo has been packed as per the IMDG code
50
Fig. 4.1.1. Labels
correct packaging
 If the IMDG cargo is loaded in a package, ensure to check:

 Absorbing or cushioning material is used with the package containing liquid cargo, which
must be suitable for absorbing the liquid in case of leakage
 The package is kept with sufficient empty volume if liquid cargo is carried
 All cylinders carrying IMDG cargo are pressure tested and certified ok for use
While handling dangerous cargo one must carefully check the following instructions during ‘Cargo
handling’
 Is the package stored according to the stowage plan?

 No bunkering is going on
 Bunkering is stopped at the time of loading or unloading
 The packaging is weather tight
 There is no damage or leakage
 Follow port regulation on IMDG cargo
51
While handling explosive one must carefully adhere to the following instructions
 The package is stored over a wooden pallet

 All the electrical fittings in that region are disconnected from the source
 All electrical wirings are sheathed properly
 The cargo is stowed away from accommodation
 Know the Emergency Procedure
Fig. 4.1.2. Instructions while handling hazardous material
It is very important for the supervisor to prepare himself and his subordinates for any kind of
accidents while handling such dangerous cargo. The supervisor must be familiar with
 Emergency procedure for risk when handling IMDG cargo

 First Aid Guide for accidents involving IMDG cargo
 Risk associated with cargo by understanding the labels
 These are some of the important points that must be considered while handling dangerous
cargo. Note that special attention also must be given to the instructions that are provided by
the manufacturing company.
52
4.1.2 Materials under Different Categories of Hazardous

Goods
Class 1 - Explosives
1. Ammunition
2. Fireworks
3. Rockets
4. TNT
5. RDX
Class 2 - Gases
1. Compressed air
2. Hydrocarbon gas-powered devices
3. Fire extinguishers
4. Gas cartridges
5. Fertilizer ammoniating solution
Class 3 - Flammable Liquids
1. Acetone
2. Paints, lacquers, and varnishes
3. Alcohols
4. Perfumery products
5. Gasoline / Petrol
6. Diesel fuel
7. Aviation fuel
8. Kerosene
Class 4 - Flammable Solids
1. Alkali metals
2. Metal powders
3. Aluminium phosphide
4. Phosphorus
5. Sulphur
Class 5 - Oxidizing Substances and Organic Peroxides
1. Chemical oxygen generators

2. Ammonium nitrate fertilizers
3. Chlorates
4. Nitrates
5. Nitrites
6. Acids
53
CLASS 6 – TOXIC SUBSTANCES; INFECTIOUS SUBSTANCES SUB-DIVISIONS
1. Medical/Biomedical waste
2. Clinical waste
3. Biological cultures / samples / specimens
4. Medical cultures / samples / specimens
5. Tear gas substances
6. Motor fuel anti-knock mixture
7. Dyes
8. Acids
Class 7 - Radioactive Material
1. Radioactive ores
2. Medical isotopes
3. Enriched Uranium
Class 8 - Corrosives
1. Acids/acid solutions
2. Batteries
3. Battery fluid
4. Fuel cell cartridges
5. Dyes
Class 9 - Miscellaneous Dangerous Goods
1. Dry ice / cardice / solid carbon dioxide

2. Expandable polymeric beads / polystyrene beads
3. Ammonium nitrate fertilizers
7.
Fig. 4.1.3. Materials under different categories of hazardous goods
54
Tips
 The updated Standard Operating Procedure (SOP) prepared as per IMDG Code to handle
hazardous goods should be in possession of the supervisors.
 The supervisor shall check the entries of the label posted on the packages of hazardous
material upon its arrival to the port yard/CFS/ICD. The label must be water resistant.
 The packages should be checked for outward damages, smells, wetness and corrosion at the
time of receiving.
 In the event of finding any leakages of cargoes steps as per the SOP need to be complied
with.
 The employees posted in the yard have to be adequately trained to work and handle
hazardous cargo.
 Untrained persons should not be deployed to handle hazardous cargo.
Notes
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
55
Summary
The handling of hazardous/dangerous cargo is strictly in accordance with the safety procedures. The
hazardous/dangerous cargo is classified into 9 categories based on the nature and risk profile. The
categorization and handling procedures of each category is standardized internationally under the
IMDG code.
Exercise
1. What are the precautions to be taken when loading or unloading packages of hazardous
cargo?
2. Any package containing liquid cargo should have sufficient empty volume, Why?
3. Explain the reason why all cylinders carrying IMDG cargo should be pressure tested?
4. The responsibility of correct labelling lies with _______
5. The diesel fuel comes under the category ________________ of the IMDG categorization.
56
57
8.
9.
5. Documentation
Related to Port
Clearance and Cargo
Unit 5.1 – Regulatory Compliances for Vessels
Unit 5.2 – Import Cargo Documentation
Unit 5.3 – Export Cargo Documentation
Unit 5.4 – Online Platforms of Documentation
LSC/N0321
58

1. Describe the documentation for regulatory compliances for vessels for port entry and Port
exit
2. Explain the documentation for import cargo clearances
3. Detail the documentation for export cargo clearance
4. Identify the documents incepted by each service provider and Customer for Regulatory
compliances
5. Explain the regulatory roles of Partner Government Agencies
6. List the Online Platforms for Documentation of Customs and Port Authorities
59
Unit 5.1 - Regulatory Compliances for Vessels
Unit Objectives
1. Explain the importance of correct and timely documentation.
2. State the important stages of Documentation
3. Detail the documentation required for port entry and exit of vessels
5.1.1. Documentation for Port Clearance and Cargo

The subject of documentation related to port clearance and cargo is very important. Correct
documentation enables quick clearance of ship and cargo without hassles. Incorrect documents will
create hassles in the procedure of clearance resulting delay and additional cost. A document should
also be filed in time. Belated filing lead to delay and penalties. A supervisor needs to understand the
correct documents to be filed, the correct way of completing the information in the documents and
also submitting the documents in proper time. A supervisor need to keep himself updated about the
changes in Customs and Port regulations in the matter of cargo clearances.
Important stages of Documentation for Clearances
• Documentation for a vessel to get entry in to a port.

• Documentation for a vessel to sail off from the port.
• Documentation for clearance of import cargo.
• Documentation for permission for export of cargo.
Documentation for vessel to get entry in to a port-
Steamer Agents files application for rotation number to Customs with vessel details, IMO Code of
vessel, Voyage Number, Master’s Name, next port of call and expected Date of Arrival. Customs
allots rotation (Voyage)number.
The steamer agent gives Vessel Arrival Intimation to the Port in advance with vessel details and
clearance from previous port of call.
The steamer agent gives Cargo Arrival Notice to importers in advance.

Steamer Agents files the Import General Manifest with the Customs. It is a statement of cargo and
stores inside the vessel.
When the ship reports at the outer point of a port, the steamer agent gives intimation to the port
Immigration officer to the port Health officer also.
60
The Customs gives the Entry inwards permission for the vessel to enter the port. The steamer agent
submits the Notice of Readiness to the port. This is a formal request to the port to arrange the
berthing of the vessel. The port sends pilot and mobilizes Tugs and mooring and arranges to bring
the vessel to the berth.
The Immigration Officer and the Port Health officer enter the vessel at berth and after completion of
inspection procedures of the vessel, clearances are given. Shore passes to the crew are given by the
Immigration officer. The customs officer also board the vessel at berth and after due verification
process, permission to commence the cargo operations is given.
Documentation for a vessel to sail off from the port.
When the cargo operation is completed the steamer, agent gives information to the Customs and
files the Export General Manifest (EGM). It is a list of cargo and stores on board the vessel at the
time of its sailing. The Customs gives Clearance after due procedures.
The port gives a port clearance subject to payment for all the services rendered to the vessel.
The port clearances are required by the vessel to gain access in the next port of call.
61
Unit 5.2 - Import Cargo Documentation
Unit Objectives
1. Identify the stakeholders involved in import cargo clearance.
2. Discuss the important documents submitted for clearances
3. Explain the reasons for delay in clearances and consequences
5.2.2 Documentation for Clearance of Import Cargo
The import container is unloaded from the vessel and stored in the import yard are transported
from the yard of the terminal to a Container Freight Station nominated by the shipping line with due
authorization from the Customs. The container is in Customs bond. The importer or his customs
broker files the Bill of Entry (B/E) together with commercial invoice and packing list.
At the Container Freight Station, the Customs examines the Bill of Entry and proceeds with the
assessment of duty. The importer pays the duty as per Assessment order after which the Customs
gives Out of Charge (OOC). The Customs undertakes physical examination of cargo before final
assessment in some cases.
The Shipping Lines after receipt of the freight charges and other destination charges, if any, issues
the Delivery Order (DO). The consignee can take delivery of the imported goods with the Customs
OOC, Shipping Line’s DO and payment of port charges.
Import containers evacuated through Train are moved to an Inland Container Depot.(ICD) through
train. The Customs issues a document of authorization called Sub Manifest Transshipment Permit
(SMTP) allowing the rail carrier to move the goods in Customs bond from the port area to the ICD.
Certain categories of cargo taken to CFS or ICD requires clearances from agencies called PGAs
(Partner Government Agencies) like Plant Quarantine, Animal Quarantine and FSSAI before Customs
Clearance. Samples are taken from the consignment in such cases for testing by the PGA. The
Customs shall grant permission only after the NOC is issued by the PGA after the testing.
62
Unit 5.3 Export Cargo Documentation
Unit Objectives
1. Identify the stakeholders involved in Export cargo clearance.
2. Discuss the important documents submitted for clearances
3. Explain the criticality of the various documents
5.3.1 Documentation for Exporting Cargo
For the export containers, the exporter files the Shipping Bill (SB) along with packing slip,
Commercial invoice and other documents specific to the cargo to the Customs for obtaining the
permission.
The Customs Officer examines the documents and grants permission for exporting the cargo. The
permission received is called the ‘Let Export Order (LEO)’. In certain cases, the export cargo also
requires the clearances from the PGA.
The export container is granted access to enter the port, after verifying the LEO and Form 13. Form
13 is the document collected from the Shipping Line by the exporter when booking the slot to carry
the container. Form 13 establishes that there is a confirmed slot for that export container in the
vessel indicated.
When the form 13 is presented at the terminal gate, a slip called as PIN is given to the driver of the
vehicle. PIN indicates the designated position of the container in the container yard to which the
container is to be taken and where it will be stored until the arrival of the vessel.
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Import Documentation
Agency Name of document

Customs Bill of Entry (B/E), Customs out of charge, Customs permission on
Transshipment permit (TP)
Port Tally Sheet, Shed Delivery Order, payment receipt for wharfage
& demurrage, Gate pass, PIN
Shipping Agent Application for Rotation with vessel details, Import General
Manifest (IGM), Berthing application, Advance list, payment
receipt for berth hire charges and stevedoring charges, Certified
Hazardous cargo list, ISPS declaration, Copy of P&I cover,
Stowage plan, Bay plan, Hatch Summary, Application to PHO,
Agents delivery order, Railway indent, Transshipment permit
(TP), Load list.
Bill of Lading (B/L), Packing list, Invoice, Cargo inspection
CHA / Importer
certificate
PHO / PQ PHO / PQ report (for perishable cargo), PHO NOC of ship
Table. 5.3.1. Import Documentation
Export Documentation.
Agency Name of document

Customs Shipping Bill, let Export Order, Customs NOC for restricted
commodities outward entry
Port Tally Sheet, Payment Receipt for Port Charges for wharfage /
demurrage charges on Export Cargo.
Shipping Agent Application with vessel details, Application for registration,
Berthing application. Advanced payment receipt for berth hire
and stevedoring charges, Certified Hazardous cargo list, ISPS
declaration, Copy of P&I cover, Mate Receipts, Application for
Port clearance, Bill of lading.
Check list, Invoice /purchase order, Commercial Invoice, Packing
CHA/ Exporter
Lists, Certificate of Origin, Shipping Bill, Instruction for Bill of
Lading.
Table. 5.3.2. Export Documentation
64
Partner Government Agencies and Mandates of Testing and Clearance
Partner Government Mandate

Agency
Plant Quarantine (PQ) To prevent the entry, establishment and spread of exotic pests in
India as per the provisions of The Destructive Insects & Pests Act,
1914 and the notifications issued there under.
Food Safety and The Food Safety and Standards Authority of India has been
Standards Authority of established under the Food Safety and Standards Act, 2006 as a
India (FSSAI) statutory body for laying down science based standards for articles of
food and regulating manufacturing, processing, distribution, sale and
import of food.
Drug Controller The Central Drugs Standard Control Organization (CDSCO) is the
General Central Drug Authority for discharging functions assigned to the
Central Government under the Drugs and Cosmetics Act.
Wildlife Crime Control Wildlife Crime Control Bureau is a statutory multi-disciplinary body
Bureau established by the Government of India under the Ministry of
Environment and Forests, to combat organized wildlife crime in the
country.
Textile Committee The Textiles Committee is functioning under the provisions of Textiles
(Ministry of Textiles) – Committee Act, 1963 . The Committee's main objective is to ensure
(TC) the quality of textiles and textile machinery both for internal
consumption and export purposes.
Animal Quarantine & The purpose and scope of setting up of QUARANTINE Stations is to
Certification Services prevent the ingress of dangerous exotic diseases into the country
(AQ) through imported livestock and livestock products. The increased and
faster international trade and travel exposed every country to the
danger of infiltration of known and unknown transmissible diseases
which have the potential of very serious and rapid spread, adverse
socio-economic and human/animal health consequences.
Table. 5.3.3. Partner Government Agencies and Mandates of Testing and Clearance
65
Unit 5.4 - Online Platforms for Documentation
Unit Objectives
At the end of this unit, you will be able to
1. Discuss the Ease of Doing Steps in documentation.

