New Method for Port Logistics

EGBERTO FIORAVANTI RIBEIRO

NEW METHOD FOR PORT LOGISTICS

1st Edition

Rio de Janeiro – Brazil Egberto F Ribeiro 2013

Egberto F Ribeiro

Acknowledgments I want to thank our God for this bright theme and for my health and time to develop this fast mean of transportation, which I hope to be helping the preservation of clean environment.

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NEW METHOD FOR PORT LOGISTICS

Dedication I want to dedicate this work to my family, by the support and help in so hard task to develop and to bring to inner view what still doesn't exist.

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Egberto F Ribeiro

International data Catalog by the Publisher.

Responsible Librarian: Mara Rejane Vicente Teixeira.

Ribeiro, Egberto F. (Egberto Fioravanti), 1950New Method for Port Logistics/Egberto Fioravanti Ribeiro; translated into international English by the author. Rio de Janeiro, RJ : Author Publisher, 2013.

226 p. ; 21 cm.

1. Container transportation. 2. Port logístics.

3. International trade. I. Títle.

CDD ( 22ª ed.)

658.7885 Copyright ©2013Egberto Fioravanti Ribeiro The Author is the only holder of the Author Rights of this work New Method for Port Logistics and the methods and projects described. The Author prohibits all and every kind of printing reproduction, sales of projects by physical or digital means, memory files, photocopy, electronic commerce, distribution by tape, broadcast, TV cable, CD, phone SMS, wireless or any electronic means, without the written authorization signed by the Author.

R. Sen Euzébio, 30 Apt 106 – Flamengo - Rio de Janeiro-RJ-Brazil. 22250-080 Phone: (55) 21-021-31786641 email-to egfior@hotmail.com

ISBN 978-85-906811-7-5

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NEW METHOD FOR PORT LOGISTICS

INDEX

01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27

CHAPTER Preface...............................................................

Introduction.......................................................

Global Logistics.................................................

Port Challenge...................................................

Ships..................................................................

Human Resource................................................

Maritime Freight................................................

Container Weight…...........................................

Maritime Insurance............................................

THC Terminal Handling Charges......................

Equipments for Container..................................

Clean Transportation.........................................

Container Mode.................................................

Bonded Warehouse...........................................

Invoice...............................................................

Container Stuffing.............................................

Practice of Stuffing ...........................................

Safe Containerization........................................

ISO Containers..................................................

Hub Ports...........................................................

Cargo Plan.........................................................

Mooring.............................................................

Port Operation...................................................

Warehousing.....................................................

General Cargo Loading..................................

Container's Terminal......................................

Traytainer.......................................................

Statistics..........................................................

Conclusion.......................................................

Biography.........................................................

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9 11 14 16 21 25 33 41 45 48 57 65 78 93 96 100 102 107 117 123 137 140 149 163 167 176 178 221 223 224

Egberto F Ribeiro

Preface

A new method of shipping has to serve ships each time larger than ever, that's why there is the need of a newest system of ports and ships, following the reasonable thinking for an only company or corporations to own and manage the shipping services from ports to carriers. The berthing of ships should be built out of the stream currents to operate Mega-ships and Feeders synchronously. The traditional ship structure of the frames, from the holds to deck and upward has to be changed to shelves, it will reinforce the ship. This new class of ship can be called DiaMag-ship (diamagnetic). There is technical support and parts for her immediate construction. The gantry crane industries don't need to update their cranes to operate faster with Feeders, because the containers will be stored in shelves and there will have an easy work between both to follow the speed offered by DiaMag-ships.

The new model of port needs 120m of quay to install a bridge with retractile platform in order to connect the pre-stacking at the ship, four columns are similar to a petroleum platform. The bridge is near 60m wide, but must have some space on the wharf to move aside to give clean area for ship's

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NEW METHOD FOR PORT LOGISTICS mooring. The Triple-e ship will be moored by her stern, opened her doors and connected to the pre-stacking by a bridge to transfer containers on Traytainers.

The system of shelves in Hub-ports is the same for Mega-ships, feeders, or smaller vessels. Each bay and row will be unloaded and loaded through the ship's gates to the bridge. The Traytainers are sent from shelves in the ship and through the bridges will be sent to shelves in the port. The bridge works at the same tier to move the Traytainers, from high to lower tiers. The first question

I've received is “how many people will work? I say the same which are working today, because this system does not close any job, but will increase the development of other means with low fuel consumption. In a world of near 90K container ships, there are only few unities of Triplee ships. That's enough to begin, when new ships may be built in this same method in the next years.

As soon as a larger DiaMag-ship announces her arrival to any port, her method of operation allows all DiaMag-shelves ports to be updated very easily. It gives good contribution to the worldwide Port Logistics to operate friendly with all liners.

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INTRODUCTION

The recent international meeting in Rio+20 happened in June 2012, in Rio de Janeiro – Brazil, the governments of a hundred nations have discussed the way to develop a new model of industry without aggression to nature, to protect, to defend the environment, to reduce the emission of carbon and a better use of energy. That's the commitment of these nations and its citizens to come together to the green energy.

The emission of CO² caused by industry has doubled its bad effect under vehicles consumers of hydrocarbons fuel. To reduce the damage on environment, the use of alcohol to cars in hybrid engines has offered a great help to reduce the poisonous emission of gases. Brazil has introduced the use of alcohol for more then thirty years, now with new techniques and materials non corrosives, the product is being used over the entire world. The studies on effects caused on engines by alcohol has been developed in Brazilian industries and universities and to convince investors is been hard than ever. While the wood alcohol was developed by Germany in WWII, Brazil has the sugar cane industry in operation for five centuries, it was the first Brazilian product in the

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NEW METHOD FOR PORT LOGISTICS European market. The know how born with this fuel in the South Hemisphere is now being applied on the entire world. Some studies and methods of work are being developed on several countries to drive all the humanity on a better way of life. The development of naval transportation industry can't do everything alone, but together with ports and the governments at the UN. The faster movement of containerized cargoes by roads, rails and ships, helped by new technologies, has the need to be applied under the same method of work all over the world.

Brazilian anthem says the nation is “Giant by Own Nature�. The country is the 5th in territory extension and its inland doesn't have deserts as Sahara, mountains as Himalaya, or sea as the Caspian, or volcanic Ridge as the Andes, nor snow in the winter, but has rain and green fields over the year. All these facts elects Brazil as a natural agriculture provider of food to the world and it has to be sent to consumers by all means.

When Brazil was discovered, the Portuguese believed it was an island, few months later during the first explorations, they realized it was almost a continent. The name Brazil came from a tree with the blaze's color and very used in Europe to dye in red the clothes, that was an epoch fashion color.

The second main product was the sugar cane which last longer than five centuries. The production of alcohol along the sugar and a variety of grains are exported by Southern ports. The mechanization has encouraged farmers to expand their land to other states, where these methods were not used in the agricultural economy of grain. Now these products are also exported via the Northern ports of the country to the whole world.

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Egberto F Ribeiro The production of fruits as orange and apple, associated with soya milk in long life packing has been a new market for industries. The heavy industry of iron and aluminum are present on the entire world. All that production is sent to consumers in containers. The production of cattle, milk, poultry are also exported by containers and for that all, there is the need of ports specialized in containers, the well known Port Containers Terminals.

The specialized ports to export containers ought to be ready for shipping all the inland goods. Since the seventy's, the knowledge on ports, ships and methods have suffered several unsuccessful experiences. The UN has given a real line of thinking which is being followed by several countries and a common mechanism of efficiency have reached year after year. To serve the international business on goods exchange, from east to west, there are social rules that must be obeyed, for people do not kill the future of their sons.

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NEW METHOD FOR PORT LOGISTICS

1- GLOBAL LOGISTICS

The first European search to the Oriental market was without doubt the Marco Polo's family. In 1418, the Infant Dom Pedro from Portugal did a trip of ten years through Europe to the Middle East where he got the news brought by the merchant of Venice. Marco Polo brought a sample of powder from China and in his book a very important information; he had been to the last island before the large ocean Pacific, a place from where the Polar star was not seen. The book was read on all Europe and considered mere phantasy, but very valuable to the Portuguese king, his sons and to the bishops, they compared the Polo's news to the islands shown in Daniel's book. The constant war between Iberian countries and Saracen invasion on Portugal territory forced the correct adaption of powder & gun. The known cannons in those days were too heavy and did not resist more than two or three shots. The heavy cannons had to be produced near the war fields and moved by almost 200 horses, while Portugal developed light cannons to be moved by ten men.

Portugal knew the Saracen secret: the malleable steel and used it to make light cannons and to install them on large boats built to defend the Tejo and other rivers. Later, this boat's frames were the model for the caravel. This large ship

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Egberto F Ribeiro for cargoes was able to sail between antipodes regions.

Portugal and the Saracens were in war for centuries and the often escape of Arabian warriors to the desert behind the mountains of Ceuta had taken the Infant Dom Henrique to fight behind the desert. The new strategy developed by the prince was called the India's Plan. The plan was to close the rearguard for do not allow the Saracens to escape. To reach that position of war there was the need of a new fleet as sailors, boatswain, pilots and captains to sail on unknown seas. The Portuguese prince hired Italian masters, technicians, cosmographers, cartographers and made a school of navigation in his own house in the Algarves. The new navigators could never to stop the Saracen's escape route, but they discovered the half of the unknown lands of the world.

Today there is the same challenge, when a new time needs a new method of work. The shipowners have built ships four thousands times larger than a caravel. While the world economy slows down, it's time to create new kind of ships, ports, methods and equipments for TEUs. On my e-book written in 2002 "Logistica de Container" I have written a phase used in class "For the effectiveness of a training is required experience of those who teach and spontaneous determination of those who wish to learn, so everyone can overcome the initial pattern to establish new and audacious targets."

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NEW METHOD FOR PORT LOGISTICS

2- PORT CHALLENGE

Larger vessels have been expected to be built for more than sixty years, since the first supertanker had been ordered by the shipowner Mr Onassis. There is no way to adapt a port built for general cargo ships to accept a Triple-E ship as in a Hub Port. Large ships have too many containers to move through a bottleneck to a large container terminal. These ships are not approved for conventional ports, where the square meter of land is too expensive. The port's quay is narrow and dangerous place for workers, even when there are some containers for inspection.

There was a time, when the captain wanted to stay moored at the quay without operation, only to give a free time to his crewmen in downtown.

Today, things are quite different, there is no lazy time at quay after mooring.

Just few years ago, several shipyards have developed the Panamax, with the proposal to reduce the expenses on fuel and to reduce the costs of freight, which are already outdated in size.

All the productive chain is engaged in the same thinking on the entire world, to increase the production with the reduction of costs. At fifty years ago, an Italian scooter cost the same price of a black and white home

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Egberto F Ribeiro television. The high technology existing only in very expensive cars are now being applied in popular cars. The ports didn't have good perspective to attend each new kind of ships, where sometimes the vessel is larger than the port. The Panama Canal working for a new width to receive ships 53% larger than its own earlier width. However, it seems not to be enough, the new project has been surpassed by larger ships. For such target, it has been working hard to enlarge the gates and receive ships each time wider, it seems to exist a shipyard racing to win a TEUs record on the Guinness Book.

Searching the Global Logistics to reduce costs, shipowners are updating the transport routes and the connecting waterways, railways, roads and ports, no matter how distant they are, if from small to large cities. The economically and viable transportation must be flexible, because it requires several access roads and rails to approach the distance between the mineral to ports and the rural producers to the industries till the ports. The most important access roads will be those which offers the shortest distance between two points, no matter which means of transport will be used; highway, railroad or waterway.

In a Global Logistics for ISO containers, the buyer and the shipper must to define the best appropriate means for transportation; from the producer country to the importer country. Shippers must have the discipline required by logistics to enter in a global transportation. That's why the UNCTAD has asked for training the ports and industries workers to build their mind as only one.

The port logistics doesn't begin at the port, but inside the industry or terminal where the container is stuffed. Teaching ports' workers is the only way

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NEW METHOD FOR PORT LOGISTICS to increase the speed on shipments, or to automatize all the process from stacking, loading, receiving and delivery. There is no collective mind, where people don't know what to do. Protection and security for transit between countries are the most important allied on international trade. The protection of cargoes inside each container must be added in the DNA of all workers, nobody has to say to them what to do, they must be encouraged to learn, so they will know exactly what to do. All the costs with arrangement of cargoes must be analyzed and to teach them all the services offered by the company.

The container terminal company which manages goods from the State or region must to involve their employee with their politics to enlarge the quality of services. The company has to build the owners' mind on the employees, training the high staff on negotiation and international trading and searching for each region's necessities. The workers of the last level must understand all the process of international transportation. They must to know what does the industry expects of them and what is the importance of each one of them in the productive chain. The motivation must offers them the possibility to climb the steps of a great career in the company, explaining their responsibilities, to assist their clients with good treatment, improving the mutual respect among all the employees. The workers must be compared to watchers, so the company has to provide telephone or black board for notifications. The workers are in touch to all the installations and must to communicate any malfunctions on equipments. They have to fill the blanks on daily checking list to notify the maintenance team the equipments operational state. If the preventive maintenance is in order, or it needs to stop the operation

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Egberto F Ribeiro to do the corrective maintenance. The workers can notice inside the facilities the existence of security failings when happens invasions. The workers can see the conditions of stuffing into the containers, before the loading of cargoes and after the loading, if the cargoes need to be properly tied inside the containers or not. All material necessary must be suggested to block the cargo, as wooden frames, plastic bags of air, or other resources to keep the cargoes steady and secure, for do not roll or slip in the container. All must be aware of the mandatory ticket of weight to be added to its own documents, before typing its Bill of Lading.

The security on location designated for storage of containers in ports or terminals must have care to offer periodic training for its employees, every time a new equipment is acquired. The main marketing is to show to clients through sites, the quality of services offered by the company. The care with client's goods and the continuous training of its employee. The human resource is the most valuable richness of the company. The clients must to know about the most advanced systems are applied by the company and the heavy expenses with technical training of employees on industry politics and security, beyond medical and social assistance and excellent selection of skilled workers. The security also implies in the protection of the facilities with high walls, gates with x-ray and scanners, flat scales, cameras and service of communication on line to the users with internet and SMS. As a picture has the value of a thousand words, a word of impact awakes thousand of customers. The system of cargoes transportation in containers is being applied very well in the international market for over 40 years, with solid economy and good performance.

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NEW METHOD FOR PORT LOGISTICS A new system of sea transportation of containers must be objective and managed by the same system and/or the same ship & port owner. The sea ports' know-how must to assimilate new methods of shipping and storing of containers. This is the "Green Century", when several means of transportation will be moved on magnetic system. The XX century was the age of the rotary induction motor, the first quart of the XXI century is turn of the linear induction motor with magnetic levitation. Over the next 30 years will be the engines by nanotechnology levitation, when Earth's magnetic effects will be controlled by a literal cloud of light produced at twice the speed of light powered by the properties of nanotubes. These are some reasonable ways to reduce CO² emissions and the production of clean electricity to compensate the industries pollution

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Egberto F Ribeiro

3- SHIPS

Too many old inland ports were built to receive sailing boats and its literally handling of cargoes into barrels on ramps to load at ten tonnes per day.

Later these ports were adapted to receive tween-decks steam ships with new system of steam winches & boom with coal and water supply, (water at the port supply was 8tons/h, against a consumption of 20tons/h). The existing water nets were modified, as the cargo loading speed changed for two hundred tonnes per day. When electrical cranes and ships moved by oil engine appeared, the ports had to adapt its facilities to receive these modern vessels, loading large lots of cargoes in faster time. From the last sixty years, new industries projects and its shipyards removed the tween-decks inside the hold to install the newest structural bulkheads, a kind of wall from the deep-tank to the deck, applied on bulk grain and ore/oil transportation.

The most advanced ship industry developed larger bulk carriers for 25K tons, with bridge cranes for self loading and discharge. A ship in that size was loaded with lumber from Paranagua in Brazil to Malta. The operation on wagons was done by a gantry crane on board for 25tons. The movement of 30 tons/hour in other ships moored at the port was dramatically surpassed by 250

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NEW METHOD FOR PORT LOGISTICS tonnes per hour, at a speed of six minutes per wagon. Everything has a price, at that speed and without experience, officers on board, Maritime Agent, foremen and stevedores caused a complete disaster; the cargo on board was smashed by heavy forklifts.

The American shipbuilding engineer Jerome Goldman developed at sixty years ago the Lash - Lighter Aboard Ship with barges for 380tons each one, to be lifted as a container by a stern gantry crane for 700 tons, but it didn't succeed. The Delta Line's Lash System had a fleet of 272m ships with engine at the side along the hull and one propeller. She had a wide open stern door at the waterline to allow her barges to be loaded by huge gantry crane on rails to load and unload the units. The barges always had to be moved from quay by tug boats to the anchored ship and beyond the too expensive handling cargoes, there were the stealing of cargoes, when the loaded barges were on the anchorage bay, waiting for the mother ship arrival. This system was followed on the entire world, but today, there are few ships in the Lash system still in operation, very weak operation. There is another Lash called Sea-bee, this vessel has ballast tanks to be immersed under the surface as a dry-dock, whose barges are loaded floating in through a safe stern door.

In the middle of the seventieths, Belgium and Denmark shipyards had sent a survey by letter to several ports to know their facilities to define a better ship for these ports. The Gear Bulk is one of the first shipowners which invested on vessels with gantry cranes for operation at 400t/h.

Shipowners Grimaldi from Italy also visited the ports to show them their method of shipping and their vessels with own equipments necessary for

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Egberto F Ribeiro operation, to work without the port's equipments. Today, the Grimaldi Lines are the roll-on/roll-off liners docking daily at several ports, where there is no enough cranes to supply the faster loading at 400 tons/hour until now. There is an interface between the ports and the ships which raise up a question: how to adequate them to operate in reduced time at low cost? The answers are: new equipments and new methods, because there is a cost to counterbalance with big expenses. The actual program of big ships challenges the industries to produce suitable new equipments for ports, but it stumbles in time and cost to remold the port structure to bear such heavy equipments and to repeat the dredging for several times during the year.

There are ports around the world which ceased their investments to watch their own history go away at full speed. To update its own port's facility implied in a complete destruction of the environment, so they changed to other activities as museum, theaters, art gallery or completely demolished to raise a new shopping, a new building or a condominium of offices.

Meanwhile, shipowners of larger vessels were choosing for exclusive quays, nonexistent till now, even they don't know exactly how should be these quays. They all know, there is a world need to reduce the emissions of carbon, to reduce the environment aggression, to reduce the free access of people on ports, to reduce the cost of freights, to reduce the numbers of mooring, to reduce the time of their trip, to reduce the expenses in security and insurance, to reduce the piracy and to follow international laws against terrorism.

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NEW METHOD FOR PORT LOGISTICS There are several expenses following each port, as tugboats, pilots, buoy taxes, lane dredging taxes, Panama and Sues taxes and several surcharges.

The shipowners know they must have partners at seashore, as companies, users, agents and terminals. Shipowners always send money to their Agents abroad to pay all services for their ships. In times of high inflation, Agents were used to invest in short term that money they received to pay workers and services, when several agents work at very low price or for free, only to get these profits.

By the end, at the final account, the Agent shows the main deposit in banks, but they hide the profits. Shipowners must have full support from governments, without the national influence of protective laws, but all joined in a global and actualized thinking, which demands determination, disposition and courage.

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Egberto F Ribeiro

4- HUMAN RESOURCE

There is a self defense inaction promoted by rich nations to do what they need. The high consumption of petroleum produces monoxide of carbon, which destroys the ozone layer reducing the world protection against Sun harmful rays and the global warm. Without rain, the drought annihilates the vegetable production and the cattle. The industries are destroying the air quality and give up the poor nations to live alone, by their very small resources. The international forums must rule on a friendship world, but some countries live under extreme exception, closing the market to some countries. Every nation receives foreign persons as immigrants, while other countries close their borders for all people, including for tourists.

Since old times, families move around the entire world, from one to another country, or even continent to have a better opportunity for them.

Sometimes, these people took with then some knowledge that was applied in other nations. When Portugal got its independence, the Saracen know–how to produce malleable steel was used to produce light cannons. The just invented gunnery was put on caravels to seal the Lusitania conquests during the great discoveries.

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NEW METHOD FOR PORT LOGISTICS How to deal in a so protective market? The business secret dwells in the art of knowing that the most important is to buy than to sell. This is an old Arabian teaching from father to son for centuries, but today, the most important is to know how to deliver the goods under lower costs. The news of war in Constantinople arrived to the Silk Road only several seasons later. The Silk Road was the most important and most dangerous route in the world, when names as Genghis Khan, Attila grew up among those mountains of Central Asia, dreadful names to menace the Roman Empire. In several other nations there were historical names that implanted fear everywhere.

One of the most important fundamentalist laws in the Muslim world is now disturbing the peace on the last ten years, when sheiks can raise new Yahid everywhere. When these laws are applied by persons with criminal behavior, the foreign governments will be forced to take hard measures; to forbid the preaching of the Islamism in their countries, where today it is free. In this way, all the expansionism won by the Islamism in centuries are in risk to be lost in few decades. It has happened in the old Europe, when the Islamism became a religion not welcome and Muslims families were sent back to Africa.

