Port Training using simulation methodology

GUIDO GUIZZI1, ROBERTO REVETRIA

2, ELPIDIO ROMANO

1

1Operations Management Department

University of Naples, Federico II

P.le Tecchio 80, Naples

2Department of Mechanical Engineering

University of Genoa

Genoa, Italy

ITALY

g.guizzi@unina.it, elromano@unina.it, roberto.revetria@unige.it

Abstract: - In this work, we want to develop some fundamentals related to the terminal container design: Since

its early days of functionality a container terminal needs a large number of people for its operation. From

manual handling of bulk cargo, to the management board, each subject requires a specific set of skills. The

organization and management of the port cannot therefore matter a complete and weighted long-term training

program, it will be internal or outsourced, high- tech or focused on the experience of senior staff. The aim of

this paper is to shed light on the importance of training of skilled labor represents for container terminal,

especially when it comes to a terminal during start-up. Finally, a study will be made of those that are the

applications of simulation models in port environment. It will evaluate the usefulness and above considerations

will be made from the economic point of view. The ultimate goal will be to standardize cost analysis of a

training plan, comparing advantages and disadvantages of the use of the simulation results.

Key-Words: -Behaviour simulation, port training, container handling, dry bulk handling.

1 Introduction Most of people define container terminal as the

maritime port interface where goods carried in

containers come and leave, by/through sea or land.

Basically two essential operations must be able to be

performed inside:

• transfer from one vehicle of transport to

another;

• temporary and intermediate deposit between

various transport phases (truck, train).

To perform these operations it is necessary that the

system assigned to container handling be broken

down into various functional zones, which onto

different activities go on. Essentially, the activities

consist of:

• loading and unloading of containers;

• transport of containers from the storage areas to

alongside ship, to beloaded and conversely;

• unloading and loading of the containers

from/on railway cars, highwaytrailers or ship

for internal sailing

Therefore, the terminal will be characterized by an

area along the quay that will be suitably organized

and equipped to permit installation of the

mechanical equipment for the operations of loading

and the proper organization of these on internal

vehicles of transport that transfer the containers

from or to the appropriate storage areas.

• Full containers;

• Empty containers;

• Reefer containers;

• Dangerous containers;

• Unusually-shaped containers or special ones

Behind the quay zone there will therefore be present

yards of a size suited to the traffic envisaged, where

the containers will be stacked for suitable storage

that may be affected on more than one tier,

depending on the yard mechanical vehicles that it is

intended to use for handling the containers. In the

container terminal different kind of container

handling equipments, specialized employees,

specifics spaces and time planning, are used to

tranship containers from ship to land, truck and train

or vice versa.

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Fig. 1: Container handling general scheme.

1.1 Hub and Feeder port terminal In a whole “terminal container” description we have

to consider if it is main or feeder port. First one is in

a main line and feeder system (also called “hub

port” and “hub and spokes system”). It can receive

main-line vessels and smaller feeder vessels. His

primary function is called transhipment, whereby

large numbers of containers (more than 7/8000

TEUs) come by one big vessels and leave again to

other ports by so much smaller ships, or vice versa.

So-called feeder port (or regional terminal) work for

local import/export needs; they usually have smaller

dimension, less water depth, smaller equipment

number and/or dimension. Strategic position in the

global market result the most affective factor to

determinate the main port function, but usually

container terminal carry out both and its definition

depends on which one is predominate.Nowadays,

biggest ports in the world have transhipment as

main function.

2 Layout port Terminal Whether it is Hub or not, container terminal is

normally divided between these different areas

connected together:

• Berths, the actual gateway between sea and

land, are the place where ships stay safely

attending the completion of loading/unloading

operation;

• Stacking areas for container, normally included

import, export and transhipment yard. Special

areas are available for reefer containers;

• Container freight station (CFS), where cargo is

loaded, to or unloaded from, ISO containers.

Can be part of the terminal, but it can also be

constructed away from the terminal itself, in

the port, or even outside of it;

• Places and facilities for: repairs, inspection,

washing, etc;

• Empty container yard, place where empties

container are stacked. Typically is less capital

intensive than other container yards, being

longer the cycle times in this area

After arrival in the port, a container vessel is

assigned to a berth equipped with cranes to load and

unload containers. Unloaded import containers are

transported to yard positions and stored for further

transport customs inspection or the gate. Containers

arriving by road or railway at the terminal are

handled in the export stacks or train operations area.

