In 2006, the world’s largest container terminal – the Port of Singapore – handled nearly 25 million containers. The second largest port, Hong Kong, handled over 1.5 million TEU less. At the same time, Gdynia’s container terminals – Baltic Container Terminal (BCT) and Gdynia Container Terminal (GCT) – handled approximately 480,000 TEU. Every day, for example, more than 1,000 TEU pass through the BCT gate on average, while 68,000 TEU pass through Singapore. Numerous services are performed for each container at the terminal, such as:
– picking up/dropping off a container at the storage yard
– storage
– transshipment between transport modes (land, sea) and the storage yard and vice versa
– expert and cargo inspection services (e.g., sanitary, veterinary, quality control)
– activities related to customs procedures
– container stuffing and stripping
– storage and handling of empty containers (e.g., fumigation, repairs).
The main goal of a terminal’s operation – regardless of the volume of turnover – is always to ensure the fastest possible handling of a container in the port. The scale of operations and the amount of information that must be processed here is enormous. Smooth and reliable operation of a container base is unimaginable without a coherent information and IT system, allowing all participants in land-sea supply chains to implement modern logistics concepts. Currently, every significant container seaport operates based on a modern, integrated, and scalable container terminal operating system. There is no single common, universal IT system. Terminals use systems from various vendors (e.g., GCT implemented nGen created by Hongkong International Terminals in 2006, while BCT introduced a system designed by Tideworks Technology Inc. at the end of June this year), however, it is usually possible to distinguish common modules in them, covering individual spheres of work at the terminal. Some of them work exclusively for the terminal, which means that external customers are denied access to them. The basic module is responsible for terminal operations and container transshipments in various relations (e.g., ship – rail wagon), storage yard planning, and monitoring container movements. It allows for registering and monitoring containers crossing the terminal gate. Another module allows for planning loading onto a ship, generating crane work, and creating stowage plans (e.g., Spinaker Vessel Planning, EZShip, Guider).
Based on container data such as size, weight, ship name, and port of destination, the system automatically allocates the optimal space on the ship or storage yard, which reduces the need for container repositioning. This module is often supported by an application for managing handling equipment, optimizing its use. Terminals are also equipped with wireless real-time systems for controlling container transshipment by yard and quay cranes. The terminal’s operational services communicate using electronic messages, rather than radio or paper as in the past (e.g., TRACS in GCT, Traffic Control in BCT). Financial settlements between the terminal and its customers are enabled by automatic invoicing modules (e.g., eBilling), also available to shipping lines using slot exchanges (e.g., EZBill in Singapore). Electronic invoices replace paper invoices, and payments are made in a cashless form. An internet platform is used by a module intended for external users (e.g., freight forwarders, shipping lines, road carriers, customs services), enabling fast, accurate, and real-time communication between the terminal and customers in the port environment. For example, in BCT these are the “Mainsail Online” and “Forecast” applications; in GCT this function is fulfilled by a module called “eXpress”, and in Singapore by “Cargo D2D”. All use commonly available Java and XML languages and offer a user-friendly web interface. Only registered terminal customers have access to the system (e.g., in BCT this happens after concluding a cashless service agreement and receiving a token).
The article comes from the magazine “Logistyka” 5/2007.