2. Explain the workflow in Port Community System
3. Discuss the stakeholder involvement in ICEGATE
4. Detail the process flow of DPD and DPE
5.4.1 Documentation Under ‘Ease of Doing Business’

Formats
The Government of India is focusing strongly to reduce the time and cost of transaction in the
export and import logistics The Government is taking initiatives to reduce the number of documents
in the processes and also to transact the maximum documentation on the e-platform. Therefore,
most of the documentation mentioned above are performed on the e-platform. The Customs and
the Port authorities have introduced e-platforms for the customers to switch over to e-filing
and authorities to grant approvals on the e-platform. The service providers like banks also have
access to these platforms and their service is also through online. Since all transactions are
happening on real time basis, the results are obtained without any delay and without additional
costs. There will be lesser requirements of intermediaries. The 3 important platforms are
the Port Community System(PCS), the ICEGATE (Indian Customs Electronic Gateway system
and the SWIFT (Single Window Interface for Facilitating Trade).
The PCS system is hosted by the Indian Ports Association. The platform brings together the Ports of
India along with the port users and other stakeholders to transact all port related applications,
payments , receipts and finally approvals.
The ICEGATE system of the Customs enables the filing of Customs documents like application
for
rotation numbers, IGM, AGM Bill of Entry and Shipping Bill. The corresponding approvals are
granted by the Customs online to the applicants and communicated to other relevant parties.
The
SWIFT is another platform which brings together all the PGAs.
Port Community System (PCS)
Port Community System (PCS) is an electronic platform enabling intelligent and secure exchange of
information between the port and private stakeholders in order to improve coordination, efficiency
and competitive position of the total system. In India the Indian Ports Association is hosting a Port
66
Community System called as the PCS1 X. It enables to integrate the electronic flow of trade related
document/information and function as the centralized hub for the ports of India and stakeholders
like Shipping Lines/Agents, Surveyors, Stevedores, Banks, Container Freight Stations, Inland
Container Depots, Customs Brokers, Importers, Exporters, Railways/CONCOR, Government
regulatory agencies, etc. The stakeholders are brought together in the process of transaction, record
keeping and information sharing intended to improve workflow. All the stakeholders with varying
functions relies on each other’s information for effective operation. PCS seamlessly integrates these
port communities to streamline the workflow and achieve competency on a global platform. The
PCS 1x system helps to
1. To reduce inefficiencies in port business processes

2. To facilitate the smooth flow of electronic data
3. To integrate and achieve compliance with national Directives
4. To develop and Implements protocols for processes and messages
5. To cut down on re-entries, errors and processing costs
6. To Centralize the whole portal community and information.
7. To Provide transparency and real-time information to facilitate tracing and tracking of cargo.
8. To help to clean-up the system by detecting inefficiencies or security breaches
ICEGATE
Indian Customs Electronic Gateway (ICEGATE) is the national portal of Indian Customs (Central
Board of Indirect Taxes and Customs -CBIC) that provides e-filing services to the Trade, Cargo
Carriers and other Trading Partners electronically. Through this facility Indian Customs offers a host
of services, including electronic filing of the Bill of Entry (import goods declaration), Shipping Bills
(export goods declaration), e-Payment of Customs Duty, a free of cost web-based Common Signer
utility for signing all the Customs Documents, facility to file online supporting documents through e
Sanchit, end to end electronic IGST Refund and etc. ICEGATE is internally linked with multiple
partner agencies including RBI, Banks, DGFT, DGCIS, Ministry of Steel, Directorate of Valuation and
other various Partner Government Agencies involved in EXIM trade enabling faster Customs
clearance. All electronic documents/ messages being handled by the ICEGATE are processed at the
Customs' end by the Indian Customs EDI System (ICES), which is running at 245 Customs Locations.
In addition to e-filing, ICEGATE also provides host of other services like 24X7 helpdesk facility for its
trading partners, e payment of Central Excise and Service Tax, on-line registration for IPR, Document
Tracking status at Customs EDI, online verification of DEPB/DES/EPCG licenses, IE code status, PAN
based CHA data, IGST Refund Status and links to various other important websites/information
related to EXIM Trade.
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Fig. 5.4.1 ICEGATE Portal
SINGLE WINDOW INTERFACE FOR FACILITATING TRADE (SWIFT)
As part of the “Ease of Doing Business” initiatives, the Central Board of Excise & Customs,
Government of India has taken up implementation of the Single Window Project to facilitate the
‘Trading Across Borders’ in India. The 'India Customs Single Window' would allow importers and
exporters, the facility to lodge their clearance documents online at a single point only. Required
permissions, if any, from other regulatory agencies would be obtained online without the trader
having to approach these agencies. The Single Window Interface for Trade (SWIFT) would reduce
interface with Governmental agencies, dwell time and the cost of doing business. CBEC had
already executed major projects to automate Customs clearance processes and provide
electronic data interchange (EDI) with all agencies. SWIFT was the natural next step. The
objectives of SWIFT are in line with key programs of Government namely ‘Make in India’ and
‘Digital India’.
DPD and DPE
In addition to the online format the Customs and Ports have introduced initiatives like Direct Port
Delivery (DPD) and the Direct Port Entry (DPE). For import, we had earlier stated that the
containers will be taken to the Container Freight Station after discharge from the vessel where
after payment of duty and after completion of other formalities, consignees can take delivery. As
this process consumes time and cost, the DPD is introduced. Under this scheme the Customs
have given permission to a large number of importers to opt for DPD. Permission is given to the
importers based on certain parameters relating to their business. The permitted importers can
file for delivery directly from the port without their containers going into a CFS. The Customs
shall after collecting duty give ‘Out Of Charge’ to such
68
Fig. 5.4.2. SWIFT Participants
containers. (The Customs can at random also check some of these containers which are under the
DPD scheme.) An import container cleared under DPD directly from the port and cost shall save time
that would have been spent in the CFS.
Similarly, for export cargo, there is a facility for Direct Port Entry (DPE). The export containers of the
exporters permitted under the scheme of DPE need not take their containers to a CFS for getting
LEO. The containers can report to the parking cum processing area near the terminal gate where the
Customs official can give immediate online LEO. This facility also saves time and cost. DPD and DPE
are being encouraged in all ports.
Tips
1. The practice of advance filing will reduce dwell time and helps in faster clearance.
2. The communication among the relevant service providers and authorities helps in anticipating
new developments and their likely effects.
3. Maximizing the use of the online platforms of Customs and Port helps in reducing time and cost
of transactions.
4. It is always advisable to arrange for joint survey with custodian of cargo if damages are
suspected.
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Notes
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Summary
Submission of accurately prepared documents in time to regulatory authorities helps in reducing
time and cost in Logistics. Good documentation reduces idle time at various stages of operation and
increases the speed of operation and increase the overall efficiency in various components of
logistics. Good information exchange reduces the turnaround time of vessels and reduces the Dwell
time of the containers in the port. The government has introduced large number of initiatives for
Ease of Doing Business mainly under the categories of simplifying processes and digitization. The
initiatives help in real time transactions and quicker approvals and the logistics professionals can
make maximum use of the facility.
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Exercise
1. Explain DPD and DPE
2. What are the documents required for clearance of import cargo?
3. What are the documents prepared by steamer agent for submission to Ports?
4. Explain the role of PGAs
5. -------------is the online platform that integrates PGAs with Customs
6. A steamer agent files ------------with Customs before the arrival of the vessel in to the port.
7. Write a short note on Bill of Lading
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6. Guidelines on
Integrity and Ethics
Unit 6.1 - Maintain Integrity and Ensure Data Security
Unit 6.2 - Professional and Ethical Practice
Unit 6.3 - Ensure Regulatory Compliance
LSC/N9904
73

1. Explain the concepts of integrity, ethics.
2. Discuss the different regulatory systems for the logistics sector.
3. Explain the information and data security standards.
4. Identify corrupt practices.
5. Describe with regulatory demands and code of conduct
6. Identify and report breaches of integrity and ethics.
7. Explain the escalation matrix used to track deviations.
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Unit 6.1 - Maintain Integrity and Ensure Data Security
Unit Objectives
1. Explain the meaning of integrity and ethics
2. State the importance of data security.
3. Discuss the negative effects of corruption in an organization.
6.1.1 Integrity and Ethics

 Integrity, in its simplest form is being honest and showing a consistent and uncompromising
adherence to strong moral and ethical principles and values in personal conduct. Integrity arises
from purity of intention of an individual. Integrity helps to keep a clean conscience.
 Organizational integrity is the organisational character of maintaining a strong adherence to a
set of guiding principles in its vision, objectives, strategies and conduct of all activities. A
strategy deep-rooted in integrity brings up the image and credibility of the organizations before
its customers. The employees of such an organisation will find the working environment to be
more comfortable and they will have a greater sense of belongingness.
 Organizational ethics. Ethics are moral principles that govern a person's behaviour or the guide
the performance of an activity by him. In an organisation, ethics of the organisation define what
a company is and what it stands for. Ethical values guide the identification of new business
opportunities, the strategies and the decision-making process adopted by individuals and groups
in the organisation.
 In today’s world, it is a well-known fact that one important trait of successful companies with
long tradition is their commitment to ethics. It is said the market would ultimately reward
ethical behaviour
 Data security: Data is a very important asset for a business enterprise in today’s digital world. A
company shall protect its data from intentional or accidental destruction, modification or
disclosure. Data security refers to safeguarding data from unauthorized access, theft and data
corruption. A company establishes codes of conduct, processes and technology to protect its
valuable data.
 Corruption: is the abuse or misuse of a position of trust or power for personal benefit rather than
the purposes for which trust, or power was conferred. At the organizational level, good business
organizations shall build up reputation for transparent conduct of business. Corrupt practices may
give an immediate gratification. But the long term consequences are very serious and adverse.
 Fig 6.1.1 shows some of the enlisted adverse effects of corruption has on the organization:
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Loss of existing
Business
No new Loss of growth

Investment Potential
Indiscipline in Loss of
the Employee
Organication Morale
Fig. 6.1.1 Effects of corruption
Notes
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Unit 6.2 - Professional and Ethical Practice
Unit Objectives
1. Discuss the importance of workspace ethics for employees and employers.
2. List the steps one can take to avoid and keep a check on unethical conduct
6.2.1 Workplace Ethics

Building up organizational ethical behaviour helps create strong teams and increases productivity.
This enhances an organization’s reputation for strong values that are specifically associated with its
mission.
Here are some of the workplace ethics for employees:
Commitment towards Loyalty to the organization Compassion towards Co-
work workers
The most important of The organization is supporting It is a team effort in an

ethics in the work place the employee’s career and his organization. Teams should
is the commitment life. Loyalty to the organization share work and the rewards.
towards work . It gives helps an employee to grow An employee who is not at
self-respect and a good with the organization par with you should be
career to an employee. supported
Table. 6.2.1. Workplace ethics for employees
Workplace ethics for employers:

Recruitments and Equality towards employees Work Environment
mentoring
Employees are the key An organization should treat The work environment
resource for any all employees equally. They should be comfortable. The
company. The selection should not discriminate on any employees shall be given to
process should be grounds proper remuneration and
transparent, and merit benefits. The work shall not
based. They should be entail undue stress.
properly mentored.
Table. 6.2.2. Workplace ethics for employers
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• Below are some of the steps we can take to avoid and keep a check on unethical conduct:
o Perform regular reviews and identify symptoms of on unethical conducts.
o If in an ethical dilemma arises, consult with senior management.
o Report any breaches of the Code of Ethics promptly.
o Communicate transparently with the clients and stakeholders.
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Unit 6.3 - Ensure Regulatory Compliance
Unit Objectives
1. Explain the meaning of regulatory compliance
2. List the documents to be checked for better compliance.
6.3.1 Meaning of Regulatory Compliance

• Compliance means conforming to a rule, guideline, regulations, requirements, or legislation.
• Regulatory compliance is very important in logistics since the various types of cargo handled,
various destinations, various modes of conveyance are associated with a wide variety of
regulations, policies and laws.
• A smooth logistics operation is possible by comprehensive compliance to these set of
regulations.
• Non-compliance can result in delays and penalties.
• Regulatory checks for a simple import container containing food item is illustrated
Agency/Activity Compliances
Customs 1. Correct Declaration of nature and value of
imported goods.
2. Payment of Duty in time
Port 1. Joint survey for condition of the container at the

time of landing
Food Safety and Standards 1. food safety and regulation
Authority of India (FSSAI)
Vehicle for evacuation of 2. Adequate Axle Load Capacity to transport the
container container.
3. Fitness and Permit of the vehicle
4. Valid License of the driver
Table. 6.3.1 Regulatory checks for an import container containing food item.
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Tips
• Make a list of activities that can be called as corruption and educate the team members on this,
keep a printout of do’s and don’ts whenever a situation relate to corruption happens.
• Keep a note of all the ethics and guidelines to be followed for a quick reference whenever
required.
• Keep a list of document checklist handy to check the required documentation for any specific
process.
Notes
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Summary
This chapter shares insights on how important it is to maintain integrity and data security in Ship
and Yard planning. In an ever-changing flexible Ship and Yard planning.
Environment data is sensitive to products and should be treated with proper security measures at a
place. Data security in itself go hand in hand with maintaining the integrity of a company, as any
breach in data security can affect the brand name and integrity of the organization. Proper system is
to be built to safeguard brand integrity. This is achieved by constant monitoring and ensuring
transparency in an organization at all levels. As eradicating corruption is taken very seriously in
every organization, the ethics fostered by the company becomes an important guiding force to
comply with all the guidelines, principles and policies that need to be followed for smooth
operations. The ethical standards set up by the company makes it absolutely essential for an
individual to make sure all the regulatory compliances are in place and are being followed.
Exercise
1. Following your moral or ethical values, and doing the right thing, even if nobody is watching
you is called _______________________.
2. _______________________ refers to safeguarding data from unauthorized access and data
corruption throughout the data lifecycle.
3. ______________________ are an advantage to any company and unequal hiring practices in
the long run cause permanent damage to the organization.
4. __________________________ means compliance with a rule, such as guidelines, regulations,
requirements, or legislation.
5. How can we ensure regulatory Compliance?
6. Describe workplace ethics for employees?
7. What are the effects of corruption?
8. How can we maintain integrity and ensure data security?
9. Explain professional and ethical practices.?
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82
7. Compliance to
Health, Safety and
Security Norms
Unit 7.1 – Follow Health, Safety Procedure in Ports/CFS
Unit 7.2 – Developing Safety Habits
Unit 7.3 – Better Work place through 5S
Unit 7.4 – Ensuring Security at Ports
LSC/N9905
83

1. Describe the risk exposures in port terminals, CFS and ICD
2. Explain the risk mitigation measures
3. Describe the important safety habits
4. Explain 5S at work for better workspace
5. Discuss the security issues at Ports
6. Discuss the security measures implemented under ISPS Code
7. Discuss the importance of cybersecurity in ports
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Unit 7.1 - Follow Health, Safety & Security Procedure
Unit Objectives
1. Explain the risks in a port operation and the ways to mitigate.
2. Identify the methods to mitigate the risks.
3. Discuss issues due to Dusty Cargo
7.1.1 Health and Safety in Ports

In modern ports, the people work under pressures to load or unload a ship’s cargo quickly and
reduce the time turn around time of ships. Port works throughout the day and night and in all types
of weather. Such factors make ports a potentially high-risk work area. Port managements must put
appropriate health and safety measures in place to manage the risks properly.
What are the main hazards found in ports and how do we reduce the probability of occurrence?
How do we reduce the impact in the unfortunate event of occurrence of an accident ?. The
International Labour Organization (ILO) has created guidance material on safety and health for
ports. In India the Dock Workers, (Safety, Health and Welfare) Act, 1986 (54 of 1986) and rules
created under the said Act provides statutory compliances required for ensuring safety and health of
dock workers.
Port activities involves several different agencies like Port authorities, Ship operators, stevedoring
firms, Railways, surveyors and CFSs. There should be co-operation, co-ordination and
communication among all employers and their workers to create a safe environment
Each employer need to have strong and effective health and safety systems in place. The steps for
this include :
 Assessment of potential risk in the activities performed and identifying the measures to reduce
the risks. Implementation of the measures identified.
 Ensure the effective planning, organization, control, monitoring and review of the measures
they put in place.
 Appoint welfare/safety officers to provide health and safety assistance. Such officers should
have the necessary skills, knowledge and experience to manage health and safety.
 Giving awareness to employees on safe procedures in the language they can understand.
85
LAND TRANSPORT IN PORT AREAS
Drivers employed by different agencies use the ports. All of them need to be familiarized and
trained in the discipline required while using port roads.
Typical Land Transport risks in ports
 Loading and unloading of vehicles.

 Simultaneous movement of vehicles and other equipment on the berth.
 Trailer attachment and de-attachment operations.
 Vehicle/pedestrian access
 Movement of vehicles in container storage areas and lorry parks.
Reducing the Risks
Methods to reduce transport risks
The methods can be grouped under: ‘Safe site, Safe vehicle, Safe driver’. All the three elements need
to improve to ensure good control of land transport risks.
Safe Site
 Every workplace should be safe for the people

 The roads must be adequately planned for the traffic.
 Appropriate road signs and markings should be provided.
 Vehicles spaces and pedestrians spaces should be separated.
Safe vehicle
 Vehicles should be safe, provided with suitable visibility aids, regularly maintained and
inspected.
 The documents like permit and fitness certificate should be available in the vehicle.
 The vehicles should not carry more than permitted load.
Safe driver
 All drivers should be fit and competent to operate the vehicles they use at work.
 Drivers should follow safe working practices.
 Drivers should carry valid driving licenses while on duty.
 Drivers should be given safety trainings.
 Port/CFS Management should monitor these practices.
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Fig. 7.1.1. Yard Equipment
LIFTING OPERATIONS
Key activities in the port are loading and unloading. A wide range of lifting equipment like gantry
cranes, RTGCs, RMGCs, Reach stackers and forklift trucks are used. Accidents during lifting
operations can lead to significant risks to people working in the area.
Typical hazards from lifting equipment
 Failure of lifting equipment.

 Falling loads; and
 Workers being crushed by a moving load or lifting equipment.
Reducing risks from lifting equipment
 Use lifting equipment of adequate capacity to securely lift cargo.