They picked up by the internal equipment and

distributed to the stacks in the stacking yard.In order

to serve trains, railway loading areas with several

tracks are part of the container terminal.The

container storage or stacking area is usually

separated into different stacks (or blocks), which are

differentiated into rows, bays and tiers. Some stacks

are reserved for special containers like reefers,

which need electrical connection, containers with

dangerous goods, open top containers or oversized

containers. Often stacks are separated into areas for

export, import, special and empty containers,

depending on the terminal operator needs.

2.1 Equipment Quay crane

The ship-to-shore crane (also called PORTAINER)

is a kind of gantry crane found at container

terminals for loading/unloading ISO container from

container ship. It can be fixed or retracted boom.

They are called Panamax, Post Panamax or Over

Post Panamax, according to kind of vessel they are

able to work with.

Cranes are rail-mounted and they can move through

all the berth length. Currently 90° movement is

possible too, by a huge rotatable platform.

The boom is able to being retracted, in order to

allow the ship for all the operations it need. Cycle

time is changeable depending on several factors, but

30 movements per hour is reasonable performance,

with average rates of between 27 and 33 containers

achieved in practice. However, the quay crane

would be actually capable of handling 50 containers

an hour in perfects conditions, for instance when

stripping deck containers and without landside

delays. Practically quay crane work at less than 60%

of the idle capacity.

Ship-to-shore cranes, but not only, are equipped

with a device used for lifting containers. This is

called spreader: for 20‟-30‟-35‟-40‟

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indifferently; automatictelescopic useable between

20‟ to 40‟; spreader able to lift two containers

joined to the short side (two 20‟ containers as they

were only one 40‟). Spreaders work parallel with

the berth, but some kinds of them can90° rotate.

Staddle carrier

This machine is able to stack container up to 4-high

and this requires that straddle carrier can lift

container 5-high (so-called 1 over 4). They can be

used for both horizontal and vertical transport.

Stacking crane

This equipment, also called transtainer or yard

crane, could be rail mounted (RMG) or rubber tired

(RTG). Equipped with a spreader they can increase

the capacity of container yard stacking until 4° or 5°

level height.

Forklift

Fork lift trucks are battery, electric or powered by

internal combustion engine – diesel, petrol, LPG or

compressed natural gas – and fitted in front with a

platform in the shape of two prongs of a fork or

other device. The prongs lift and carry the pallet

either by penetrating through specially made

apertures, or passing under it.

The FLT can be used for horizontal and vertical

transport. Stacking height is usually no more than 3-

height for full containers and 5-height for empty

containers.

Reach stacker

The reach stacker equipped with an extendable

boom, telescopic spreader, it can stack up to 4- or 5-

high. The advantage of this machine is that to a

certain extent it can work in a second or third row of

stack. Big ports such as Port Said, or Rotterdam,

prefer this kind of equipment over FLT or straddle

carrier.

Trailer

The simplest equipment used for horizontal

transport is a trailer, towed by a terminal truck.

AGV

The AVG (automatic guided vehicles) is a sort of

automated chassis enabled for horizontal transport.

It is operated with high position accuracy via

computer control system on the basis of

management and navigation software. The

significantly complicated control algorithm was

applied firs on the Europe Container Terminals

(ECT Rotterdam) more than 20 years ago, and from

this time even more ports adopt this solution due to

rising labour cost and decreasing capital costs.

2.2 Functional areas on a container

terminal According to Koppe-Brinkmann (2008), a container

terminal consists of at least four functional areas:

1. Handling area between ship and quay (vertical

handling facilities);

2. Handling area between quay and stacking area

(horizontal handling facilities);

3. Stacking area (horizontal and vertical handling

facilities);

4. Handling area, between stacking area and

hinterland transport system,including gate and

lanes for road access and rail connection

(horizontalhandling facilities).

We focus on those branches of the container

handling where the human ability is not only

intensive but also crucial to improve productivity, so

competitiveness.

We will concentrate only in the areas 1, 2 and 3

because they basically are the hearth of the

container handling, hence where majority of capital

are invested and most of the international studies put

attention, aiming to minimize costs, minimize the

cycle time, increase as possible the throughput.