It also happened in Portuguese and Spanish colonies when they cast out the catholic fathers Jesuits. It may happen again caused by the action of a half dozen of bad leaders. The promise of sharing spoil among believers has gathered armies of adventurers in Africa and Asia.

Amid a time of international recession the freights have risen, it seems that there is a very clear mind leading the piracy to raise the insurances and freights. The reaction of governments sending war ships to combat

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Egberto F Ribeiro “piracy� is the same of Middle Ages kingdoms against the Islamism before the Crusades, but with much more power.

The emerging nations have a basic level index of production which increases every year. It is not caused by their companies selling papers in the Stocks Exchanges, but because the richest nations are seeking for goods produced by emerging nations in astronomic levels. When we see a product from any European or Asian country, there is high percentage of their exports thickening the local GDP. The developed countries produce goods with aggregated value, few products costs too much. This is the added value of high tech machines sold to emerging nations. But at the same time, poor nations have high production of goods, handcrafted at low cost. When the rich nation sells one machine, the poor nations produce millions of a single article that is found for all over the world. When the market is restricted by any political reason, the developed nations stop their production for lack of buyers, while the poor nations go on producing as always and selling for several.

That high production of cheap goods has been moving for three decades the branches of several industries, from famous trade marks to high technology micro computers, sent by rich countries to the Asian continent. In a first moment, there was an important wave of economists who suggested to produce abroad, where hand of work were cheaper. The first wave of deals really showed the amazing coin's face; to produce where there was no skilled workers caused discredit by consumers. The developed nations began to buy their own traditional goods and marks produced abroad. It caused a confusion in other countries where there are laws to protect trade marks. When Brazilian

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NEW METHOD FOR PORT LOGISTICS Customs find in a container's inspection, some goods as clothes or shoes with trade mark from one country produced in another country, the inspector understands there is a trade mark violation and all cargo is arrested, with losses to importers. Several trade marks produced out of the origin country have low quality and are no more sold in great quantity in Brazil as it was at thirty years ago. Consumers stopped buying foreign clothes made of cotton and the emerging local industries entered in the market with new goods produced with the same row material. The better quality of clothes produced inland from North to South has created a new fashion in beauty and high technology. This is a showcase to the world, from astonishing design clothes created and developed in several stylists courses in universities to compete on the entire world. Even though, the lack of qualified hands of work is noticed on every job offer.

Dangerous artifice to reduce the factory cost producing abroad is a double-edged sword. The production of a traditional product in another country erupts the escape of consumers by discredit on the product's quality. It is worst than to freeze its own trade mark for a restoration time, to begin later under new technologies and tendencies.

The classical example is the film industry for movies facing the new technology of micro-chip. When the emulsion granulation was visible on a frame, the industries on the entire world were in production. Now, the challenge is to reduce the granulation or a complete chip at nano size. The film camera industries for large granulation disappeared, giving their place to microchip under some storage systems. However, old owners of expensive equipments are in latent stage on the entire world, waiting for a revival of

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Egberto F Ribeiro technology to fulfill their machines. So, it has just come! The single cell is now so small that can capture in a quarter of inch, much more pixels than a 35mm film.

The new industries of pictures can produce an electronic cartridge to supply 8mm cameras as it was at 50 years ago, from single eight to super eight or 16mm. There are millions of thirsty consumers waiting for such product on the entire world. But the industries are in "dead fire", as it was said in Brazil when an old industry of sugar was out of service. Several well known and respected American industries of pictures have closed their doors, because their pearls are produced and assembled in other countries.

The stop flag slows till the physics “momentum” and to start again will demand time and energy. Into trade marks, the proliferation of new centers of production abroad created a lack of workplace into its own nation and the world disqualification of its trade mark. There is no more time to recuperate the lost customer, most of them are “out of fashion”, “new technology consumers”, or "dead". The most reasonable order now is to reconquest its own credibility, investing heavily in marketing, in behalf of its own trade mark® for the next 5 years.

When importers chose your product, they know exactly what they want; whiskey from Scotland, perfume from France, Sun glasses from Italy.

There is no market for Scotch produced in Brazil.

Was the political power on industry only to create good relationship between nations? Of course not, that happened by brilliant ideas, with calculus by only one incognito; “how to get more money, paying less”. The richest

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NEW METHOD FOR PORT LOGISTICS nations have self applied a devastating unemployment wave, from alarming to desperate levels. Everything that was traditional in their country, from food to clothes and electronics was sent to be produced in the third world at low cost.

The secret formulas, electronic schemes, even newest trade marks with rich software that should be kept under seven keys, have been given for free to unknown industries. When a factory in New York produces one thousand wrist watches, its potential competitor in Asia produces one hundred million units and sells through E-bay to worldwide. The Asian market is traditional for huge quantity of goods, at prices always lower and to be paid at long term with freight for free. During the Vietnam war, there was an international slogan well known in Asia and on the entire world: “Yankee, go Home!” Today, the American citizen must to cry more aloud than ever: “Yankee, come back home!”. That same calling is happening in Italy and Spain, because their homeland industries are also in the industrial “dead fire”.

The recent unemployment in Europe is an advice to all 3 rd World to double their production of goods, or to start a new field of industrialization.

Now in Brazil, the foreigners are allowed to open their business as; restaurants, electronic shops, or self employee as photographer, hair-dresser, to attend their society living in the country. Any foreigner will take near one week to one month to have all papers in order to work. The only monthly fees for self employee are $19 dollars and near 20% on wages for social security, there are almost two million micro-entrepreneurs opening doors at an unpredictable 1% for federal fees on gross selling.

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Egberto F Ribeiro Since 2005, when Brazil got fuel production to grow up to self sufficient level, the economy became more comfortable and began a new wave of injection on development in commerce, industry, agriculture and services.

For such unexpected rhythm of growth, the inland market has shown the lack of skilled technical laborer. The actual offer for workers range from 900K to one million new jobs, but new opportunities will increase these numbers for the next three years, when industries will be seeking for eight million technicians for electromechanics, metallurgy,

geology,

communication, chemicals,

medicine, petroleum, forests, plastic, rubber, environment, food and several others. According the IBGE, the Brazilian Institute of Statistics, the workforce in 2012 had almost five million unemployed, or 4,6% of the national productive population. So far exists the need of three million workers to be invited from abroad, as medical, engineers, mathematicians. For more than five years, half of the offers for programmers on e-commerce was not filled and those who had appeared were not so skilled to work. The first step for those who want to work in Brazil is to visit the Embassy or Consulates in your country to get the Federal register and other documents, including the visa for work. But it doesn't happen only in Brazil, several countries claims for skilful hands of work and technicians in Canada, Australia and so on. There are offers of employment for technician, but there are no skilled laborers. There are 6,5 million of students in Brazilian universities to get full scholarship by the government and private universities. However, most of them will never work into their graduation, because their diploma is always gotten only for status. Less than 20% of Lawyer bachelors will have their professional register every year. The

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NEW METHOD FOR PORT LOGISTICS professionals courses have 900K students at technician schools in 2012, when 90% of them are employed even before their graduation.

The reality in Brazil in 2013 is that most of the private jobs pay better wages to workers with technician level, than the public jobs pay to engineers and physicians. That's an unhappy politics of wages in government service, which feeds the escape of professionals from public hospitals to private initiative. The public medical service pays low wages to professionals, whose cost for graduation is from two to four times higher. The recent search asked by the UNESCO known as “Students in Brazil” showed the reduction of 58% on the number of students for teaching in the last seven years.

The Brazilian companies for the last ten years have hired retired workers from 50 to 70 years old. In 2012, that supplementary work force has reached to significant level of 21%, much more caused by the low-income after retirement. As that has not been enough, companies will have to hire technicians hands of work from abroad nations. Until now, in Brazil there is no culture to futurist jobs in Logistics, beyond the newest “Drivers Law” to carriers drivers to rest half hour, between four hours of work. The law had to enter in office in last July, 2012, but suffered a heavy strike by drivers, causing a huge lack of fuel, foods and imported and exported goods, which forced the government to delay the beginning of that law to next year (2013). Brazilian government has a

program of 65 billion dollars to expend on the next three years on roads, railroads and 70 billion dollars for ports and seashore industries. Brazil is among the most important countries producers of steel, although the nation industries don't produce containers or Hinger wagons.

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5- MARITIME FREIGHT

Freight is the payment by user or cargo owner for a service of transportation, handling, shipping and transport of goods by ships, trucks, wagons, air plane etc. Freight can be paid at the port of shipment (Prepaid) or later at the destination port (To Collect). There are extra payments on freights rate in several countries, in Brazil it is the AFRMM (paid by Brazilian Importers). That additional expenses and several others withdraw importers from international commerce; it costs more than 30% at the final balance.

When the final product will be ready to re-export, it will be too expensive; the market will refute it. If such tax over freight will have not been paid on time, the original “Bill of Lading� will not be released. The Customs will not make the clearance of that merchandise, which will continue losing money every day in Demurrage and storage charges in the primary zone. Ship-owners pay the tax "Inframar", a small fee that varies between ports, calculated on the tonnage loaded on that port. This rate refers to the use of maritime infrastructure beyond the buoy tax payment for Navy. The ship-owners pay the port quay occupation rate, calculated on the length of the ship per day. These rates, services and taxes

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NEW METHOD FOR PORT LOGISTICS are different from port to port and may reach 400%. Freight is today the most important resource to reduce the cost of goods into a common market of prices.

The government in several countries are paying all expenses of freight to invite foreigner importers to buy their products.

5.1- Maritime Freight Condition The international community has agreements to rule the general commerce. Obviously it does not rules over all countries, less than 200 countries try to put order in the international trade. The World Trade Organization WTO and its associations, as GATT, TRIPs discuss differences between nations in International Court. The contracts for maritime transport in cabotage freight and for long-haul vessels must have conditions very clearly specified, regarding the coverage of expenses and liabilities of receiving, loading, unloading and delivery of cargoes. Anyway, the ships take the center of all freight negotiations, because involve several expenses directly charged on the owners. The terms shall define the national seashore liners, from international liners. Among a universe of possibilities, let's understand some of these terms: Cabotage, Long Haul, Full Liner Terms and Basic Freights.

5.1.1 Cabotage Cabotage is the sea transport of cargoes and passengers between ports at the coast, lake and river ports within the same country. In a cabotage, the goods are in documents of each country and written on its own language.

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Egberto F Ribeiro There isn't need of international Bill of Lading for cargoes in transit within only one country, this document is valid only between countries. When a cargo is sent from an inland industry to its port for abroad shipping, the papers used are those common to such country. Even though, the exporters must provide all papers common to international trade. The several papers as Invoice, bank declaration of Letter of Credit, Bill of Lading, Contract of Freight Modality, with/out Insurance, Origin Declaration, Certificate of Weight and Quality, or any other paper requested by the foreigner wholesaler. As in Cabotage there are no foreign goods on board, there is no Customs procedure, there are only the states or provinces inspections of taxes. An exception happens when foreigner cargoes are guided to one port, but for any reason are discharged on another port. Then, foreigner goods are moved to the registered port in the B/L, by sea, air or land, under Customs care. The payment of state or province taxes must be observed by exporter only on the merchandise and follow the rules of each State or Interstate traffic. To promote cabotage, encouraging the seashore navigation, several countries exempt or reduce port taxes and stevedore wages.

5.1.2. Long-haul Long-haul trip is the navigation by sea, air or land between two or several countries. The abroad trip is provided with international procedures, even if these countries have common borders. Sometimes, these countries with common borders have regional agreement for trade and culture. The most common in international trade is the provision of goods that each nation needs.

Every port in any country is a Government place (Ruled by Constitution) and has Customs to receive foreigner goods to nationalize them. The resident

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NEW METHOD FOR PORT LOGISTICS difficult to inland countries is when there is no seashore port, so they have to register their own ships in other countries to have access to markets they need to buy goods directly, without intermediary. The ships applied to long-haul trips make use of lakes, rivers, seas and oceans. Almost all ports in the world have interconnection between two or more countries. The international document used in Long-haul trips is the Bill of Lading. When a ship is in a foreigner country and has cargoes without Bill of Lading, that merchandise is irregular and must be arrested by authorities of that port. When various Bills of Lading are contained in the same container, the ship provides a new Bill of Lading called Master. Bill of Ladings and Masters on the same vessel are recorded into the "Cargo Manifest" to facilitate their Identification. It is common to ships, airplane, train, trucks etc. When the cargo arrives from the industry to its port for shipping, the papers used within that country are changed to International Bill of Lading. A cargo ship for foreigner ports or under International Covenant Warehouses in other countries, when navigating in international waters, or in other countries, should be provided with Bill of Lading. There is no State tax incidence before the nationalization of the merchandize in any country, because the cargo is under International Agreements, out of reach of the state or province. The import tax is a variable percentage according to the type of the goods, according international agreements. In Brazil, the value of good will be added to freight and insurance values, then calculated as a single value. On this final value will be computed the port charges (THC) and State taxes. A freight rate qualification is a common agreement between seller and buyer to define the means of

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Egberto F Ribeiro transportation to deliver the cargo. It may happen within a country or between other nations.

5.1.3. Full Liner Terms A full liner ship means that all holds will be under contract. The ship-owner is responsible for loading and unloading of the goods transported.

This is the condition prevailing in freight conferences, as the offers of gross price for a transportation of a cargo to a defined destination. Notice that who signs the contract is the responsible to accomplish all expenses. When the ship doesn't have engaged cargoes enough, the empties holds are offered to third exporters, but as they know about this ship only when she is near the port, or in a waiting line, the invited exporter doesn't have time to prepare the loading and it always causes delay and Demurrage.

5.1.3.1 FILO (Free In Liner Out) The ship-owner is free from responsibility of the shipment when the terminal is automated. Ship-owner assumes the costs of unloading at the destination.

5.1.3.2 FIO (Free In and Out) The ship-owner is free from liability in shipments and discharges.

The freight only covers the trip.

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NEW METHOD FOR PORT LOGISTICS 5.1.3.3 FIOS (Free In, Out and Stowage) The ship-owner is free of loading expenses, stowage on board and unloading at the destination.

5.1.3.4 FISLO (Free In, Stowage and Liner Out) The ship-owner is free of loading costs and stowage on board. The ship-owner is responsible for unloading at the destination.

5.1.3.5 LIFO (Liner In and Free Out) Ship-owner is responsible for loading and free from unloading costs.

5.1.3.6 FIST (Free in, stowage and trimmed to vessel): The ship-owner is free of shipping costs. The stowage and trimming (loading balance) are at the expense of the ship-owner.

5.1.3.7 FIOT (Free in, out and trimmed to vessel): The ship owner is free of loading charges. The expenses with trimming (balance) and unloading charges are by ship's account.

5.1.4. Basic Freight Shipping is based on relative occupation of weight and space rate calculated by tonnage x cubic meters. Theoretically, the freight for a ton of iron ore does not cost the same for a ton of soybeans, it is caused by the stowage factor. The owner of a ship offers a number of cubic meters inside the holds and a maximum tonnage for that same place. The best factor should be one ton equals one cubic meter with 100% for use. To know the stowage factor for

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Egberto F Ribeiro some goods you have, just divide the cubic space you have for its gross weight.

That's why the stowage factor for soya beans is not the same for iron ore.

Square goods will occupy less space than round or spherical goods, in this case, the empties place will be paid as if it were in use. So, goods with high stowage factor are loosing space and must be analyzed a better use of its place. If the cargo must be processed to reduce the space, the goods must be fitted for low cost in transportation. The cargo has to be fractionated in several parts to reduce the cost of freight. One piece of an aeolian generator is larger than two forty feet containers and weights 50tons and causes serious trouble for transportation from factory to the port. It should be divided in four pieces and put inside flat rack container with a little cost of freight.

However, there are several other factors that influence the cost of ocean freight; ex:- special cargoes as 10m wide belt reels for mining industries, blades for aeolian generators and others. Despite of a low stowage factor, special cargoes are always a risk for the entire ship, which has to be controlled by ballast. There are tables with stowage factor for all goods, the user should to compare if his product is in the average cost of freight or not and what should be done to adapt his cargo inside a flat rack container.

5.1.4.1 – Ad-valorem. – Increase on freights above $1,000/ton.

5.1.4.2 – Port Addition – Applied on ship’s mooring without defined line or extra port services. (Ship arrival was not announced).

5.1.4.3 – Fuel surcharge. – Variation in the currency contracted about change in fuel supply.

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NEW METHOD FOR PORT LOGISTICS 5.1.4.4 – Over weight. – Freight on heavier cargoes.

5.1.4.5 – Over length. – Goods measuring more than 12 m in length.

5.1.4.6 – Port Congestion Surcharge. – Demurrage by waiting line.

5.1.4.7 – Adjustment of exchange rates. – Variation caused by inflation or devaluation of the currency in the contract.

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6- CONTAINER WEIGHT

The World Trade Organization and other international associations linked to foreign trade are solving a common problem at ports, ships, rails and trucks on highways, the containers stability on the entire world. The focus of the discussions is on the weight, balance and equilibrium of containers and its documents, which are causing many accidents, solely by false information of the unit’s weight. The worst is that it unbalances the ship's bays, double-stack wagons and chassis on highways.

Some shippers export containers without confirming the weights of some units are the same as those printed on each B/L. This is because too many exporters request for printing packages with an estimated weigh. The industry prints on five faces of each cartoon with information not always correct as: exporter, importer, lot number, pack number, lot quantity, buyer, port of destination, net weight, gross weight and its measures. At a stage of packaging, the gross weight information are not checked, caused by theses label printed on the boxes. When the lots are received at the port terminal, shippers will be induced to add the weights reported and to type them on Bill of Ladings of each

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NEW METHOD FOR PORT LOGISTICS lot inside each container from each Invoice. The total weighing of packages are on all documents and must never be changed.

Products manufactured with the same material, the packaging of a full lot has that information printed on each side. However, when the products are manufactured with diverse materials, various measures and different industries, certainly there won’t have the same weight. So, when the goods are shipped in containers, there will have great divergence between what is printed on boxes and on the documents. When the lots have small quantity of units, it is possible to make the necessary corrections, but when the lots are fragmented in different measures and weights, the operation is time-consuming and too much expensive. The exporter must offer the correct weigh and exact measures and weights, before printing its B/L and all following papers. Let's remember that the main information is written on the Negotiable Bill of Lading, so it can be easier or not to correct the Invoice, but it may delay the delivery. The exporter must have time enough to ask for a new one with all the weights gotten on the scale. There is the possibility to correct wrong weights, when the cargo is just imported and in regular inspection is found the number of units, or weigh not exactly as in the Bill of Lading. The importer has to send to the Customs a document called Additive, it is internationally accept. Last year, Brazilian Customs has accepted more than five million of these documents.

If the documents submitted do not record the correct weight of the goods, it will certainly cause the unbalance of the trucks, as soon as they leave the consolidation area. Accidents are caused by incorrect information of weight, because these mistakes alter the gravity center of the vehicle where the

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Egberto F Ribeiro container is laid on. Governments must have Acts to rule on the weighing of exporting containers loaded with cargoes.

When a loaded container is put on a chassis without locking by any way, two feet out of its correct place, backward or forward, caused by displeasing or lack of attention, it will be enough to lift up, or to dive the truck's cabin, impeding the correct driving. Sometimes, the wrong weigh is given by the exporter order to hide profit evasion to any foreign country. They don't mind if it is discovered only when the crane can't to hoist the container by overweight at destination. Sometimes, the wrong weight is purposeful; for example an exporter industry has wood for shipping and hires several trucks for full cargo freight. In that way, the total weigh is divided by the number of trucks and the papers are typed for each truck with the same weight. When any cargo is loaded in a container, it’s paid for one unit, ignoring a scale to know the correct weight of each box.

Shippers are used to consider a same weight for all trucks loaded with a full cargo of 25 tons, they don't mind how different it is from the correct weighing. The shippers show the same weight for official documents and also for the sea freight. At the terminal gate, the truck with chassis is driven to a scale to check the real weight of 30 tons. Who loses is the driver for bringing five tons for free, while wastes his money with fuel, tires, penalties, taxes etc.

Let's think on what will happen when the lot has one hundred trucks.

The stevedores will loose their commission. Also the Ship-owner, because he will transport five hundred tones for free and becomes an innocent

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NEW METHOD FOR PORT LOGISTICS victim, beyond the risk to have a shipwreck by wrong cargo plan. In addition, some accidents on roads may happen to innocent people, without any link with these carriers. In this storm of irresponsibility, there is the way to identify correctly the weight of each container and its contents. Officiate the container weighing at each gate of the container terminal. The terminal shall print one ticket of weighing for each container and non-invasive inspection by scanner and record on files to the correction of each B/L. For such service there will be a cost, near US$10,00 per container. It is a necessary matter to prevent not a compulsory penalty on container-carriers, but an avoidable accident.

