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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)
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)
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
5
a 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
KEY PERFORMANCE INDICATOR
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
Average waiting (idle) time
KEY PERFORMANCE INDICATOR
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
SL NO INDICATORS
1 Ship Turn Around Time
2 Waiting Rate
3 Berth Occupancy Rate
4 Working Time Over at Berth
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
14 Container Handled (TEU)
15 General and Bulk Cargo Handled (Tons)
16 Passengerd Carried
17 Yard Density
18 TEUs Per Hector
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 berthing
time.
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 is
monthly, 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.
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 or
other 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.
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.
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
= Total Income / Total Tons Handled
= Total Expenditure / Total Tons Handled
= Operating Surplus / Total Tons Handled
SL NO BENCHMARKED INDICATORS BENCHMARK
1 Ship Turn-Round Time
General Cargo Vessel
Tankers
Containerized Vessel
2 Waiting Rate
General Cargo Vessel
Tankers
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/Houre
9 Yard Density
10 TEUs Per Hector