 Use a competent person to plan the lift. This plan should include the order of work, route,
weight, method of slinging and what to do in the event of a tilting or bad weather.
 Don’t lift over areas where people are likely to be working or passing.
 All lifting equipment and accessories should be periodically inspected and examined.
 Ensure employees and supervisors are trained, competent and experienced in safe lifting.
 If a ship’s lifting equipment is to be used, ensure that it is suitable and conduct a pre-use
examination. Check the ship’s documentation to see the testing of the equipment.
FALLS FROM HEIGHT
Workers falling from a height is a major risk during activities carried out in port areas. Such incidents
occur while operating heavy machinery or while performing maintenance. Falling in to water during
berth side operations may lead to the risk of drowning also.
87
Falls from height occurs in ports during

 Moving in to and from vessels by ladders and improper gangways.
 Lashing and unlashing containers.
 Moving to and from holds, hatches, decks while doing work onboard vessels.
 Falls from vehicles during loading/unloading and covering.
 Maintenance work at height.
 Unloading pipework, uneven timber logs etc.
 Working adjacent to open edges of berths, wharves etc.
Reducing the risk of fall from height

 Select and use suitable work equipment.
 Using measures like long- handled tools etc., avoid work at height where possible.
 If work at height cannot be avoided, use work equipment having protection like guardrails and
mobile elevating working platforms .
 If there is still a risk of falls, use safety holding-belts attached to stationary structures.
 All work at height should be properly planned and organized.
 Competent and careful workers should be deployed for working at heights.
 Equipment for work at height must be periodically inspected and maintained.
Reducing the risk of falling in to water

 Provide secure and adequate fencing when working near water.
 Workers should wear lifejackets or similar aids while working very near water.
 Provide handholds on the quayside at water level, ladders on quay walls and such suitable life-
saving appliances on the dock walls etc.
Fig. 7.1.2. Falls from height
DUSTY CARGOES
 Coal, ores, and fertilizer raw material are some of the dusty cargo handled in the port. During
handling these can give off large quantities of dust in to the atmosphere. Different dusts have
different adverse effects on health.
Typical risks from dusty cargoes
 The most adverse effects of dusty cargoes are on the lungs. The chronic effects are often
permanent and serious.
88
 The dust of grains, pulses etc. may include contaminants such as bacteria and fungi.
 Spontaneous combustion from coal piles can generate Carbon Monoxide also
Reducing the risks from dusty cargoes
 Restrict entry of workers to dusty areas.

 Use enclosed handling systems like closed conveyor belts.
 Install remotely controlled sprayers to suppress dust.
 Equipment used to reduce dust exposure is to be periodically maintained.
 Operations to be modified to reduce the amount of dust generated.
 Provide suitable dust-filtration systems to the cabs of all new loading shovels used to handle
dusty cargoes.
 Provide respiratory protective equipment (RPE) to workers
 Conduct periodic health surveillance for workers.
Fig. 7.1.3. Coal Yard
89
Unit 7.2: Habits for Safety & Health
Unit Objectives
1. Explain the importance of voluntary compliances to safe procedures
2. Discuss the documents to be checked for better compliance.
7.2.1 Habits for Better Workplace

The port workers and supervisors should be trained to cultivate a habit of care through their own
conviction to perform work safely. They must convince themselves that an unsafe work has the
potential to create accidents. An accident can result in severe injury or loss of life. Such injuries
create huge distress in personal life. The approach of every port worker should be serious when it
comes to safety. They cannot have a casual approach. By taking a quick short cut to avoid a
laborious process a worker is risking his life. Sooner or later, such attitude can end up in accidents.
In addition to loss of life it can create major disturbance in working of the port/CFS. There can be
damage to cargo and machinery. The work of the port may be stopped. This can create loss of
earning for many workers.
A habit of care also creates a discipline to take care of his health. He should go for periodical medical
examination. If any health parameter shows abnormally, such deviation can be addressed in the
early stage itself. Delay in detections can aggravate to major illness. A port worker who is exposed to
various hazards can be protected if he maintains a healthy lifestyle. Insurance protection is arranged
for the workers by all managements.
Fig. 7.2.1. Habits for better work place and health
Use of Personal Protective Equipment (PPE)

Appropriate use of PPE is a very good habit.
PPE is equipment that will protect the user against health or safety risks at work.
PPE include items such as safety helmets, gloves, eye protection, high-visibility clothing, safety
footwear and safety harnesses. It also includes respiratory protective equipment (RPE).
90
PPE is equipment that will protect the user against health or safety risks at work. It can include items
such as safety helmets, gloves, eye protection, high-visibility clothing, safety footwear and safety
harnesses. It also includes respiratory protective equipment (RPE). Despite establishing safe systems
of work through engineering methods and process improvements, some risks might remain like
damage to the lungs from breathing in dust, injury to head due to falling materials and injury to the
eyes from flying particles or splashes of corrosive liquids. PPE is needed in these cases to reduce the
risk.
Fig. 7.2.2 Personal Protective Equipment
91
Unit 7.3 - Ensure an Organized Work place
Unit Objectives
1. Describe the importance of an organized work place.
2. Explain 5S methodology
7.3.1 The 5S System

5S is a system for organizing workspaces, so that work can be performed efficiently, effectively, and
safely. The 5S system focuses on putting everything where it belongs and keeping the workplace
clean, which makes it easier for people to do their jobs without wasting time or risking injury.
Fig. 7.3.1 5S System
a) Sort: Sort is the first step. Sort involves going through all the devices, furniture, appliances, etc. in
a work area to decide what needs to be present and what can be removed.
b) Set in Order: Once the excess material is removed, working groups can now arrange the
remaining items in a methodical and logical manner.
c) Shine: During Shine stage, the work environment is cleaned collectively by all. Cleaning up
includes sweeping, mopping, dusting, wiping off floors, and extends to maintenance of equipment.
d) Standardize: Standardization ensures permanence for the standards. Standardization
systematizes the tasks and establishes schedules so that the work space retains the level of quality.
e) Sustain: Sustain refers to involving everybody in the company in the process with the focus on
making 5S a long-term program with reviews to consistently improve the standards
92
Benefits of 5S
Safer work
environment
Increased
Greater
employee
productivity
satisfaction
Reduced Higher
costs quality
Fig. 7.3.2 Benefits of 5S
Fire Drill
A fire drill is a way of training how people should respond in the event of
occurrence of a fire or other incidents.
The area would be evacuated in a systematic manner as per guidance by the
safety officer when a mock siren is sounded. The drill is periodically conducted
to make the people comply with the correct procedures without creating
panic.
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Unit 7.4 - Ensure Security at the Port
Unit Objectives
1. Describe the importance of building effective security arrangement in ports.
2. Explain the ISPS system of Security
3. Discuss the importance of cyber security
7.4.1 Building Effective Security Arrangement in Ports

There is a severe requirement to protect maritime cargoes and vessels in view of increasing
incidents of crimes. Smuggling, cargo theft and terrorism occur exploiting weaknesses in port
security. The loss suffered at a port brings in huge accountability for the port. A port should not be
seen as an insecure port. Hence port security will remain very essential to port operations. Port
security refers to the security and law enforcement measures established to safeguard a port from
unlawful activities including terrorism.
Ports are busy operational areas which are spread over a very large area. The extensiveness makes
close patrolling very difficult. Such vulnerabilities can lead to theft of cargo even from the cargo
containers. It could also involve the smuggling of contrabands goods. Port security focusses to
reduces the cargo pilferage from a port. Since maritime security is also included in port security
measures, it will help to safeguard the interests of ships while in the port area. The Coast Guard
along with several other government agencies helps to enforce marine security.
The requirement of maritime and port security has increased in recent times. The International
Maritime Organization (IMO) has taken the initiative and issued the International Ship and Port
Facility Security (ISPS) Code on minimum security arrangements for ships, ports and government
agencies with an effective date of 2004. The ISPS Code is a comprehensive set of measures to
enhance the security of ships and port facilities, developed in response to the perceived threats to
ships and port facilities in the wake of the 9/11 attacks in the United States. All international Ports
and Harbours are required to implement the Code.
94
Fig. 7.4.1. Objectives of ISPS Code
The ISPS code has established norms of preparedness for ports for different security levels
LEVEL STATUS IMPLEMENTATION

Security level NORMAL. measures may include random
1 the level at which the ship or port screening of personnel, baggage,
facility normally operates. material and stores, and
Shall maintain the level for which vehicles, and the implementation of
minimum appropriate protective access and movement
security measures at all times. control.
Security level HEIGHTENED. measures may include increased

2 Shall maintain the level for which frequency of screening, more robust
appropriate additional protective monitoring of the port,
security measures for a period of time and more stringent access and
as a result of heightened risk of a movement control measures.
security incident.
Security level EXCEPTIONAL. measures may include 100 per cent

3 Shall maintain the level for further screening, increased identification
specific protective security measures checks, temporary cessation of
for a limited period of time when a certain port activities and/or
security incident is probable or imposition of vessel traffic control
imminent, although it may not be measures, restricting access to
possible to identify the specific target. certain areas, deployment of security
personnel to key infrastructure, etc.
Table. 7.4.2. Levels of Security
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Fig. 7.4.3 Aims of Security Measures in Ports
Security in CFS (Container Freight Stations) & ICD (Inland Container Depots)
The Container Freight Station (CFS) is a facility located near the ports where customs related
clearance activities for import cargo is performed. The approval for export cargo is also granted at
CFS. The CFS performs logistics related activities like destuffing /stuffing of containers, storage and
re-consolidation of cargo. Since the CFS is near the port, the movement of cargo between CFS and
port is usually by truck.
The Inland Container Depot (ICD) is generally located in the industrial areas away from the port. The
ICD is connected by rail to the port and containers move between ICD and Port under authorization
from Customs. The activities in the ICD are similar to the activities performed in a CFS.
The CFS and ICDs are also very sensitive areas as Customs bond cargo is stored in these places. The
premises of both ICDs and CFSs are strongly secured against theft, smuggling and other unlawful
activities.
CYBERSECURITY IN PORTS/CFS/ICD
Ports are increasingly relying on information and communication technology (ICT) to provide service
for the higher volumes of business and to develop new capabilities. The use of ICT is essential to
optimize operations and to be more competitive in the market. The ports now face new challenges
in in the area of cybersecurity in the Information Technologies (IT). A cyberattack is a malicious and
deliberate attempt by an individual or organization to breach the information system of another
individual or organization. It is an attempt to disable computers, steal data, or use a breached
computer system to launch additional attacks. Cybercriminals can use a variety of methods to
launch a cyber attack including malware, phishing, ransomware, man-in-the-middle
attack(eavesdropping), and other methods. Usually, the attacker seeks some type of benefit from
disrupting the victim’s network.
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Consequences of Cyber attacks in the Ports.
No Details of Consequences
Shutdown of port operations: The cyberattack on the Terminal Operating System or the
1 networks can result in the shutdown of the port operations. It can disrupt the commercial
operations, the delivery of essential goods and create safety and security issues.
2 Theft of sensitive and critical data: The theft of critical commercial / personal and National
security information, held in the hard discs of port computer systems can have disastrous
consequences.
Damages or destruction of Systems Direct loss arising out of destruction of system
infrastructure may require long time to repair with software recoup. Loss of data will be a
major handicap. Damage to auto guided safety system and the consequent malfunctioning
3 of such infrastructure can have disastrous consequences in a port handling large amounts
of dangerous goods.
4 Financial loss and costs: The income of a port will fall due to the stoppage of operations.
The expenses towards repair of damage on its systems and infrastructure can be heavy. The
risk of theft from the bank account is also high.
Loss of Image: Loss of image as a well secured and reliable port can result in loss of business
5 to competing ports.
Table. 7.4.4 Consequences of Cyber attacks in the Ports.
What are the steps that Ports take to ensure cyber security? The main steps taken by port to ensure
cyber security are given below.
Steps being taken for cyber security
1 Create and implement a security policy for the information systems which describes
organizational and technical procedures, roles and responsibilities of each stakeholder.
Review the security policy annually.
2 Conduct and regularly update risk analysis to identify risk and threats related to the port
ecosystem. Set up security indicators and assessment methods to evaluate the
compliance of the port systems, process to watch continuously for vulnerabilities,
identify new risks and threats and deploy actions to mitigate them. Classify the data as
critical operational/personal.
3 Create a policy to ensure that only reliable components are introduced to the port
network.
4 Ensure the efficiency of recovery procedures by setting up annual training exercises,

5 Monitor port end-devices and to enforce their security by implementing antivirus,
encryption etc.
6 Create processes to be aware of newly disclosed vulnerabilities and take quick

compensatory actions
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7 Implement specific and mandatory cybersecurity training courses for some key officials
8 Control access of third parties to port systems restricting to specified time window and
for a specific purpose.
9 Create procedures for incident detection. Define alerting and reaction procedures
10 Perform regular network scans to detect unauthorized and malicious networks
11 Set up centralized tools to manage identities and access rights to the port systems.
12 Security measures to ensure systems recovery in case of incident
Table. 7.4.5 Steps taken for Cyber Security
Tips
• Ensure Safety drills for employees every month.
• Arrange periodical checkups for employees.
• Depute employees showing fatigue for medical checkups.
• Reward and recognize employees demonstrating safe practices.
• Familiarize with ISPS manual of the Port and understand the responsibilities.
• Acquire familiarity with end-user care for cybersecurity
Notes
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Summary
The chapter discusses the requirement of effective health, safety and security systems and the road
map to achieve it. The major risk prone areas like land transport, lifting operations, working from
heights and working in dusty environment have been discussed. The chapter stresses on habits for
safety and health including resorting to PPE and participation in safety drills. Creating a conducive
and safe workplace is significant step and towards this, 5S is introduced as one of the methods. The
security of a port is of utmost importance and considering the challenges and requirement of
uniformity the IMO has introduced the ISPS code to enhance security profile which all the ports are
expected to comply with. The cyber security is a key aspect in building up consistent performance of
a port. The activities to ensure cyber security is of utmost importance.
Exercise
1. Full form of “PPE” - ______________________
2. Full form of “ISPS” - ____________________
3. 5S – Sort, ______________, Standardize, Shine, ________________
4. What are issues of working in a dusty environment?
5. What are the ways to suppress dust?
6. What are consequences of unsafe working?
7. What are the Objectives ISPS Code?
8. What is the importance of regular medical check-ups?
9. What is the action in “ Standardize” stage of 5S?
10. What are the risk exposures in CFs and ICD?
11. What are the potential damages on a port from a cyber attack?
12. What are the main steps for a port to enhance cyber security?
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100
Elective 1: 8. Handle
Dry Bulk Cargo
Unit 8.1 - Basic Infrastructure and Operations
Unit 8.2 - Bulk Yard Operation
Unit 8.3 - Dry Bulk Conventional Operations
Unit 8.4 - Grain Terminal
101 LSC/N3505

1. Discuss the nature of dry bulk cargo
2. Describe the basic operations of unloading in modern terminals
3. State the basic operations of loading
4. Explain the additional precautions required in the conventional unloading operations
5. Discuss the basics of grain operations
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Unit 8.1 – Basic Infrastructure and Operations
Unit Objectives
1. Explain the nature of dry bulk cargo
2. Discuss the components of dry bulk terminal
3. Describe the elementary operations in modern dry bulk terminal
8.1.1 Nature of Dry Bulk Cargo

Dry bulk cargo is homogenous unprocessed material which is transported in an unpacked manner.
The dry bulk cargo is usually shipped in large quantities. Examples are grains, coal and iron ore. The
ship-to-shore transfer of dry bulk materials is more complex than loading or unloading of containers.
The dry bulk cargo also needs to be temporarily stored within the port zone. The transport of
material between the quayside and the storage location is also challenging. A major environmental
problem unique to dry bulk cargo handling, is that of material spillage and dust pollution. In recent
years considerable improvement has been made to implement environmentally acceptable methods
of bulk handling in ports.
The dry bulk ships are berthed at dry bulk terminal which comprises of
• a berthing facility for loading or discharging ships,