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7 – MARITIME INSURANCE

Maritime insurance was originated in ancient Greece and Rome to protect private ships applied to wars. Later the insurance appeared in Genoa and England to protect cargo vessels from storm and loss of cargoes taken by piracy in the Mediterranean Sea. After the Great Discovery, the Atlantic Ocean suffered for more than three hundred years the action of piracy and their insurance laws for body members lost in "service". The Prize Money in the 18th century was an English Act to arrest ships. Beyond pirate's ships, there were the “privateers”, civilian ships with government's authorization to sail as hunter ships to enlarge their navy fleets in war. The privateer ship was a great deal, because had generated high profits to investors, as the ships had received letters from government, they were legal and few months later, a single ship could get a fleet. At the beginning of the 19th century, the protection was by escort of vessels against countries in war, seeking for new ships to add to their fleet. The expansion of the British Empire, the emerging Spanish competitor in the insurance market by Yberica Company was won by Loyd’s Register, which

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NEW METHOD FOR PORT LOGISTICS developed a complete infrastructure with experts, judges, Royal Admiralty, bankers and brokers. Even though England does not have all ships on the world, they earn annually part of the profits of all those ships. Shipping freight and insurance have risen the export costs for every international dealer. Despite of the insurance be optional for owner of goods, it is imperative for shipowners, because it may not only protect his ship, but several other near her. The cost of insurance on goods will increase the value of goods; the tax triggering enlarges the grand total sum on concurrent markets. Otherwise, the ship's hull insurance or third party machine is not a triggering event, because there is a known preexisting value and the cost of the vessel.

The marine cargo insurance is intended to protect the trade from loss and damage suffered by dangerous goods during a trip. The insurance also must be applied to any carriage to which the merchandises were transferred. It is a safe mode to keep the dealing gains between the origins to the final destination.

The marine cargo insurance protects your trip, if your ship will come to cause any damage on Earth or at the sea. The vessel will be under investigation by maritime accidents organs to define the responsibility. If the goods and the container are not covered by insurance, the shipper or owner of the goods shall assume full responsibility for the claims, even if it has been caused by bad weather. The insurance may be offered by a national company, but the warranty is on who will provide better assistance in the event of loss or damage.

Many insurance companies hire freelance agents or services companies representing them in various ports worldwide or to P&I – Protection and Indemnity Clubs. These associations or mutual insurance cooperatives

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Egberto F Ribeiro provide these service by its members; ship owners, operators, charterers, on claims which are mentioned in various ports of the world. It is necessary to be legal and technical expertise, because this complex area involves various international environments in its principles and terms; sinking, stranding, collision etc. Ships are too heavier than we think, a single touch causes great damages.

7.1- The compensation of injured vessels is 75% of the total.

7.2- The maritime insurance on cargo coverage starts at 5% after the value.

7.3- To launch cargo overboard to save the ship requires the participation of other insurance coverage: Hull – engine – container boxes – goods.

7.4- Collision: Shock between ships sailing against each other.

7.5- Allision: Shock of ship against objects or stationary vessels.

7.6- Removal: Remove debris from ships in the port, wharf, access channel, Bay of evolution etc.

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NEW METHOD FOR PORT LOGISTICS

8- THC - TERMINAL HANDLING CHARGES

8.1 Warehousing Service Providers The area where ships are moored to load and unload cargoes, is called by Authorities as the First Zone, it means that the area is the first organized place for people and goods to enter in a country. First Zone are denominated the ports, airports and gates at the boundaries, where people and vehicles are ordered to enter and to leave a country. Persons must have their personal papers to identify them, as passports or personal ID. Every cargo must have Bill of Lading, International Manifest of Cargoes, Simplified Declaration of Import or Export, or other paper in convention by both countries.

The Primary Zone is a very sensible place, because always there are people, ideologies and goods not allowed by the other country, but always there are persons trying to cross hidden goods into the neighbor country without fees, or without permit, this is called smuggling. This is not a recent event, but it happens for centuries and governments have to exchange their experiences to

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Egberto F Ribeiro fight smuggling. The governments are fighting against smuggling of drugs and guns, that's why there are inspectors, police, scanner, x-ray for containers. In ports, all the employees and workers from syndicates are controlled by the Navy and Customs Authorities. Nowadays, the international trade is careful against the treacherous terrorism.

The storage before shipment and transportation to the ship must be contracted with companies which offer storage facilities in a package of services, at reasonable prices. The goods for export are headed to the following steps before being stuffed into a container: 8.1.1 The goods will be at an EADI, Dry Port or Container Terminal (Inland warehousing under Customs control). The storage must be the nearest as possible of the port, or the nearest possible to its equipments of transportation.

8.1.2 The unloading of the truck, boat, wagon etc. This cost must be calculated on real time of use the equipments. Do not accept to pay full hour of equipment for only 15 minutes of real time of use.

8.1.3 The storage of the cargo for separation. This is a place of operation where there are several lots to be loaded in few containers.

8.1.4 The stuffing of the container and dispatching. The services on store-yard or warehousing are done by companies which offers complete service at competitive prices.

8.1.5 Transportation to pre-stacking. The company receives the container into its store-yard and delivers for loading. Sometimes there is a price of free cost of storage.

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NEW METHOD FOR PORT LOGISTICS These steps can be performed by several companies or just a single company that will offer this service package. The shipping of containers from the pre-stacking to the ship is due to the terminal that will charge the THC (Terminal Handling Charges).

The services provided by workforce on land is paid by the user to Port Operator (Companies accredited to provide services inside the primary zone). The services of the container receiving and unloading into the prestacking, storage and transportation to the ship are paid by exporters or importers to Container Terminals. The cost of these services appear in the B/L as expenses with THC. 8.2 Stevedore Agent Till February 25, 1993, the maritime service in Brazilian ports was done by the Stevedore Agents. The Agent was responsible for planning with Ports Authorities the ship's operation to the following day. The edition of the Law 8630, known as the Act of Port Modernization changed the Stevedore Agent service to Port Operator. The Law also provided a non profit Organization called OGMO for the managing of Hand of Work. Since then, several Port Operators were being changed, when there was any fault. But in truth, this law aimed to transfer to the private sector the services of port workers done by a secular union of Stevedores. To make possible the transferring of rights was established a payment on the tonnage movement to establish a compensation fund, which was supported by importers and exporters by 1995. Most union members did not join the indemnity plan, but the money was not returned to importers and exporters and almost twenty years later, none

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Egberto F Ribeiro answer was given to workers in several courts over the nation. This Law was ceased on December 06, 2012 and a new government measure was signed with some new rules, but the President forgot to give an answer about the retained money.

This is the procedure of governments projects investments said to favor workers and citizens in public services from cities to states and even the federal government. If someone analyzes the GDP (Gross Domestic Product) on public works, will notice that the level shown doesn't correspond to the existing services. Sometimes the work doesn't reach the half of the project, sometimes, none of the paid works were done, or it cost the double of its starting budget. The costs of hand of work, building material and equipments are the same during the year, but how did the engineers have committed so great mistake. The actual expenses on football stadium for Nations Cup and World Cup are all overpriced. A Billion Dollars is a big money, where was put so large amount of money shown on GDP, disappeared, or never existed? Is the GDP a new bubble on the entire world?

8.3 Protector Maritime Agent Protector Agents are those who represent the vessel owners at every port, to attend the vessels need. They are the receivers of import documents and provide the delivery of copies to government agencies at the port. They keep daily contact with port's authorities to notice the ETA/ETD (Estimated Time of Arrival and Estimated Time of Departure). Protector Agents are the freight sellers to fill all holds and cells of the ships. They type all letters given to IRS and represent the vessels commandant. They request the vessel to entry into the

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NEW METHOD FOR PORT LOGISTICS port at the Navy, berthing, fuel, supply of water, food and payments for crew.

The Maritime Agent delivers the B/L to the broker to fill for calculations of freight. They present it to the ship's Captain after the cargo loading, due to the signing of B/L taking on board for deliverance of the Letter of Credit. The Agent controls all service requests to the ship along the harbor.

8.4 Port Operator.

The on-board stowage services are performed by union of stevedores (syndicates) or employees of the port terminal. The stevedores are requested by Port Operators directly to OGMO for cargo handling services in the ship's hold, from goods, fertilizer, grain or cars at Roll on/Roll off ships. The services is by day of work of 6 hours calculated on units of cargo, tonnage handled or bulk cargo trimming. The stevedores are paid by the shipowner to the Port Operator with the resource gotten by the freight.

The Port Operator also does services at silos on discharge of trucks and wagons. The Port Operator also does services at ware houses to unload cargoes for export as paper, lumber etc. Port Operator also does services for cargo handling for container inspections by Customs.

8.5 Foreman-ship All the workforce for ships and for primary zone is provided by OGMO. The services in warehouses, yards and at the ship's hull are made by workers unionized for a century before the Act of Port Modernization. The activities performed on the quay are called Foreman-ship and it exists since the Brazil colony. The Foreman-ship service is payable by the importer or exporter to the Operator by the OGMO the same way as the stevedores.

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Egberto F Ribeiro 8.6 Variable Cost of Cargo Handling.

The variable costs on hands of work and rental of equipment for special cargoes, and to load and unload cargoes with large number of workers rise the variable cost. The costs will be more expensive if handled by stevedores, or cheaper if moved by machines, better is when the cargoes are unitized. The costs will be more expensive when the cargoes are moved by equipments which belong to the ship, or cheaper when are moved by equipments from the port facilities. The fixed cost of freight is based on the same calculation: distance, type of vessel, cargo capacity, equipment on board and suffer the same extras costs worldwide.

8.7 Where Economy Fails.

Before the World War II, the variable costs had reached at 37% of sea freight. In the postwar period, these costs rose to 60% of freight. This increase in cost was due in part to inflation occurred at that time and also the growth in numbers of airplane for passengers instead of usual ships.

From the ancient Roman Empire, there has been constant procedures to reduce freight costs. The construction of the Corinth lane by the Romans, with slave labor force of Jewish prisoners, is an expensive example to solve the well known ratio: distance and cost. Other lanes built centuries later as; Suez and Panama show the concern of the British and Americans in the reduction of the freight costs.

Governments and companies have developed methods and techniques to reduce the costs of production. The whole infrastructure of an industry from the facilities, personnel, raw materials, production, environment

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NEW METHOD FOR PORT LOGISTICS and taxes are subjugated to the flavor of freight which tries to annihilate the competition.

The distribution costs must be understood as investment to reduce its own expenses and to reduce the working time. One Distribution Center can belong to one company and be hired to another. The best equipment is that applicable in the own country and abroad. It requires asymmetry of methods applied on transport by sea and land, on new operational techniques and new facilities at seashore or inland. All of that is a large effort to reduce costs, however, the diverging lines of thinking appear when investing are very high and incomes are too low.

Initially, nobody knew exactly what to do with the first computers, even today, e-commerce is so obscure which needs constant management of its system. The unknown owners of a new electronic gold mine were suggesting huge gains sharing papers from companies operating through the internet.

These companies were talking about a millionaire promising capital in a nearest future, but the company didn't worth ten thousand dollars. This expectation of easy gain was a trap for incautious investors, whose economies have evaporated from night to day. In this same trick had fallen investors on wooden houses made of taeda pine, abundant wood from the East Coast to the Mid West in the USA. There are today around 100 million wooden houses in the USA, 38 million are rented and 18 million are closed, including 10% of new homes awaiting sale for over a year. The houses and apartments are built all over the world, very appreciated are those made of bricks and concrete. In Europe, Asia

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Egberto F Ribeiro and South America, the wooden houses are popular and inexpensive. In U.S. a new wooden house with three bedroom cost an average of US$400K, which were easily financed under mortgage in long term. After ten years, the financial costs were too high and the houses needed to repairs at the half of its value.

These fantastic wooden mansions were built in two months and sold overpriced, from 10 to a hundred times over the values of materials and other costs applied on its construction. In less than ten years, these houses were rot and plenty of termites and other flying insects infesting every part of these palaces. Currently, a three-bedroom house needs four days to replace the synthetic wall panels, PVC windows and thermal insulation, at an average cost of $25K. Despite of all such expenses on the entire house, no one will pay more than $100K. Such formula rises the national GDP to unreal levels, but causes severe damages to the entire world economy. The slogan of a termite control company panels at the roads: "Termites work 24 hours a day, we too." These opposing values between debts and real state market induced the owners to give back their properties to the banks, generating a book loss of $6 trillion dollars.

The procedure to rise up easily the GDP of any country to amazing heights was called "bubble" by economists.

When a corrupt country has several investments budget of billion of dollars, the costs rise quickly over 50% “according the law� and by analysis of the Union Court of Accounts. Nobody understands what happened to that rising of costs, if the engineers made any mistake in the structural calculus, or if there was any reason for those materials appear with a new price. Sometimes, it is caused by corruption, but sometimes it seems to be the bubble effect on GPD.

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NEW METHOD FOR PORT LOGISTICS Billion of dollars is a so huge amount of money that it is easily analyzed, when the GPD is compared to the percentage of the governments revenues.

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Egberto F Ribeiro

9- EQUIPMENTS FOR CONTAINERS

9.1 Side-loader Lancer.

In the beginning of the 1970 decade, the Brazilian government following the plan of development PND1, had sent to the Paranagua Port 16 cranes from Germany, one floating crane for 100 tons made in Hungary, four locomotives from Japan, a complete grain complex for 100k tons, loading cargo equipment with four ship loaders from Japan and two Side-loader Lancer for container, from a lot of five made in England. The main reason was to attend the building of the giant plant of Itaipu at the Parana River in association with the Paraguayan Government. The two Lancers had served the Port very well for almost twenty years. The two Lancers had served the Port very well for almost twenty years. Stevedore and workers had seen at night, how the discharge tubes had gotten red, almost melted by its extreme pressure to elevate a container till tall three. Even following the maintenance manual, the lives of both machines have reached at the end after very often loss of oil, these equipments were repaired and sent to another port of Recife in the Northeast of Brazil.

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NEW METHOD FOR PORT LOGISTICS 9.2 Ready to Move.

Containers can be moved by stationary or mobile cranes on rail, lifted by four corner fittings provided with lockers. Containers of 20' have two openings through lower bars for handling by fork lift or heavy cargo lift. Only 20' containers with cargo can be moved by those openings. Containers 40' were not made to be moved when loaded by these openings. Some 40’ containers are not provided with openings, exactly for do not allow any mistake.

The containerization system has been the main center of attention of governments all over the world, when the treatment is on transportation. To attend the new system since the seventies, the UNCTAD has developed a method of work common in several countries. At the APPA Port, some employee, including me have been trained in this method to work on equal operation with containers in pre-stacking, stuffing, documents, shipping and equipments. To give a wide view on port operation, the Port invited some employees to prepare their own didactic material to teach their dominated areas of work in port service as; warehousing, port operation, port income, payments, port finances, personal relationship, personal security, import & export process, equipments and Container Terminal Administration. All work colleagues have been trained in this new system, knowing the containerization and port operation according the last studies to give them the best knowledge, compared with big wages managers in private companies. The training was necessary to raise the common knowledge of the employees to an advanced level for analysis of methods and legal procedure in a wharf which works 24/7.

Otherwise, the company would have to hire skilled people to solve troubles

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Egberto F Ribeiro anytime. The level of study of all workers was the high school, but in port operation the workers didn't know enough the methods and always followed the Agents suggestions. When several services were incorrectly done, the responsibility was always by the company's account. After the training, the workers began to have the company's point of view and several services considered without bills, because it was to a friend, began to be payed by users.

To a better understanding, the port was usual to do for free services not provided in the cost list; ex: forklift for cargo inspection; crane to remove a prestacking. Beyond to know how to work with container, the training was added to old methods by Port National Departments and Port Government Company for cargoes in bulk, as cargo plan, cargo inspections, port security, warehousing, how to identify container, how to identify the classes of fire and how to operate correctly the equipments.

After several years, the global system of work has been fragmented and the countries are no more actuating according the same rules. That's why there are almost 15% of goods being produced oversized for container measures. But when it needs to be moved by containers, the operation is lazy and plenty of accidents. I've been giving support to teachers and students at Administration courses, industries and producers allowing them to read or download my book "Logistica de Container" and "Elements of Port Logistics" for free. I believe they have to get knowledge on port operation for do not fail in international trading. The Port Operation is a theme not explained at the universities of Administration. This is the same as to teach laws, signs and rules to someone to get a car drive license, without teaching him how to drive. In the

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NEW METHOD FOR PORT LOGISTICS last three years, my books and pictures have been read and seen by thousand of students in Brazil and over the entire world through the sites belonged to scribd and issuu. The interest of readers from Americas, Europe, Africa, India and Asia has encouraged me to write this book and to translate it to several languages, to give them some knowledge in containerization and new methods.

9.3 Container on Chassis.

The amount of containers to be moved on any port, container terminal or store-yard will determine the types of equipments. Ports or private store-yards for empty containers which move few containers, less than fifty units, don't have any reason to be provided of heavy and expensive equipments.

The forklifts with capacity for up to 10tons are economically viable to move empty containers of 20', with spread can move 40' quickly. When the ship's ETA is three days, empty containers in warehouse for stuffing must be ready (cargo and documents) for shipment and has to be sent to the port. The port prestacking will have as much loaded chassis as the necessary for shipping. The container terminal also may have a parking for containers on chassis, all alongside each other at 45ยบ of formation, to enter by one road of the parking and go out by the first front road. That is a formation for any one container be moved anytime. The chassis will be moved alongside the ship by trucks at the time to load on board. The discharge of containers with imports LCL, will be sent to warehousing at the Customs care. The empties containers on chassis will be sent back to the ship, or will be sent to store yard. The empty Forklifts for ten tons with spreader are also fitted for both TEUs on ISO measures, when empties can reach tall three.

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Egberto F Ribeiro 9.4 Chains and Steel Cables.

Do not use chains to lift a container, because when the chain is loose on the ground, the rings are always twisted and they suffer a sudden bump under heavy weight and when get aligned breaks itself. Look carefully the steel chain to see if it is in good condition; when the ring is like a groundnut, it means that is almost broken. The best work is gotten with steel cables, but it must never be pulled on the ground, it suffers the abrading effect and becomes useless in minutes. Steel cables must never reach its extreme resistance, because it loses the validity and will break. For loads of 10tons use cable for 12tons; for 50tons, use cables for 60tons.

9.5 Damages.

Damages in containers are always caused by drivers, but sometimes the stevedore equipments are not adequate for such work. When a forklift driver rises up a 40’ container by the lower panel, he will cause serious damage on its lower structure, breaking the steel bars and the plywood on the floor.

Another mistake done by forklift drivers, which cause damages on any container happens when he lays down on the upper panel (roof); cables, lockers, parts of spreader or stevedore articles. Later, the driver puts another container over that one with steel articles and the roof will be drilled and the lower panel will be broken. Another case, the driver has to move the container and forgets there are loose pieces laid on the upper panel, which may fall down on someone or over himself. The forklift or gantry crane spreader for container has automatic corner guides to lock it, which is dangerous and may cause

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NEW METHOD FOR PORT LOGISTICS severe injury on workers at the corner of the container. The equipments for containers are the same on the entire world, since the same suppliers are making the most of this machinery for containers. Forklift to transport sea container of 40' with telescopic spreader may have latches to raise the container by its front panel or by the top panel. Some users leave wooden packing or part of loads in empty containers that exceed the nominal weight of the unit and always cause accidents. A forklift for 10 tons is steady enough to move an empty 40’ container, whose weight is near 4ton and the spread is no more than 2 tons.

9.6 Port Forklift > Reach-stacker > Straddle Carrier.

Containers of 20' and 40' loaded must be moved by special vehicles built to transport them, as a rubber-tired Straddle Carrier. These are the three generations of container lift machines, after the Lancer system. The only trouble involving these machines is the wide area to move them and the low height them can stack.

When a ship with equipments arrives to operate in a port without cranes, the Agent advice is to contract previously private trucks with chassis for 25 tons to serve the operation. Container Terminal with facilities to attend two ship to shore gantry cranes must have a pre-stacking yard near the ship. The port facility must have crane with hook to move bars for 20' and 40' containers, fitted with eyelets for attaching steel cables. Even though, a good work at low cost is a stack reacher with forklift for 30tons for 20' and 40', with telescopic spreader. The spreaders with automatic control extends the bars with lockers

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Egberto F Ribeiro for containers from 20' to 40'. Despite of several measures for containers, only these measures are worldwide accepted. Some spreaders are provided with corner guide to position correctly on the corner fitting to lock the container, workers must keep clear for do not suffer any injury.

9.7 Intermodal Terminals.

Intermodal also uses equipments for containers over rails or tires, while these are more versatile than those, both require a lot of time for maneuvers. The container yard for Straddle carrier with tires must have the ground angle at 2% for rainwater drainage. The concrete on steel surface should be mechanically smoothed to prevent premature tire wear. The train with containers comes into the Intermodal yard for weighing and non-invasive inspection by X-ray. After that, wagons with containers are positioned for unloading. The Straddle Carrier drives on its road for operation above the wagons. The trucks bringing chassis stop alongside the wagons. The container is transferred from the wagon to the chassis which heads to gate for weighing and scanning to receive the order of free output; it isn't to work twice, but to confirm that the same container and contents which have entered in the Intermodal are these which are being delivered. This truck will carry the container to its destination in the region, store, hypermarket or port terminal.

