Key Port Performance Indicator

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    2008-09 2009-10 2010-11 2011-12 2013-14

    No of Ships arrieved at the Port

    No of Ships sailed after cargo operation

    Average gangshift output (tonnes)

    Idle Time at berth ("%)

    Percentage Berth Occupancy

    PERFORMANCE INDICATORS

    Traffic (in"000 Tonnes)

    Average Time Spent at Berth (Days)

    Average Pre-berthing detention due to non-availability of berth (Days)

    Average Turn-round time (Days)

    Average size of parcel per ship (Tonnes)

    Average quantum of cargo handled per ship day (Tonnes)

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    14-Jan 13-Dec 13-Jan

    No of Ships arrieved at the Port

    No of Ships sailed after cargo operation

    Idle Time at berth ("%)

    Percentage Berth Occupancy

    Average gangshift output (tonnes)

    PERFORMANCE INDICATOR

    Average Pre-berthing detention due to non-availability of berth (Days)

    Average Time Spent at Berth (Days)

    Traffic (in"000 Tonnes)

    Average Turn-round time (Days)

    Average size of parcel per ship (Tonnes)

    Average quantum of cargo handled per ship day (Tonnes)

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    SL NO INDICATORS

    1 Average Ship Turn Arround Time

    2 Average Tonnage Per day (Hours)

    3 Average Vessel Time at Berth

    4 Average vessel time outside

    5a For Berth

    b Due to Rain

    c Other Causes

    6 Average Waiting Rate

    7 Tons per gang hour

    8 TEUs per crane (hook) hour

    9 Dwell time

    10 Berth throughput

    11 Throughput per linear meter

    12 Berth occupancy rate (%)

    13 Berth utilization rate (%)

    14 Income (expenditure) per GRT

    15 Operating surplus per ton of cargo handled

    16 Rate of return on turnover

    Average waiting (idle) time

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    BASIS OF COMPUTATION

    Total Hrs vessel stay in port / Total no of Vessels

    Total tonnage of cargo Handled/ Total no of vessel days (Hours)

    Total hours alongside berths /Total no. of vessels berthed

    Total hours in port - total hours berth alongside /Total no. of vessel calls

    Total hours of vessels waiting for berth/Total no. of vessels berthed

    Total hours of work stoppage due to rain/Total no. of vessels worked

    Total hours of stoppage attributed to the Causes/Total no. of vessels worked

    Total hours of vessels waiting for berth/Total hours alongside berths

    Total tonnage handled/Total no. of gangs x total no. of hoursworked

    Total no. of TEUs handled/Total no. of cranes used x total no. of hours cranes worked

    Total no. of cargo tons x days in port/Total tonnage of cargo handled

    Total tonnage of cargo handled at berths/Total no. of berths

    Total tonnage of cargo handled at berths/ Total length of berths of wharf

    Total time of ships at berths x 100 /Total no. of berths x 360 days

    Total time that ships actually work x 100/Total time of ships alongside

    Total income (expenditure)/(or NRT) of shipping Total GRT (or NRT) of shipping

    Operating surplus /cargo handled Total tonnage of cargo handled

    Operating surplus/Operating income

    KEY PERFORMANCE INDICATOR

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    SL NO MOST IMPORTANT

    1 Ship Turn Around Time Ship Turn Around Time

    2 Waiting Rate Waiting Rate

    3 Berth Occupancy Berth Occupancy

    4 Working Time Over at berth Working Time Over at berth

    5 Dwell Time (Container Cargo) Dwell Time (Container Cargo)6 Gang Productivity (Tonn/Gang-Shit) Gang Productivity (Tonn/Gang-Shit)

    7 Ship Productivity (Tonn/Ship-Day) Ship Productivity (Tonn/Ship-Day)

    8 Moves per crane hour Moves per crane hour

    9 Charges per TEU Yard Density

    Stevedoring Charge per TEU TEUs Per Hour

    Shore Hadling Charge Per TEU

    10 Total Income over Tonnage Handled

    11 Total Expenditure Over Tonnage Handled

    12 Operating Surpuls over total tons

    13 Modal split (Cargo Delivey by Split)

    14 Imports - General Cargo Traffic (MT)

    15 Exports - General Cargo Traffic (MT)

    16 Imports - General Cargo Traffic (MT) - By Country

    17 Exports - General Cargo Traffic (MT) - By Country

    18 Number of passenger Carried

    19 Number of TEUs Handled

    20 No of Ship Calls (By Typs of Cargo, LOA and Draft)

    21 Compliance with ISPS Code

    22 Compliance with OSHA Requirement

    23 Yard Density

    24 Number of TEU per Hectare

    9 Yard Density

    10 TEUs Per Hour

    BENCHMARK

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    SL NO INDICATORS

    1 Ship Turn Around Time

    2 Waiting Rate

    3 Berth Occupancy Rate

    4 Working Time Over at Berth

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    5 Dwell Time

    6 Tonnage Per Gang-Shit

    7 Moves Per Crane-Hour (Gross)

    8 Tonns Per Ship-Day

    9 Moves Per Ship-Day

    10 Charges Per TEU

    11 Total Income Over Tonnage Handled

    12 Total Expenditure Over Tonnage Handled

    13 Operating Surplus Over Tonnage Handled

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    14 Container Handled (TEU)

    15 General and Bulk Cargo Handled (Tons)

    16 Passengerd Carried

    17 Yard Density

    18 TEUs Per Hector

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    DEFINATIONS

    This is the total time a vessel spends at a port, from entrance to exit. It is calculated

    from the time of arrival to the time of departure (buoy-to-buoy time) excluding

    time lost due to ships own convenience. Generally ships turn-round time is

    expressed in days. recent inmprovements, through, have made it to be expresed in

    hours.