• the marine facility for safe access, berthing and cargo operation of ships and
• land-based facilities for storage
• Cargo evacuation facilities like rail sidings etc.
• Value add facilities for cleaning, blending, bagging etc.
The marine facilities like draft provided at the port determine the size of ships that can call at the
port. The loading and unloading equipment at the dry bulk terminal is designed to service the size of
the vessels likely to call at the port. The area/ size of the storage facilities like open yard and closed
warehouses are decided based on the annual amount of dry bulk cargo likely to be handled and the
highest volume of cargo likely to be stored in the terminal area during any part of the year.
The dry bulk cargo like coal is unloaded using grabs. The working cycle of such an unloaded involves
 lowering of the grab bucket into the ship’s hatches,
 opening of the grab buckets for collection of coal,
 filling up of buckets,
 closing of the grab buckets after collection of coal in the grab buckets
 lifting the buckets back from the ship’s hatches
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 leading the bucket to the receiving hopper for unloading the coal,
 opening the grab bucket,
 discharging the material and resetting the bucket for the next operation.
The rate of unloading of coal is determined by the capacity of the grab and the number of moves of
the grab per hour. The rate of cargo unloaded varies with the level of cargo inside the hatch of the
ship. During the time when grab picks up the top, and the middle portions of the pile, more coal will
be contained in the grab. As the grab goes deeper in the hatch to the near-bottom, the amount of
material captured reduces. The unloading rate reduces during this time. A supervisor should be
aware of the average rate and a peak rate possible during operations. After completion of a hatch,
cleanup of material is required to be carried out using equipment like small dozers. The turnaround
time of the dry bulk vessel at a port is determined by the number of unloaders deployed, average
unloading rate and idle time during operations.
Smaller size bulk carrying vessels are equipped with cargo unloading gears. Such vessels use their
own gears to unload cargo. The rate of unloading in such cases are usually lesser.
Berth: Berth is equipped with unloaders which move on Rail tracks laid along the length of the
berth. The conveyor system to evacuate the cargo, dust suppression systems and fire fighting
system facilities are installed. The length of the berth will be the maximum length of highest
capacity ships to be received. The length of an unloading berth for receiving 50000 dwt ships would
be, typically of the order of about 250 metres. The width of the berth is designed based on the leg
spans of the unloaders and evacuating systems planned.
Evacuation system: The two units in the evacuation system are hopper and conveyor. The material
from the grabs is emptied into the conically shaped large hoppers. The material fed from the
hoppers to the conveyor belt system is transferred to the storage point. The transfer capacity of the
conveyors system will match with the maximum unloading rate of the unloaders.
Common Types of Grabs used in Bulk cargo Unloading
Clamshell grabs are used for Orange peel grabs are used for difficult
normal free flowing bulk to handle materials, like iron scrap,
materials. stones and rocks, or pig iron. The specific
shell model depends on the material
which has to be handled.
Fig. 8.1.1 Common Types of Grabs used in Bulk cargo Unloading
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Unit 8.2 Bulk Yard Operations
Unit Objectives
1. Describe the storage infrastructure in dry bulk terminal
2. Discuss the yard operations in dry bulk terminal
8.2.1 Storage Infrastructure
The port has to provide adequate storage space for the quantity of cargo retained in the port
awaiting clearance and evacuation. Storage planning also depends on whether the destination of
the cargo from a vessel is single or multiple. The storage yard is equipped with systems such as
stacker for piling up the material and reclaimer for recovering material from the stock pile for
transport to the premise of the user.
A bulk terminal yard has to be maintained in a clean manner. The nature of cargo and its impact on
the environment influence the choice of the storage facilities. Some commodities such as iron ore
and coal are stored in the open yards. Sensitive and valuable cargo like grain need covered storage
facility. In environmentally sensitive locations even low value cargo have been stored in enclosed or
covered facilities. Even though the cargo may not be of high value, it must be handled without
undue degradation.
The yard supervisor shall be aware of the wind patterns. The officials should keep track of forecasts
of heavy weather. The strong winds can carry the particle into the inhabitations outside the port
which can result in serious disturbances and complaints against the port management. The yard
supervisor should be familiar with the steps to control the spread of the dust particles. Very tall
green curtains are installed in the boundaries of the yards in some ports to prevent escape of dust
particles in to the neighborhood.
The yard supervisor should be aware of the limit of load bearing of the yard. If the limit is 3
tonnes/sq.mtr the yard supervisor should know up to which height can the cargo be stacked, so that
the load per square metre is less than 3 tonnes. There are cargos which absorb water and increase
weight when there is rain. These are the deviations which the yard supervisor should be fully aware
of. The owner of the stored cargo may try to indent for a lesser area to save on the ground rent cost.
But the yard supervisor shall allot the appropriate area, so that limit of loading is not violated.
105
Some bulk cargo may require services like cleaning, classifying and blending. Facilities are provided
by the port in pursuance of providing value added service at the port and also to increase the
revenue. For some cargo like fertilizers in bulk, the customers may want facility of bagging of the
imported cargo in the port itself. Ports provide bagging facilities and related amenities.
There are cargos susceptible to spontaneous combustion. Cameras systems are usually provided to
detect fires due to spontaneous combustion and alert the supervisors. The standard operating
procedure should contain appropriate measures to immediately control the damage without
aggravating the effect to the other consignments. To quench a small fire due to a spontaneous
combusting, if large amount of water is pumped, the water-logging can degrade other cargo stored
in the open.
While maintaining stacks of dry bulk the yard supervisor has to ensure that there is adequate space
between two stacks as per SOP for seamless movement of vehicles. The movement of the vehicle
should be seen from a distance and an approaching vehicle should not be hidden by the stacks.
Yard Operation
The Belt conveyors are the best means of transportation of coal from the port to the yard or a plant
in proximity of the port. With the development of high speed conveyors and advanced design
techniques, the cost has been optimized, and conveyor system to service long distance of even 1to 2
kilometers are being introduced now.
The nature of cargo and its impact on the environment influence the choice of cargo handling
equipment. Certain easy flowing commodities such as grain can be transported to the storage
facility pneumatically. More abrasive materials such as iron ore are lifted with grabs are transported
horizontally by belt conveyers to avoid dust.
The storage of cargo is either on the ground as in open yard or warehouses or in vertical silos. For
storage in the open yard, the selection of the type(shape) of stock pile is paramount for achieving a
better land utilization in open yard. The purpose of a storage yard in the port is to ensure quick
turnaround of the vessels and the yard supervisor shall ensure that the route taken by the vehicle is
the minimum.
Belt conveyer are used for dry bulk horizontal transport. The machines used in large stacking yards
are stackers and reclaimers.
Stacker
A Stacker is a large machine used in the storage area of dry bulk commodities. It is used to pile up
bulk materials like iron ore and coal. The capacity of stackers are measured in tones/hour. The
stackers are fed from conveyer belt. The stackers have a boom which is used to create the pile. The
stacker has 3 movements.
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1) Travel:- The stacker moves on rails. The rails are laid longitudinally on the stacking area so
that the stacker can move from one end of the storage area to another to create piles.
2) Luffing:- Luffing is the vertical movement of the boom (raising or lowering ). Luffing of the
boom minimizes the dust pollution by reducing the vertical distance of fall of coal to the top of the
stock pile. If the pile is at the lowest area the boom is lowered so that the impact of fall does not
generate large amount of dust. The boom is raised upwards as the height of the stock pile increased.
3) Slewing:- Slewing is the rotational motion of the stacker around an axis. This helps in
creating stockpiles on either side of the longitudinal path of the stacker.
Different patterns and shapes are chosen for stacks according to the nature of the cargo. The simple
stacking method is cone stacking.
Reclaimers
A reclaimer is a large machine used in the storage yard of dry bulk materials to recover bulk material
such as coal and iron ore from the stacks. The capacity of a reclaimer is measured in Cubic
meter/Hour. Reclaimers usually travel on a rail between the stack piles in the stack yard. A boom of
a reclaimer can typically move in three directions. Horizontally along the rail, vertically by luffing its
boom and rotationally by slewing its boom. Reclaimers are generally electrically powered. Generally,
The popular bucket wheel reclaimers are used for recovering the materials from the pile. The
material reclaimed is fed into conveyer belts which take the materials to the loading point. In
modern ports combined stacker cum Reclaimer machines are used.
Fig. 8.2.1 Combined stacker cum reclaimer
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Unit 8.3 Dry Bulk Conventional Operations
Unit Objectives
1. Describe the preparations before commencement of operations in conventional terminals
2. Discuss the steps for compliance during the operations
3. Discuss major non-compliances
8.3.1 Conventional Bulk Terminal Operations

The conventional dry bulk terminals are not equipped with the automation systems like conveyor
belt for transfer of cargo to the stacking area. The unloading operations involve the opening of the
grab in to the hopper and emptying the contents. The hoppers fill up the trucks positioned beneath
it. The trucks transfer the contents to the storage yard. As the operations is susceptible to heavier
atmospheric pollution, greater degree of precautions are taken.
General guidelines in conventional bulk operations
• Terminal Authority to maintain a Standard Operating Procedure (SOP) for efficient

operations and will actively monitor the operations for compliance with the procedures
• Loss of cargo airborne dust /spillage into the environment and / or storm water in any form
should not happen.
• The Stevedores shall monitor conditions (wind, rain and product drift) and to manage the
operation in line with the SOP and their own Environment Management Plan (EMP).
• All service providers involved in the handling of bulk cargos shall ensure that their staff
understand and comply with SOP. They should train and monitor their staff and contractors
including truck operators to ensure compliance with these procedures
Prior to commencing operations
• Berth shall be clean and ready for operations.
• Tarpaulin or similar material shall be positioned between the ship and the wharf or have in place
other suitable apparatus to prevent any accidental spillage of product entering the water/side of the
berth.
• Hoppers and Grabs shall be appropriate for the cargo being handled
• Stevedores shall assess weather forecast for duration of discharge and identify risk periods. It is
the responsibility of the stevedores to monitor conditions (wind, rain and cargo drift) and to manage
the operation in line with the SOP.
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• Vacuum sweeper shall be onsite and ready to operate.
• Stormwater entry points protected in such a way that spillages do not easily move in to the
openings.
• A pre start checklist should be part of the SOP and the check list should be completed by bulk
cargo handlers.
• All service providers involved in the handling of bulk cargos shall ensure that their staff understand
and comply with SOP. They should train and monitor their staff and contractors including truck
operators to ensure compliance with these procedures
During operations
• When the wind speed exceeds the limit specified by the port in SOP, the Crane operations are to
immediately stop.
• Grabs shall be monitored to ensure that they are not overfilled or leaking through the jaws.
• Before opening a grab to discharge product into a hopper, the crane driver must ensure the grab
is as close as possible to the hopper grating. When opening the grab, it should be done so as to
allow product to be released gradually.
• Suction or vacuum sweeper suitable for the material being handled is to be onsite and available
for use. The water spray jets must be used when sweeping.
• During operations, continuous sweeping operations must be undertaken in order to control any
spillage, including the truck tarping area, designated roadways and surrounding area.
• During operations, product spilt on to fenders, around bollards, nib wall and base of hopper
(outside reach of sweeper) shall be manually cleaned. This is to prevent product discharging into
the harbour.
• One designated roadway is to be established for trucks to enter and exit the berth. A traffic
management plan will be provided by the Port for each vessel operation. This must be adhered to
at all times, and any variation notified to all parties.
• The levelling of cargo in loaded trucks, shall be done adjacent to the ship’s side within the
stevedores work area, to ensure that any product spilt is able to be cleaned up.
• Trucks shall pull their covers within the working areas and keep clear of adjacent general cargo
areas.
• Trucks must be covered at all times, both full and empty, when travelling to and from the ship.
• Dusty trucks must be cleaned up prior to departing the working area to prevent materials
contaminating areas outside the working area.
At completion of operations
• A thorough cleaning of the working area must be conducted. This includes, wharf apron, fenders,
bollards, designated roadway and any other areas that have been contaminated.
• Hoppers must be completely emptied, once this is confirmed, jaws are to be left closed.
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Stormwater protection filters shall be removed and disposed of correctly.
• The use of water for washing down berths is prohibited. Sweeping product into the harbour is
prohibited.
• Operations checklist should be completed by bulk cargo handlers.
Non-compliance and Reporting
A terminal will have a policy to meet the non-compliance by any service provider with the
procedures as per SOP. Examples of breaches are
•Over-peaked hoppers.
•Discharging grabs from excessive height.
•Absence of effective wind fence.
•Absence of effective tarpaulins to prevent spillage between vessel and berth
•Ineffective housekeeping during discharge.
•Ineffective sweeping of berth, designated roadways or adjacent areas.
•Non-compliance with wind limits and procedures.
•Trucks not following designated roadways.
•Dusty trucks not cleaned up before going out of working area.
Any non-conformance with the SOP must be reported to Terminal management. This includes all
instances of uncontrolled product release from grabs, hoppers or trucks, traffic incidents,
contamination outside the stevedore work areas or the designated traffic routes, contamination of
adjacent vessels, cargo or worksites.
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Unit 8.4 Grain Terminal
Unit Objectives
1. Describe the special requirements of a grain handling terminal
2. Discuss how the silos help in maintain productivity in handling.
8.4.1 Grain Operations in a Bulk Terminal
The logistics of grains does not generate the same volumes as coal and iron ore. But as a cargo,
grains tend to be both more valuable and more delicate than other cargo. Therefore, the port
facilities have to be improvised to meet the requirements. The grain trade is on the increase.
The Bulk Terminal Handling grains receive, process and store grains and oil seeds. Storage is usually
in either warehouses or silos. The operational procedures include logistics, samplings and weighing.
The types of conveyance include belt, draft and screw. The vertical conveyance include bucket
elevator legs conveyers and pneumatic systems. The processing in a grain terminal include drying,
blending and sizing and cleaning.
In the case of grain loading or unloading a specific standard of cleanliness is to be met at all times. A
cleaning facility will be required at a port handling bulk grain. In addition, an accurate, high capacity,
weighing facility will be essential to confirm the quantity of grain loaded onto the ship.
The two main alternative types of storage available at ports are warehouses and silos. Warehouse
storage is usually resorted to store grains unloaded from a ship. This is because it is possible to move
in material to a warehouse at a higher rate than taking out for loading a ship. The feeding of
material to the berth for ship loading is always required to be at a higher rate to ensure quick
turnaround of ships. Grains unloaded from a ship onto a conveyor and filled in a warehouse and
later evacuated by scooping up by front end loaders.
Grain storage silos are used in modern terminals for both un-loading and loading ships. Silos are
suitable for dry free flowing products such as grain. With suitable precautions they can be loaded, or
unloaded, mechanically at high capacities, without the use of front-end loaders. Avoiding front end
loaders also brings down cost.
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Fig. 8.4.1 Grain storage silos
Types of Bulk Carriers by Size

Type of vessel Deadweight Tonnage Main Cargo
Very Large Ore Carrier (VLOC) 250,000 iron ore
Capesize 180,000 iron ore, coking coal
Panamax Iron ore, coking coal,
82,000
thermal coal, grain
Handymax Thermal coal, grain, salt, cement,
58,000
steel
Small Handy 28,000 Steel, cement, grain, ore
Table. 8.4.2 Types of bulk carriers by size
Very Large Ore Carrier (VLOC) is class of largest bulk carriers. These large ships have entered the
shipping market recently and are being used to transport larger quantities at lower unit costs.
Capesize is the largest class of bulk ship that can carry any type of cargo, such as iron ore, coal, and
grain. They are called “Capesize” ships because they cannot pass through the Panama Canal and
have to sail around the Cape of Good Hope to sail between the Pacific and Atlantic oceans.
Panamax is the largest class of vessel that can pass through Panama Canal, measuring 900 feet
(about 274m) long with a breadth of up to 106 feet (about 32m). The name Panamax can also apply
to other types of vessels, such as containerships, car carriers, and cruise ships.
Handymax are ships types smaller than Panamax. This reflects the convenience of being able to call
at most ports around the world. Handy bulkers are equipped with their own cranes, allowing them
to load and discharge cargo even at ports without loading/discharging facilities, and can transport a
wide variety of commodities.
112
Tips
 Make a list of activities and precautions to be taken in the conventional handling of the coal
 Make a list of activities to suppress the spillage of coal during transfer operations
 Make a list of activities to control the spreading of coal dust in the atmosphere during
operations
 Make a list of steps to ensure that the stacker operations in a coal yard is optimal and does not
generate any pollution
 Make a list of equipment required for each type of dry bulk cargo like grain, iron scrap and coal.
Notes
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Summary
Handling the dry bulk cargo is extremely sensitive because of the potential of environmental
pollution. The pollution can trigger off community resistances to working of the port. Productivity in
berth operations, safe storage facilities and efficient evacuation systems are required for good
performance in bulk terminals. The provision of value-added services like cleaning and bagging are
facilitated by ports to increase the conveniences for the customers and also to increase the revenue
of the port. The supervisor must be familiar with the activities to be performed before the
commencement of the operations, during the operations and also after completion of the
operations for each type of cargo and each type of operation. Modern transfer systems like covered
conveyor belts with fogging and storage systems like Silos are increasingly used to ensure better
performance of the terminals.
Exercise
1. A _____________ is a large machine used for the systematic storage of dry bulk commodities
like iron ore and coal in the storage area.
2. _________________ is the rotational motion of the stacker around an axis.