Stationary crane on wheel is wide enough to have below it one wagon rail and one road for trucks to transfer a container from one means of transport to another. Straddle Carriers operate to load and unload trucks or wagons and to take the container for stacking. To move the wagons will be

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NEW METHOD FOR PORT LOGISTICS necessary one locomotive, much more expensive than a truck, but a train with ten wagons can be pulled by two pay-loaders with steel cables. To stack containers in a numbered square of the yard, where there is high movement, the best equipment is the Transtainer (semi-portal crane) on rails. It has telescopic spread for 20' and 40' and is wider than the square of the yard to lift and lower containers on any place.

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Egberto F Ribeiro

10- CLEAN CONTAINER TRANSPORTION

According international studies and appliance of imperative rules on clean transportation, shipowners and technology companies have developed software to improve the better condition of navigation for their vessels. The best efficient engines, hydrodynamics designs, ballast control and several other resources under studies to obey the governments rules.

In Brazil, since 1960 the universities are following several lines of thinking as in France, Germany, China, Japan and several other countries, searching for high knowledge on linear magnetic transportation and its benefits.

If there is the possibility to eliminate fuel consumption on any shore equipment, it will be helping the navigation on global reduction o carbon emissions.

The technical models of magnetic devices applied on transportation of passengers and now to move cargoes in containers. These advanced projects are available when we analyze the gross weigh of a sea container divided by all square meters of its lower panel. While a chassis over wheel divides the same

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NEW METHOD FOR PORT LOGISTICS container's weigh by its axles and/or by its wheels which receive all the concentrated weight of cargoes on less than one square meter. Two TEUs with gross weight of 28 tons on a truck of two axles and eight tires, when each one receives 3,50tons, or the total of 28tons/m². That's an equation which can be solved by a device called “Traytainerâ€?. It's a set of a steel frame for transportation of two 20' containers or one 40' container on a horizontal magnetic lane, for storage of containers in horizontal drawers and for transportation on inclining ramps from 8% to 15%, according the weight.

The ground structure for magnetic system is 90% lighter than conventional rail. Also the radius can be smaller; 60m diameter for electromagnetic system, against 250m diameter for conventional rail. Let's have a glimpse on new methods and systems for sea containers storing which move under high rails on ports and terminals, beyond several studies on Port Operation on the entire world.

10.1 High Rail.

In this method, the container is lifted by a spreader below a high rail and moved by electric engine under a steel structure through the terminal. It moves containers from the terminal to the ship, in a trip near to one mile. This system causes material fatigue on the container corner lockers and on its low panel, beyond the spreader cables and lockers.

10.2 Trucks.

The container can be moved by tractor trucks at the ship. This is the most usual system in all ports, but there is large fuel consumption, which is always repeated on all system.

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Egberto F Ribeiro 10.3 Automate.

The container is moved from the store-yard to the ship on chassis by tractor trucks or tugs moved by remote control at very low speed guided by sensors of command installed into the ground.

10.4 Wagon.

The container on wagons are moved by diesel-electric trains. This system must offer control on weighing and scanning by the rail company.

10.5 Cryogenic Levitation.

In 1911, the Dutch physicist Dr. Heike K. Onnes began to study the phenomenon which cuts off the electrical resistivity on materials, known as superconductors, when cooled at critical temperatures. Twenty years later, the German physicists Dr Fritz Walther Meissner and Dr Robert Ochsenfeld have continued the studies on diamagnetic actions of superconductors, or the Meissner-Oschenfeld effect. Some experiments with liquid Nitrogen at -196ยบ have been done since then to understand why superconductors have excluded its magnetic power and how to use it. The cold action of the liquid Nitrogen on magnets made of ceramic rare-earth materials, with properties which don't suffer any structure damage, but builds a diamagnetic field. This is a field with huge strength to float softly an upper magnet and to attract it at the same time.

The double action done by the superconductor to repel and to attract the opposite bodies has a singular benefit, the floating body can't fall down, when it is pulled up, it offers stability to the floating body. The diamagnetic field repels both bodies, the superconductor and the magnet, but at the same time keep both attracted to themselves. After few seconds without cold supply, the

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NEW METHOD FOR PORT LOGISTICS superconductor becomes demagnetized till to lose its properties and the upper magnet falls down. These properties offer the possibility to drive a body on a chosen frost lane between several lanes in normal temperature, from one lane to other without to lose the speed.

To prevent the loss of cold, the frozen superconductor must be placed on the lane to have control supply of liquid Nitrogen. The liquid is distributed by tubes and controlled by a Center of Operation. This method can be applied on Traytainers as support for container transportation on magnetic mattress. As the shelves system for stacking is near to the cryogenic center, the system is available for immediate application. People may say: “OK! let’s use liquid nitrogen, but where to get it in liquid state?� There are atmosphere air processor centers in every big city to supply oxygen to hospitals, metallurgy industries, or dry ice, where the nitrogen is a sub-product.

The electrical resources are expensive, however, the cost of the cryogenic system is expected to be lower. It is available in both regions; tropical countries and cold regions, where the steel frames are blocked by snow for few days, or weeks. It is to realize that a complete trip takes two weeks to bring containers from the tropics to cold regions. But it may have effective cleanse with hot air tubes below the frames, for both systems of magnetic mattress, knowing that ships for shelves don't need hatch cover, because they will be covered at side and top. The cryogenic system for magnetic mattress is suitable, because it freezes so fast as the time of movement spent by each Traytainer to go from the ship to the shelves.

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Egberto F Ribeiro 10.6 MagLev. There are three known technologies to move a body on magnetic system; the Maglev in China is in operation for several years applying electromagnet for levitation under vector-control. The second technology is the electrodynamic known as the HSST in Japan, which needs some speed to begin the levitation, so it must have wheels and rails for low speed. The third system is the cryogenic with ceramic superconductors at critical temperature with permanent magnet, or electromagnet coils moved by linear motor. This is the system in development in Brazil at the Federal University of Rio de Janeiro by the physicist Dr Richard Stephan. The professor leads a team of work with other institutes, they have made prototypes for students, visitors and observers to have a general glimpse of the futurist application of that new methods of magnetism. The cryogenic transportation is one of the most attractive experiments in the campus. However, the advanced state of knowledge is widening the industry horizon and power plants to reduce its size and to eliminate its bearing systems.

The need of deep ports for Post Panamax ships is a brainstorm to governments and investors throughout the world. The containers moved on magnetic system seams to be the solution for transportation of containers on the USA, from West Coast to East Coast on a structure for twenty lanes to one direction and twenty lanes above to contrary direction with low cost of maintenance.

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NEW METHOD FOR PORT LOGISTICS 10.7 Cable Car. The container is lifted by a spreader and moved by steel wire elevated by towers for long distances between mountains. This system causes material fatigue on the container corner lockers and on its low panel.

10.8 Sea Truck.

Each container sails as a boat and is self propelled by remote control to land on a port or beach. This system is difficult to use when grounded at a beach, because there are the effects of waves, sand and tides to win.

10.9 Divetainer The Divetainer is the underwater system of transportation idealized to take advantage of the zero gravity. This is a hermetic codified capsule, controlled under submarine principles, an opening on its top to be loaded with two TEUs (one container 40' or two 20' containers). The Divetainer moves itself inside an open steel frame assembled with three rails with electromagnet plates for propulsion and to guide the unity. This is a system to operate as a free wagon in deep sea at speed near 18miles/h (33,33km/h) at reduced cost per hour of trip. The Divetainer has a control center which monitors by sensors during all the trip.

The unit doesn't have crew, nor navigation instruments as GPS, compass, propeller, radar, and all equipments seen in ships. The Divetainer is 3,5m high and 15,00m long. It has hydrodynamic design to slide at zero-gravity with low energy consumption. It works alone, without any link to the next Divetainer. However, sets of sensors are installed on the frames, for keeping in touch the unity, the line of operation, the condition of security, the control

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Egberto F Ribeiro centers from the departing port and all ports alongside the line till to the port of destination. The Divetainer works inside a triangle frame with three rails to guide and electricity supply made of copper-base alloy and carbon, same material found in brushes for electric devices, for do not suffer the electrolysis erosion, very common in metallic parts. There is great possibility to improve the use of wireless power inside the water. The Divetainer has double front to reduce the turbo whirling of water and can go back without the need to turn around toward changing its direction, so it can slide forward and backward by linear electromagnetic power controlled by an operational center.

The containers of 20' or 40' can be loaded at a quay in shallow waters, but with depth enough to operate in low tides and to load the TEUs into the Divetainer. The control of equilibrium is needed for TEUs, with heavy weights of cargo, or even low weight of cargoes, which must be steady in the center on the containers. The water tanks are controlled by sensors and computer to keep the balance at zero weight. The Divetainer is tough to be closed tightly and able to be moved by electromagnets coils installed in the frame assembled in a line laid on the seabed from shallow waters to deep waters. The frame is made by steel bars and elevated by steel columns on concrete to laid on the sea bottom with height and length according the soil geography to be free from obstacles as dredging, heavy traffic lanes, earthquakes, fishing-nets, water streams. The energy supply is gotten through the upper angle where there is a chamber to actuate as bell to capture energy and to release the hydrogen gotten by the electrolysis, which can be captured and sent to mainland. The wireless system to transfer electricity is ideal for all

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NEW METHOD FOR PORT LOGISTICS operation, as it operates in mono phase at low tension. To prevent accidents and malfunction a second set of monitoring cables and accessories must be installed.

Beyond the transportation of containers, the Divetainer is suitable as submarine for passengers or touristic short trips. This system can move containers between ports, countries and continents. The system of Divetainer has frame to operate with a minimum of three lines: 1. Forward. 2. Backward.

3. Maintenance. According the need, a hub can be installed with several lines to serve nearest ports for separation of lines which leaves and arrives to the main line and for maintenance. This is the end of piracy on high sea.

10.10 Shore-to-ship Gantry Crane Rubber Tyre Gantry Crane The generations of Gantry Cranes grew up after the bridge cranes which showed their good stowage into warehouses. Since than, jib-cranes have been developed for ships, ports, industries and buildings. The system of gantrycrane for shipyards were applied on port quays, usually over steel wheel to move over rails, or tires for a free circulation on port terminals. Beyond the technical of industrialization to make these cranes, there are the skilful operators, with their big paychecks.

10.11 Chassis The chassis are used by tractor, trucks or tugs, it has two axles and eight wheels to move one forty feet container or two twenty feet containers.

The chassis are adequate for transportation of empties containers or with cargoes. Its low weight offers fast operation of loaded containers to be sent to a

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Egberto F Ribeiro pre-stacking, Intermodal or centers of delivery. The container terminals have hundreds of chassis to move containers. When there is no container for transportation, the chassis are stored on a pile, one over the other. Very often, there are too many chassis stored on open sky, than in use. The large number of chassis belongs to multimodal terminals, investments banks, drivers or transportation companies. The weight of a chassis varies from 3,5tons to 5tons, they are called low weight chassis, because there are other heavier with 12 wheels weighing almost 10tons, to carry 35tons of grains. When empties chassis are moved, we have to consider that its own weigh is moved several times, generated by a necessary relocation and costs. If the weigh of a kind of chassis without wheels is around half ton and if ten of them can be moved in a single bundle, certainly it should offer a great economy in a year of operation, this is the main target with this work.

10.12 Rail for Spreader This is a system where the container is lifted by spreader and moved by electric engine or electromagnetic system under a steel frame with rail hanged as cable-cars. The container is a heavy cargo and causes material fatigue of the corners lockers on the top panel and the inner base of the inferior panel of the container. The movement of spreader with cable is not always soft, but shakes and trembles the container, that may cause any damage to its cargo or to the container structure.

10.13 Traytainer While the heavy industries on the entire world are building ships each time larger to carry cargoes in containers. The Ports Authorities have to

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NEW METHOD FOR PORT LOGISTICS develop new methods, to buy new lands for berths, to buy large equipments to follow the fast evolution on new technologies. Since the last ten years, giant ship to shore gantry cranes are rising as rain forest at seashore.

Despite of the Traytainer project has born as a new system of work, it isn't so modern at all, because for more than two thousand years, the goods were being loaded on board of sailing boats over ramps. Cargoes were loaded in leather boxes to be moved on men shoulders, bags or barrels which were rolled by workers from the wharf to boats' deck and holds. Only by the beginning of the last century, the handling of cargoes with ropes and booms were being improved by steam, hydraulic pressure and electricity to move cranes and winches applied to load cargoes on vertical transportation. The horizontal methods of transportation on board are still in full work in ships as roll-on/roll-off, ferry-boats and by belts for grain bulk cargoes, ore and pushed by hands on airplanes.

Sometimes, we have the solution near to us for a better method of shipping, but we don't see it. Ex: When you'll go to a quay with a boy, where there are fishing boats whose weight is near 15 tons, try to ask him to push one of them. You'll see how he does it easily, now ask him to try to lift up the same boat, you'll see he can't. That's the way how the Traytainer and shelf system work. You have to keep the set of Traytainer and shelf on the same level and with low consumption of energy, you'll move a container on a lane, as the boat on the sea. Automatizing the container operation on the same level reduces the continuous effort to lift and to lower a single container.

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Egberto F Ribeiro Thinking on that, I have developed this new equipment to carry two TEUs and so reduce to half the movements of containers and a new method of shipping to improve the operation through the unitization method. This system of operation increases the speed for unloading and loading large ships, medium ships, full-containers and smaller ships. This method needs a new system for container storage, which reduces the land area for terminal facilities, without expensive equipments, landfill nor streets. The transportation of containers won't be done on the ground, but over our heads.

The Traytainer operates in a shelf system for container storage on board of ships, in the pre-stacking or in containers terminals to keep the containers in the same level, from the pre-stacking to the ship's cell. To move a container from store to ship on the same level reduces from eight movements; to lift up and to lower to only two movements.

All Traytainers must have magnets with the same power to elevate an area of 30m² for one 40' container or two 20' with a maximum weight of 30tons. As the Traytainer operates in short time and the magnets are fed by continuous current of energy, there is the possibility to supply the electromagnets coils and locks with rechargeable battery. When the Traytainer is applied on long trip, other choice is to energize the units by wireless supply or brush connectors. Permanent magnet are allowed for long distances with protection for do not attract undesirable objects. The lanes where the Traytainers will slide on will be supplied by cryogenic system to keep the diamagnetic effect in order to offer speed, stability and easy changing of lanes to guide units from one destination to another. The industries where the coils

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NEW METHOD FOR PORT LOGISTICS for linear motor will be made must be certified by its country technical associations.

The Traytainer will work in shelves at any place, from container terminals to ships and all facilities must to assemble the structure with the same kind of material and measure at quays and for long distances. The Traytainer has the same measure of the 40' container's bottom rail, whose structure has the same thickness. The frame has three more rails to support the magnets and the same quantity of crossbars. The Traytainer's bridge, shelf, structures and the connection system for electrical supply must be the same. The methods for assembling the shelves by welding at the terminal and ship's holds, it will be allowed to operate only after certification.

The Traytainer is moved by itself, without ship to shore quay crane.

Only under extreme cause a quay crane will be used. The gantry crane on rail at the terminal yard will be used to carry containers from truck, wagons or boats to the shelf. Each unity of Traytainer is moved on a lane, floating on electromagnetic field, without link to other units in front or behind it. The lanes are built on the shelves frames and on a bridge to move Traytainers from prestacking to ships. The Bridge is not foreseen to lift up or to lower the Traytainers, it's only a bridge where the units will cross over it, from one side to other. The Traytainer operates at low speed and gradual control for lifting up and down, without to cause any damage to the cargoes into the containers.

The transportation on magnetic field can succeed with electrical power from batteries to supply Traytainers, or ceramic made of rare-earth for permanent magnets with property of diamagnetic field by cryogenic levitation,

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Egberto F Ribeiro supplied by liquid nitrogen below the lanes. The magnet field can be produced by electromagnet coils, at low consumption of energy and also gotten by permanent magnet. When the Traytainer is empty without work, it will be stacked on other units, as the permanent magnet can attract loose metallic pieces, it must be stored in safe place, as the known heavy sound speakers. For do not cause damages and accidents, it must have a protective covering.

Permanent magnets can’t be attached directly under any container's base panel, because it wasn't built for such use. The container must be laid on the Traytainer and locked on its four corners, for do not fall down, the diamagnetic action allows the safe movement on the lane and drive control.

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NEW METHOD FOR PORT LOGISTICS

11 - CONTAINER MODE

The container is a unity for operation by all means of transportation, from cargoes to load and selective freights. Under this world of possibilities, the user can rent a container for a private trip, or to share a common container among several users, at a very low cost to everyone. The shipowner can also offer good freight in his ship for a container which belongs to one client. The ship's captain always have a container to share at low freight to several users.

When anyone of this cases appear, there is a code which is written on the Invoice and on the Bill of Lading. The sign “/”, means that the left side of the bar is the port of delivery and the right side is the port of destination.

11.1 A:– FCL – Full Container Loading (one user per container).

11.2 B:– LCL – Less than Container Loading (multiple users per container).

There is the combination of use; FCL/FCL – The same deliver and receiver. LCL/FCL – Several deliverers to one receiver. LCL/LCL – Several deliverers to several receivers. FCL/LCL – One deliverer to several receivers.

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Egberto F Ribeiro 11.3– Contracts for transportation in containers should cite its mode; H/H – House to House, FCL/FCL, LCL/LCL. It's an operational information, regardless the transaction shall be FOB, CIF or any other mode by Incoterms.

P/P – Pier to Pier and SC – Ship's Convenience. These are the only mode which are not written on Invoices and Bill of Ladings, because this mean that the cargo arrived at the port without any container and that will be delivered at the port of destination without any container. When there is this kind of cargo in container, the procedure is to unload the container immediately and to provide a receipt of cargoes.

11.4 – To officially understand the modal of a container at each port, the Invoice and B/L use a bar separating the two sides of both abbreviations.

The left side refers to the port of shipment and the right side refers to the port of destination; FCL/FCL. The usual in all ports worldwide is to allow containers to be dispatched by importer to another city, or to another inland country under Customs orders. That is to assure transporters and port operators for do not break its seal to open that container. If by any occurrence, that container should be opened, the port Customs must be noticed by letter to provide an inspection.

The abbreviation “FCL” means Full Container Loading, and declares the container under this mode belongs to only one hirer. When a container in the mode FCL arrives to any port, according the Bill of Lading, and after the notification to importer to provide the dispatch, there is no answer. After three months, the terminal where the sealed container is, must send a letter to the Customs to declare the abandonment of cargo. That's for cargo not be stored indefinitely at the container terminal.

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NEW METHOD FOR PORT LOGISTICS 11.5 The abbreviation “LCL” means Less than Container Loading, it declares the container under this mode has goods belonging to several importers. This mode is used when several exporters hire one container to send goods to another port, where several importers will receive the goods without the container. When containers under that mode LCL arrive at a port with imported goods, according the Bill of Lading, they must be sent to be unconsolidated in less than 24 hours to be dispatched by importers and the empty container be sent to its owner.

11.6 The abbreviation “SC” means Ship's Convenience, it declares the container is under the shipowner responsibility. This mode is applied when there is several small-volume lots to exportation. The carrier's Agent offers containers for all small lots to be loaded into the port or Container Terminal, under the Customs' authorization. These containers must be discharged at the port of destination and be sent to be unconsolidated in less than 24 hours. The mode SC has total unloading preference at the port of destination, where the goods will be stored, while the importer provides the dispatching at the Customs. For this reason the port terminals of containers should position them immediately for unstuffing. The empty container must be delivered back to the same ship, or to another container yard. That order must be under letter by the Agent and distributed to port's authority and Customs.

11.7 FCL/LCL means that the goods were loaded into the export factory and should be unstuffed at the port of destination.

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Egberto F Ribeiro 11.8 LCL/FCL means that the goods were loaded at the port of origin and must be unstuffed only in the importer's establishment.

11.9 A container FCL/FCL cannot be opened during the transit between the export factory and the import's establishment.

11.10 The term of container leasing starts with the delivery to the exporter’s address for stuffing. The end of use happens at the port of destination or in the importer’s address, when the empty container must be delivered to its owner, or to his order, according the terms of leasing.

The Demurrage happens before stuffing or after the end of the trip at the port of destination, caused by process tardiness. Generally the lay-time is negotiated to 15 days after the ship's departure, or twenty days, if the container is in transit to another country. Daily penalties for container delay are $7.50 for twenty-feet and $15.00 for forty-feet. There are too many cases in which the penalties for delay time overcomes the value of goods, the importer is induced to abandon it in the primary zone. When happens any trouble to imports, the container must be unstuffed as soon as possible.

11.11 Eventually some containers must be opened for physical inspection, if there is any technical problem, the merchandise return deadline probably won't be met. There will be financial losses with operational delay time, opening services payment, storage, loading and unloading each container.

When a port or country is problematic, the most advisable container mode must be Port to Port.

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NEW METHOD FOR PORT LOGISTICS 11.12 The levying of port storage is a percentage for calculating the CIF value of the goods, multiplied by the number of days under guard.

11.13 Despite the existence of various measures of containers, Brazilian law recognizes only the twenty and forty feet laid down by ISO (International

Standard

Organization)

International

Organization

for

standardization.

11.14. The high incidence of smuggling in Brazilian ports obliges the Government to take action, not always conducive to honest importers. National cigarettes were found in containers said to contain toys; computer parts where was said to contain clothes.

11.15 Governments should require importers or exporters of container cargo, weight and quality certificates provided by international companies control, in order to avoid the opening of containers and disasters by overweight or in container loads. These companies have subsidiaries worldwide and accompany all operations with the goods contracted by interested parties.