    In its basis form, ship turn-round time does not mean mucn, as the length of stay of

    a vessel is influenced by

    (a) the volume of cargo

    (b) the facilities made available

    (c) type of vessel

    (d) the composistion of cargo itselg

    thus it is necessary to break the basic ship turn-round time down into turn-round

    time for tankers, general cargo, and container vessels.

    Waiting rate is given as the ratio of two parts of ship turn-round time;

    (1) Time at berth

    (2) Time Outside

    This indicators provides the information about congestion problems at the port. A

    high value indicates that ships must spend a significant part of thier time at port

    waiting for a berth space available. Thus requirement the waiting rate should be

    less than 1 seeks to ensure that vessels spend more time at berth than outside

    (Waiting time).

    Waiting Time Refers to the time between ship documentated arival and berthingtime.

    Represents a percentage of time that berths are in use by ships.

    Berth Occupancy Rate is useful indicators for obtaining as estimate level of port's

    activity. A high value for berth occupancy rate shows that a port is busy most of

    time but only if the turnaround time is low. Otherwise, the port could be regarded

    as a very inefficeint port, whose users spend too much time berthed but not

    serviced.

    The formula assumes data submission plan of 1 year. Incase data submission ismonthly, then 360 in the denominator should be adjusted to reflect the number of

    days in that particular month.

    A value close to 1 indicated that a ship is serviced for most of the time it spends in

    the port. A smaller values indicates that a ship is idle most of the time that is

    berthed.

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    this is the time elapsed since when the cargo is unloaded from a ship until it exit the

    port ot vice versa. It is measured in days. The smaller the value of the indicators,

    the higher the efficiency of the port.

    A igh value for this indicators points towards cargo management problems. such

    problems could be

    (a) poor performance of administrative service such as customs procedures and orother mandatory inspections

    (b) poor condition between importers / exporters and surface modes of transport.

    While cargo dwell time is very important inidcator for shippers. it is even crucial to

    those dealing with perishable goods e.g. Vegetables, Fruits and Fish.

    With intoduction of ICDs, it will be advisable to disintegrate dwell time into dwell

    time at ICDs and port/terminals. The move will encourage ports/terminals to push

    containers to ICD immediately after their discharge in order to achieve the set

    benchmark. In so doing the port will be fluid and ICDs will be used efficiently.

    This is a mesaure of labor productivity.

    When making comparison across ports it is important to ensure that the ports

    conditions are similar e.g. the size of the gang and shift duration. Likewise, one

    should do that for equivalent type of cargo, type of equipment employed as labor

    productivity is greatly influenced by capital stock of the port

    The indicator evaluates the productivity of the main equipment for cargo loading

    and unloading.

    Again in order to make comparison across ports, one should guarantee some

    homogeneity on the type of cranes.

    This gives an idea of the total productivity of a port in cargo handling. A reduced

    value for the index will indicate low efficiency due to imposition of lonnger times

    on ships.

    This gives an idea of the total prodcutivity of a port in handling Containers.

    Similarly ; a reduced value for the index will indicate low efficiency due to

    imposition of lonnger times on ships.this is becoming an international benchmark. However local conditions over some

    particular cost (such as labor charge) may vary considerably byt still using the

    indicators on a regional basis is permitted and recommended.

    Measures how much income is generated by handling a unit ton.

    This is a mesaure of expenses incurred in handling a unit ton.

    This is a mesaure of how much surplus is fetched by a unit ton handled by the port.

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    This is a measure of seaport traffic as mesaured by number of Twenty-Foot

    Equivalent Unit (TEU)

    This is a measure of seaport traffic . Total Tonnage of all non-containerized frieght

    which is imported or exported by sea.

    This shows the extent to which waterways serve people interms of travelling. It

    indicates the importance of marine transport in meeting travelling needs and aslo

    the need for safety and security measures to be taken.

    This yard dendity measures how effective the port space is used. The objective of

    the indicators is to entice the port operators to efficiently utilize the yard (stacking)

    space in line with pre-specified yard capacity.

    The number of TEUs per Hector is meassures how effectively the port uses the land.

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    FORMULA

    =Total Hrs vessel stay in port / Total no of Vessels

    = Time Spent Outside Berth/ Time Spent at berth

    = Total Ship Time at Berth*100/Number of berths *360

    = Work Time/ Time at Berth

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    = Total Income / Total Tons Handled

    = Total Expenditure / Total Tons Handled

    = Operating Surplus / Total Tons Handled

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    SL NO BENCHMARKED INDICATORS BENCHMARK

    1 Ship Turn-Round Time

    General Cargo Vessel

    Tankers

    Containerized Vessel

    2 Waiting Rate

    General Cargo VesselTankers

    Containerized Vessel

    3 Berth Occupancy

    General Cargo Vessel

    Tankers

    Containerized Vessel

    4 Work Time Over Time at Berth

    General Cargo Vessel

    Tankers

    Containerized Vessel

    5 Dwell Time (Containerized Vessel)

    Imports

    Exports

    6 Gang Productivity (Tons/Gang-Shift)

    Dry Bulk Cargo

    General Cargo

    7 Ship Productivity (Tons/Ships-Day)

    Dry Bulk Cargo

    General Cargo

    Moves Per Ship Workingg Hour

    8 Moves/Houre9 Yard Density

    10 TEUs Per Hector