3. ________________ grabs are used for difficult to handle materials, like iron scrap.
4. What are the operational movements of a stacker?

5. Why grains are usually stored in silos?
6. What are the precautions taken before commencement of operations in a conventional coal
terminal
7. Give examples of non-compliances by service providers in a coal terminal
8. What are the precautions taken in a dry bulk terminal yard
114
115
Elective 2: 9.Handling
Containerized Cargo
Cargo
UNIT 9.1 – Plan Storage Bay
Unit 9.2 – Handling Reefer Cargo
Unit 9.3 – Container Handling Equipment
Unit 9.4 – Safety and Health in Ports
Unit 9.5 – Safety in Container Operations
116
LSC/N3506

1. Explain the operation of storage bay based on container type and arrival sequence
2. Explain work plan to team
3. Develop preventive and corrective action plans for deviations
4. Discuss preoperative checklists for compliance to requirements
5. Describe container handling process using Rail Mounted Quay crane (RMQ), Rubber Tyre
Gantry crane (RTG) and Reach stacker
6. Discuss hazardous goods handling norms
7. Describe the precautions to be taken for handling reefer cargo
117
Unit 9.1 - Plan Storage Bay
Unit Objectives
1. Explain how an order is reviewed, allocated and tracked.
2. Discuss the significance of gate operations and its impacts on port performance
3. Explain the significance of yard operations and its impact on quay operation
4. Discuss the importance of quay operations and its impact on turnaround time of a ship
5. Explain the importance of advance arrival of export containers
6. Explain the optimum days of advance arrival
7. Discuss the importance of cut off time
8. Describe the importance of correct placement of container
9. List the steps in corrective plan in the event of a deviation
9.1.1 Plan Storage Bay Based on Container Type and Arrival

Sequence
A container terminal need to plan space to receive ships in the quay and to store import and export
containers related to the ships in the port yard.
Export containers reach the port and are temporally stored in the export yard until the ship arrives
and berths at the quay. Efficient space planning in the yard can help in quick feeding to the ship and
in shorter turnaround time for the shipper in the port.
A port can be divided into three operational areas:
1. Gate
2. Yard, and
3. Quay
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Fig. 9.1.1 Lay out of a container Terminal
The gate is the interface of the port with incoming trucks, which evacuate import containers and
deliver export containers. The yard is the container storage area and acts as a buffer to absorb the
difference in arrival times of the incoming trucks and the ship. The quay is the interface of the port
with ships.
An import arrives to the port on a ship and is evacuated by the truck of the importer/CFS.
An export arrives to the port in the truck of the exporter and departs on a ship.
The port yard is organized into a three-dimensional system. It defines the yard as being divided in
blocks, and each block is subdivided in longitudinal bays. Then, each bay is organized in rows, with
each row having a defined maximum number of tiers or stack height.
Containers having the same ship and port of destination are usually stored in the same bays.
Before the ship arrival, the shipping agency sends to the port a list with all export containers that
have booked a space in the ship. The list includes container details such as length, port of
destination, and weight. This information is input for the planning by port operations division. By the
time the export containers start to arrive at the gate, the terminal knows the total number of
containers of each category that will arrive and plans the location of storage. The export containers
originate from different locations and the sequence of arrival of containers is not known. The
location assignment challenge is to assign good available locations in real time as the containers
arrive at the port.
Export containers arrive at the port several days before the estimated time of arrival of the ship and
they are stored in the yard till the arrival of the ship. The cut-off time before which containers
should arrive is usually 12 hours before the estimated time of arrival (ETA) of the ship. A container
may be received in the yard after the cut-off time. It may be accepted by the terminal with
additional charges for waiver of cut off time. The stowage plan leads to the sequence to load
containers onto a ship. For a given ship, containers with the farthest port of destination are loaded
before containers with the nearest port of destination. For each port of destination, heavier
containers are loaded before lighter ones. The actual container loading sequence onto the ship may
have some deviations from the stowage plan described above because it is mandatory that the
distribution of the weight of the containers on the ship remain uniformly distributed. When the
distribution of the weight on the ship becomes unbalanced, some containers may need to be
119
relocated as counterweight. Such deviations from the original stowage plan may require relocation
movements to pick up the required containers.
During the container loading operation, export containers are picked up from the yard by a RTGC/
Reach stacker vehicle and loaded into a terminal truck to be transported to the quay where the ship
is berthed for the transfer of cargo.
The operation of a RTGC/ Reach stacker requires a driver and a tracker. The driver operates the
RTGC/ Reach stacker, and the tracker manipulates a container tracking device to indicate to the
driver the location of the container to be retrieved. When relocation movements are required, the
tracker operator proposes new location for the interfering containers in the tracking device.
9.1.2 Develop Preventive and Corrective Action Plans for

Deviations
Lack of information and inaccurate placing of containers in locations will lead to interfering
containers. Relocating interfering containers may lead to an increase in the number of movements.
A further problem is recording the position of relocated interfering containers. This coordinate is to
be communicated back to the tracker through the tracking device, allowing the reach stacker driver
to be informed where to place the interfering container.
The strategy employed in practice in some ports is to place the interfering containers temporarily in
the aisle near the bay. Once the desired container is retrieved, the interfering containers are
returned to the original bay. The advantage of storing the interfering containers in the aisle close to
the original bay is that total distance travelled by internal trucks is minimized. However, the total
number of relocation movements will be greater because a total of two relocation movements are
required for each interfering container, one for relocating the interfering container from the bay to
aisle and another one to return it to the original position.
Some port adopt a practice of placing the interfering containers in other bays instead of placing
them in the aisle while the desired container is picked up. If interfering containers are stored in
distant bays, the distance travelled by internal trucks may increase but the relocation movements
may decrease significantly as the container can be placed in a better position. distant bays, the
distance travelled by internal trucks may increase but the relocation movements may decrease
significantly as the container can be placed in a better position.
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Unit 9.2 - Handling Reefer Cargo
Unit Objectives
1. Explain how an order is reviewed, allocated and tracked.
2. Discuss the significance of gate operations and its impacts on port performance
3. Detail the precaution for reefer cargo
4. Describe the arrangement for monitoring the reefer container temperature
5. Explain the possible errors
9.2.1 Describe the Precautions to be taken for Handling

Reefer Cargo
Perishable cargo are goods that can deteriorate if exposed to adverse temperature, humidity, and
other environmental conditions.
Fruits, Vegetables, Meat and Dairy products are examples of perishable cargo.
Perishable cargoes are transported in refrigerated containers usually called as Reefer Containers.
Reefer containers are designed to maintain temperatures between -30°Celsius to +30°Celsius (-22°F-
86°F).
As a custodian it is the responsibility of port operators and transporters to understand the cargo in
the reefer container and its requirements and its settings. The following points are to be taken note
of
1. Attend closely to the requirements in terms of the temperature and humidity settings as any
mistake could damage the cargo. For example, Cargo A may require 0°C temperature setting
whereas Cargo B may require 0°F temperature setting. A confusion in units can cause severe
damage to either cargo.
2. Contact details of shipper or consignee should be accessible. Communication channel should be
open with the cargo owner/agent.
3. It is a good practice to write temperature can be as Minus 3° Celsius instead of -3°Celsius. in
communications. The communications should be clearly understood.
4. Check the container when it is received for storage. Make sure that container is received at the
prescribed temperature and humidity.
5. Ensure that the container is in a clean and good condition and without smell or damages.
6. Monitor the compliance with the SOP for plugging-in and periodical measurements of the
settings.
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Unit 9.3 - Container Handling Equipment
Unit Objectives
1. Explain the functions of RMGC
2. Describe the function of RTGC
3. Describe the function of RMQC
4. Describe the function of Reach stacker
9.3.1 Rail Mounted Quay Cranes (RMQC)
RMQCs are Ship-to-Shore gantry cranes (Quay Cranes). They move containers between the ship and
the shore. The main parts of a gantry cranes are main frame, boom, trolley, hoist, machinery room,
electrical power cable reeling device and a spreader. Safe working load of the crane with the
spreaders and under the hook (without the spreader) are prominently displayed on the body of the
crane.
These cranes are mounted on two rails which are laid along the length of the berth. The weight of
the crane is spread on the rails by use of multiple wheels. The distance between the rails on the
quay line is wide enough to allow the movements of trucks bringing containers to the Crane. These
cranes travel on the rails along the berth to the extent permissible by the position of the cable
connection on the wharf and the length of the cable which provides power to the crane. During any
movement along the berth, lights and sirens operate to ensure safety of the crew operating
adjacent to the crane.
As the size of the ships increased, the outreach of the crane’s boom had to increase too. Similarly,
the safe working load of the cranes also increased with the new type of spreaders that came in use.
The classification of quay cranes is mostly by the out-reach of the crane-boom which relates to the
size of the container vessel that the crane can handle. The typical classification of Quay cranes are as
under.
1. Panamax Quay Cranes: They are able to handle vessels with 11-13 containers wide (rows) or
more and with an outreach 30-40 M. (Panamax container vessels are the largest of those
which are capable of passing through the Panama Canal.)
2. Post-Panamax Quay Cranes are able to handle vessels with 17-19 containers wide or more
and with an outreach 40-45 m.
3. Super Post-Panamax Quay cranes are able to handle vessels with 21-23 containers wide and
with an outreach 46-73 + mtrs
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Fig. 9.3.1. Rail Mounted Quay Cranes (RMQC)
9.3.2 Rubber Tyred Gantry Crane (RTGC)

RTG cranes are commonly used on large terminals because they are very flexible and have very high
stacking density.
RTG ride on wheels. It can move between the storage yards. Modern RTGCs can usually stack the
containers in blocks up to eight containers wide plus a traffic lane and 1 over 4 to 7 boxes high. In
order to reduce travel distances in RTG operated terminals, the common yard layout for this type of
terminals is parallel to the quay.
The advantages of a RTGC are low space requirement, high flexibility, and high productivity.
However, the RTGC is said to incur more maintenance cost and require good subsoil and pavement
to take load.
Fig. 9.3.2 - Rubber Tyred Gantry Crane (RTGC)
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9.3.3 Rail Mounted Gantry Crane (RMGC)

The RMGC s are usually used for loading of containers in a rail wagon. RMGC have good speed and ability
to stack wider. This enables the crane to use the container storage space under the crane more
efficiently. Because rails can spread loads better than wheels, RMG`s are suitable equipment where the
subsoil condition is not optimal.
Fig. 9.3.3 Rail Mounted Gantry Crane (RMGC)
9.3.4 Reach Stacker

A reach stacker is a vehicle used for handling intermodal cargo containers in small or medium-sized
ports. Reach stackers are able to transport a container over short distances very quickly and pile
them in various rows depending on its access.
Reach stackers have gained popularity in container handling because of their flexibility and higher
stacking and storage capacity when compared to forklift trucks.
There are also empty stackers or empty container handlers that are used only for handling empty
containers quickly and efficiently.
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Fig. 9.3.4. Reach Stacker
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9.3.4 Sample Dimensions of a Super Post Panamax RMQC
Fig. 9.3.5. Sample dimensions of a Super Post Panamax RMQC
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Unit 9.4 - Safety and Health in Ports
Unit Objectives
1. Discuss rules of access in to operational areas, stacking area etc.

2. List the important steps in good housekeeping
3. Detail the rules to be observed for manual handling operations
4. Demonstrate the procedure for handling twist locks
5. Discuss the importance of personal protective equipment
6. Explain the importance of operational maintenance
7. State the significance of packaging
9.4.1 Guidelines of International Labour organization
All Port operations should be carried out in accordance with a safe system of work by port workers
who are appropriately trained and supervised. The safe system of work should enable a worker to
stop an operation immediately when there is a risk to safety or health.
All plant and equipment used in port operations should be:
 Of good design and construction.

 Of adequate strength for the purpose for which it will be used.
 Of sound material and free from obvious defects.
 Inspected at appropriate intervals.
 Properly maintained in a safe and efficient condition.
Routine fire inspections should be carried out. These should include inspections during periods
when work is not in progress, as many fires result from smoldering and can break out several hours
after their initial cause.
All means of escape in case of fire should be kept free from obstruction at all times. Flammable
materials should never be kept under stairways.
There should be a clear policy on smoking. Smoking should be prohibited throughout the port area
and on ships, except in designated areas. Smoking and no-smoking areas should be clearly
identified.
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9.4.2 Access Arrangements

1. Safe means of access should be provided to all places where persons have to work.
2. Persons on foot should be separated from vehicles, whenever this is practicable.
3. Pedestrian walkways should not be used for other purposes.
4. Where access is needed through areas from which pedestrians are excluded, arrangements
should be made for them to travel in a suitable vehicle. Access by crew, pilots, and other
visitors to ships at a container terminal could be one example. Persons on ships should be
informed, by means of a gangway notice or otherwise, how to summon the transport.
5. Mobile access equipment, such as mobile elevating work platforms (MEWPs) or “cherry
pickers”) should generally be used in performance to portable ladders. However, such
equipment should always be used in accordance with the manufacturer’s instructions.
6. When it is necessary to use a portable ladder:
• The top of the ladder should rise at least 1m above the landing place or the highest point to be
reached by a person using ladder unless other adequate handholds are provided.
• The stiles of the ladder should stand on a firm and level footing. Loose packing should not be
placed under a stile.
• The ladder should be secured to prevent it from slipping. This should preferably be done by
securing it at its upper resting place. If this is not practicable, it should be secured at its base. If
even this is not practicable, the ladder should be footed by another worker.
• A ladder more than 6 m in length should also be secured at a point about one-third of its length
from the ground.
• The ratio of the height of the ladder and the distance of its foot from the vertical surface against
which it rests should be 4:1, i.e., 4 metres height, 1 metre out.
7. Workers using a ladder should:
• Have both hands free for climbing up and down

• Face the ladder when climbing up and down
• Wear suitable footwear that is not likely to slip
• Use a belt or other suitable means to carry any object that is necessary
8. A portable metal ladder or other mobile access equipment should not be used in any place
where any part of it or a person on it liable to come into contact with an overhead electric
cable, trolley wires or any other electrical equipment with bare conductors, unless the power
has been switched off and the system isolated. This should generally be in accordance with a
permit to work that ensures that power cannot be switched on during the work.
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9.4.3 Housekeeping and Cleanliness

• All parts of port areas should be kept in a clean and orderly condition.
• All access routes and working areas should be kept free from objects and materials that are
liable to cause a person to trip or slip.
• Loose gear, tools and similar equipment should be kept safely or removed from working areas
when not in use.
• All dunnage and other rubbish should be collected as soon as possible and disposed of in an
appropriate manner.
• Spillages of oil or other materials likely to be hazard should be cleaned up by trained personnel
as soon as possible and reported to a supervisor.
• Appropriate arrangements for clearance and gritting should be made to deal with snow and ice
when necessary. Particular attention should be paid to means of access to workplaces, including
access to ships.
• All plant and equipment should be parked in appropriate designated areas when not in use.
9.4.4 Manual Handling