The certification for weight and quality is searched by qualified controllers, analyzing samples and notifying the owner of any changes that may occur.

Certificate of weight and quality commitment extends from origin to the address of delivery. Upon arriving at their destination, the weight of the container will be rechecked and the samples will be analyzed to see again the same characteristics of the purchased products. These companies have good international concept and can be used by Governments on the entire world.

That's the way to get the best monitoring of goods in containers.

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Egberto F Ribeiro 11.16 The importers and exporters must be careful with the correct name of each lot of goods, because any divergence with the NBM (Brazilian Nomenclature of Goods) will be considered as false declaration and the subsequent seizure of the goods: mistakes as T-shirt short sleeved by T-shirt long sleeved, or shirt long sleeved by shirt short sleeved, already have been in many Customs auctions.

11.17 When goods are "forgotten" by the importer in the primary zone for more than 90 days, it will be related by the depositary and communicated to Customs, which has to enter in contact with the rightful owners, giving them 30 days to dispatch its cargoes. The process of abandonment will be finished and the goods will be related in terms of Confiscation and put up for auction.

11.18 If any merchandise is in the container and be some legal issue, the user must request the immediate unloading to avoid the container's Demurrage. After unloading the cargoes from each container, the user must remove the merchandise from the primary zone and transfer it to a Customs area, in latter case, return the goods for exporter, or sell it to another company.

11.19 There is also the possibility to export the goods which has not been nationalized yet, when there is the exemption of taxes. Depending on the period, this export only will have handling costs, lower than the import dispatching.

11.20 Another practice not recommended, but that must be known is when shippers don't hire marine insurance on goods and containers, in order to

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NEW METHOD FOR PORT LOGISTICS reduce the value of the calculation basis. It is not a question of tax evasion, but only to escape a tribute levied on services abroad under penalty of taking the absolute injury in an accident about merchandise, container and third parties.

The values of international insurance premiums should be recorded in the DIs to be taxed along with the values of the freight and goods.

11.21 There is one question, whether it is just or not, the tax payment on freight, insurance and services provided outside the exporter’s country border on international waters? If the triggering event occurs abroad, seems to be a required import of tax, freight and insurance provided outside the national territory. Wouldn't it be more good way to reduce a percent amount of freight and insurance for 200 miles? It is more reasonable, when a government applies its national law of taxes on freight, only into its territory, not overseas. The coast line of each country is legal for taxing, but beyond that limit, there is only international waters. This payment raises the price of goods, which become each time much more expensive.

11.22 The physical survey consists to offload the container from the stack at a certain time scheduled by Customs Auditor, who shall authorize the opening by the dispatcher. The regular procedure is to examine a sample of the contents to confirm the product as those declared by the Invoice and B/L. 11.23 After checking "in loco" the goods and their correspondence with the Invoice and B/L, the Auditor officer shall authorize to close and return the container to the stacking.

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Egberto F Ribeiro 11.24 After analyzing the correct government income payment service; the Auditor will access the Siscomex that issues the receipt completing the nationalization and getting the DI Number.

11.25 If there is any change with the weight of the container, seal, difference in the number of seal or sign of stealing. These clues are checked quickly at the point of the vessel discharge or at the time of physical inspection at the storage, it will motivate the importer or the Customs to request an Official Inspection.

11.26 The Official Inspection. The Auditor responsible for the survey will require in writing the presence of a Commission composed by the carrier, the importer, the insurer and the depositary to appear in date, time and place.

11.27 At the time of the survey, the auditor should confirm the presence of all those summoned. Personnel, equipment and location for the placement of the goods to be unloaded must be provided by the depositary.

11.28 The Auditor authorizes the survey, initiating with the verification of the seal and the general conditions of the container. If all is correct and there is no doubt, the Auditor authorizes to break the seals and to open the container. The Invoice, the B/L or the packing list are the documents that will guide the separation of goods on pallets. The sequence of separation must be registered on a notebook to allow the correct loading, otherwise, the cargo won't be loaded as it was.

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NEW METHOD FOR PORT LOGISTICS 11.29 Generally the auditor requests the presence of a technician from his office to do that count, while at the end; the Auditor will emit the final report. Read carefully the report done by the Auditor. If there is any expression that means you have found nothing. You always have found anything, right or wrong.

11.30 After completing the survey, the Auditor shall authorize the loading of the container and will print the “Term of Inspection” to be signed by him and by all other members of the Commission. Members should read carefully this Term of Inspection, when they may agree or not. By the way, it is for they don’t sign their own sentences.

11.31 If there is any divergence with the fact that it may involve undue blame to any member, any questions should be resolved while the Commission is still at the inspection. Try to resolve or clarify any questions later, it will be very difficult, because the report will be issued probably on the same day. Take care when you must ask for correction of the report, as this may rise suspicion of the Auditor officer, or other members of the Commission. But, always there are some disputes proven to be favorable for your company.

11.32 After inspection, all loaded containers should be sealed by the exporter with material provided by agent and/or by Customs.

11.33 Documents for transportation of containers does not warrant the existence of the declared goods, and for this, shippers use the terms "Saying Contain" or "Said to Contain" that can be typed in capital letters, or stamp on its B/L. Such procedure is accepted worldwide. To exempt the responsibility of

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Egberto F Ribeiro transporters and warehouse owners, who legally cannot open the containers to verify the veracity of declared content. Only on the INVOICE if the goods contained thereon stated. That declaration assumes full responsibility for the content. The ship's Commander receives the B/L and checks whether the observation "Said to Contain" is on the document, to print the stamp “Clean ob Board”. The carrier is responsible for the transfer of the container sealed and safe from one location to another.

11.34 Brazilian laws have some difficulty in reconciling itself with the international and soon arise from the basic issues of complaints in the courts of London or Hamburg. At the time of the Empire and Colony Brazil, the Customs guard-mayor was responsible for checking of seals and locks in the holds of ships in ports, before and after each period of loading or unloading.

11.35 The modalities type House to House (H/H) rules the operation where the container is stuffed in the address of the exporter and to be unloaded at the house of the importer. This is the way to reduce operating costs and to level to zero the possibility of damage or theft.

11.36 In the case of Brazil, the container can only be stuffed in a private warehouse called “EADI”, under the presence of customs supervision.

EADI – Inland Customs Station. By that way, the modality House to House in Brazil does not exist; containers coming out of Brazil should be named EADI/House. In practice, there are few inspectors to so many containers, resulting in inefficiency bottleneck causing futile expenses, lazy loading and huge damage on cargoes.

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NEW METHOD FOR PORT LOGISTICS 11.37 The storage of goods in EADIs cause prejudice to the exporter and to the country that could export more in the same time. The event of the carriage of goods from the place of origin to an Inland Customs Station offers seven possibilities of damages and costs.

11.37.1 From the industry storage to the vehicle.

11.37.2 Vehicle Loading.

11.37.3 Transportation on truck body (several South American countries don't use sea container on inland transport).

11.37.4 Vehicle Discharge.

11.37.5 Vehicle to warehouse.

11.37.6 Warehouse to container.

11.37.7 Container on vehicle.

11.37.8 If the goods were loaded in container since the origin, only the operations 6 and 7 would have happened.

11.38 There is a possibility of merchandise for export in container be requested for inspection by the Siscomex (electronic choice) or by any questions from the Customs Officer (Auditor). In this case, the container will be placed in the primary zone or EADI for counting, weighing and measuring.

Several Brazilian exporters have lost their international market caused by excessive handling. You may ask to me. “Why doesn’t your government stop the EADI?” It should be done, if these politicians were not

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Egberto F Ribeiro partners in several public services. They are “lucky� to sign secret contracts only in certain business, without any possibility of failure.

11.39 According Brazilian Imperial law, all goods on board of ships going to, or coming from abroad nations, should be under the control of the Imperial Customs. The Imperial government was changed to Republic at few more than one century. However, that same law is still in force. It should be changed, but the fear of losing few million dollars in contraband closes the market to billions of dollars every year. The goods in container coming from any country are free to enter, but when are head for exportation, they are ruled by secular law.

Brazilian merchandise in container sold to abroad nations should be dispatched without any inspection by Customs. The buyers are the natural inspectors, nobody pretends for life, early or later, any company falls into its own trap. Brazilian government does not have staff enough to sustain inspection on twenty million containers yearly. The actual model liberates 80% of all containers imported and a sample of 20% for inspection means half million of sea containers.

While nothing changes, the merchandise for export stuffed in container, will have to be taken out for separation, counting and storage at any conventional Customs inspection. Under such condition, there will have five possibilities of damages: 11.39.1 Take out the goods from the container.

11.39.2 Transportation for storage of goods and container.

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NEW METHOD FOR PORT LOGISTICS 11.39.3 Handling to separate the lots for inspection.

11.39.4 Bring back the container from storage.

11.39.5 Stuffing the goods into the same container.

11.40 Any company suffering such breathtaking battery at every exportation, would have abandoned the international trade immediately.

These difficulties are vicious that discourage several Brazilian exporters. They deem too expensive these procedures when they realize it's inappropriate to invest in exports, because they don't want to lend money from banks to expend it with third persons without any reason. They prefer to sell all their production in the domestic market, in detriment of the Brazilian trade balance, instead of to sell much more to abroad nations.

11.41 We can see that too many exporters are displaced from the road-maps of the foreign trade. The industries should be installed within one hundred kilometers from the primary zone, for do not require excessive delay in shipments of merchandise.

11.42 In Brazil is possible to export directly from factory to ship without intermediate storage. Just doing the direct dispatch from industry's local Customs and a close relationship between the exporter and the shipping agent. The exporter needs to be informed of the exact time of arrival of the vessel and the time at which the goods will be requested on board. But when goods are in container, it doesn't work.

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Egberto F Ribeiro 11.43 A cargo vessel normally operates in 48 hours, during which the cargo is loaded in the sequence of ports of destination, being possible to establish the exact time of each batch.

11.44 Two days before the ship arrives at the port, it is possible to know the time of shipment of each lot. There are specific calculations for each type of goods to be moved on each ship (see port operations). That's the way to anticipate the real waiting time in the port when there are other ships also waiting on a queue for mooring. There is the inconvenience of rains, stops for mechanical defective, electrical failure, or strikes of workers that may cause excessive delay.

11.45 These calculations are performed daily by maritime agents who pass on the information to its customers in Europe. Exporters typically know less about their goods and charters, than those ship owners and importers around the world.

11.46 Several countries have participated in rounds of international agreements done by the GATT (General Agreement on tariffs trade) providing the Governments levies. International Trade terms (Incoterms) describe the various modalities of responsibility for delivery and payment: Understanding the purpose of the Bill of Lading, we note that in foreign trade, the national documents have little or no one value. As the only acceptable documents in the target countries are the Invoice and the Bill of Lading, Certificate of Origin, Phytosanitary Certificate, Forest Certificate, Animal Inspection, Weight and Quality Certificate, etc. All merchandise

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NEW METHOD FOR PORT LOGISTICS released for export, cannot be marketed into its own domestic market, either with Invoice or Bill of Lading.

The release for direct shipment through any Customs office should be the Invoice and Bill of Lading as single transit document from the factory to the port. The Customs also recognizes the need for the Invoice in the clearance of imported goods, however, does not apply as primary and unique document on export. The Invoice and the Bill of Lading are registered at consulates and chambers of Commerce of the countries through which the goods and containers will be carried over.

The goods or containers targeted to countries within continents, where there are no ports, the Invoice and the Bill of Lading are accepted and stamped at the customs entry and exit of each country. If Brazil wants to expand the capital reserves and the national framework for jobs should go beyond tax exemptions from the internal market. The invoice as the document of internal use in our country, when it is used in the export, presents various laws exempting the exporter of various federal, State and municipal taxes, eliminating it completely. The Invoice, as single document works to the port, you can have the same numbering of obtaining in the Siscomex during the registration process. The closing of the sale, Exchange and the Federal registry of Invoice will be simultaneous.

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12 – BONDED WAREHOUSE

The system of Bonded Warehouse is Brazil is being noticed as a way to import and store the goods and sell gradually. The fact is that it's not what seems to be. The system of warehousing by Customs known as Bonded Warehouse needs a country to sign a covenant agreement to install in the primary zone a warehouse to the other country. The Customs warehousing procedure is an agreement between two countries to authorize one country to install a warehouse in the customs primary zone of the other country, to use it as in its own country. The International transportation of goods directed to a Customs warehouse is done by exporting companies, under the Government management of the full transit from one country to other. The process is through the inspection of cargoes and application of seal.

The document to be used is a simplified International Cargo Manifest – ICM. The warehousing regimen is called Customs Transit. Transit vehicles with goods may be trucks, wagons or containers with application of Customs seal. There is no incidence of taxes in the port of concession, only to pay for machinery use and hands of work. The size of the warehouse in a country does not need to be exactly the same size to other. Any act, accident or

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NEW METHOD FOR PORT LOGISTICS theft of goods in customs transit shall be reported to the Federal Police and Customs of the municipality of occurrence. The Customs will send an Auditor to report the extension of damages in such accident, to liberate a new vehicle with the remaining cargo to the Customs Warehouse of destination. Goods damaged in accidents should be inspected, loaded and sealed as is and returned to origin, or brought to the target Customs Warehouse, whichever is the nearest.

The recent construction of the Inter-oceanic route linking Brazil to Peru offers the opportunity for Brazilian Government to install in the best port of that country, a Customs Warehouse. Conversely, Brazil offers to Peru a port of its choice to install its Customs Warehouse. The international agreement to this Warehouse is an agreement at full interest for each country to establish a port terminal in the primary zone of the other. Brazil has an agreement with Paraguay for more than 50 years and has one port in that country; however, Paraguay has two ports in Brazil; one in Santos and other in Paranagua. The administrative staff of the terminal in the country which provides the customs warehouse is only to control the charges for services rendered. The entire operating structure is done by account and risk of the country that uses the warehouse. In such agreements, the private companies will operate as if they were in their own country. However, the commercial relationship with companies of the other country are not allowed; as to sell and buy from any company.

For historical, economic and cultural relationship, Brazil should establish a customs warehouse in Asia, more precisely in Timor-East. The country needs a support and its geographical location is strategically favorable

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Egberto F Ribeiro for containers transshipment with Brazil. The extremes borders of the old Tordesilhas Treaty lay on both nations, called antipodes. Such long trips justify big ships to sail without stops between nations in few days. Goods from farthest regions can be moved between Asia and the Occident in less than a month, without overtaxes.

Brazil can also establish a Hub Port in the northern hemisphere, the seashore region from Orange Cape to the Amazon River. The region is served by electricity and roads. A Hub Port aims to expand the geopolitics of Brazil in the northern hemisphere, where countries of the Caribbean are expanding their business with the United States and Europe. The Brazilian Government or businessmen so far did not show projects or any interest in this area. Brazilian participation in the North Atlantic polygon will provide faster business between the Americas, Europe, Africa and Asia, with the installation of regular lines for feeders and Mega-ships.

The purpose of a Hub-Port in the Atlantic North polygon holds a social and political proximity among Nations, beyond to participate directly inside their markets and Organizations. Vessels Feeders can make a round-trip from Europe or from the United States to the Hub Port in Amapa and return in less than two weeks. The rapidity of this operation will help European business, because there won’t have extra costs in maritime freight. There won’t have surcharges for navigation in canals, permissions for traffic in waters of several countries, fuel surcharges, excess of pilots and tug boats, war and insurance surcharges and risks of piracy.

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13 – INVOICE

13.1. This is the most important and acceptable worldwide trade agreement. After the contacts for information about a product, the price and quality are defined on all terms of trading. The buyer closes the deal with the seller who provides the Invoice. This is a common paper which provides all information for dispatchers to begin the registers and to print the Bill of Lading (Original Negotiable) to get the register into Consulates, Commerce Chambers and banks for money transfer.

13.1.1 Number: The seller registers the Invoice number.

13.1.2 Date: The date of sale of the product.

13.1.3 Address: Location of the seller and the buyer.

13.1.4 Batch designation: The buyer or seller creates his code.

13.1.5 Product description: As the international code of goods.

13.1.6 Quantity: Units, packages, boxes, cartons and pallets.

13.1.7 Type of packaging: Carton, bags, bottles, boxes, skids, etc.

13.1.8 Unit Weight: volume (liter), kilogram, pounds.

13.1.9 Gross weight: Add the weight of all goods and packaging.

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Egberto F Ribeiro 13.1.10 Price of goods: Price of each unit and the total cost of goods.

13.1.11 Certificates: Origin, weight, quality, Phytosanitary etc.

13.1.12 Form of payment: Cash, Letter of Card, Short or Long term, 13.1.13 Mode of container: To say if the container is LCL or FCL. 13.1.14 Number of container: The correct number of the container.

13.1.15 Weight of container: Weigh of empty container.

13.1.16 Gross weight: Add the weight of the container and goods.

13.1.17 Shipping mode: The modality of sale if it is FOB, CIF etc.

13.1.18 Ship: Ship's Name and Voyage, (after freight calculation).

13.1.19 Origin port: Port of shipment. (Local port of the exporter).

13.1.20 Destination port: Port of unloading.

13.1.21 Port of transhipment: Port where containers will be changed from ship to ship and destination.

Type of goods and packaging are information for the type of container to be used. The cost of the packaging shall not be the cause for questioning the quality of the product. Every object of sale ought to have its packaging. Every object of sale ought to have its own packaging in a compound of units inside a larger box or pallet. Both are distinct products, but with equal logistics value. Goods without packaging may suffer any damage and it is disagreeable. When goods return to seller for damages caused by his fail or mistake, all expenses will be by his account.

13.2 - USA-WPM. The United States required that packages with wooden material (WPM-Wood Packing Material) should be treated in greenhouses at 56C° for half an hour (HT) or fumigated with Methyl Bromide

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NEW METHOD FOR PORT LOGISTICS (MB). Wood packaging must be marked with the IPPC logo etched on the faces of wood packaging. Ovens for this heating can be with hot air, microwave etc. This temperature for the time indicated is sufficient for complete sterilization of wood against insects and their means of reproduction, such as beetles and nematodes. The company registered for treatment must have its registration number in the federal supervisory agency of each country.

The recommendation of the "INTERNATIONAL STANDARD FOR PHYTOSANITARY MEASURES" (ISPM15), where the woods are treated should be audited every six months.

The items below are required: XX:- two houses for the kind of treatment against insects adopted: thermal (HT) or by fumigation (MB).

000:- three houses to the ISO code of the country.

YY:- two numbers from the company that made the treatment of wood. IPPC – International Convention logo of IPPC plants Protection.

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Egberto F Ribeiro The goods with wooden packaging that came in the territory of the United States, from 6/5/2006, the third step of this regulation, if they are in disagreement with the law will be returned to their country of origin.

13.3 -General Cargo This is the most common cargo in the international trade. These cargoes are more expensive than those in bulk and they need special packing in several means.

13.3.1 Boxes: Wooden boxes for heavy products or large size must be on pallets or beams for handling with crane, forklift or trucks.

13.3.2 Bags: Packaging made of cotton, jute, raffia, plastic, or Kraft paper for packing grains, sugar, synthetics, chemical or any other product of medium size.

13.3.3 Carton: Are packages made of Kraft paper cardboard for small products with individual packages, such as food, clothing, electronics etc.

The cartons are packed on pallets and film for transport in containers.

13.3.4 Bales: Are individual packages containing a compressed, pressed and bound by steel tape or wire. The burden can be covered with some fabric, wood, paper, or with your own stuff like; wood, or steel plate. The wired bales can be lifted by the boards with forklifts. Steel tapes and wires must be strong enough to withstand its lifting by forklifts or cranes.

13.3.5 Drums: There are barrels or plastic containers used for the transportation of chemical products, canned food, oils and all kinds of liquids.

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NEW METHOD FOR PORT LOGISTICS

14 - CONTAINER STUFFING

14.1 Nomenclature. From the English noun "stuff" born the verb to stuff and its derivatives as "stuffing", which means to fill up a container with goods. A lot is a certain quantity of goods bought by someone and is being shipped and is identified by its Invoice. The lot has numbers to identify it as: seller, buyer, destination and so on. This document supplies the information which will be print on the Bill of Lading, the B/L. Customs apply on B/L stamps of Federal warning, the number offered to each B/L for Declaration of Imports through personal office or Internet System, the shipper applies stamps with advises etc. This Customs number is sent by buyer to seller and it should be printed on all wooden boxes, Invoice and Bill of Lading with the importer address. This document explains that the lot was allowed by the government.

14.2 Technique of stuffing. To stuff a container is not only fill the cargoes inside the unit, but to make the correct distribution of weight of the goods according to its capacity. All means of transportation will suffer serious problems of instability, if the merchandise inside the container is not steady.

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Egberto F Ribeiro 14.3 Inspection. To stuffing a container needs some care: keep the door frame open and on horizontal level. Inspect it outside and inside the walls, roof, doors, bolts of the locking bar guide (Notice if the bolts have sign of glue, or if they are loose, it's a sign of theft in the warehouse or terminal). Verify if the floor's wood is in good condition, chemical smell, insects or rust. Place a piece of wood below the corner fittings to prevent deformation with the cargo's weight. Take care to close correctly the doors and apply your private seal.