Fig. 2: Container handling operations.

Quay

Ship-to-shore cranes load/unload vessels,

leaving/taking the box onto/from the ground or

directly on/from a trailer, depending on the terminal

system adopted. Various kind of crane was adopted

in the past, but today there is no terminal container

not using a standard portainer.

Interconnection area

This functional area requires equipment to transport

containers between the waterside and the stacking

area. Manual and automatic systems are totally

different and have to being analysed separately. In

this paper we won’t give attention to any handling

system including automated machines.

Stacking area

Even if the original idea of the containerisation

embraced only a stack yard where import and export

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boxes stayed, today looks even more attractive the

transhipment business. That required a huge area

where containers are stacked and continuously

moved and lifted in order to optimize the available

space. Chen (1999) says that almost all the terminal

operations are either originated or destined from/to

the storage yard.

2.3 Container handling systems Having an overview of container terminal, its role,

equipment and functions, we can show how, and

where, various items work and which main handling

system may be distinguished.

Chassis system (lift & stay)

Containers are placed upon trailers (chassis) and

they stay on the trailer during they stay on land.

That means we need one trailer for each container

we have on the land, wide traffic lanes and therefore

large areas are required. Stacking is not possible.

Chassis are expensive because they must be

equipped for travelling on the public road. The

advantages are the flexibility of the containers

disposition and the speed of containers call. The

operations are:

• Ship to shore & v.v.: quay crane;

• Apron to stack & v.v.: trailer;

• Unloading/loading of trailers: none.

Straddle carrier system

In this system the transportation and the stacking of

containers on the terminal is done by straddle

carriers. The stacking density is much higher than

for the chassis system. Lanes can be somewhat

narrower and the space required per ground-slot is

smaller. Stacking can go up to 4-high. This requires

straddle carriers that can lift the container 5 high

(so-called 1 over 4). These machines are expensive

in price and maintenance. They are also rather

dangerous. They move fast and the driver has not

always good field of vision.

Operations:

• Ship to shore & v.v.: quay crane;

• Apron to stack & v.v.: Straddle carrier;

• Movement inside stacking area: straddle carrier.

Forklift truck system

The F.L.T. can also be used for horizontal and

vertical transport. Stacking height is usually two- or

three-high.

Operations:

• Ship to shore v.v.: quay crane;

• Apron to stack v.v.: Forklift (or Reach stacker);

• Movement inside stacking area: Forklift (or

Reach stacker).

Gantry crane (RTG or RMG) system

These systems are called according to the main

piece of equipment which is the transtainer, or

stacking crane, sometimes also called yard crane in

distinction of the quay crane. With the use of

stacking cranes the highest stacking density can be

reached. Spacing between containers under the

crane is minimum and traffic lanes between stacks

may also be narrower as no turns have to be made.

Operations:

• Ship to shore & v.v.: quay crane;

• Apron to stack v.v.: trailers or straddle carriers;

• Unloading/loading from trailer to stack and v.v.:

RTG (or RMG);

• Stacking empties: RTG (or RMG).

Mixed systems

We speak of a mixed system if we use for separate

operations or different areas of the terminal the

equipment that is most favourable for this specific

task.

2.4 Dry Bulk handling system Bulk cargo is divided principally in two categories:

dry bulk and wet bulk Dry bulk group of trading

includes:Bauxite;Bulk minerals (sand & gravel,

copper, limestone, salt, etc.);Cement;Chemicals

(fertilizer, plastic granules & pellets, resin powder,

synthetic fiber, etc.);Coal;Dry edibles (for animals

or humans: alfalfa pellets, citrus pellets, livestock

feed, flour, peanuts, raw or refined sugar, seeds,

starches, etc.);Grain (wheat, maize, rice, barley,

oats, rye, sorghum, soybeans, etc.) ‟ Iron (ferrous

& non-ferrous ores, ferroalloys, pig iron, scrap

metal, pelletized taconite), etc.); Wood chips.

Liquid (“wet”) bulk cargo trading includes:Non

edible and dangerous liquids: dangerous chemicals;

Gasoline; Liquefied natural gas (LNG);

Petroleum.Liquid edibles and non dangerous

liquids: cooking oil; Fruit juices; Milk Vegetable;

oil Zinc ash.