1. Manual handling includes all forms of lifting, lowering, pulling, and pushing of loads by port
workers.
2. Port workers should not be required or permitted to manually handle loads that are likely to
prejudice their health or safety owing to their weight, size, or shape.
3. The need to handle significant loads manually should be avoided by the use of mechanical
handling equipment, whenever this is practicable.
4. Manual handling should only be carried out by port-workers who have been trained or
instructed in manual handling techniques in accordance with good kinetic handling principles
(figure 74). Supervisors should ensure that the correct lifting techniques are used in practice.
5. It is neither practicable nor desirable to prescribe the maximum weight that may be handled
manually by a port worker. Factors that should be considered include the weight of the load,
the age, physique, posture, fitness and sex of the worker, the size and shape of the load, the
working environment, and the frequency and duration of operations.
6. Particular consideration should be given to the loads that may be handled safely by workers
under the age of 18 years and pregnant women. The employment of such persons may be
restricted by national legal requirements.
7. Where appropriate, port workers should be medically examined for fitness before being
regularly assigned to carry out manual handling of significant loads.
8. Loads to be handled manually should whenever possible be compact. They should be clearly
marked with their weight and provided with handles or other devices, as necessary. Handling
aids should be used when appropriate.
9. The packing of loads to be handled manually should not be liable to cause injury to persons
handling them.
10. Appropriate personal protective equipment, including safety footwear and gloves, should be
work by port workers engaged in manual handling.
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9.4.5 Cargo in Transit

1. Most Cargo is only “kept” at ports for a short time while being transshipped or in transit
along the transport chain.
2. Other cargo may be “stored” at ports for longer periods until it is needed.
3. All cargo in transit in a port should be kept or stored safely and securely.
4. Particular attention should be paid to the segregation of dangerous goods (see chapter 8)
and the need to maintain clear access for the emergency services in the event of a fire or
other incident.
5. It should be possible to identify the nature, quantity, and location of all cargo present in a
port at all times. This may be done by electronic or other means. Areas containing
dangerous cargo should be clearly identified.
6. Port workers should be made aware of the general nature of the hazards of any cargo that
they handle and or the precautions to be taken when handling specific cargoes.
9.4.6 Operational Maintenance

1. All plant and equipment in ports should be regularly maintained in a safe and efficient
condition, in accordance with the manufacturer’s or supplier’s recommendations, relevant
national legal requirements and operational experience. This should be done on a planned,
preventive basis, and should include periodic inspections and examinations, as well as
physical maintenance.
2. Inspection and maintenance should be carried out on emergency equipment and personal
protective equipment, as well as operational plant and equipment.
3. Maintenance and inspections should be carried out by engineering personnel, operators, or
users, as appropriate.
4. All persons carrying out maintenance and inspection duties should be trained in the relevant
procedures and the identification of potential defects that may be found.
5. Safe means of access should be provided to all places to which maintenance personnel have
to go. This should normally be permanent access.
6. All plant should be isolated before maintenance work is started. The isolation system should
include lock-off facilities if the plant can be started remotely. Where necessary,
maintenance work should be carried out in accordance with a “permit to work” system.
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9.4.7 Use of Personal Protective Equipment (PPE)

1. PPE should be provided by the employer at no cost to the port worker and in accordance with
the provisions of Article 16(3), 17 and 21 of the Occupational Safety and Health Convention,
1981 (No. 155).
2. PPE should generally be available in a range of sizes, as one size or type seldom fits all. Comfort
and acceptability to the wearer are important, as the equipment may need to be work for long
periods.
3. The particular PPE that is necessary should be determined by an assessment of the hazards
involved.
4. Port workers should be instructed in the correct use and care of the PPE provided to them. They
should use the equipment when required and take good care of it.
5. Managers and supervisors should ensure that appropriate PPE is used by all port workers in
accordance with instructions. Managers should give a clear lead by using the equipment when it
is required.
6. In general, all port workers should be provided with safety footwear, safety helmets, gloves, and
overalls, and should wear them when appropriate. Other types of PPE should be provided and
worn, as necessary.
7. All persons in cargo-handling areas should wear high visibility overalls or other high visibility
outer clothing.
8. Loose clothing should never be worn by workers when working near open conveyors or other
moving machinery. One-piece overalls are suitable.
9. Different-coloured overalls or other outer clothing and safety helmets may be useful to identify
persons such as trainees and visitors. This helps to identify and draw attention to unauthorized
persons in working areas or to persons who may be less familiar with hazards in the area.
10. Port workers handling substances that are corrosive or can be absorbed through the skin should
wear appropriate impervious personal protective clothing.
11. Port workers who normally wear spectacles should not wear spectacles with glass lenses at
work. Plastic lenses are far less likely to cause injury in the event of an accident. Proper safety
spectacles are preferable even in areas where they are not specifically required
9.4.8 Cargo Packaging
1. Factors that should be considered when choosing packaging for cargo include.
• Properties, including the weight, of the cargo.

• Properties of the packaging
• Proposed method of stowage in a hold or cargo transport unit.
• Climatic conditions to which the cargo will be exposed along the transport chain
• Legal requirements in countries along the transport chain
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2. Packaging and packages should be marked with relevant information, as necessary. This may
include.
• Identification of the center of gravity.

• Identification of slinging points
• Nature of the cargo, such as “Fragile”.
• Correct orientation
• Dangerous goods labels, placards, marks, and signs
3. Traditional wooden casks, boxes and crates should not have projecting fastening or sharp edges
on metal reinforcements.
4. All containers used in international transport, except offshore containers and those specifically
designed for transport by air, should comply with the IMO International Convention for Safe
Containers (CSC). 1972. There is no exemption for single one-way journeys.
5. The main requirements of the Convention are that all containers should:
• Be of a design that has been approved by the administration of a contracting state following
satisfactory testing.
• Have a valid safety approval plate permanently affixed in a readily visible place on each
container, normally on a door.
• Be maintained in accordance with a periodic or continuous examination programme that has
been approved by the administration of the relevant contracting State.
6. A periodic examination programme requires the container to be thoroughly examined in
accordance with the programme within five years of the date of its manufacture, and thereafter
within 30 months of the date of the last examination. The date of each examination should be
clearly marked on the safety approval plate.
7. The presence of a valid safety approval plate on a container should not be taken to indicate that
the container is in a safe condition. The plate can only reflect the condition at the time of the last
examination. Damage or deterioration of the container may have occurred since that date.
8. Before goods are packed into a container, it is important to verify that the container has no
obvious defects and carries a valid safety approval plate.
9. Offshore containers, defined as “portable units specially designed for repeated use in the
transport of goods or equipment to, from or between fixed and/or floating off-shore installations
and ships”, should conform to the guidance contained in IMO MSC/Circ. 860, Guidelines for the
approval offshore containers handled in open seas. The approval plate on an offshore container
should be clearly marked “offshore container”.
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Unit 9.5 – Safety in Container Operations
Unit Objectives
1. Discuss the precautions to be taken before loading containers in the cranes
2. Detail the care to be taken in the working area of the cranes
3. Discuss the Verified Gross Mass (VGM) precautions
9.5.1 General Requirements

1. The access of vehicles and pedestrians into container handling areas should be strictly
controlled.
2. No passengers in visiting container vehicle should be permitted to enter a container-handling
area. Passengers should await the return of the vehicle from the container handling area in a
suitable waiting room.
3. All persons permitted to enter a container handling area should be informed of the procedures
they should follow while they are in that area. This may be done by signs, or by providing
leaflets or copies of the relevant terminal procedures which they should follow. Different
instructions will be relevant to different groups of people, such as terminal workers, drivers of
visiting container vehicles, drivers of taxis and private vehicles, pedestrians, and the crews of
ships at berths in the terminal.
4. Instructions to drivers of container vehicles should specify where and when twist locks securing
containers to vehicles should be released or locked.
5. All containers arriving at a terminal by road or rail should be inspected for damage or tampering
that could affect their safe handling. If a container is found to be unsafe, appropriate action
should be taken.
6. The gross weight of all loaded containers should be known before they are lifted. Containers
exceeding the maximum allowable weight of the container will not be permitted in to the port
as per Verified Gross Mass (VGM) provision implemented by IMO in 2016. Containers should be
accompanied by a certificate of weighment as per VGM guidelines.
7. The number of road vehicles permitted to enter straddle carrier and rail-mounted gantry crane
(RMG) or rubber-tyred gantry crane (RTG) exchange areas at one time should be limited in order
to reduce congestion.
8. Access to container-handling areas by pedestrians should be prohibited so far as is practicable.
Any access that is permitted should be restricted to clearly designated walkways or under
specific supervision.
9. All container terminal vehicles should be fitted with a flashing yellow warning light.
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9.5.2 RMG and RTG Exchange Operations

1. Twist locks securing a container to a road vehicle should only be released or locked in a
designated safe place. Where practicable, this should be separate from the place where the
vehicle is loaded or unloaded. Particular care should be taken to ensure that all twistlocks
securing a container that is to be lifted are fully disengaged.
2. Drivers of road vehicles should not stop on the marked runways of RMGs or RTGs.
3. Drivers of road vehicles should remain in the cabs of their vehicles at all times when in an RMG
or RTG-operated container-stacking area. Unless specifically instructed otherwise.
4. When drivers of road vehicles have to be instructed to leave the cabs of their vehicles while in
an RMG or RTG operated container-stacking area, they should only do so in accordance with a
safe system of work. It is essential that where there is an overhead hazard the driver always
wears s safety helmet and high visibility clothing and is visible to the RMG or RTG operator at all
such times.
5. The driver of a road vehicle who needs to enter the ground can of an RMG or RTG should only
do so while the gantry is stationary. No more than one driver should be in the cab at any one
time.
6. RMG and RTG operators should ensure that a road vehicle at which they are to work is
stationary and that the cab of the vehicle is not under the intended lift.
7. Whenever practicable, containers should be transferred to or from a road vehicle to the side of
the vehicle and not from the rear.
8. Visual and audible warnings of the movement of RMGs and RTGs should be given. Particular
care should be taken if it is necessary to carry out “blind side” container exchange operations at
the opposite end of the gantry to the operator’s cab. Consideration should be given to the use
of closed-circuit television (CCTV) systems or proximity alarms.
9.5.3 Entry to Stacking Areas

1. Entry into container-stacking areas should be restricted to authorized terminal vehicles that are
fitted with flashing yellow lights and to authorized road container vehicles in RMG and RTG
stacking areas.
2. No person should be allowed to enter a container-stacking area on foot other than by a clearly
delineated walkway that does not cross a container traffic route. If a crossing of such a traffic
route is found to be necessary, the crossing should be clearly marked and signed.
3. Work on foot in a container-stacking area should be done only with the express permission of
Control, Permission should be given only after the relevant area has been isolated and Control
has issued a permit to enter, and only for work that takes into account the characteristics of the
terminal and the work to be carried out. A visual signal, such as a token or light on the control
desk, should be used to remind the controller that an area has been temporarily isolated.
4. The permit to enter and to work in a specified area should be issued only by an authorized
control officer who is satisfied that:
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 All drivers of vehicles and plant operators in the containers-handling area have been
notified of the closure of the relevant area and have acknowledged the instruction. Each
vehicle should have a board in the can upon which the driver should enter a clear
indication of the block that has been isolated.
 The relevant area has been clearly signed to prevent entry by other vehicles.
 The person or persons to enter the area are wearing high-visibility clothing in
accordance with terminal rules.
 The person to enter, or the person in charge of the group if there is more than one
person, has been issued with a two-way radio and is familiar with its use.
 The person or persons to enter the area have been fully instructed on the operations to
be carried out, the procedures to be followed and the precautions to be taken
5. The area to be isolated should include a suitable buffer zone between the location of the work
and any active area. In a container-stacking area that is operated by straddle carriers, there
should be at least one clear lane between the lane in which work is to be carried out and any
active lane.
6. The particulars to be included in the permit to work should include:
 The name(s) of the person(s) wishing to enter.
 The work to be performed.
 Time of entry.
 Any specific instructions.
 An instruction not to leave the area until Control has been notified by radio and
permission to do so has been received.
Tips
 Monitoring the Reefer cargo is essential.
 The yard plan has to factor in the unpredictable arrival sequence of export containers.
 Identify how equipment can give high productivity.
 List out the operational areas in the terminal and the equipment used in each area.
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Notes
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Summary
The gate, yard, and quay operations are interlinked. By improving the productivity of the yard
operations, the land side efficiency of the port is significantly enhanced. It is essential to create
preventive and corrective actions for deviations. The functioning of the terminal equipment is to
meticulously plan. The safety and health in the port are important for the sustainable operations.
Exercise
1. Usually, the containers are stacked in the yard based on ________________
2. The minimum time before (the berthing of the vessel) which an export container to reach the
port is called ________
3. Why it is required to mention the unit of temperature when specifying the temperature for
reefer cargo
4. A quay crane which can handle a 25-container wide vessel is usually a ____ crane
5. The yard crane used for maximum flexibility is ______________
6. The guidelines of port safety are internationally created by __________
7. A container is secured to the spreader by ______________
8. Active areas within a yard are separated by _________________ area
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137
Option 1: 10. Business

Development and
Stakeholder Relations
Unit 10.1 - Build New Business Prospects

Unit 10.2 - Social Media Engagements
Unit 10.3 - Coordinate with Government Regulators and Other
Agencies
LSC/N9701
138

1. Identify the target audience to be reached for business development.
2. Review potential clients
3. Identify consumer needs
4. Provide customized or integrated sales pitch approaches.
5. Demonstrate successful oral and written business communication.
6. Plan service delivery expense sheets.
7. Use ERP to track customer data.
8. Estimate when to upsell and cross-sell current customers ' services.
9. Explain the complexities of relationship building with customers, customs, government
agencies, health care benefits,
10. Plan service level agreements.
11. Propose services according to operational requirements.
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Unit 10.1 - Build New Business Prospects
Unit Objectives
1. Explain the concept of a Business development strategy in Ports/CFS
2. Discuss how a business/Sales Data base becomes useful
10.1.1 Business Development Strategy in Ports/CFS

