Arg Container Terminal

CARIBBEAN MARITIME INSTITUTE Marine Terminal Operations ARJ Container Terminal Prepared by: Revalino Bennett, Andrew Gibson, Jenoir Dick, Oshane Polson, Tandra Morris, Jodian Braham For: Mr. Reyon McIntyre Due Date: November fifteenth, 2012 Table of Contents Section Page Section A-GeneralIntroduction IV A-2 ARG Air format 1-2 A-3 Abbreviations A-4 Working Hrs A-5 Entry Passes A-6 General Customs Formalities Section B-Landside Operations B-1 Gate Operations B-2 Terminal Access B-3 Exit Validation B-4 Checking Activity at Gate B-5 Inter Terminal Transport B-6 Customs Inspection Section C-Vessel Operation C-1 Marine Requirements C-101 Working Hrs C-102 Vessel Arrival NoticeC-103 Documents Required C-104 Establishing Communication C-105 Pilotage C-2 Berth and Labor Planning C-201 Pro-forma Vessel Schedules C-202 Advance Schedules C-203 Initial Vessel Call Information C-204 Detailed Vessel Call Information C-205 Communication on the â€Å"Port of Salalah Game Plan† C-206 Calls Outs ide Pro-forma C-207 Vessel Connections C-208 Technical Information on the Vessel C-209 Notice of Readiness Section D-Load and Discharge Operation D-1 General D-101 Gantry Crane Capacity D-102 Lashing D-103 Hatch Cover Moves and Restows D-104 Use of Special Equipment D-105 Bay Planning and Stability CalculationsD-106 Definition of Loading/Discharging of Containers D-107 Reporting D-108 Storage D-109 Data Amendment D-2 Discharge Operation D-201 Vessel Profile Information D-202 Discharge List Information D-203 Checking Activity During Discharge (Tally) D-204 Reporting D-205 Short-landed Container D-206 Over-Landed Container D-3 Load Operation D-301 Pre-Plan D-302 Load List Information D-303 Re-Nomination of Cargo D-304 Pro-Forma Cargo Deadline D-305 Checking Activity during Load (Tally) D-306 Reporting D-307 Short-Shipped Container D-308 Over-Shipped Container D-4 Yard Inventory D-5 Vessel Bunkering, Repair, and Supply of ProvisionSection E-Break Bulk and Over Dimensional Cargo E-1 Req uirements E-2 Restrictions F-Direct Deliveries G-Dangerous Cargo H-Leakage/Spillage of Cargo I-Container Freight Station Activities J-Weighbridge K-Miscellaneous Services L-Damage and Claims L-01 Damage to Line’s Equipment (Without Prejudice) L-02 Damage to Line’s Vessel (Without Prejudice) L-03 Damage Caused by Third Parties L-04 Damage to Port Facilities/Equipment/Personnel M †Longstanding Cargo N-Reefer Containers Section O-Port Safety and Security O01 Rules and Regulations O02 International Ship and Port Security (ISPS) O02. ISPS Measures by Port of Salalah O02. 2 ISPS Requirements for the Line O03 X-Ray Inspection of Containers Introduction The opposition among holder ports keeps on expanding as a result of di? erentiating elements, for example, administrations, area and execution. These elements make up a portion of the significant key choice criterias worldwide transportation organizations consider while choosing a transshipment port. In view of that we the proprietors and chiefs at ARJ Container Terminal will be attempting to pull in transporters with our computerizing dealing with gear, the accelerating different administrations, and giving the most current data on the ? w of holders. Simultaneously, be that as it may, we will lessen costs by using our assets e? ciently, including HR, compartments, holder, yards, quay cranes, and different yard hardware. Our key and ideal preferred position will be our area. This area in Little Bay, Little London Westmorland Jamaica West Indies will have the adequate harbor water profundity and dock space that will make it conceivable to encourage docking of up to a Super-Panamax vessel.Dredging won't be required to suit these huge draft vessels, subsequently no aggravation or exhaustion of any marine untamed life asylums on the harbor floor or common environment will be caused. We and our supervisory group are significantly satisfied by this in light of the fact that outside of us needing to make a n ideal high proficiency compartment terminal, we additionally need to realize that it is finished with practically no effect on the general condition and untamed life. ARJ Container Terminal area will be a short ways from the capital city of Savanna La Mar and a little ways from the A2 South Coast Highway.This will help incredibly in our multimodal transportation getting ready for both our customers and ourselves and furthermore praise emphatically on the residential dispersion side of our organization. We are a constrained risk organization that represents considerable authority in holder and general freight taking care of for transshipment and residential purposes. The organization is claimed by Shiek Revalino Bennet, Shiek Andre Gibson and Shiek Jenoir Dick and is oversee by our seniors executives Oshane Polson, Tandra Morris and Jodian Braham The target of ARJ is to give incorporated load administration answers for transportation organizations worldwide.Due to our profoundly eq uipped directors, the