0930 0945 Break 0945 1045 Terminal operation Yard 1045 1100 Break 1100 1200 Rail Gate and Vessel Ops 1200 1230 Exercise Lets make a letter It starts with a Contract ID: 799835
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Slide1
Terminal Management
08:30 – 09:30 Start with the contract
09:30 – 09:45 Break
09:45 – 10:45 Terminal operation. Yard.
10:45 – 11:00 Break
11:00 – 12:00 Rail, Gate and Vessel Ops.
12:00 – 12:30 Exercise: Lets make a letter!
Slide2It starts with a Contract
Slide3Learning Objectives:
Gain an understanding of the history of labor unions on the waterfront.
Which unions are involved in Maritime work.
Key provisions in the contract.
Jurisdiction on the waterfront.
Future challenges of waterfront unions.
Slide4Why is there a waterfront union
Unsafe work places and practices
Unfair hiring practices: Shape Up
Onerous workloads and employer speed- ups
Employer favoritism
A desire for some control over hiring practices, and the formation of hiring halls
Some references for further study:
Waterfront Workers History Project:
http://depts.washington.edu/dock/index.shtml
The Working Longshoreman, by Ron
Magden, 1991. ILWU Local 23 Historian
Key Waterfront Labor Unions:
International Longshore and Warehouse Union (ILWU)
International Association of Machinists (IAM)
Inland Boatmen’s Union (IBU)
Sailors Union of the Pacific (SUP)
Masters, Mates, and Pilots (MMP)
Marine Engineer’s Beneficial Assoc. (MEBA)
Seafarer’s International Union (SIU)
PMA / ILWU Contract
1.1
Within the States of California, Oregon and Washington,
all movement of cargo on vessels or loading to and dischargingfrom vessels of any type and on docks or to and from railroadcars and barges at docks is covered by this Contract Documentand all labor involved therein is assigned to longshoremen asset forth in this Section 1.
Slide8PMA / ILWU Contract
1.11
This Contract Document covers the movement of
outbound cargo only from the time it enters a dock and comesunder the control of any terminal, stevedore, agent or vesseloperator covered by this Contract Document and covers movementof inbound cargo only so long as it is at a dock and underthe control of any vessel operator, agent, stevedore, or terminalcovered by this Contract Document.
Slide9Hours and Shifts
2.1
The standard work shifts and work week consist of the
first 8 hours on the first shift, the first 8 hours on the secondshift and the first 5 hours on the third shift, Monday throughFriday. Work outside the standard work shifts on Mondaythrough Friday and all work on Saturdays, Sundays, andAgreement Holidays is overtime work.2.2
Meal time shall be 1 hour.
Slide10Hours and Shifts
2.3
Longshoremen are entitled to a 15-minute relief period
around the midpoint of each work period involved, having dueregard for the continuity and nature of the work.2.41 The first shift shall start at 8:00 a.m. except that theinitial start may be made later than 8:00 a.m.
Slide11Hours and Shifts
2.4491
Any dock facility may operate from 7:00
a.m. to 6:00 p.m. and from 5:00 p.m. to 4:00 a.m. at the optionof the employer.2.4492 For flexibility on dock operations, individuallongshoremen may (1) be ordered to perform any dockwork for 1 full hour only prior to the start of any shift or (2) be
directed to perform any dock work for 1 full hour only after anyshift. Individual longshoremen shall be limited to a total of 9hours on the first shift, 9 hours on the second shift, and 6 hourson the third shift.
Slide12GUARANTEES
3.1
Eight-hour guarantee.
3.11 Applicability and method of payment.3.111 Fully registered and limited registered men whoare ordered to a job and who report to work and are turned toshall receive a guarantee of 8 hours’ pay, except on the third
shift where a guarantee of 5 hours’ work or 5 hours’ pay is applicable.3.112 On the first shift, the 8-hour guarantee of work orpay shall be provided between the hours of 8:00 a.m. and 6:00
p.m.
Slide13Jurisdiction on the Waterfront:
Bargaining-unit work
Specialties and unique work
Recognition and respect of jurisdiction
Solidarity
Outsourcing
Future Challenges of Unions:
Outsourcing
Technology and modernization
Remaining relevant
Solidarity
Political pressure
Wages, pensions, benefits
BREAK!
Slide16Terminal Operations
What drives Terminal operations?
Revenue and expense.
What is the purpose of a business?