A Business development strategy is a company's concrete, step-by-step strategy for marketing its
products/services to generate and increase revenue. In the port sector the two principal customers
are Shipping lines and Exporters/Importers.
A business development strategy for the port sector is critical. It targets the optimum utilization of
infrastructure because unlike a product the revenue lost due to idling for certain period is an
irrecoverable loss of opportunity and income.
The most important asset in the port is the infrastructure. The infrastructure must be efficient to
provide the service of efficient loading on to the ship or efficient unloading and good storage in the
yard. The overall productivity should be high. The port should have a direct sailing to maximum
number of destinations. The port charges must be reasonable. The shipping freight charges for cargo
booked from the port must be very reasonable. The case of CFS is also similar. The charges for the
stuffing or de-stuffing must be reason able. The services must be performed without any damage to
cargo and should be done in time. There should be facility for any ancillary services required for the
cargo. The port/ CFS should have flexibility to perform additional services in the event of
contingency.
Business Development strategy is strongly dependent on good infrastructure, productivity and

services. The Communication leveraging the data base is an important element of strategy. The
communication involves effective sharing of information about the positive services from the port.
Equally important is the requirement of a strong feedback system related to the current level of
service. The current level of service must be examined from the perspective of the client. Did he feel
he was paying more charges than the published rates? Did his cargo remain too much time in the
port? Did he have to incur more expenditure due to any inefficiency of the port? Was he fully aware
of all the facilities at his disposal in the port?
In the absence of frequent communications, such gaps shall remain unaddressed and the business
relationship with the client will deteriorate. It is good to create a platform for customer grievances
and quick resolution of the grievances. Even if the problem is not solved immediately a quick reply
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should go from the side of the port. Great effort is required to bring back a customer who has
departed due to poor service and communication.
Fig. 10.1.1 Customer Expectations from a Port
The port manager’s strategy should include mapping of the potential exports and imports from the
primary hinterland of the port. He should examine whether the primary hinterland cargo is coming
to his port or is it going to a more distant port. If there are any hassles it must be addressed. If there
is cargo in the secondary hinterland, he should create commercial and operational conveniences to
attract the cargo to his port.
Fig. 10.1.2 Primary and Secondary hinterland of a port
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Fig. 10.1.3. Sample Communication to Exporters/Importers from Port
Fig. 10.1.4 Sample Communication to Shipping Lines from the Port
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What is a sales database?
The sales database is an organized collection of comprehensive information about customers or

prospects. Preparation of a data base is the starting point of business development activity.
Data base is usually stored as a computer software program. In the port/CFS sector the data base
shall consists of details of services availed by the EXIM trade and shipping lines. The information
must be updated, accessible, and actionable. This precious data can be used for marketing activities
like sales approach, sales promotions, getting feedback and maintenance of customer relationships.
The effort of data collection will result in knowing the customer in a better way. Data base should
include information about a customer‘s past transactions, special requirements, trend of his
business, demographics (age, income), media-graphics (preferred media & mode of
communication), and other useful information. The database acts as the central repository of the
information pertaining to the relationship between the Port/CFS and customers.
Fig. 10.1.5. Format of simple Customer data base in a port
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Unit 10.2 – Social Media Engagements
Unit Objectives
1. Explain the importance of Social media engagement
2. Discuss the ways to create better Customer interaction through Social media
10.2.1 Importance of Social Media Engagement
A large number of customers are active on the social media. Many use social media to express their
opinion. An organization like the port can use the plat forms to build up the customer
communications. Many companies have used the social media to carefully build up a positive image.
Every company should be visible on the social media to answer the queries of their customers.
Customers may post complaints and grievances on the media. When the company respond to a
customer’s complaint it is giving a vital message that they are listening and paying attention to
them. When a company reply to an individual user the response is seen by the customers of
competitors also. Good and transparent companies always boldly respond to criticism.
A query left unanswered can create suspicion. Continued silence to repeated queries or complaints
may result in a negative image of the company. Therefore, each port should have an alert response
to any news coming in the social media.
Even when positive comments appear on the media, people prefer to be at least acknowledged.
When a company is acknowledging it is conveying a message that it is active on the social media and
is responsive to the audience.
Positive responses from the market reinforces good image. If a port has a base group of loyal trusted
customers who give feedback on the service, such feedback will carry more weight in promoting the
image of the port rather than Suo-moto claims by the company.
Some ports creatively use the social media for promotion. They identify what their customer want
to hear. They place on the media
1. Published articles
2. Photos of the new facilities in the port
3. Blogs or guide literature
4. Upcoming events
5. Survey questions
6. Images related to the port industry
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Every brand is now having a social media profile. It is up to each company to make the best use
of the media.
Communication of monthly improvement in the performance of the port can convey that it is on
a growth path. News of a new shipping service commencing from the port is a welcome news
for exporters and importers. Publishing a good initiative in environment care will give an image
as a responsible company. A good step taken to help the community around will enhance the
goodwill capital of the company. When the contribution of some of your staff who have done a
good work is acknowledged through the social media it improves the motivation of the
employee. When the success one of the customers in his own field is appreciated, it improves
the rapport with the customers.
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Unit 10.3 - Coordinate with Government, Regulators and Other

Service Providers
Unit Objectives
1. Explain the relation with government agencies.
2. Discuss the relation with regulators.
3. Detail the procedure to deal with claims on Ports/CFS
10.3.1 Interaction with Government, Regulators and

Service Providers
The customers of the port are the vessel owners, the importers and exporters. The port ecosystem
has a set of service providers like transporters and Customs brokers who render ancillary services.
The management of the ports builds up coordination between all these entities and creates a good
and efficient eco-system. The port management also builds good compliances with Government
policies and the guidelines of the regulators in the field. The following are the main entities in the
eco system
Fig. 10.3.1 Stakeholders
146
a) The Government: The ports are required to implement the government policies and guidelines
relating to the sector. The government wants the ports to give efficient infrastructure support
to the EXIM trade of the country. Government looks forward to generation of maximum
employment and spin off economic activities due to the working of the port. The port is
required to understand the policies of the government and work towards realization of the
policies. The port management should also inform the government about the policy level
supports and infrastructure supports it requires from the side of the government. It should
convince the government the positive spin offs to the trade by such supports from the
government.
b) The set of regulators include Customs, Immigration, Partner Government Agencies(PGAs),

Mercantile Marine Department (MMD), Port Health Organization, and Tariff Authority for
Major Port. The Customs performs the sovereign functions of security and revenue collection
(duty assessment). MMD regulates the shipping as per the Merchant Shipping Act. Immigration
Department complies with the work relating to registration of foreigners under various Acts
and Rules. The TAMP regulates the rates, terms and conditions of providing the services from
the major ports. It is good for the port management to convene coordination meetings of all
the agencies to improve overall business facilitation and also to take part in the coordination
meetings convened by the other agencies.
The service providers include transporters Container Freight Station, Customs Brokers, Ship Agents
and Stevedores. The port shall provide access for the authorized personnel of the agencies to the
permitted areas. The ports shall facilitate and oversee the efficient functioning of the agencies since
good performance by the agencies can improve the overall image of the port. The port authority
shall exercise control wherever permitted to ensure that the customer service is happening in a
transparent and efficient manner. In India the Indian Ports Association has created a very efficient
common online platform called the ‘Port Community System’ to facilitate real time transaction
among all the participating stakeholders. The use of digital platform has reduced the physical
movement, time and cost in delivery of service.
The port shall have relation officers who will interact with the community around. They shall keep a
watch of the implication of the port activity on the community. If there is any adverse impact like
atmospheric pollution, water pollution and high noise due to the functioning of the port, it shall
immediately be reported to the Management to take measures to mitigate.
The Indian ports have started reaching out the communities and helping them with initiatives like
skill training under Sagarmala projects. Such initiatives will go long way in building up the relation
between the coastal communities and the port.
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Claim Management
One of the difficult situations in sustaining relations happens when dealing with a claim. How does
claim arise? The port is the custodian of cargo while the cargo is in the port yard or while being
handled. Similarly, port has to take due care during the ship operations.
If there is a negligence while performing the duty as a custodian of cargo, it can result in damage to
cargo or container. Similarly, if there is a negligence while loading or unloading cargo on the vessel
or during berthing there can be damage to the vessel. In both these cases the port becomes liable
to compensate the owner of the cargo or the owner of the vessel. In such cases usually the insurers
of the cargo or the vessel first settles the claim with the respective owner. Insurance companies
then take over the rights of these claimants and files a claim with the port. Some cargo owners or
vessel owners may not be eligible for insurance claim or may be preferring to get the settlement or
compensation direct from the port or CFS. They file the monetary claim with the port. In both the
cases the port is required to examine and decide on the claim. The legal department of the port
examines whether there is a liability on the port according to the terms and conditions of Port’s
service document. If there is no liability on the port, a prompt reply is to be given to the claimant
detailing the reasons. If there is liability, then the extent of loss will be quantified. The final decision
will be taken by the competent authority in the port having financial powers
In the event of a doubt or dispute the cargo owners or ship owners usually files a petition before the
appropriate court. In today’s commercial environment almost all the ports have themselves taken
insurance against damages to property and against financial liability that can accrue arising out of
some incidents or accidents during the operations.
The CFS and ICDs also are custodians of cargo which are in their premises. They may also face claims
arising out of loss or damage to cargo.
Tips
• Keep a list of all the customers and the track record of their dealings
• Identify the factors that contribute to growth in business of a port.
• Collect samples of good business development communication.
• Collect good samples of use of social media in image enhancement
• Make a list of import entities in Port ecosystem.
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Notes
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Summary
This chapter shares insight on the importance of developing business by improving stakeholders’
relations. A good customer relationship can be achieved by meeting the expectations of the
customer in the key areas of business transaction. The strategy involves improving the performance
in all attributes of port functioning. The Social media is widely used for better customer rapport in
these days. The port/CFS company must have a well-planned approach to utilize the social media to
advantage. The port management should ensure effective and gainful coordination between all the
agencies in the port ecosystem to give maximum support to the customers. The claim on a port have
to be dealt with in a professional manner.
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Exercise
1. How do we make best use of the database?
2. What are the key attributes of service to Cargo?
3. What is primary hinterland of a port.
4. What are the expectations of the government from the ports of the country?
5. How do Ports develop goodwill from the community?
6. How do companies make best use of the Social media?
7. How are claims dealt with in ports?
8. What are the key attributes of service to ships?
150
151
Option 2: 11. Container

Tracking and Vessel
Planning
Unit 11.1 - Vessel Planning

Unit 11.2 - Marine Container
Unit 11.3 - Container Tracking
Unit 11.4 - Damages to a Container
Unit 11.5 - IT/ERP Systems in Terminal planning and Operations
152 LSC/N3508

1. Discuss the IT/ERP applications to track vessel and containers
2. Describe container loading/ unloading schedule
3. Describe container history in terms of servicing history, damages, ageing etc.
4. Discuss the maintenance plan for containers
5. Explain vessel berthing and docking plans
6. Describe the resources for container handling
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Unit 11.1 - Vessel Planning
Unit Objectives
1. Explain the various stages of vessel movement from anchorage to quay.
2. Discuss the steps to be taken for efficient vessel operations.
11.1.1 Vessel Planning

Vessel planning is an important activity in the port. A good vessel planning ensures quick and
smooth berthing of the vessel, cargo operations of high productivity, ensuring proper stability to the
vessel, safety of the workers, smooth traffic operations from the yard and unberthing without delay
after completion of cargo operations.
To ensure that vessels operations are completed fast and the vessel is turned around within the
least time, it is essential to pre-plan the operational activities and monitor closely.
Fig. 11.1.1 Vessel planning
Vessel call planning comprises of a sequence of activities

1. The vessel operator shall inform the port in advance about the arrival of the vessel and inform
the expected time of arrival and expected time of departure. The details of the vessel like the
IMO number and vessel dimensions are furnished. The port clearance from the previous port is
also furnished. The port schedules for a berth on the expected date of arrival.
2. The vessel operator shall inform the Customs in advance, present the required documents for
approval of ‘Entry inwards’.
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3. The vessel operator shall inform the Arrival-BAPLIE to the port in advance. (BAPLIE stands
for BAyPLan Including Empties.) It is a document which details the exact position of the
containers carried. It helps the terminal in planning the unloading and loading of the containers
4. The vessel reports at the outer point of the port. After the receipt of the permission from the
Customs the ‘Notice of Readiness’ is given to the port. It is a formal intimation that the ship is
ready to berth and start operations.
5. The port thereafter ensures the readiness of the berth which has been planned in advance for
the vessel. The port sends the pilot and provides the tugs service. The pilot guides the vessel to
the berth. The vessel is berthed with the support of tugs and mooring services.
6. The equipment for yard operations is kept ready by the port. Any delay in such preparedness
will create idle time in the port.
7. The number of quay cranes allotted to a vessel is the maximum possible to ensure high berth
productivity. The berth productivity is the total of containers handled by all the Quay cranes
deployed. If four Quay cranes are deployed on a vessel and the average productivity of
individual crane is 30, the total gross berth productivity is 120 moves per hour.
8. A port usually ensures high productivity. It reduces idle times while the vessel is at berth.
Ensuring hot seat exchange of shift operators in the quay cranes is one main tool to reduce the
idle time at berth.
9. After the operations are over, the port issues the BAPLIE-out. The vessel casts off after clearance
from Customs and Ports. The port deploys pilot and tugs assistance for cast off.
The planning also prepares for contingencies like bad weather which can slow down the speed of
operation. The change in plans and schedules will be quickly updated and informed to the
stakeholders who also will be affected.
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Unit 11.2 -Marine Container
Unit Objectives
1. Explain the structure of a Marine Container

2. Discuss the various parts of a Marine Container
11.2.1 Marine Container

Marine containers are manufactured conforming to standards framed by ISO. A standard ISO
container is either 20 ft long, 8 ft wide and of 8 ½ ft height OR 40 ft long, 8 ft wide and of 8 ½ ft
height. The container has a door opening on the front end.
A standard container is in the shape of a rectangular cube. The base has linear cross bars which
support the weight of the cargo. The load-carrying function of the container is through a steel
framework. It consists of two bottom side rails, two top side rails, four corner posts, bottom cross
members, a front top end rail and a door header.
The parts of a container are detailed in the table.
Bottom cross Bottom cross members are the supports for the container floor. The
members working platform on the floor is created by laying marine plywood or
wooden planks
Corner Fitting. Fitting of standard size are located each at the four corners of the top
and bottom layers of the container structure to provide means of
securing containers while being handled.
Corner Post Corner posts are vertical metallic structural member located at the four
corners of the container. The corner fittings are joined to the corner
posts.
Door Header The horizontal structural member situated over the door opening. It is
joined to the corner fittings in the door frame.
Door Sill The horizontal structural member at the bottom of the door opening. It
is joined to the corner fittings in the door end frame.
Rear End Frame The structural assembly at the rear (door end) of the container
consisting of the door sill and header joined at the rear corner fittings to
the rear corner posts to form the door opening.
Top End Rail Lateral structural member situated at the top edge of the front end
(opposite the door end) of the container and joined to the corner
fittings.
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Lateral structural member situated at the bottom edge of the front end
Bottom End Rail (opposite the door end) of the container and joined to the corner
fittings.
Front End Frame The structural assembly at the front end (opposite the door end) of the
container consisting of top and bottom end rails joined at the front
corner fittings to the front corner posts.
Top Side Rail Longitudinal structural member situated at the top edge of each side of
the container and joined to the corner fittings of the end frames.
Bottom Side Rail Longitudinal structural member situated at the bottom edge of each side
of the container and joined to the corner fittings to form a part of the
understructure.
Cross Member Lateral structural member attached to the bottom side rails that support
the flooring.
Understructure An assembly consisting of bottom side and end rails, door sill (when
applicable), cross members and forklift pockets.
Forklift Pocket. Reinforced tunnel (installed in pairs) situated transversely across the
understructure and providing openings in the bottom side rails to enable
container handling by forklift equipment.
Forklift Pocket Strap. The plate welded to the bottom of each forklift pocket opening or part
of bottom side rail. The forklift pocket strap is a component of the
forklift pocket.
Roof and side walls The side & end walls and the roof of a standard box container are not
designed to carry any load. They merely offer weather proofing.
Door The doors of a sea freight container can be fully opened towards sides.
In the closed position it is secured by cams. The door handle is fixed to
the cam rods which engage or disengage the cams. Important
information is marked on the door of the container. The information
include
1. Container No.
2. Size and type code
3. Weight and Volume details
4. Country code
5. CSC plate
6. Inspection plate
7. Owner’s prefix and serial number
Table. 11.2.1 Parts of a container
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Unit 11.3 - Container Tracking
Unit Objectives
1. Explain how the container is numbered for uniqueness
2. Describe the basics of Container Tracking
11.3.1 Container Numbering

A container is identified by a unique number is given as per prescription in ISO 6346 (International
standard covering the coding, identification and marking of intermodal shipping containers).
The standard establishes a visual identification system for every container that includes a unique
serial number (with check digit), the owner, country code, a size code, type code and equipment
category as well as any operational marks. The number consists of 4 Alphabets and 7 digits.
Owner Code
The first three capital letters in container indicate the owner or principal operator of the container.
Such code needs to be registered at the Bureau International des Containers in Paris to ensure
uniqueness worldwide.
Equipment Category Identifier
The next capital letter indicates the equipment (container) category. The following three alphabets
indicate the classifications.
U - Freight containers
J - Detachable freight container-related equipment
Z - Trailers and chassis
Serial Number
The serial number consists of 6 digits, given by the owner or operator to uniquely identify the
container within his fleet.
Check Digit
The seventh is a check digit. It is to verify accuracies of the owner code and serial number.
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Example
Container number ABCU 345678 3