organization will have the option to considerably build its freight turnover and guarantee customary payload stream, and to praise our adequacy we will be the main terminal on the island of Jamaica with Sea-Rail transshipment activities. This will improve our household work and thus bringing top notch administration to the creating country of Jamaica. Our created terminal foundation, payload taking care of advancements and current hardware will guarantee ARJ’s seriousness and pinnacle position in the travel market.We will offer worth included administrations including customs activities, cargo sending and coordinations arrangements so this can fundamentally be a one stop look for our clients/customers. ARJ will utilize 111 qualified masters in various fields to guarantee the company’s operational effectiveness and efficiency level is comparable to the significant terminals around the globe and even surpass if conceivable. We are anticipating from worldwide input that our all out compartment stream for 2013 will be around 750,000 TEU. ARJ Air Layout Infrastructure: Berth: Length †290 m Draft †15 m Warehouse zone: 16,310 m2Open-air stockpiling zone: 120,800 m2 Technical hardware: Quay cranes at the vessel: †STS crane †Conventional quay crane †Mobile harbor crane For compartment move (level vehicle): †SC (max. stacking capacity: 1-more than 3-high) †Reachstacker †Terminal tractor with trailer (alleged Tractor-Trailer Unit (TTU)) †Multi-trailer (terminal tractors with a few trailers) †Empty/stacked holder handler †Shuttle Carrier (ShC stacking ability: 1-more than 1-high) †Automated Guided Vehicles (AGV) †Automated SC (max. stacking ability: 1-more than 2-high) For compartment transport and stacking inside the yard: SC †Rubber-Tyred Gantry crane (RTG crane) †Rail-Mounted Gantry crane (RMG crane) †Container handler (like reachstacker or top lifter) â € OverHead Bridge crane (OHB crane) For the landside activity: †SC †RTG crane †RMG crane †Reachstacker †TTU At the inland route vessel: †STS crane †Conventional quay crane †Mobile harbor crane The STS crane drops down holders on TTU that will move the compartments to the stacking territory where the crates are stacked by arrive at stackers (see Figure 1. 1) or forklift trucks fitted with suitable spreader casings for holder top or side lifting.Due to their flexibility in activity, arrive at stackers are the most ideal decision for our multi-reason terminal as they are anything but difficult to deal with, can be utilized for stacking in the yard, stacking and emptying of TTUs, street trucks and rail vehicles on first rail. Counting our landside activity, a gauge of 3â€4 reachstackers and 4â€5 TTUs are required per STS crane. The particular number of TTUs specifically will rely upon the separation between the billet and the stacking regi on of the individual activity. The TTUs are utilized for the vehicle of the holders between the vessel and the compartment yard.Figure 1. 1-Reachstackers and TTU activity A capacity limit of approx. 350 TEU per hectare for 3-high stacking and 500 TEU per hectare for 4-high stacking are normal figures for our sort of yard gear. The most extreme stacking tallness is 5, compartment squares can be kept 4-profound because of second line get to. If there should arise an occurrence of movement of limits reachstackers are handily moved to another terminal or utilized for other payload dealing with and due to their simple transportation between terminals reachstackers can be utilized to cover brief necessities. Ride Carrier System:The STS crane will put holders onto the cover from where the SCs transport them to the stacking yard (see Figure 1. 2 and Figure 1. 3) and stack the holders. The SCs are autonomous from some other hardware and can play out all the distinctive taking care of activit ies: transport, stacking and the stacking/emptying of trucks and rail vehicles (see Figure 1. 3). SC frameworks are the ideal framework for enormous size terminals when high adaptability in the yard and availability of the cases are required and thay make it simple to adjust the format of the terminal.A stockpiling limit of approx. 500 TEU per hectare stacking 2-high (3-high SC) and 750 TEU per hectare stacking 3-high (4-high SC) can be accomplished. The most extreme stacking tallness is 4-high. Counting landside activity, a gauge of 4â€5 SCs are required per STS crane †without thinking about explicit conditions. The framework will be upheld by compartment handlers stacking MT boxes or potentially RMGs for holder dealing with in the rail yard. Figure 1. 2 Pure SC framework Figure 1. 3 SC tasks: Container transport and stacking and Loading/emptying of rail vehicles System points of interest SC’s can cover a wide range of level and vertical vehicles being important to p erform compartment moves from the landside terminal interfaces (counting truck dealing with and rail activity) by means of the holder yard to handover positions underneath the STS cranes at quaysid