14.4 Risk of damage to the container. If the cargo is not well laid on the center of equilibrium, the container may break in the middle. It does not allow someone to think the cargo is light. Only with a scale is possible to have the correct weight. To fill the container correctly, centralize the weight of goods for do not mix uneven cargoes to transport on trucks and forklifts. When the cargo is incorrectly laid inside the container, the transport vehicles will tilt and fall down with the boxes. The excess of cargo, or bad position of the contents, may cause rupture of the top when lifting, or tear the lower panel of the container. If there is too heavy cargo in skids, the best place for them is near the stronger corners as the back panel and at the door, to counterbalance the container without risk of accidents. If the cargo is too heavy, don't place it on the center of the container, because it may cause serious damage to the box structure or tear the container in the middle.

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15 – STUFFING PRACTICE

15.1 The buyer has goods with same size and weight.

There are several computer programs for stuffing containers, so, you must understand how does it work. Shippers have to know how many containers will be stuffed; they must obey the limit of cargo in countries and borders, where the container will have to go through. The cargo and container of 20' gross weigh is 12tons, cargo and container of 40' gross weight is 24tons.

Make a plan on a paper or on the computer. Draw a table of 12,15cm x 30,00cm (2.43m x 6m – 20' container measure) and divide in cells with the measures of the cartons of your lot. Draw an “L” and place the cargoes according their real size, then multiply the larger size of the "L" by the smaller side of the "L". You'll find the grand total of units for the first layer, it is suitable for containers of 20', 40', wagons, trucks, barges, airplane etc. Divide the height of the container’s back panel by the height of one carton to know how many layers of cartons can be put one on the other. Multiply the cartons of

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Egberto F Ribeiro the first layer by the number of possible height to know how many cartoons will fit inside each container. Calculate the weight of cartons, if it is less than 12tons or 24 tons, you can define the numbers of container for stuffing.

15.2 The same buyer has different lots, sizes and weights.

Make a plan on a paper or on the computer. Draw a table of 2.43m x 6m and divide in cells with the measures of each lot. Separate the sizes and calculate the square measure and weight of each lot. Add the weights and square measure of all lots to know the number of containers to load. Calculate how many units of each lot can fill each container and weigh. If the lot is heavier than the container weight, but in the total there is a lack of lots to complete other containers, divide the heavier lot in equal parts for other containers.

Take part of each lot to complete all containers for 12 tons and register on all packing lists. Review your calculations and begin the stuffing in rows from back panel to door. Open any table program, draw two containers 2.43m x 6m seen side by side and from upside. The heavier lot should be divided in equal parts and laid on the middle of all containers. Paint the table with blue color for heavier weight, brown for medium weight and yellow for light weight. Put part of the heavier lot in the center of all containers, nothing at the back panel and nothing at the door. Part of the middle weigh will put on the heavier and near back panel and door. The lighter weight will be put on the middle weight till complete the stuffing. Review the calculations for 12 tons and begin stuffing in rows from back panel to door.

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NEW METHOD FOR PORT LOGISTICS Begin stuffing with light weight at the back panel, after first row lay medium and lighter, in the third row at middle lay heavy, medium and light.

Finish at the door with light weight. Do the same in all containers. Register each number of cartons or boxes and weight in a Packing-List and keep a copy in envelope inside the container and other in the envelope holder at the container's door. It will help to calculate the correct weight and the inventory inside each container. When it does not happen and the container is opened by Customs, the buyer will face a great trouble to explain why the cargo is not correctly declared, or why does the cargo said to be in one container is found in another. It is considered false declaration and all the goods will be arrested.

This procedure is an international agreement practiced on all the world.

15.3 The buyer has two lots of heavy goods in 10 pallets with the same size and one lot of cartons has different sizes and has light weight.

Make a plan on a paper or on the computer. Draw a table of 2.43m x 6m and divide in cells with the measures of each lot. Separate the sizes and calculate the square measure and weight of each lot. The resistant package in pallets will be on the floor from the back panel to the door. The lighter lot will be put on the pallets till complete the stuffing, there will have small blank places. Review the calculations and begin stuffing.

15.4 The goods are in 20 pallets with same size, but different weights in a total of 12 tons.

Draw a line of 2.43m x 6m and divide in 20 cells with the measures of each lot. The cargo has the same size in 20 pallets with three different

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Egberto F Ribeiro weights. Draw on a paper or the six heavier pallets to be put in the low middle of the container. Four pallets with middle weight will be put at the back panel and at the door. The lighter 10 pallets will be put on all 10 with heavier weights. To put some goods inside a containers, the shipper must have some information: 15.4.1- What kind of packaging will be put inside the container; pallets, bags, boxes, cartons?

15.4.2- How many units of goods?

15.4.3- What is the weight and resistance of each unit?

15.4.4- What is the total weight?

15.4.5- What is the container gross weight acceptable in the country of address for transportation on trucks?

15.5 How many containers will be stuffed?

To begin the work, you must answer all the questions above. To know the weigh accepted in the country of destination, the buyer must offer that information. If he doesn’t know, consider for example the weight accepted in England 12tons for container 20’ and 24tons for container 40’.

15.5.1- Place some units on the container’s floor at the back.

15.5.2- Place some units at the container’s side panel from back to door forming the letter “L”.

15.5.3- Multiply the units on the back floor by the side units, getting

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NEW METHOD FOR PORT LOGISTICS as a result the total volumes to cover the floor (1st layer).

15.5.4- The container loading capacity is divided by the total cargo of the first layer.

15.5.5- Divide the total number of boxes, bags or pallets by the value of the ballast.

15.5.6- Define how many units of height will be laid and centralize the remaining on the last layer.

15.5.7- Start the definitive operation and put the goods as was calculated to reach the ceiling.

15.5.8- This procedure in containers is even practiced on body-truck, vans and wagons.

15.9. Prohibitions in stuffing.

15.9.1. Don't place fragile loads with heavy loads.

15.9.2. Don't put foods with chemicals.

15.9.3. Do not put wet loads with dry loads.

15.9.4. Do not place loose round or conical or cylindrical parts, or loose heavy oval; place them in wooden boxes on pallets and tie-up them.

15.9.5. Do not put loose stones or marbles flat pieces.

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16. SAFE CONTAINERIZATION

16.1 How to Identify Dangerous Cargoes?

16.1.1 Following the rules of the International Organization of OMCI maritime commerce and obey the laws of each country where the container goes thorough, not only the country of destination.

16.1.2. Legislation of the country of origin.

16.1.3. The legislation of the country of destination.

16.1.4. Laws of the countries where the container will be carried.

16.2. Basic standards of Palletization.

16.2.1 Wooden boxes and cardboard boxes must display the labels tags, lots, port of destination, real weight (never use estimated weight) and the three dimensions (length, width and height).

16.2.2. The invoices must to present these measures to enable the design of the cargo.

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NEW METHOD FOR PORT LOGISTICS 16.2.3. Cardboard boxes must have weights and measures compatible with the Container. It means that the boxes or pallets must to occupy all the container, from side to side. If there is an excess in the measure, the boxes won't fit inside the container, the cargo will lose space. The worst is that the shipper will have to make a wooden wall to complete the lack of cargoes. The main rule is do not make boxes larger than 1,10m, or 2,20m wide and 2,20m in height.

16.2.4. The loading of loose cargoes or loaded on pallets, packed with steel strapping (rust spots), plastic or lashed in marino-sling may have the following measures: 1,00 m length by 1,00m height by 1,20m wide.

16.2.5. When draw the project with pallets, leave free space in the ceiling for operation with forklift and access of the last two units below the superior locking bar keeper. Take care for do not destroy the container with the forklift.

16.2.6. When the last four pallets don't fit at the door; break the pallet wooden block and lay it on the first pallet and to place them at the door.

Repeat the same method for the second pallet.

16.3 Unit Goods.

16.3.1 Loose goods inside a container can be separated by plywood and overlapped as many layers as possible. For example when the cargoes are small plastic drums with chemicals. How to do: put some drums till near 2.00m from the back panel, cover it with plywood and repeat the operation of 2,00m each turn till complete the cargo.

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Egberto F Ribeiro 16.3.2. There are several corner fixing eyes inside the container to attach cargoes. Large boxes must be tied on the floor and wall for do not tilt and hit against the container's walls. If the goods are large and very close to the walls, there is no need of tying.

Containers are viable to transport cars, which must be blocked by pieces of wood in wedge shape as large as the tire, they must be nailed on the floor in the front and rear of each wheel. The front and rear axles are tied with ropes on fixing eyes, use a piece of wood for each rope and inserted between the two lines of each rope at Âź near the floor on each axle. Twist the wood several times till it be very well tightened and let one side of the wood to stop securely against the floor. The container in normal movement won't hit the side of the car against the container.

16.3.3. The wooden floor joists should be nailed on the floor to protect the boxes.

16.3.4. The wooden rafters can be docked on the sides of corrugated container to the locking of small goods.

16.4. Containerization with Pallet.

16.4.1. A 20' container holds 10 pallets 2,20m width, length of 1,10m and 1,10m of height.

16.4.2. A 20' container can carry 20 pallets of 1,10m and total weight not exceeding road scales, in Brazil it is 25,5tons/3 axles, or 12 tons in England.

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NEW METHOD FOR PORT LOGISTICS 16.5. Pallet larger than 2,20m in 20' container.

16.5.1. This is an incorrect operation, because it will cause the literal destruction of the merchandise. As the packages are larger than 2,20m, there is no stability to the cargo on forklift arms, so it's pushed without care. At destination, how will it be unloaded, where there is no place to someone tie with a rope?

16.5.2. A 20' container is 6,00m long, it can hold 2 rows of pallets measuring from 2,20m to 3,00m. Sometimes, the pallet are pieces of wood latched with steel belts, which always break when is dragged.

16.5.3. People without experience are always doing the easier way to load a container, they are technical to apply forbidden methods that will cause damages to the cargo. Sometimes, the bundles or boxes are laid on long position inside the container and pushed till to smash.

People are used to lay one or two unities over the other with a forklift in two ways: First; the forklift lays one bundle over the other inside the container with long arm, from back panel to door. At destination, the cargo will be taken out with common forklift and will cause damages.

Second; the shipper uses a forklift to lay the first tier and covers it with plywood to separate them. For the second tier, he lays the upper pallets and pushes with the forklift. The cargo can slide and to stop at the container's wall. When the plywood is not very well placed, or moved by the forklift, the

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Egberto F Ribeiro cargo is blocked. When it happens, the forklift will apply extra power to push the cargo that will break the packaging and goods. This method isn’t recommended, because it destroys the cargo and the packaging.

16.5.4 Use special forklift for 10tons (higher than the container) with arms of 6 meters long and warn the receiver to do the same. The importer costs will increase.

16.5.5 Without this machine, tilting the pallet till turn over or just place the burden and push with the help of a piece of beam.

16.5.6 After the first layer is ready, cover it with sturdy wood and retry the operation pushing, there will have severe damages.

16.5.7 The volume and gross weight must be less than the total capacity of the container.

16.6 Conclusion about the operation.

16.6.1 We can realize that the measure 2,44m wide, is not suitable to foreign trade in container.

16.6.2 Since 1980, the Paraguayan exports of plywood have measures appropriate for container, through its bonded warehouse at the Paranagua Port.

16.6.3 Environment. The accomplishment of environmental laws starts at the beginning, before the cutting of trees. Certificates of origin are required, without which the goods are not released. The procedure for dispatching and release of wooden bundles is the same as for containers. The

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NEW METHOD FOR PORT LOGISTICS dispatching of wood is independent if it is in container or not.

16.6.4 Wood lot is inspected by IBAMA (Brazilian Institute of Environment) in the warehouse. This procedure is common to all countries.

16.6.5 Wood in container is inspected “in loco”, on a truck or chassis.

16.6.6 Inspection will identify the species of wood and measures as set out in the Export Declaration.

16.6.7 After inspection of the wood in the warehouse, the IBAMA technician places an inspection label on the lot.

16.6.8. After the label, the container is loaded and closed, sealed and delivered for shipment.

16.7 The Seal After Inspection.

The seal with number is provided by the ship's agent to be registered on the B/L and can not be changed. If the seal will come to suffer any damage, or somebody else breaks it to fill into the container another part of the lot forgotten in the warehouse, it will be a serious problem at destination port. The container will be inspected again and it will cost a lot to importer. For such reason, the seal must be applied only after the inspection is done. For shipper security, there must be one private seal to keep in safe the operation. The container can be stewed on the vehicle or on the floor. The truck must approach at the warehouse door or platform with the container’s door free to open.

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Egberto F Ribeiro 16.8 Phytosanitary Certificate. The Ministry of Agriculture provides certification for fresh or processed cereals. Requests are made directly in the establishment of this federal agency at each port, to the corresponding issue of the certificate.

16.9 Certificate of Origin. To verify the origin of goods for exports.

Nations have international agreements regarding protections and constraints on trade affairs. This document is of commercial interest and shall inform the importer's rights, or which match the standards involved, if preferential or nonpreferential. The present Certificate of Origin is requested directly to industrial federations of each State.

16.10. Physical Inspection of the Container. The shipper has to inspect each container arrived to his warehouse. This inspection is necessary, for do not receive charges for damages caused by the last user. The terminal inspection must survey the outside of the container, its floor and roof, as well as the type, size, cleanliness. Open the doors to verify odors, door seal (rubber), door bars, screws, rivets, bolts, crumpled (till 5cm is normal), scratches (also normal), broken floor, deformation in the structure, bent or broken bars, the safety lockers arms and the general state as is. Don't try to repair any thing, as holes, pierced or torn, just order back to change for a new one, the insurance won't accept to cover goods inside damaged containers. To measure a crumpled side of the container, just put a plain piece of wood on it and with a ruler see the deepness of that damage. If you don't care for any damage on the container, the owner will charge your company.

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NEW METHOD FOR PORT LOGISTICS 16.11 Return of Container. If the container is not in order, the return notification must be done by phone, the fastest as possible. The costs of these changes are paid by who gave the container unsuitable, misguided or defective to be loaded with cargoes for exportation.

16.12 Expense for Devolution. The terminal should preserve its best storage service, checking carefully each supplying of container, under the risk to lose credibility. Each container will have the return freight paid by the terminal supplier.

16.13 Forklift for Container. The forklifts applied to carry cargoes inside the containers will have capacity for 2, 5 tons and must be equipped with low tower. The operator must be careful for doesn’t to pierce the roof of the container with the top of the tower.

16.14 Weight of the Pallet. To load cargoes in pallets into container with forklift of low tower for 2,5tons, probably at destination the pallets will be taken off by the same model of forklift. However the delivery will be done by a driver which will move it with truck-pallet. Therefore, the gross weight of each pallet shouldn’t be more than 1 ton.

16.15 Pallet with Overweight. The goods with more than 200 kg must be fastened on pallets and bound with straps of metal, plastic or film wrapped. After the container is unloaded for dispatching, the straps will be broken and the delivery will be done with truck-pallet.

16.16 Boxes and Pallets. Wooden boxes shall be settled on two beams away ten centimeters from the edges, imitating a pallet. There is a

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Egberto F Ribeiro statistical data from the last century that is estimated a loss of 11% in space with palletized packaging or two tons in a container or truck.

16.17 Recyclable Pallets. The pallets are resistant enough to be used several times. There are billions of pallets and dollars being recycled every year on the entire world. Other cargoes packages are also recycled as nylon straps, big bags, steel drums, plastic drums and boxes. Pallets can be made in wood, metal, cardboard, recycled plastic or wood pellets for trays. There are several measures of pallets, the most used are (EUR1 – ISO1 – 0.80m X 1,20m); (EUR2 – ISO2 – 1,20m X 1,00m).

16.18 Pallets and Skids. Some cargoes should not be used loosed on pallets, as round metal products, pieces of iron, conical shape, spherical units, they are unstable and will cause heavy damages into the container. These products must be packed in small wooden boxes, reinforced with joists and steel straps (skids), so they can be put on pallets and loaded in containers.

16.19 Pallets driving down costs. The use of pallets is not so new, but it is older than a century. Since the World War III, the use of pallets in the United States have been growing year after year. The firsts statistics showed the food transport on pallets had reduced its operating costs at $15.00/tones. The time for loading and unloading of cargoes for transportation was reduced to 1/3 of the usual and the damages were reduced to 30% of the total.

16.20. The Chassis Center of gravity. The responsibility for knowing the correct center of gravity of a chassis belongs to the driver. The crane or transtainer operator can assist the driver which is less habituated with

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NEW METHOD FOR PORT LOGISTICS the container transport on chassis. The Center of gravity of a chassis isn’t exactly the middle of the platform, but on the first of the three or two axes. For this reason, the goods must be correctly placed inside the container, for do not cause any accidents during the trip.

16.20.1 Front Diving. If the 20' container is correctly loaded and is lowered on the middle of the chassis, the weight will focus on the front, making the cabin stay in diving position. It is really very difficult to drive a truck when it is on front wheel cargo, lights and mirror will have to be corrected.

16.20.2 Front raise. If a loaded 20' container is lowered on the extreme back of the truck, the gravity center will move to the rear of the chassis. The container will raise the cabin and the driver loses the wheeling control. The lights and mirrors will have to be corrected.

16.20.3 Is The Truck Drivable. After loading, the driver must observe the driving on flat terrain, if there is any difficult to drive. The driver can notice if the load is "too back or front". While the driver is in the terminal, he has time to change the container position.

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17 – ISO CONTAINERS

The identification of a container is on its registration number, as the plate of a vehicle. However, there is another individual encoding for each type of container, indicating to which merchandise it is appropriate. On the doors and on the sides of containers are painted the encoding number of each unit. In a first set of three letters and four numbers, we identify the country to which the owner belongs and the four numbers is the type of container. According the ISO standard, the three letters in uppercase identifies the country, but there are other owners who doesn’t follow the ISO rules. The place for country may have fewer letters, but the remains to complete three letters should be supplemented with "X". Currently, some owners leave blank the place of the letter "X FXX 2210 The codified type and dimension is displayed with four digits (2210). * The first digit “2” indicates the length 20 feet; if it's 4 indicates 40 feet. * The second digit “2” indicates the height.

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NEW METHOD FOR PORT LOGISTICS * The third digit “1” indicates the type of the container. * The fourth digit “0” indicates the container's material “steel Corten”.

17.1. Code Numbers for Types of Container 0 – Closed (dry cargo) This container is fully closed, without any air inlet. It is indicated to transport a product which exhales some odor, or flammable gas. With such security, there will be no possibility of contaminating the environment or set fire.

1 – Closed ventilated (vented dry) This container has four small holes on the high side of the walls to keep the circulation of air from inside to outside. The environment changes with the container's temperature, from the hot to cold. The temperature variation results in the concentration of moisture on the sides and on the roof which drops on the cargo. For this reason the goods should be covered with plastic for protection against undesirable humidity.

2 – Thermal insulation (dry bulk) As well as thermos bottle keeps liquids in cold or hot temperature for several hours, there are thermal containers transported by trucks which also keep the products chilled for several hours. Thermal containers are hermetically sealed, for do not lose temperature and are indicated for the transportation of frost food or heated goods. Some cold cargoes are kept at low temperature with the resource of cold packs inserted inside each box. The cold pack of 3 – Cooled (refrigerated) Shippers must have great care when receive reefer containers; the

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Egberto F Ribeiro first inspection is mandatory, beyond the following items: any sign of dirty or smell inside the unity, broken panel, smashed cables, or lack of components, or broken parts at the back panel, don't try to clean or repair, give it back to the supplier, because you are not responsible for that. The merchandises must be at its proper temperature, is impossible to wait for days until it reach at the required temperature. Take care with the position of the door before the stuffing, to avoid unwanted openings of the door which will cause loss of temperature. Refrigerated containers are equipped with compressors to keep the cargo under controlled temperatures, as meat, fish, vegetables, fruits, juices and several kinds of foods. The freezing process of foods begins from the walls to the center at –25ºC as in any reefer warehouse. To freeze from 20ºC to –12ºC any cargo into a container will delay two to three days, time enough to grow up any fungus. These electric motors accept voltages ranging from 220v, 380v, 440v and the power sockets can be connected to existing terminals in industries yards, or at transport companies yards, highway gas stations or terminals. These engines work according the product to keep the programmed temperature for each kind of food, and notice the compressor runs for more hours under the sun. On the rear panel of these containers are the connecting cables on average of 50m, also the digital or analog thermometers are equipped with data loggers to continuously print the variations of temperature when the compressor works and stops. If for some reason, the containers are not connected to energy supply and the temperature rises too much, will happen the loss of the product quality, it frozen foods will be checked by the registers at the panel and some samples inside the cargo will be analyzed at the laboratory. If the cargo is rejected by

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NEW METHOD FOR PORT LOGISTICS bad supply of energy, the container will be returned and the shipper or the carrier will be responsible for all expenses. For do not fail in such deal, follow correctly the international contract with a good container and perhaps, you will be asked to place several thermometers amid the cargo inside the container; near the back panel, in the center and at the door.