The handling of dry bulk commodities is

characterized by a number of factors. There is a

need for a stable flow of the commodity to achieve

the maximum efficiency in handling; the system is

capital intensive in that mechanical is a handling is

necessity to achieve the high handling rates

required; there will be a relatively low in number,

but specialized labour force; there is a necessity

for berths to be able to handle large ships yet to be

flexible enough for small ships, as required by

different trade routes.The technology of bulk

handling in sea ports is governed directly by the

direction of cargo traffic, i.e. whether it is being

loaded or discharged from the ship. With few

exceptions materials in bulk should be supplied to

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the purchaser at a uniform rate and back-up storage

areas or stockpiles should be provided within the

transportation chain. This also assists the ship

operation (probably the most costly item) because

storage capacity at the ports would normally be such

that loading and discharging equipment can operate

at highest output during the majority of the time the

ship is on the berth.

Ship unloaders essentially fall into two categories:

I. Continuous-flow unloaders: the main types of

continuous unloader, are following listed: rails

mounted bucket chain unloaders; screw type

unloaders (rails or tires mounted according to the

capacity); belt/chain type continuous unloaders

(rails or tires mounted according to the capacity);

mobile pneumatic ship unloaders (rails or tires

mounted or mixed solution, rail on the quay side

and tires on the land side are currently applied in

some ports);

II. Discontinuous-flow unloaders. The device

reclaiming the materials in the hold is a bucket,

actuated and raised by cables. Depending on

their configuration the machines are medium to

high flexibility. This type of unloader is broken

down, depending on the cycle times and their

flexibility, into subcategories: high-capacity

unloaders (short cycle times) featuring medium-

to-high load capacities (1,000-3,000 t/h in free

digging); medium-capacity unloaders (medium

cycle times), characterized by medium capacities

(500-1,200 t/h in free digging); low-capacity

unloaders (long cycle times) characterized by

medium-to- low loading capacities (250-600 t/h

in free digging).

3. Training using simulation and

planning of courses required In a port terminal direct labour cost (port

employees) represents from 40% to 75% on the

total. Also in a container terminal, that typically is

capital intensive, workforce represents the 40%-

50% of the costs.

Training using simulation is widespread in several

industrial areas, from transport to military

application. Simulation is the key to obtaining

important results as the improvements of the

operators‟ performance and, above all, about safety

condition of work.

Upstream, it is necessary to select people who will

do the training, verifying if they have suitable

characteristics. Physical characteristics that an

operatorneedsto have are:

• Eyesight;

• Perception of distances;

• Distinguish colors;

• Resistance to fatigue;

• Hearing;

• Coordination of movements;

• Speed of reaction;

• Not having any problem with altitude.

Each characteristic is strictly connected to any

specialized port job. Eyesight and perception of

distances are essential because operator often works

dozensof meters high, in low visibility condition,

night and day, with fixed and mobile targets

Distinguish of colours is important as well if we

consider that the crane cockpit.Coordination is

important to drive some equipment as the gantry

crane, where there isn‟t any steering wheel, but two

joystick. Right hand maneuvers the cab back and

forth, left hand move the spreader up and down.

Speed of reaction is requested to prevent any sudden

damage as quickly as possible. At the end, any

problem with altitude, like dizziness, is unsuitable

with most of jobs in port.During selection of future

trainees, it is necessary to evaluate psychological

characteristics, according to keep people who are

emotionally instable or unsuitable for the job. Some

port jobs oblige the operator to work under physical

and psychological stress.

3.1 General training operations What we want to reach with high level training is

the increase of port performance, due to increase the

operators‟ performances. Obviously, we cannot

shape sorted operator: experience and hard work are

required after the training. However, one priority is

to improve the productivity that people have

immediately after the course. That it must be as

close as possible to average port productivity, for

that job.

Fig. 3: correlation between trainee performance and level of

training.

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Course guidance

We have planned a starting class, designated to all,

but especially thought for all of those people who

have never work in port environment. Name of this

will be “course guidance”. The aim is to put at the

same level of preparation every future trainee.

It will last for 40 hours and, if it will be possible, it

will include a day port tour. Maximum students for

each class shall not be over 20. At the end of the

class, student will have fundamentals about:

• Port rules: documents to enter/exit, custom role,

et cetera.

