`

Table 5 Recommended berth utilisation

Number of Berths Utilisation (%)
2 45
3 60
4 65
5 70
Greater than 5 75%

Adopting a 10% wait time/service time ratio and applying queuing theory allowing for semi
random ship arrivals, the optimum berth utilisation can be determined for a varying number of
berths as follows:

A commonly quoted benchmark for berth utilisation for major container terminals with multiple
berths is 60-65%, this aligns with a 4 berth facility presented in Table 5, although this figure will
vary, depending on the number of berths available.

The major shipping lines usually have fixed schedules and expect the berth to be available, with
a low tolerance for any delays. Section 2.9 provides further discussion regarding the impact of
scheduling on berth utilisation, and the rapid decay of service levels as berth utilisation
increases.

While 65% utilisation at first sight may appear to be relatively low, there are other factors in play
which are not captured within the above definition of berth utilisation. These factors vary from
terminal to terminal.

2.5.4 Berth occupancy

Whilst berth utilisation deals with the time the vessel is alongside, the actual time that a berth is
available for another vessel arrival is significantly less when allowance is made for the following
factors:

 arrival and departure time tolerances

 swinging on arrival or departure depending on the configuration of the swing basin

 vessel transits in one-way channel sections

These factors will all reduce target berth utilisation for a particular port.

2.5.5 Ship scheduling

An additional factor limiting berth utilisation is the uneven vessel arrival pattern at Australian
ports. All terminals experience “bunching” of arrivals during the week that is high demand for
berth windows interspersed with days of no arrivals. In addition to potential waiting time for a
berth to become available, vessel delays can also be incurred while waiting for a pilot or tugs,
and while waiting for channel access. Channel access delays may be due to weather, under
keel clearance, or channel occupancy. These delays are generally included in the assessment
of the wait time/service time ratio, hence berth waiting time needs to be kept low

While queuing theory suggests that increasing the number of berths permits a higher average
berth utilisation for the adopted level of service, this does not apply where there are multiple
terminal operators in competition; for example, two terminals, each having three berths, would
still require an average berth utilisation around 60% to achieve an acceptable wait time/service
time ratio. A single terminal with 6 berths could achieve a higher utilisation, (around 75%) with
the same wait time/service time ratio. This can lift capacity.

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 2.6 Ship to shore transfers

2.6.1 Berth capacity

For the stevedore, the key consideration for capacity is the berth capacity – the maximum
annual container throughput that can be handled over the berth without the vessel service level
(measured by the wait time/service time ratio) falling below an acceptable level.

2.6.2 Berth throughput

The standard measure of berth throughput is TEU throughput per berth metre per year. Berth
throughput can be improved through improved stevedoring productivity; however, it is limited by
the following factors:
 crane intensity: the number of cranes that can be applied to each vessel depending on
the vessels length and stowage pattern

 crane density: the number of cranes available on the berth accounting for minimum crane
spacing, and target crane utilisation
 crane capacity: twin lift and tandem lift cranes can handle more containers per lift than
conventional STSCs

 ratio of 20-foot to 40-foot containers: this in turn impacts the number of lifts required per
TEU

 typical TEU exchange rates and stowage patterns: this in turn impacts crane intensity

 the ability of the yard handling system to keep up with the STSCs. As STSCs are the
most expensive equipment within the port, and they have a direct impact on the ship
service time it is important to ensure they are never delayed by the unavailability of
transfer equipment between the stacks and the berth

The world record for a single lift crane is 75 container moves in an hour for a single crane and
793 moves in one hour for a set of cranes working on a large ship. However, these records are
set under artificial conditions and are not applicable as part of a benchmarking system. The
typical upper-end productivity for a single lift crane is recognised as 35 moves per hour. BITRE
statistics for Melbourne indicate a current average rate of 30.9 moves per hour.

Figure 1 highlights historical crane rate benchmarks for Australia’s top 5 ports over 15 years.
This shows a trending increase in productivity, which is attributable to technological
advancement, new investment, etc. Note that these figures reflect an average TEU/ hour which
is the crane rate x the TEU factor that may typically be around 1.5.

20 | GHD | Report for GHD - Victoria Second Container Terminal Port Advice , 31/34508/