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OCR for page 6
6 Truck Drayage Productivity Guide
Table 21. Entry/exit transaction types.
Entry
Transaction
Types Bare Empty on Load on
Bobtail
Chassis Chassis Chassis
Bobtail in Chassis in Empty in Export in
Bobtail
Bobtail Out Bobtail Out Bobtail Out Bobtail Out
Bare Bobtail in Chassis in Empty in Export in
Chassis Chassis Out Chassis Out Chassis Out Chassis Out
Exit
Empty on Bobtail in Chassis in Empty in Export in
Chassis Empty Out Empty Out Empty Out Empty Out
Load on Bobtail in Chassis in Empty in Export in
Chassis Import Out Import Out Import Out Import Out
In both inbound and outbound moves, inspection of the chassis may require more time than
inspection of the container itself. This situation would change if, and when, chassis are no longer
interchanged with the terminal operator or kept on the terminal.
There are many possible exceptions and variations in this process, such as:
· Dual transactions (e.g., empty return/import load, export load/import load, export load/empty
pickup);
· Trouble-window transactions (e.g., documentation problems, turnaways, or the need to pick
up a different container);
· Equipment issues (outbound chassis roadability, inbound damage dispute, delays for repairs);
· Off-terminal storage or repair trips (significant where refrigerated containers must be "pre-
tripped" for perishable exports); and
· Dray-in imports (imports coming into the terminal that were discharged at another port) and
dray-off exports (exports being re-delivered to shippers instead of being loaded onto a vessel).
All port drayage processes at terminals have the same basic objectives and the same basic steps.
The following sections describe generic drayage processes for import, export, and empty moves.
The complete cycle may involve more than one driver on separate days.
Marine Container Terminals
Marine container terminals all served the same basic functions but differ in ways that affect
drayage operations.
"Wheeled" terminals park containers on chassis. From a drayage driver's point of view, a wheeled
terminal is a self-service parking lot in which he leaves and picks up containers on chassis without
interacting with terminal personnel inside the gates. For this reason, wheeled terminals are usu-
ally the easiest and most economical for drayage firms to serve. Wheeled terminals require an
on-terminal chassis supply, and are rare outside the United States.
"Stacked" terminals store containers and chassis separately. Container yard lift machines, such
as straddle carriers, rubber-tired gantries (RTGs), or sideloaders are used to stack containers and
transfer them between stacks and chassis. To drop off a container, a driver waits at the storage area
for the container to be lifted from the chassis, and then parks the chassis in a separate area (unless
he reuses the chassis for an outbound move). To pick up a container, a driver must locate a suit-
able bare chassis (if he does not have one from a previous move) and take it to the storage area to
receive the container. Serving stacked terminals typically takes longer and has more opportunity
for exceptions and delays than serving a wheeled terminal.
OCR for page 7
The Port Drayage Process 7
TOP-PICK EMPTY HANDLER REACH STACKER SIDE LOADER
STRADDLE CARRIER RUBBER-TIRED GANTRY (RTG) RAIL-MOUNTED GANTRY (RMG)
Figure 21. Container yard handling equipment types.
At "transfer zone" terminals, a driver dropping off a container waits in a designated area to be
served by a mobile lift machine. A driver picking up a container waits in the transfer zone with
a bare chassis, and the mobile lift equipment brings the container. In both cases, the driver must
move the bare chassis to and from a separate area.
Almost all major U.S. container terminals are actually hybrids, with some containers wheeled
on chassis, empties handled by mobile lift equipment, and loaded containers handled by RTGs
or straddle carriers. Typical handling equipment types are shown in Figure 21. Rail-mounted
gantries (RMGs) are uncommon in the United States.
Figure 22 displays the progression of terminal handling methods from lowest to highest den-
sity. Virtually all U.S. marine container terminals use a mix of the handling methods shown in
Figure 21, and vary that mix to provide sufficient capacity at minimum cost. Terminal operators
gravitate to low-density, low-cost operating methods whenever possible.
DENSITY TYPE COMMENT
Ro/Ro or Ship's gear Very small, barge, specialized
VERY LOW DENSITY Wheeled Combination Small, mixed, legacy
Dedicated Wheeled Older terminals when new
Wheeled/Top-pick Transition terminals
LOW DENSITY
Top-pick/Wheeled Transition terminals
Straddle/Top-pick/Wheeled Hybrid terminal
MID DENSITY
RTG/Top-pick/Wheeled Dominant hybrid type
Straddle Carrier NIT Virginia
HIGH DENSITY
RTG No US Example
VERY HIGH DENSITY Pure RMG APM Portsmouth
Figure 22. Progression of terminal handling methods.