• Port organization: port authority, terminal

Operators companies, most important shipping

companies, et cetera.

• Port logistics: where cargo come from and where

it stay and where it is going to; functional area as

distripark, yard, apron et cetera.

• Container handling: equipments and kind of jobs;

• Dry bulk handling: equipments and kind of jobs;

• Contractual rules: rights and duties

Every course is focused on a type of equipment but

they have all the same basic structure. There will be

a classroom part, where students will learn

theoretical basis on their job. Then, people shall take

confidence with the equipment by simulator

sessions, whose difficulty will increase level by

level. At the end there will be an examination that

allows trainees to go through the next step. This is a

practical training (“Hands-on training”) on real

equipment, out the real work. Here peoplewill learn

to drive the machine, in a safety situation, away

from the working routine. After another

examination students are able to work as stagiest.

Summarizing, each course consist of: classroom

part; training using simulation that is divided in

sessions; duration of each one is of 30 minutes;

hands-on training that is a practical training where

the employee iscontinuously attempted by an

instructor.

The work/stage part is out of the training

programme even if is a period when employees

continue to learn how made their job. During this

time, to all effects, the stagiest will work, but it will

be continuatively monitored by qualified people.

The employee will get wage as a reimbursement,

considering that in some case stage time can be 3

months long.

3.2 Simulator architecture Aforesaid, using of simulation in training filed is

world wide spread. This is not totally true if we

speak about container handling simulation. It has

not yet been the importance of simulation to

improve safety and productivity and, it is still

considered as an “expensive game for managers”.

That is what crane operator (who did not use this

technology) think all over the world. Actually,

simulation gives us several advantages, especially if

we consider that we are able to use last innovations

as 3D simulation.First, drivers can be trained

before the equipments ordered are actually

installed at the port. This ensures that a

considerable investment can be put to work earlier

than would otherwise be the case. This could be the

case of the Ship-to-shore crane.Second, trainees

can learn to use the cockpit in safety

environment, without any risk. This is no rare that

trainees damage equipment or cargo during the

“traditional” training.

It means that simulation implies less maintenance

cost, due to improper operations, error or collisions.

Third, operating in a virtual framework, allows

trying different scenarios, as different weather

conditions and critical scenarios. Then, sometimes,

simulation is more real than reality, because it is not

always possible to train people during stressed

situation or critical weather conditions, even if they

are an important aspect of the job. Also, nightly

snowstorms can be arranged in the midst of summer

using the scenario library of the simulator‟s

software. Fourth, the simulator is actually a

training package with the ability to monitor the

performance of the operatorpupil. The log will

show where additional training is needed. The

instructor can be absent or present; he can

intervene in the situation projected; and he can add

or delete complications in real-time.

Furthermore, skilled operators can benefit from the

qualities of a simulator. Serious situations that

seldom occur and that cannot be staged can be

trained over and over again in the simulator.

Each simulator is different in hardware and software

but everybody is made on the same architecture.

Parts of simulator are:

• Simulator engine computer. Every data is

elaborating here. It controls audio, video,

scenario model and movement and vibrations.

• Graphical engine. It elaborate high definition

images.

• Simulator interface computer. It controls the

scenario, connectingtogether cabin movements,

sounds and video. It is linked with thesimulator

and graphical engine, which elaborate the

information.

• Motion Base/Cab system. It must reproduce

cabin movements andvibration. It can move on

three directions.

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• Simulator driving position, as much as possible

identical to the real one. It must have been

reproduced any particular of the real equipments,

driving commands, and visual sensation. It is out

of question that the driving position, as the

perception of distance, is exactly the same to the

reality.

• Trainer workstation integrated with a graphical

interface, from where it is possible controlling on

or more trainees, managing their scenarios,

communicating with them.

• Intercom system. Dedicated communication

channel, which allows trainer both to speak with

the student and to simulate real working

situation: for example deckman has to order to

the crane operator which container it has to been

moved. Typically consists of a

microphone/speakerphone system.

Fig. 4: Cab system and trainer station of the TSB crane

simulator.