4 – Refrigeration removable (Insulated, clip-on) The removable container is hermetically sealed and has two valves at the back panel; a lower entry for admission of cold air for circulation inside of the container to be pushed out by the upper exhaust pipe. Both openings are equipped with valves to prevent the escape of temperature. The frozen goods are loaded into the container and sent for shipping in less than 20 hours, without losing temperature. After this period, the container must be connected to an integral unit of refrigeration supplier with forced cooling. A cryogenic central of cooling supplies the insulated containers. This system is the same used in ships, store yards, roads, railways and terminals. There are other meanings not qualified to attend this system and must be excluded from normal use, as small electric compressor attached on opening valves, or diesel cooling engine on a cart to circulate cold air into the container.

5 – Free Ceiling (open top) This is a special container, because it will not be accepted in all ships. Goods with heights or weights that are incompatible with the closed container should be carried in "Open Top or Free Ceiling�. The goods should be protected against bad weather, with wooden packing and covering by canvas

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Egberto F Ribeiro or plastic, since the container will not offer protection against rain. The simple canvas cover must be fastened with thin steel cables, fit to seal it through rings on the covering and the container wall. The door of these containers must also be sealed and all numbers must be registered on the Bill of Lading.

6 – Platform Container (flat rack) This is a special container because is not acceptable in all ships, cause by its heavy weight, it has two retractable headboards that when are lifted they get the same measure of a dry container. When the merchandise is a large wooden box or a large machine, it must be carried in containers, or "flat rack". This container has a chassis to support up to 60 tons and to move it, only with special cranes. The merchandise or equipment should be fixed by wide steel belts, sealed and covered with tarps.

7-Tank Container (tank non dangerous) The container tank is suitable for the transport of liquids or gases, because it provides security for the multimodal, besides being widely used by all countries.

8-Bulk/cattle (dry bulk) The code "8" indicates the livestock service or also the bulk transport, although they are quite different, the number is the same. The livestock has place for animal food, water tank and cleaning drains, while the bulk container is equipped with funnels for grain removal drawer by action of gravity.

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NEW METHOD FOR PORT LOGISTICS 9-Ventilated (vented) Ventilated container serves for shipping of products that require high circulation of air, like fruits, vegetables or products which exhales strong odor.

All sides from bottom to high have small rectangular openings to make easy the air circulation and protect the load.

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18 - HUB PORTS

Hub Port is a special terminal to proceed the transshipment of containers between antipodes ports; from one extreme of the Earth to other.

Such system must be able to move a full cargo carried by larger ships than a New Panamax, loading and unloading simultaneously near 16.000 TEUs weighing 224.000 tons in almost 40 hours of work. The Panama Canal tax costs US$200,00 per TEU and is being enlarged from 32m to 49m, although Megaships are wider than 59m. All containers unloaded by actual Mega-ships, also called Triple-E (Economy, Efficiency, Environment) are moved to smaller vessels called feeders.

That huge shipment of container is faster than a shipment of grain in bulk carriers. That's because grain terminals operate with two ship loaders at speed of 3.000tons/h, while container vessels load with ten gantry cranes at the same time near 400 TEUs per hour, it means 5.600tons/h. The actual use of larger gantry cranes with double spreaders moves two 40', or four 20'container at each movement, 2 TEUs x 3min = 20 movements/h x 2TEUs = 40 TEUs/hour. If each TEU weighs 14 tons, there will be 560tons/h per crane, multiplied by ten cranes, the amount will be of 5.600tons/hour, its almost two

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NEW METHOD FOR PORT LOGISTICS times faster than a grain carrier with two ship loaders. This is the dream of small farmers to sell their products is Asia, where in a diameter of 4.000 miles lives half of the global population. Traditional European wholesalers work in Brazil for half century and always say 18.1 Organic Products Coffee trade should support the genetic technology to get more productive varieties of coffee, implementing modern farming systems free of chemical fertilizers, pesticides etc. Mechanized harvesting with forced drying offers products in the international market with prices up to four times higher than in BM&F. Global consumers always pay more for good organic products without chemicals fertilizers and toxic products. This is a new market being explored by thousands of farmers. In the Italy Shopping in Curitiba there is the "Terra Verdi Organic Coffee", the first store of organic coffee in the country.

At the standard level exported to Japan, the taster expert will find products made under pesticide-free technology. The own roasting center offers several coffees at three levels of color according to the standards of international blends. If the customer wishes to take home the product prepared in few minutes will notice that the packs are fitted with valves that guarantee the validity of consumption for twelve months.

Other traditional products as crystal light and dark sugar, or distilled cachasa, all produced from organic sugar cane. There are fruit jellies and caramels also being produced in the organic system and valued with

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Egberto F Ribeiro elegant packaging, as the marketing on consumers appeal. The high quality of these products open a valuable and select coffee shops market worldwide, making exports of the product ready for consumption (production cost in Brazil is inferior to the first world) in quantities of five hundred pounds or 1 pallet measuring 1,00mX1,20mX1,10m in a container LCL/LCL. The Brazilian production of sugar and cattle are according the organic preference of quality on products without chemicals for growing or pesticides. The sugar cane is from species of grass, as wheat and corn and belongs to the poaceae family and genus saccharum. The sugar cane was very well adapted to the warm Brazilian lands for its favorable rain. The sugar production was preferred by producers for its perennial regrowth for almost five years, without the need of a new plantation after each crop. The same happens to the grass to feed the cattle whose regrowth is continuous. The farms with sugar cane and fields with grass for cattle are natural and free of chemicals for its production. The organic meat and sugar are offered by Brazilian farms from the inland, where there are no industry residuals of chemicals in the air, where the water are clean and natural pasture.

18.2 The Hub Port The Hub Port should have facilities for one or several Mega-ships to operate full cargo out and in, without wasting time between all gantry cranes (15 minutes is the acceptable time of operation from first to the last gantry crane). The cargo plan has to follow the correct ETA (Estimated Time of Arrival), because the tide must be known exactly to determine the board of operation. The actual method of shipping is programmed for two or six gantry

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NEW METHOD FOR PORT LOGISTICS cranes. All ships have a cargo plan to follow the correct pre-stacking bays, tiers and rows. Every captain knows that, but sometimes the shipowner's orders the agent for do not lose time on waiting line or the correct tide, but to dock the ship by any means, so it causes panic to all cargo planning.

18.3 Hub Ports With Shelf and Bridge.

While in all countries the depth of ports are near to 30 feet, the Hub Port must be deeper than 50 feet. It is too expensive to keep dredging a lane year after year. A quick calculus says that the dredging operation costs $50.000 dollars a day. After ten yeas of work, a Hub Port will have expended with dredging, as much as its own costs of building. There will be a new strategy for these ports, not only to be near the main town, but on a good place between countries.

The seashore landscape offers good pictures, paintings and movies, with waves covering reefs and rocks, near deep waters. This is the perfect scenery to be cut and to build a new Hub Port.

A Hub Port must be each time more automatized than ever. There will have few service for common wheeled machinery. The open top containers for special cargoes as overweight or over height will not be allowed on Megaships. Let's understand; special container is not the same as special cargoes, as dangerous products warned by IMO. Special containers are those that may cause delay and losses for carriers and must be abolished completely. Ex: an industry loads in a container an oversized beer distillery and wants to deliver it to America through a Hub Port. This kind of container will not be accepted by any feeder to a Hub Port,

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Egberto F Ribeiro because the Mega-ship’s Captain will send it back and will not sign its B/L. In Europe there is a persistent use of 15% of special containers; their industries must to adapt their product to the size of a dry container. If a beer distillery can be divided in two or three parts to be assembled at destination, it will be alright for feeders to transport it to a Hub Port. Somebody may say that the freight of special container has the same cost of dry containers, as it will be charged according the numbers of place used on board. The trouble isn’t the cost, but the disturbance caused to any port operation. The port operation plan for loading and unloading special containers requires exclusive time and place for moving equipment. It means that others containers will have to stop their operation, while a private crane for heavy cargo slides slowly on the wharf. The operation with heavy equipment is not with automatic spreaders, but with steel cables handled by stevedores.

The Triple-E ships need a worldwide port infrastructure, not only to remold the actual system, but an exigence to begin a new shape, from the prestacking to the quay. It's an advice to warn ships owners to the nearest days of high technology in maritime transportation. There is a general need to accelerate the import and export operations, reducing the time of trip and costs of freights, with specialized vessels and ports. Hub Port is a container terminal with a unique structure for operation of Mega-ships that move 16 thousands or more TEUs in each trip. Many States in Brazil want to install its own Hub Ports, so they plan a terminal with roads, rails infrastructure to serve these ports. However, a Hub Port is not a regular port, but a new class of port, highly specialized with the only concept of transshipment.

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NEW METHOD FOR PORT LOGISTICS 18.4 Hub Port is Bureaucracy Free Each Bill of Lading has the citation of the Hub Port for transhipment and the name of the ship feeder that will take the container to final destination, in another city, State or country. There is no need of Customs inspection of containers, unless there is any accident and loss of cargoes, or any content of forbidden goods, when the container will be removed and given to government care. There is no dispatch for transshipment, unless the container will go to inland or has to return to its port of shipping.

18.5 Hub Port is Full Automatized.

Different management on transhipment must be the electronic inspection of each unity by pictures from all faces and seals, to prevent any future demand against the terminal. Each unity must be X-ray scanned and weighed at the receiving from both arrivals; feeders and Triple-E ships. The receiving of containers results in a report to be send immediately to its owner

by SMS. Such kind of operation is common in all ports and are only informed by letter to Customs to get authorization and tax formalities.

18.6 Hub Port for Transshipment The Antipodes Transshipment process cannot be confounded with Temporary Admission, that is a permission for any goods from abroad to stay

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Egberto F Ribeiro in a country during few months. The container in transshipment does not leave the primary zone of the port, it is allowed to go only to the specific ship written on its B/L. The container's cargoes arrived in process of transshipment don't go to domestic market and may not stay in the port waiting for nationalization. The users of Hub Ports will feel comfortable to receive their cargoes in so short time, than in conventional trips. The cost of freights will be very lower than those offered by containers ships doing voyages between antipodes regions.

18.7 Hub Port as Final Port However, if the Hub Port is near a large center of consumption and is the final port of destination, the Hub port becomes an excellent resource to import and re-export goods. Port for Temporary Admission to other countries, than those for transshipment written on its B/L is not a predicate of a Hub Port.

For this reason, the Hub Port port structure doesn't need to be connected to an easy access such as: vehicles, wagons, boats etc. If the Hub Port has characteristics of final port, with few ships for transshipment is necessary Stations of Consolidation and Deconsolidation, beyond the necessary infrastructure for transportation.

18.8 Hub Port is Customs AreaContrary to conventional ports, where there are one or two warehouses for imported goods, the Hub Port is fully bonded, but there is no place for regular stuffing, except in cases of accidents on board or into the terminal. All containers arrived and stored in a

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NEW METHOD FOR PORT LOGISTICS Hub Port, even for domestic market in other national port, or abroad cannot be opened, but all will be surveyed by scanner. The containers to be nationalized in the next port can be transported in ships or by other vehicles, under Customs Transit Declaration. The containers destined for other countries or other national ports will be loaded on Feeder ships, guaranteeing agility in every transhipment operation.

18.9 Hub Port is Strike Free If there will have any strike by government employees in the country, it will not cause any delay on a Hub Port, because there won't have too many government employee enough to sustain a strike. The Customs Officers in a transshipment Hub Port develop their work in fast time, because thousands of Bill of Ladings are not analyzed, only its Master Bill of Lading with details of port of arrival and delivery port are considered. The presence of Customs Officers are needed at their offices only in effective inspection of documents, there will have few or almost nothing of physical inspections of goods. If a container with forbidden goods as guns, drugs will be caught by scanners, the Customs Officers will have to examine, to arrest those goods and to identify its owners. The containers delivery in a Hub Port has the complete operation done is few days before the ship's arrival, so there won't have the need of large number of Customs Officers. There will have no delay time for loading the arrived containers, because its contents won't be nationalized for re-export.

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Egberto F Ribeiro 18.10 Port Pre-Stacking and Intermodal Area The system of containers shipment with expected location for shipment on board allows the staking of the units in the vicinity of gantry crane.

These piles are called pre-stacking and do not allow changes. Each container will be carried by chassis, Straddle Carrier or directly lifted by the gantry crane spreader to be taken on board according the Cargo Plan. This process involves accuracy in the organization of cells in the pre-stacking to prevent removals.

The pre-stacking can be organized outside the terminal, as reefer containers.

Other containers are deposited in areas near the ship, but with a certain restraint on the equipment, because they are loaded with special cargoes; as over weight or over length. These containers will be shipped with on-board cranes or other shore heavy equipment.

18.11 Pre-Stacking.

18.11.1 Intermodal. The pre-stacking Intermodal is the interface between the modals: Rail, Road and Waterways. This operation consists of loading the containers on wagons, or transfer for light trucks (chassis) in Terminal and park them in the sequence of arrival. The chassis are placed side by side in adequate and numbered parking. The loaded chassis with containers ready for shipping are parked at an angle of 45 ° to 60 ° (fish spine) between two streets. The containers on chassis can be called for loading in wagons, or ship or to be delivered to the Supply Chain anytime. This system allows faster

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NEW METHOD FOR PORT LOGISTICS shipments and discharges, beyond it's able to receive and to send containers immediately. The parking slots are painted on the ground and each container will have its number of deposit registered as vacant. When some containers are prompted for loading on board, the containers on chassis will be located in the parking and transported by trucks or tractors for the quay's gantry cranes. This type of storage is available for Intermodal terminals, but can also be applied in the store-yards of transport companies and industries.

If the terminal using Portainer tires on the cement floor should be strengthened and plan. When used Transtainer on rails, one must provide the gap precipitation of 2%. The railway terminals must have end-of-lines parallel and with enough space for Gantry Cranes make the frequent changes.

The preparation of the operation of the vessel shall be as specified Terminal to receive the containers. The deposits in the pre-stacking will be according to the criteria of cost and speed.

Special care when parking and uncouple the chassis on level ground: 1 – Parking in the square indicated.

2 – Engage the parking brakes of the truck and chassis.

3 – Stop the engine.

4 – Loosen the shoes and lock them with pins.

5 – Disconnect the electric cables and brakes hoses.

6 – Unlock the 5th wheel.

7 – Start the engine and remove the vehicle.

8 – Check if the chassis is secure.

Connecting the chassis in the parking, the procedure is reversed until

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Egberto F Ribeiro the king pin locking in the 5th wheel. Do not raise the shoes before reconnecting the brake hoses and electric cables and see if the lights are working. After those checks, raise the shoes and lock it with the pins.

18.11.2 Port Pre-Stacking The ship's Agent delivers to the Terminal or Operator which will do the loading, the File of Cargoes to Load (RDC). The document is a data relating: the ship and her equipments, the cargoes, the exporters, the quantity, the port of destination and the containers measures.

That information guides the correct stowage and the copy of all Bill of Ladings and letters concerning to the discharge: Removal, Dangerous Goods, empty containers etc. Usually the closing of cargoes for loading is done by the Agent and it's a little slow, and day after day the Agent sends new engagements.

The terminals work as the date and time of ship's arrival, so they can book the squares and to make the Cargo Plans and determine the start and end time for receiving the containers for shipment. After the Agent declares the closing of all DRC for shipments, he sends all letters regarding the cargoes for loading in the denominated ship: Dangerous Cargoes, empty containers, Transshipment, removal of containers or hatch cover aboard etc. These letters of consent should be signed and stamped by the Customs. The containers must be logged in the Shipping Orders or Execution Order which is a document prepared by the Dispatcher containing some data extracted from the Bill of Lading. The Order regards the cargo is in legal for loading, through which make sure the cargoes will be released by the Customs in the port of destination. Every terminal is co-responsible with the exporters or importers before the IRS.

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NEW METHOD FOR PORT LOGISTICS A pre-stacking area should be as close as possible to the berth (wharf) for mooring the vessel. The arrangement of containers on this location should be according to the equipment of each terminal, positioned in parallel blocks or perpendicular to the vessel. The containers will be positioned according to the following measurements: ship, port of destination and weight.

For security in the pre-stacking during the loading, should not be grouped in the same (Row) more than sixty containers, or half bay. Because, if happens any mechanical failure at the time of shipment, all the row will be blocked impeding the operation by other equipments. Likewise, do not arrange in the pre-stacking different ports, or weights, or bays in the same row. Diversifying the rows, you can proceed with the shipment container from another row.

The containers will be deposited, recorded on the map of prestacking (Bay, Row, Tier and Height) and cannot be removed, except when any repositioning is required. The special containers: refrigerated, oversize, overweight, or with dangerous cargo must be in appropriate areas near the cranes, free and ready for shipment, in any case of emergency it can be dragged away. The containers with hazardous cargo for loading on board or removal shall have the letters checked by the technicians to take safety precautions during operation. If you need the presence of fire team, must be requested in advance in writing to the PA. The LCL have to be sent for immediate unloading. Reefer containers should be sent to its electric panel to connect for maintaining the recommended temperature. Observe in the container's files, or in chips, check lists or barcode:

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Egberto F Ribeiro Ship's B/Ls, Container's Measures, Importers, Cargoes, Bays, Row, Tier, Date, Seal etc.

The positioning of containers in the pre-stacking will apply the following criteria for loading on board: 1-Ship 2-Port 3-Weight The arrangement of the containers will be depending on the type of equipment used, if the pre-stacking must be as stepped. There should be an opening of half meter to avoid damaging the doors and secure escape for workers. Containers should be staggered from the middle of the height till the top. It must be done in all tiers (columns) from the street to the bay's end. If the floor and the equipment are adequate, the pre-stacking can be raised to tall six.

Container Data: In the Cargo Plan and Cargo Manifest, the containers are marked as follows: (Notice the gross weight= tare + cargo).

ST 20' CTIU 346568-2 N.York 8t 15-82-06 There is a color code to identify the weight of each container:

Blue= Heavy Brown= Half weight 135

NEW METHOD FOR PORT LOGISTICS Yellow= Light Red= Dangerous Cargo Green= Reefer Is usual the abbreviation to identify the kind of container: ST= Standard, Dry OT= Open Top R= Reefer HZ= Hazardous OG= Other Group Each container must be positioned as the sequence of shipment and not according the time of arrival at the terminal. Thus, when the containers are called for each port (order to ship), there is no need to make removals in the terminal. This problem has happened in the Port since the seventies. When the agents asked a specific container, it could not be provided, as in that time there was no plan for pre-stacking and it was in the middle of some other stacking.

The Agent wanted the Port to do the removal of a complete stack for free. The Agent's responsibility was to provide the correct order for stacking.

Another time, an agency wanted to prepare the pre-stacking before the ship's arrival, but did not want to pay the required removal at every new container reached at the stacking.

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19. - CARGO PLAN

Cargo Plan or Discharge Plan is a map with lots of general cargo addressed to ports in sequence of docking. The loading begins from the last port to the immediate port. The map describes the exact disposition of the cargoes in the holds and decks of the ship.

If the Cargo Plan is designed for only one port of destination, one plan will be made. If there are multiple ports as part of the same plan, this should be for loading and unloading. This occurs when the last lot is shipped in the last port of departure to be included in the plan for discharge at the next port of destination. If the trip is loaded for unloading in various ports, the Agent will make only a single plan of loading and unloading. In this case, the ship should return empty for a new shipment.

A Cargo Plan can be made during the loading or can be prepared by the shipowner. This map features the hatches on a ship's design, the hold's floor and twin decks, where are the various goods. The vertical columns 1, 2, 3, 4 are the hold's numbers counted from the forecastle to stern. The horizontal lines A, B, C, D and E are twin decks from the top to the bottom of each hold. The encoding of terminals shows the goods, the freight, and voyage number.

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NEW METHOD FOR PORT LOGISTICS Information common are the Agent, ship, port of departure, port of destination, date of departure and voyage number. Cargo Plans for bulk carriers follow the rules of pool. In this system, exporters have their goods merged with the other participants. The ports which operate with grain exportation, generally apply the system of “pool�, when corn from one region is mixed with corn from other regions. For this reason, Paranagua Port did the great effort physical and political to keep separated the transgenic lots in their own terminals, from silos to ship's holds, keeping them isolated for do not contaminate those grains not genetically modified. During the shipment of bulk cargoes in the holds, the separation is only nominal. It is up to each exporter to know the beginning and end and basements which are their lots. Sometimes the ship is charter and lessor offers place for several exporters to chose the sequence of lots for loading, from the larger lot to the smaller one. Exporting companies do not send their employees to ports, they leave all the service in charge of the Port Operator and certified inspectors to give them the Certificate of Weight and Quality.

The shipment of general cargo complies a list of lots with goods identified by each exporter and port of destination. The goods are identified by numbered lots assigned to each buyer. In addition to this appointment, there are separations by country and port. A small lot with 5tons, or large lot with 100tons or more occupy defined places in the hold. If the lot is larger, above 1000 tons, it can be heavier than the hold's capacity and will be loaded in more than one hold and will get all attention during the cargo loading.

The Cargo Plan follows a script according the ports where the ship

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Egberto F Ribeiro will stop. The lots are loaded on board: the last port for first, lots for the penultimate port embark per second, lots for the first port embark for last.

Eventually, it may happen that all lots for multiple ports will be stowed in a single hold. In this case, the heavier lots are stowed for first in the lower hold and the lighter lots will be placed over the heavier. About goods targeted at recent ports are placed lots for ports initials.