Slide17Terminal Operator and the Steamship line contract = Revenue
Many types of contracts.
In times past Cost plus was a common model.
Today more are based on a lift rate.Incidental charges cover items that are not addressed In the base contract.Every contract is different based on volume / cargo split / type of operation / Operators ability to work as efficiently as possible.
Slide18Budget/EBITDA/variation/balance
Like any business a terminal must.
Create a budget based on expected revenue and anticipated expenses.
Track EBITDA expectations usually 6 – 8% . Maximize revenue. Hard to do when based on volume. Minimize expense. Hard to do when trying to increase production. Explain variations. Find the balance.
Slide19The Parts of a terminal Operation
The Yard
The Rail
The GateThe Vessel
Slide20The Yard it’s the heart of the operation
A terminals ability to handle the volume going to and coming from the vessel is dictated by the yard.
There are several factors affecting a yards ability to handle vessel volume.
The size of the yard expressed as total acres and an associated teu per acre through put per year. Generally 4,000 to 10,000 teu
per acre.The mode of operation.Top picks/Reach Stacker/RTG/RMTG/STRAD/ASC.The amount of Container handling equipment, (CHE), available.The hours of operation.
Slide21Big Terminal 1,000 acres = 9mil
teu
per yearShanghai. 15 mile causeway to terminal
Slide22Small Terminal 14 acres = 56,000
teu
Red Hook NY
Slide23RTG/RMGC
Slide24Strad operation
Slide25Top Pick
Slide26Reach Stacker
Slide27Rubber Tire Gantry
Slide28Rail Mounted Gantry Crane
Slide29Strad
Slide30ASC
Slide31BREAK
Slide32Gate/Rail/Vessel
The yard is the heart
The Vessel, Gate, and Rail make it pump.
Slide33On Dock Rail
On dock rail gets containers out of the yard quickly.
This is expressed in terms of container dwell.
Dwell is the time a container is discharged from a vessel to the time it leaves the terminal.Rail dwell is generally less than dwell time for containers going out the gate. Partly because it can work day and night less expensively than gate ops.On dock rail splits the flow to and from the vessel from one to two.The capacity of the on dock rail can be expressed as 30teu per working foot of track. So 15,000 ft = 450,000teu per year capacity.
Slide34On dock rail
Slide35ON-DOCK RAIL OPERATION
Slide36The Gate
The work horse of any terminal.
The gate is usually responsible for 50% or more of the total volume associated with the vessel volume.
The capacity of the gate has traditionally been defined by the number of gate pedestals available for truck/clerk interactions.That calculation is starting to change as technology reduces the amount information that needs to be relayed between humans.The gate is responsible for ensuring only those trucks and containers that are allowed to come in get in and that only those containers that are cleared to leave do.
There are many rules and regulations that must be followed or fines and jail time are possible.Close partnerships exist with: Coast Guard, CBP, Fire Department, and Department of agriculture.
Slide37In Gate
Bayonne NJ
Slide38In Gate
Yantian China
Slide39OCR shack at ingate
Slide40Out Gate Radiation Portal Monitors
Slide41The Vessel
All hands on deck.
When the vessel shows the operation has got to go.
A terminal operator needs to maximize production against the vessel for two reasons.To provide the best service to the steamship line by getting the vessel on and off the dock as quickly as possible.To reduce the amount of manning by increasing production thereby reducing expenses against the per box revenue.Even if the effort does not result in actual reduced gangs any dead time at the end of the operation is generally split between the line and the operator. This reduces the terminals labor costs marginally.
Slide42The Vessel
A terminals production associated to the vessel are affected by two things.
The number of berths available to work vessels.
The number of cranes available to work vessels.As vessel sizes increases the number of available berths shrinks.Generally each 1,300-1,500 foot of dock can be considered a berth.Each cranes annual teu capacity is 175,000 – 215,000
teu.It is generally accepted that 4-6 cranes per berth are nesesary.
Slide435 crane operation
Slide44Three gang operation
Slide45A really bad operation!
Slide46BREAK
Slide47Lets look at a Hatch count!
One of the big jobs for the Marine Superintendent is to take the Hatch count and turn it into a letter for the longshore to follow.
Usually the Sup will be working with an offsite Port Captain and a Planner but it is the sups responsibility to make sure the letter makes sense. The plan needs to result in the fewest gangs
to complete with nothing missed and nothing damaged.