ABC Owner/Operator Code
U Equipment Category Identifier
345678 Serial Number
3 Check Digit
Table. 11.3.1 Example
11.3.2 Container Tracking

The tracking of a container is an important commercial activity. There are two main types of tracking
that we shall be discussing. First is the international tracking of containers. The container shell is
owned or hired mainly by the shipping companies or companies which are engaged in container
commerce. The empty container is handed over to an exporter by the shipping company at the time
of booking the slot. The container laden with cargo is moved to a port where it is placed on board a
vessel and exported to another country. From the port in second country, it moves to the importers
place by a road vehicle. After it is received by the importer and de-stuffed, the empty container is
handed over to the shipping company. The shipping company then hands over the empty container
to an exporter in that country and the container is in export movement to a third country.
A container is on a permanent travel around the world and it visits various ports, depots, CFSs, ICDs
and ships around the world. As it moves from one place to another, its status changes from empty
to load, import to export and repair to ready for use. Tracking is the method of recording the status
and location of a container at a given point of time. There are 3 key elements to tracking – time,
location and status. For an accurate and efficient tracking system, all three elements must be
captured real time. The first step in updating the tracking system is to create a profile for the container.
The owner or the hirer registers the container in his system. He pursues the tracking based on location
which can be
a. Inside the port

b. Inside the CFS
c. With the customer
d. In the empty yard
e. On-board a vessel
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The status of a container can be
a. Empty or laden
b. Import or export
The location and the status of the container keeps on changing. It is therefore essential to track the
international movement of the container. All shipping companies try to reduce the ‘empty and
stored status’ of the container. If the period of commercial use gets longer, the revenue generation
also increases. A shipping company gives a time limit to an importer to return the empty container
after destuffing. If there is a delay in returning the empty container, penalty charges are imposed by
the shipping company.
In India, there is a system of tracking import containers transported from a port and export
containers moving to a port. The import containers coming out of the port is affixed a RFID seal at
the exit of the port. As the truck carrying the containers moves to the consignee’s place, it gets
sensed at various locations where RFID sensors are located by the tracking company. The consignee
is able to track the movement of the containers as and when the container moves across each
sensing station. If there is unreasonable delay in moving from one station to another, then the
reason for such delay can be inquired. This kind of tracing helps in ensuring a movement without
delay from the port to the consignee. This facility is available in all ports. Similarly, the export
containers originating from various inland places in India are affixed an RFID seal by the tracking
company at a nearby facility and the export container is also tracked as it moves towards the port.
Even if the vehicle is changed enroute the tracking can be continuously done because RFID is affixed
to the container. The container tracking company charges small amount towards the charges in
providing the service.
The container terminals have inhouse facility to track containers through GPS systems while the
containers are moving in a vehicle from the berth after unloading or towards the berth for loading.
The Container trucks used for internal movement by a terminal are usually equipped GPS monitors.
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Unit 11.4 - Damages to a Container
Unit Objectives
1. State the various damages that can happens to a container

2. Discuss the possible cause of the various damages
3. Explain the action to be taken in the event of each type of damages.
11.4.1 Damages to the Container

Damages Cause Action to be taken/Advice
Broken container doors  Poor handling of Cargo  Inform shipper
Handling Equipment (CHE) Permit repair prior to loading.
 Road traffic accident
 Pilferage.
Collapse of stow and  Bad weather  Inform Operations
container unloaded in  Pollution Manager
damaged condition.  Poor stowage Coordinate the Survey
 Wrong declaration of
cargo weight.
 Improper stowage of cargo
inside the container
Dented and scratched  Poor handling by CHE  Check the condition of
container  Road traffic accident container and make a
report to evaluate fitness
for further movement
Issue note to the shipper
advising them of damage.
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Dropped container  Poor handling of CHE  Verified Growth Mass

 Faulty CHE Procedure
 Weight limit exceeded  Way-bridge ticket
Uneven distribution of weight Check condition of container
inside the container corner castings.
Heat Damage  Wrongly declared  Compliance with IMDG
dangerous goods catching code
fire  Inform shipper
Fire on board Avoid stowage in hot areas
Damage due to Road accident  Truck going too fast  Restricted empanelment of
 Improper stowage of cargo transport contractor
inside the container
 Bad weather
 Poor road condition
Driver fatigue
Damage due to Train  Train going too fast Inform shipper
derailment  Poor rail maintenance
Extreme weather
Contamination of cargo  Reloading cargo in the  Compatibility of cargo
station within the same container
 Tainting by previous cargo (LCL container)
 Tainting by preservatives Pre-shipment inspection
 Wetting or cargo leakage during loading of high value
cargo.
Leakages  Shippers improper  Pre-stuffing inspection
stowage
 Improper packaging of
cargo
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Uncollected cargo  Importer cannot receive Involve the Custom for quick
disposal
the cargo
 Importer bankruptcy
 Market issue
Mis-described the cargo
Condensation  Inherent vice of the cargo  Pre-stuffing inspection
 Transit through hot and Packing Deficiency to be noted
cold temperature
 Wooden pallet with high
water content
Water ingress through hole in  Holes are not usually  Quick patch up
the container
noticed on top of the
container
Container cold treatment  No electricity supply to  Proper monitoring of
failure
reefer container settings
 Reefer unit malfunction
 Cargo warm loaded
 Container defrosting
 Incorrect setting
Poor fumigation treatment  Incorrect fumigation type  Proper liaison with
 Insufficient fumigation fumigation division
 No fumigation certificate
issued
Table. 11.4.1 Damages to the container
163
11.4.2 Actions Following Structural Damage
Fig. 11.4.2 Actions following structural damage
164
Unit 11.5 - IT/ERP Systems in Terminal Planning and Operations
Unit Objectives
1. Explain the functions of a Port ERP system

2. Explain the functions of a planning module
3. Explain the functions of an operating module
4. Discuss the essentials of berth planning
5. Describe the steps involved in loading and unloading planning
6. Describe the steps in railway planning
7. Discuss the steps in resources allocation planning
8. Discuss the purpose of overall control and co-ordination
9. Discuss the purpose of yard operation and how the various plans are integrated by the
management.
10. Explain the other components of Management Plan, Human Resources, Financial Accounting,
Corporate Planning, Marketing, Material Purchasing, Facilities & Environmental care
11.5.1 IT/ERP Systems in Terminal Planning and Operations

IT/ERP systems are used widely in modern container terminals for better productivity and customer
service. The systems have integrated the whole information resource in container terminal. The
issues of disconnected and incorrect data from client companies/work areas and the resulting ad-
hoc and poor planning have been avoided by robust ERP systems. The systems are used for berth
planning, yard planning, load/unload planning, overall control, yard operation in operation module
and logistics information. The outputs from the systems help in analyzing the business process to
generate the best workflows. A typical terminal system with a ‘planning module’ and ‘operation
module’ is discussed.
Planning modules
This module include the modules of berth planning, yard planning, loading/ unloading planning,
railway planning and resource allocation planning.
Berth planning - This module includes berth configuration, vessel information management—which
covers general information of vessels such as service route and navigation features, vessel
arrival/departure schedule management and berth allocation—which includes allocation
management of berth and container cranes. The system is very flexible to cope with frequent
changes of vessel arrival/ departure schedule by interconnecting related system modules, database,
personnel, and equipment. The berth planning also decides the allocation that is which container
crane will be deployed for which vessel.
165
Yard planning - Yard planning modules include yard configuration management, yard planning for
export cargo, yard planning for import cargo, yard planning for transshipment cargo, yard planning
for empty container and relocation required for various contingencies within yard perimeter. Yard
planning for an export cargo module will consider a berth that is ready for a vessel coming alongside
and plan the allocation for export cargo. It is necessary for the module to receive timely and detailed
data about cargo that will be loaded for export. The module has functions to cope with the frequent
change in status.
Yard planning for import cargo modules details the plan for unloading cargo and consider cargo that
will be transferred to various zones. Generally, yard allocation for import cargo is performed after
the accomplishment of unloading planning. However, the module supports the case when it is
necessary to adjust the yard plan, while import cargo are being unloaded from a vessel.
Loading/unloading planning - The loading/unloading planning module consists of management of

vessel data, container crane planning, unloading planning and loading planning. Vessel data is
information for loading/unloading planning. This includes detail specification of the vessel, structure
of cargo holder, draught, displacement tonnage, special data for calculation of the stability of the
vessel and strength of the structure and anything else which may be required.
The Container crane planning module identifies the containers in each area to be unloaded, and
which Container crane is allocated for the vessel, its starting time of work and status and location of
the Container crane .The crane planning module also evaluates the effect of ebb and flow of the tide
to the Container crane work. The Container crane planning module assigns working time of each
Container crane and sets the order of which area to work, dividing the work by loading and
unloading following the principles of working.
Unloading planning modules estimates workload according to type of work, such as general
unloading and moving in a ship. It also estimates workload according to type of cargo, such as
whether the cargo is frozen and dangerous or not. The loading planning module sets the order of
work to ensure the safety by calculating displacement, longitudinal strength, and torsion moment.
Railway planning - Railway planning includes platform and freight train configuration,
arrival/departure control and loading and unloading planning for railway transportation. The arrival
date and number of containers is fed in to the system before planning or loading and unloading
planning for railway transportation
Resource allocation planning - Resource allocation planning includes resource analysis, equipment
allocation and personnel allocation. Resource allocation planning function should perform suitability
analysis, whether the plan can be completed in the given time based on all the experience and
actual results.
Operation Module:
The terminal operation module includes overall coordination, yard operation, load and unloading
operation, gate operation and railway operation.
166
Overall control and coordination - Overall control is composed of vessel control, yard control and
gate control. Vessel control sends working order to workers of container crane, yard tractor and
RMGC, based on the details of loading/unloading planning and equipment allocation planning.
Vessel control also monitors the progress status while cross-checking with loading/unloading plan.
When unexpected conditions happen, overall control facilitation is utilized to a significant extent.
Yard operation - Yard operation consists of loading and unloading on and from vessels, gate-in yard
management, gate-out yard management, reefer container and dangerous goods container
management. Yard operation for unloading proceeds based on the unloading plan from vessel and
yard plan. Yard operation includes the relocation of the unloaded containers and manages the
positions of them. At the time of completion of relocation of unloaded containers on the yard, the
reports are transferred to the overall control with the data of container number, equipment
number, working time, working detail and position of the equipment. The automatic tracking
function for container location is included in yard operation and the location data is supplied to
other agencies that are looped in the chain. For consideration with yard operation for gate-in/gate-
out, the order of loading/ unloading onto/from trailers is determined considering extra workload
needed. Reefer container operation include such operations as power plugging, temperature setting
and monitoring. An alert is activated when sudden problems happen. Dangerous goods container
management includes the reception of a dangerous goods list, examination of the level of danger of
the goods, gate-in/gate-out operation and yard operation for the containers. The operation should
keep the regulation of handling dangerous goods such as keeping some distance between
containers and positioning the containers on the isolated yard blocks.
Fig. 11.5.1 Port Operation Tasks
167
Fig. 11.5.2 Terminal planning and operating system
The corporate planning conducts the market studies and estimates the future potential for growth
of business. They also formulate targets, strategy and the resources to tap the potential business .
The finance division projects the business targets into financial income, expenditure and potential
return on investment. The finance division also identifies the best methods to fund the projects. The
Finance Accounting does the accounting of current revenue and expenditure and monitors the
financial performance. The facilities team keeps ready the facilities for performing the operations.
The maintenance of the yards, the berths and the roads and also the facilities for the future are
planned in advance and created according to a time target. The human resource division identifies
and inducts the appropriate manpower with a desired level of skill. They conduct the recruitment
and training and establish the suitable incentive scheme to ensure good human productivity. The
material purchasing team is in charge of procurement of the equipment. They identify suitable
equipment from the market which meets the parameters of economy, efficiency and durability.
They also put in place good preventive maintenance system. The environment safety division
ensures good protocols for environment care so that the operation in the port does not harm the
environment. They conduct appropriate training and drills for safety of the workmen, safety of the
cargo and safety of the vessels.
168
Tips
1. Understand the basic structures of the container
2. Under the numbering style of a container
3. Identify a damage on the container by examination
4. Identify the probable cause of the damage
Notes
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169
Summary
Good vessel planning will help in increasing the business volume for the port. It helps in faster
turnaround of a vessel calling at the port. The marine container is metal box of internationally
standardized dimensions style and therefore it is also called intermodal containers. The containers
have a unique style of numbering and each container has a unique number, which release the
owner and the type of the equipment. The various damages that can happen to a container need to
be studied. There are structural damages and there are superficial damages. The step to be taken
for a structural damage which is more serious is to be studied.
Exercise
1. The 7th digit in a container no. is ________________
2. The owner code of the container has ___________ alphabet
3. The 4th lift pocket strap is used for ______________
4. Which part of the container takes the load of the content?
5. What are the probable reasons for sheet damages in a container?
6. What can happen if the humiliation treatment is inadequate?
7. How to prevent condensation of water vapor within a container?
8. What are the modules under the planning software of a terminal?
9. What are the modules under operation software of a container terminal?
170
171
Address: No.476, Temple Tower, Ground Floor,

Anna Salai, Nandanam,
Chennai - 600 035.
Email: reena@lsc-india.com
Web: www.lsc-india.com
Phone: 044 4851 4605
Price:
250

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Participant Handbook

Ship and Yard Planning Supervisor

All Rights Reserved,

Shri Narendra Modi

LOGISTIC SECTOR SKILLS COUNCIL

SKILLING CONTENT: PARTICIPANT HANDBOOK

Date of Issuance: May 20th, 2021

About this Book

Key characteristics of this handbook:

Key Learning Summary Unit Tips Notes Exercise

1. Introduction to Ship and Yard Planning 1

Unit 7.3 - Ensure an Organized Work place 92

Key Learning Outcomes

1. Discuss the developments in the maritime logistics following containerization.

Unit 1.1 - Introduction to Maritime Logistics

1.1.1 Maritime Logistics

The containerization brought in revolutionary changes in maritime logistics. Cargo began to be

 Containers that measured 20-feet lengthwise referred to as TEUs (Twenty-foot Equivalent

1980 2005 2020

Fig. 1.1.1 Increase in Capacity of Container vessels

Fig. 1.1.2 Container Yard

Vessel Berth Yard Gate

Fig. 1.1.3 Operations at a cargo terminal

“Ship and yard planning supervisor” Job Role

Fig. 1.1.4 Job role of Ship and Yard Planning Supervisor

Unit 1.2 - Port Ecosystem

Fig. 1.2.1 Port Ecosystem

Fig. 1.2.2 Road map for Sustainable functioning of ports

Key Learning Outcomes

Unit 2.1 - Introduction to Container Yard, Layout and Yard

2.1.1 Container Yard in a Port

Fig. 2.1.1: A container yard

2.1.2 Yard layout

Fig 2.1.2. Longitudinal and Transverse co-ordinates in a Block

Fig. 2.1.3 Berth and Yard

Unit 2.2 - Yard Integrity and Yard Maintenance

2.2.1 Yard Integrity

2.2.2 Yard Maintenance

Unit 2.3 - Gate Operation

2.3.1 Gate Operation

Following are checked at the gate for export containers entering:

Berth Yard Gate

Fig. 2.3.1 Layout of a Terminal

Unit 2.4 - Duties of Yard Supervisor in Export Yard

2.4.1 Duties of Yard Supervisor in Export Yard

Unit 2.5 - Duties of Yard Supervisor in Import yard

2.6.1 Duties of Yard Supervisor import Yard

Unit 2.6 - Yard Efficiency and Resources

2.5.1 Trucks Required for Terminal Operations

Calculation of Number of Trucks required for Export Yard

Impact of increasing efficiency

How to increase efficiency

Unit 2.7 - Stakeholders

2.7.1 Stakeholders Relation

Unit 2.8 - Terminal Operation Planning

2.8.1 Terminal Operational Planning

2.8.2 Vessel Operations

Turnaround time of ship’ is reduced by

 Reducing pre berth detention,