Great advantage that simulation offers is the

possibility to train more than one student at the

same moment. Simulator software provides to show

data about students in different windows, as to make

easy the monitoring by the instructor. Trainees are

independents between them. Some type of simulator

includes scenarios where students work together.

This is typical in war simulators, but it shall be

interesting experience on port application.

Fig. 5: General simulation system architecture.

Fig. 6: Multi-trainees simulation system. Each one is

independent of one another.

CraneSIM, this is the name, is a mobile simulators

built inside 40‟ containers. This is specially

developed for training Ship-to-Shore (STS) and

Rubber Tyred Gantry (RTG) crane operators.

Classroom training

Duration of classes is of 40 hours and the maximum

number of people shouldn‟t be more than twelve

each one class. Trainees will learn:

• Crane characteristics and terminology;

• Loading theory;

• Safety equipment, warning alarms and

emergency procedures;

• Containers: codes, markings, signals, gesture,

terminology;

• Dangerous cargo: codes;

• Crane operator job organization: working shifts,

working area, references;

• Scheduling of ships arrival;

• Fundamentals of world containers traffic;

• Basis on crane maintenance and supervising;

• Economical treatment;

• Operational processes in container handling;

• Management software, PPCs, bar codes.

At the end students will obtain a certificate allowing

accessing to other qualification courses, as deckman

or lashing operator. With some hours of

implementation, this course will valid for others

crane training.

Virtual training

It includes 28 sessions on a simulator more one

double session of final examination, evaluating:

• Understanding functions of commands present in

the driving cab;

Audio communication channel

Output

Audio/video

Instructor

Simulator

software

Scenario

Audio communication channel

Input/

Output

Input/

Output

Input/

Output

Trainee

Trainee Trainee

Scenario

Scenario

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• Loading/unloading cargo ability, with a limit of

collisions;

• Receipt of orders and speed of reaction.

Minimum level of moves (TEU/hour) is requested

30 sessions have to be completed in 15 days that

means two sessions per day. For first 10 scenarios,

every day one of them will be made two times, one

as a lesson, other one for impressing upon skills

learned. Last week sessions will be double time

long; so, only one double-session per day may be

achieved. This is necessary to give confidence to the

student regards to the job repetitiveness. There are

15 different scenario included all possible variable.

Hands-on training

At least 16 hours of practical training are essential

to take trust with altitude and noisy. Sixteen hours

are about eight days, two hours per day. During this

time, trainees in the crane cab with a skilled

operator. . Furthermore, trainees are stimulated by a

sane level competition between them. Initially only

seeing what it means the real job, then taking

control of the port gantry crane. If it is possible, is

recommended using an untapped crane for this

practice, being out of any risk. Unfortunately, even

if there is any unused crane, it is difficult to find

container ship dedicated to the training. That is the

reason why hands-on training has been made during

real-life job.

Working stage

At this time the trainee is not considered as a skilled

employee, but he could be able to reach a moderate

good performance level. Typically, one intern, start

his internship with a level of 50% on the average

productivity5, and he finishes over the 70%.

Through a high level training better result can be

achieved. Obligatory minimum time of practice is of

300 hours.

5. Conclusions Our aim was to find a standard way to compare

simulation costs with “tradional training” costs. The

diagram above is easy to use for finding loss of

productivity (1-α) and Break Even Point of people

required to accept simulation as good investment.

It’s easy as well to see that with the enhancing of

the productivity the simulation convenience

decreases. That means something obvious: if

trainees are quickly good as skilled operators, you

don’t lose productivity; if there is no loss of

container moved, there is no need to spend money

for simulation.

Fig. 7: Productivity and costs with simulation training.

This research could be only a starting point for

studies forward.

1. Taking statistical data about loss of productivity

can allows not only to find how has to be the

simulation training productivity, but also how

long time training should be;

2. Few informations about numbers of damages

during training are available. Firstly, damages

and accident are unusual due to particularly safe

condition of training. Second, damages and

accidents are not always recorded, in order to

hire rules of safety not respected or just because

any register exist. Make a study about number of

collisions/damages during training for simulation

and without it could be important to demonstrate

if with simulation people are effectively better

trained.

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2004/Vol. 47. No. 3 83-87;

[3] Ruth M., Hannon B. (1997) “Modeling

Dynamic Economic Systems (Modeling

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ISBN 038794849X;

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