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 compartment ports keeps on expanding due to di? erentiating elements, for example, administrations, area and execution. These components make up a portion of the significant key determination criterias worldwide transportation organizations consider while choosing a transshipment port. In view of that we the proprietors and directors at ARJ Container Terminal will be attempting to pull in transporters with our mechanizing taking care of hardware, 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 gear. Our key and ideal bit of leeway 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 oblige these enormous draft vessels, consequently no unsettling influence or consumption of any marine untamed life asylums on the harbor floor or normal natural surroundings will be caused. We and our supervisory crew are extraordinarily satisfied by this in light of the fact that o utside of us needing to make an ideal high productivity 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 little ways from the capital city of Savanna La Mar and a short ways from the A2 South Coast Highway.This will help enormously in our multimodal transportation making arrangements for both our customers and ourselves and furthermore praise decidedly on the household appropriation side of our organization. We are a constrained risk organization that represents considerable authority in holder and general freight dealing with for transshipment and local purposes. The organization is possessed by Shiek Revalino Bennet, Shiek Andre Gibson and Shiek Jenoir Dick and is oversee by our seniors chiefs Oshane Polson, Tandra Morris and Jodian Braham The target of ARJ is to give coordinated payload administration answers for delivery organizations worldwide.Due to our profoundly equipped directors, the organization will have the option to generously build its freight turnover and guarantee ordinary load stream, and to praise our adequacy we will be the main terminal on the island of Jamaica with Sea-Rail transshipment activities. This will upgrade our local capacity and thus bringing top of the line administration to the creating country of Jamaica. Our created terminal framework, load taking care of innovations and current gear will guarantee ARJ’s intensity and pinnacle position in the travel market.We will offer worth included administrations including customs tasks, cargo sending and coordinations arrangements so this can essentially be a one stop search for our clients/customers. ARJ will utilize 111 qualified experts in various fields to guarantee the company’s operational proficiency and efficiency level is comparable to the significant terminals around the globe and even surpass if conceivable. We are anticipating fr om worldwide input that our all out holder 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 gear: Quay cranes at the vessel: †STS crane †Conventional quay crane †Mobile harbor crane For holder move (flat 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 compartment handler †Shuttle Carrier (ShC stacking ability: 1-more than 1-high) †Automated Guided Vehicles (AGV) †Automated SC (max. stacking capacity: 1-more than 2-high) For holder 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) †OverHea d 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 compartments on TTU that will ship the compartments to the stacking territory where the crates are stacked by arrive at stackers (see Figure 1. 1) or forklift trucks fitted with proper spreader edges for holder top or side lifting.Due to their adaptability 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 compartment and the stacking territor y 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 basic figures for our kind of yard hardware. The greatest stacking stature is 5, compartment squares can be kept 4-profound because of second column get to. If there should be an occurrence of movement of limits reachstackers are handily shipped to another terminal or utilized for other load taking care of and in light of their simple transportation between terminals reachstackers can be utilized to cover transitory prerequisites. 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 diverse taking care of ac tivities: transport, stacking and the stacking/emptying of trucks and rail vehicles (see Figure 1. 3). SC frameworks are the ideal framework for huge 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 taking care of in the rail yard. Figure 1. 2 Pure SC framework Figure 1. 3 SC activities: Container transport and stacking and Loading/emptying of rail vehicles System focal points SC’s can cover a wide range of even and vertical vehicles being important to perform holder moves from the landside terminal interfaces (counting truck taking care of and rail activity) by means of the compartment yard to handover positions beneath the STS cranes at quaysid