The cargoes to different ports can be stowed in the same level of the hold. Its weight should obey the center of the ship's balance. The last cargoes of the route or for intermediate ports can be stowed on the sides of the hold, or forward or afterward. Cargoes which will be unload at the penultimate port should be in the center of the hold. The cargoes to discharge for first port should be at the top of the loads, just below the hatch cover.

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20. – MOORING

The PA Mooring Act defines the rules for preferential berthing. The Full-Container vessels are those one that will operate only with containers. The queue for preference berthing of vessels follow these rules; general cargo, grain in bulk according its terminal, Ro/Ro, reefers, agricultural fertilizers, vegetable oil, Full-container. Full-container with different cargoes than container, does not enter on a line for preferential mooring, the ship is disqualified and loses its arrival date to be changed to begin on a new line for general cargo ships.

20.1 CF. Cargo File is the document submitted by the ship's agent to notify the Port Authority the existence of cargoes for loading and request the order for mooring. The CF is sent after each new lot was closed for export. The Agent may distribute several CF during the days before the ship's arrival. This CF is sent in multiple copies distributed to terminals, sindicates, government ministeries, ship chandlers and public and private agencies. A copy is sent to PA Mooring Programming along the Request for port services. The ship is registered in the MDE (Daily Movement of Vessels), participating in a queue

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Egberto F Ribeiro with other ships according his cargo. The CF prevents the use of trucks and wagons from inland by exporters non registered, whose cargoes are not listed on any waited ships for loading. The cargoes arriving to the port without ships for loading limit the offering of vehicles for crop transportation, it is always used by freight speculators, but it denounces the intention of smuggling of cargoes.

20.2 DMV. Daily Movement of Vessels is a file of ships updated every morning by the Port Authority and provides information of cargoes activities in the sequences: "Expected in Next 48 Hours" - "Ships at Anchorage" – "Ship scheduled for Mooring" – "Docked Ships" - "Dispatched Ships."

The item "Docked Ship" informs the general data of the ship, the main freight tonnage moved in the previous day, the total accumulated and the rest balance for loading.

The MDE is checked daily by numerous companies to effect the calculation of ETD to predict the exact time of departure from the quay for all ships and to share this information to the shipowners abroad.

20.3 ETA / ETD During the voyage, all cargo ships or passenger ships, charter or regular line, with direction to any port in the world, must inform their Agents about the day and hour of arrival, known as ETA (Estimated Time of Arrival). The local Agent will proceed all legal requirements at the Port Authority, Navy, Customs and government services to schedule berth for mooring. Since the departure from the last port, the captain announces by telegraph, radio, fax or email, the ETA. He reports the expected

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NEW METHOD FOR PORT LOGISTICS date of arrival to his agent, keeping this information updated daily. The Protector Agent keeps close contact with those responsible for mooring plan, analyzing the probable berth at day and time for mooring. Let's understand that the PA has to receive several ships, so all Protectors Agents also must to calculate their ship's ETA. The PA programmers are daily updating the information of ship's operations along the wharf. The main reason is because the captains notification of arrival are always correct, but all of them are calculating the expected time of delivering of the ships in operation. When the ships are moored, all maritime agents involved in the port want to calculate the departure time of each ship, to have elements to calculate the free berth for their ships. The ETD or (Estimated Time of Departure), is the most probable time for vessel's departure, allowing users to inform the Shipowners they represent. The Shipowners abroad will know immediately, if their ship will be docked as planned, or if they will lose their mooring right to another ship.

The agent always send fax or e-mail to exporters notifying them about the ship's arrival, asking their engaged cargoes to be delivered and to provide the customs clearance for loading on board. This procedure is repeated until five days before the ship's arrival. When the arrival of the engaged cargo at the port delays too much, the maritime Agent issues an ultimatum to exporters saying that, if the engaged cargoes won't arrive within three days, the loading of cargo on board will be canceled. That's the main exporter's responsibility to provide the cargo with customs clearance and ready for loading.

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Egberto F Ribeiro The calculation of ETD is employed for all kinds of ships and cargoes. When the maritime agent has to schedule his ship for mooring, he calculates the operational time of work for those ships docked at the berth he wants. The operational time includes the crane movements for changing of holds, discharge of hatch cover, or movements of containers, the time for loading various cargoes and tonnage per hour, because sometime a ship does not accomplish its speed of work. Beyond the operational time, there are some extras to add as: accident, damage, rain, lack of energy, equipment failure, etc.

The purpose of this calculation is to know all the wharf occupation, to report for his client. The skilled agents know exactly the operation, including to visit those ships in operation to be assured about the ETD before the morning report

by PA, so he can notify shipowners in Europe, America or Asia.

This is the practical work for agents to follow the Mooring Act item which prohibits the mooring of the ship without 50% of cargoes free for loading. According the Act, the ship without 50% of cargoes ready for shipment receives a penalty: to lose his turn in the queue and goes to the last position. That's why the Agent write daily to exporters to have their cargoes in order for loading. During this period, the agent will distribute all documents relating to the shipment and discharge to all agencies involved and will make all necessary requests and letters: 1-Pilots Association (Pilot) 2- Navy (Lighthouse and buoy taxes) 3- Ministries of Health (Disease on board) 4- Agriculture (Inspection of holds for cereals)

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NEW METHOD FOR PORT LOGISTICS 5- Federal Police (List of Crew and passengers) 6- IRS (List of Crew and personal effects) The ship's arrival at the ocean anchorage, at the bar or into the bay is stipulated by the Navy in blocks of 200m separation between two ships. When a ship arrives on the block and launches irons near the sea waiting buoy, the Pilot writes on the Log Book (Board Diary) the date, hour, minute (GMT) and the local anchoring coordinates obtained by GPS, or other instrument for reading.

This information will be issued by telegram, telex, fax or e-mail via satellite to the agent. The most common method was by radio to his agent to arrange a fax stating that the ship is at the waiting buoy “Ready for Loading�.

The agent sends a fax to the PA where is registered the day and hour of arrival, updating her position in the queue with other ships anchored in dispute for the same berth. During the waiting days, the ship can carry out repairs, cleaning or painting in the holds till the scheduled day for mooring.

When the queue for loading is more than 10 days, the Captain of the ship just arrived issues the Statement of Ready for Shipment to ensure his turn in the queue line, while he orders to repair the machine propulsion. The changing of pistons, rings, or to the alternative are done at this time. After the call from the ship to enter in the bay and to launch anchor, the holds will be inspected by the Ministry of Agriculture. If the holds are unable to receive grain in bulk, the ship loses her berthing time to the next ship behind. All information that defines the order of berthing between agents are analyzed in the daily meetings office. The changing data will be printed in the MDE to

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Egberto F Ribeiro explain all readers.

If there is no queue, the ship can dock directly without anchoring at waiting buoy or in the block on the bay of evolution. There are preferential berths to ensure exclusive place for mooring; reefer, full-container, grains terminals, fertilizers terminals, sugar terminals etc. Sometimes, a ship needs a berth which is occupied, but there is a preferential which is empty, waiting for the arrival of a ship in few hours. The Shipowner orders his Agent to asks for conditional mooring for his ship. It means that when the ship with preference arrives, the Shipowner knows his ship will leave the berth by his own expenses.

If the calculation of space is correct, there is the possibility to move the ships to another berth by the changing of mooring bollards. The shifting will be done in one or two hours, it will be done alongside the quay, preventing the complete separation of the ship from the quay, which involves loss of time and expenses with pilots and tugs. It isn't advisable for ship to use her propeller, because it will move faster than the gang with cables can follow her.

The rules for mooring considers a free space of 20m or 10% of the ship's length at quay between two ships. But the rule is obeyed only during the mooring operation, because just after that, the ships will be joined, sometimes in negative measures, when the stern of one ship in docked bellow the forecastle of the other. This method is so usual, that when there are ten ships at quay with 20m of space, there is place for shifting till negative measures, you'll get space for mooring another one.

20.4 Shifting. Every time when the ship is docked, the mooring gang will measure the distance between the next ships ahead and at the next ship at

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NEW METHOD FOR PORT LOGISTICS stern. This measure are gotten by the length of cables from head stacks. When there is a vacant berth for docking a waited ship, but there is no security space (20m at the bow and 20m stern), there is the possibility to calculate all measures to shifting various ships until there is enough space for safe berthing.

At the end of the shifting, all ships will return to each berth. This operation is one of the items from the long list of Operating Standards Act of the PA, where all users acknowledge and accept without restrictions. The costs resulting from this maneuver will be paid on account of the benefited ship. The confined space for mooring shall be free, without cranes or towers for don't compromise the security. All shipping cranes and towers should be removed to return later. If there is no suitable place to position the cranes, the option is to let them amidships. After mooring the ship's ladder will be lowered and installed the safety nets. When the gangway ladder is laid on the quay and the stevedores are allowed to go on board, it characterizes the end of the docking and from this moment, the ship is docked and starts the clock operation, according the chartering.

There are ships which meet regular routes between continents and ports, with dates scheduled for months or one year before. These ships have agents at all ports that can inform routes, cargoes, freight rates and operating costs. There are chartered vessels for exporting to only one trip, which are the bulk carriers for shipping during the harvest of grains. The charter contracts mention the place and time the ship will be ready for shipment, any occurring of rain delay, or problems on board will be deducted from the time of chartering. However, contractual penalties happens every day at the port. The

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Egberto F Ribeiro amount of the fine varies according to the type of ship, seriously compromising the gains of the charterer. To avoid these losses, the company that charters a vessel for shipment of their products, subleases vacancy in tonnes or cubic meters to other companies, dividing proportionally among all of them the values of fines to be paid.

20.5 3rd Flag Ship. Eventually, there is the appearance of a ship at the waiting buoy without the Notice of Arrival. Sometimes, it happens cause by any problem on board, machine failure, lack of fuel, food supply, fresh water, arrival of crew members, disease, or simply waiting for exporters, or an exporter company, or a broker. These vessels are known by the name of ThirdFlag Ships, but as their arrival are always anonymous, they are forbidden to enter to the ports, without previous permission by the Port Authority. These ships must appoint an agent to represent them. During this period, the ship should wait on the anchorage at the waiting buoy, while a maritime agent offers his service. The condition of 3rd flag does not give right on the ship's line, nor part of any other queue, even if she is ready for shipment.

20.6 Mooring.

A docking operation is controlled by a PĂŹlot on board, assisted by tugs and ground workers with tractor for tying cables on bollards. The Pilots belong to an association and have a unique company that offers excellent infrastructure for operational support, from the days prior to the ship's arrival to the port, till the time of the ship's departure. The Pilot service has the existence for over a century and a half, when they were requested by commanders of the first steamships arriving at the port. The island fishermen at the bay entrance

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NEW METHOD FOR PORT LOGISTICS were chosen as the first Pilots, because they knew very well the bay and the anchorage and had good knowledge about the channel bars, the dangerous undersea with sand banks, rocks, tides, channels' deepth, water streams, winds etc. For several decades, due to the huge increase in the number of ships arriving to the ports, the old Pilots invited other fishermen to join the new association. For more than sixty years, the Navy conducts examinations for admission of new Pilots. Since the last thirty years, the Navy adopted a new requisite and changed the choice method, only allowing the access for those candidates who were graduated by the Merchant Marine School.

Few years ago, some companies have tried to use their own personal as private Pilots to proceed the arrival and departure of their ships. The event was sent to the Tribunal and the companies have lost the cause by the Justice.

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21. PORT OPERATION

The Port Operation involves services of loading and unloading of cargoes. Specialized terminals have discharges of fertilizers and chemicals every year, these are the agricultural inputs for the sustaining of exportation of grain in bulk. Beyond the general cargo for shipments, bulk cargo, containers, frozen meat, fruits and numerous other goods. The port operation at seashore has different rhythm as at river terminals, where there isn't regular tides, but there is the long up and down of rivers, which alter the calculations in the time of operation. The security during times of floods or droughts can guarantee operations for several days or prevent to move cargoes and equipments. The regular Port Operation shall be defined as cargoes and equipments: Cargo Plan Container Bulk grain General Cargo Frozen Cargo Equipment

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NEW METHOD FOR PORT LOGISTICS 21.1 Container Cargo Operation The shipowner must send a copy of the Cargo Plan to his agent at the port of destination to organize the ship's operation. This plan will be reviewed by staff Terminal, Port Operator, Supervisors or the tally clerks chief. The services also include the request on the day before the service of all personnel and equipment needed to work on board and ashore. The cranes, ship loaders or gantry cranes must be out of the mooring area and correctly positioned after that. The start of the operation consists in the containers unleashing and to unlock the twist lockers by stevedores. The unloading of containers begin from the borders of each bay to the center, followed by the removals of units and the hatch cover, to begin the discharge from the holds.

Looking from the stern to the bow, port side is the left and Starboard is the right side. On land, the imported containers have seals which must be inspected by tally clerks from the terminals and by the Customs, for do not gather too many people on dangerous place. Damages will be registered on the Discharge Receipt, one for each lot, signed by the Terminal and by the Agent.

This receipt is a Customs document and is valid only if signed in 24hours after discharge of damaged cargo. Sometimes the Agent denies to sign it, the Terminal must use a stamp saying “The Agent didn't appear to Sign”. For do not suffer penalty by Customs, the Agent applies another stamp saying “The Terminal didn't call the Agent to sign”. The guilty continues the same. The opening of the hatch cover is performed by the ship's crew and the removal of hatch cover on the quay is accomplished by the stevedore gang.

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Egberto F Ribeiro The captain is the ship's commander, he is the highest authority on board and legal responsible for the country of registry of the ship, it is considered as a country, or a consular building. There are very often people persecuted in their country that run aboard for political asylum request on foreign ships. The first officer is the manager of operation and has authority for the correct positioning of cargoes and correct loading on the ship and should be consulted whenever difficulties arise. If any unwanted change appear in the original plan, in such terms is called for the presence of the Agent to mediate the issue. If there is any persistent of the Captain's will for do not allow workers to enter on board, or any disruption on the vessel's operation, or if the ship is disturbing the normal work and that will result in the stopping of the queue of ships, the PA must to adopt severe measures to order the ship to leave the quay at the anchorage in two hours. No attitude will be taken by the Captain when the ship is at anchor, while the authorities are discussing further decisions.

The containers into the hold are guided by corners, as a drawer, the ship must be always on perpendicular. Notice that a 40' container can be put on two 20' containers, but never put one or two 20' containers on a 40'. The containers into the hold can only be moved on perpendicular, if the ship is leaning to one side don't move it, avoid blocking itself at the corner guides. The modern ships have automatic system to control the ballast tanks to maintain balance. The supervisor or manager in charge of the operation aboard coordinates the loading and unloading of containers in the ship. The satisfactory equilibrium, or not is shown by one of the two lamps: red and green placed below the windows of the command bridge.

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NEW METHOD FOR PORT LOGISTICS The modern ships have external lamps red and green below the command bridge at portside and at starboard to indicate the ship's critical leaning for officers or operators on deck. The side where red light turns on indicates that the loading operation must be moved to the opposite side til the green light turns on. The operator changes the loading side till show the green light indicating that the equilibrium was restored. This always happens in any loading or unloading operation.

We can not accurately determinate the time of operation for each device existing on each ship, but everyone can establish according to calculation basis. The cranes can only be placed after the ship's mooring, but it does not impede the team to be ready for work, to reduce the time after the maneuver. All gantry cranes must have known their speed of operation to establish the correct movements each equipment will do during the operation.

21.2 Direct Loading.

Most loads are deposited in the ports for shipment within three to fifteen days without storage costs. Some loads, however, have direct shipment.

This occurs when the goods are dispatched in advance at the industries, before going to the port. When the cargoes enter in the port facilities, they are just ready for loading. The reels of paper can be delivered from the factory on embarkation position; vertical or horizontal.

The frozen goods can be delivered for loading on pallets, as well as sugar bags, cotton bales, etc. Containers with frozen cargoes can be delivered ready for loading. The advantage of this type of shipment is the eliminating of handling cargoes in storage and transportation for stuffing, which generates

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Egberto F Ribeiro unnecessary expenses on services plenty of risks and damages.

21.3 Grain in Bulk.

The Ship-Loader is a machine weighting 600 tons on average and moves on rails. The nominal speed of shipment is 1,500 tons/hour. Generally, two Ship Loaders are working on each ship. The boom consists of a telescopic conveyor and a flux funnel. The funnel has a rotary cylinder which has a curved tube for flowing at long distance the bulk grains. This system operates only by the gravity effect, through which, the grain in bulk can reach all sides of the ship's hold. An operator controls the ship's equilibrium, moving the funnel and the telescopic boom on the hatch. His position is working on the hatch, and controls the release of the bulk in the exact position, sometimes to a board, sometimes to another, he also has contact by phone to the ship-loader operator.

21.4 Operation to Change the Cargo Holds.

To keep every ship in operational conditions, there is the need to change the cargo's hold partially loaded. Never load a hatch completely at once.

21.4.1- Divide the weight of the cargo to go on board in lots of one thousand tons. This procedure is the same for loading and unloading.

21.4.2- If one or two hatches were being loaded completely at the forecastle, the ship will break in the middle, while she is still moored at quay.

21.4.3- To begin the loading or unloading operation of all hatches at the same time is the most safe.

21.4.4- To begin the loading or unloading with two ship loaders, one loader must be positioned to the middle hatch and the other at the forecastle.

21.4.5- Each hatch must receive no more than one thousand tons.

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NEW METHOD FOR PORT LOGISTICS 21.4.6- To operate in a ship with nine hatches with two ship loaders, use one ship loader for the first five hatches and the second ship loader to the last four hatches. After the first thousand tons, each ship loader changes to the second hatch backward. After the first lot of one thousand tons for SL1 (ship loader 1) finishes in the hatch #1, than it goes to hatch #2. The second ship loader after finish the first one thousand tons in the hatch #6, it goes to hatch #7. Both ship loaders will do the same operation until reach the last hatch, then, return to load one thousand tons in the next hatch forward.

21.4.3- Alternating the sides of loading to keep the ship's balance.

When a ship is on loading or unloading there is the tilt movement and the leaning to one side, to keep the vertical position, is mandatory the correction of cargoes with the ballast water pumps or with the changes of the side of operation. If in a loading operation the ship leans to the left side, change the loading to the right side. If in an unloading of cargo at starboard (right side), the ship leans to port-side (left side), the unloading must be changed to the left side.

The operator at the flux scale panel should be called every next change of holds, which are receiving cargoes from the SL1 or SL2 (ShipLoader #1, or Ship Loader #2). If the operator at the control panel is told at the last second, there will have the spillage of bulk cargo, causing downtime for cleaning. The belts are assembled in cascade where several of them join the silo to the ship. The silo is the high side and the ship is the lower side. It means that the grain cargo from one side falls on the belts to the other side, even if the cargo goes upward, or to the right side or to the left side. Despite that very

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Egberto F Ribeiro often the loading belts in cascade carry the grains upward. The general rule says that while there is cargoes in bulk falling down in the hold, or scale balloon, or into any silo, all the belts must to run and can not be turned off.

When the belts are stopped with cargo, the electric motors won't bear to restart and the platinum will melt itself, or cause damage to the engine breaking the electric motor shaft, or will break the reduction box, or will break the counterbalance of the belts. During the loading of grain in bulk, the shutdown sequence must begin from the silo, till the grain carriers run free, without cargo.

After the belts are completely empties, the hold operator or the SL operator give the order to turn off the belts for the change of hatches. If only the last belt is turned off, the Ship-Loader of the bulk cargo will continue receiving the grain, but it will be spilled out of the belts.

Generally, ships arriving from other ports have some hatches already half loaded with the same cargoes. The operation of loading the cargoes can continue til complete the hatches. When the ship arrives completely empty, each change will happen at every 1.000 tons of grain loaded on board.

21.5 Ship-Loader Changing of Ship's Holds.

The operator of the flux scale at the control panel, after receiving the notice to change the ship's holds, he closes the silo's drawers and the belts will move until stay completely empties. The Ship-Loader operator awaits all the cargo be loaded till the belt become clean, when there is no more material to come, he turns off the belts to the SL. The SL operator needs the support of workers on the ground to ensure the free movement of Ship Loader on the quay's rails. The rail must be clean, without people, vehicles, or electrical

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NEW METHOD FOR PORT LOGISTICS cables to block the movement of the SL. The operator will trigger the movement engines to reach the determined hatch. Then, he will restart the belts and authorize the operator of the Control Panel to open the drawers of the silo.

This may take up to 15 minutes.

21.6 Overload.

If for some reason the shipping lines are disconnected under load, the reset will be of extreme risk, occurring energy overload. The axes of the belts moved by 100HP engines and elevators be damaged, or the platinum be melted.

21.7 Equilibrium.

A ship hold carries an average of five thousand tons of bulk cargo. If a hold is fully loaded while others remain empty, ship is at risk to break in the middle. Always the news notice that a ship docked in any country was split in half by operational error with discharge of grain in bulk. The care to keep the balance of the ship in the loading, is the same when unloading. The modern ships have green and red lights for the guidance of the current state of balance and tilt of the ship. The tally clerk chief reads or another responsible for the vessel should verify the correct load distribution in the hatches.

21.8 Trimming.

The end of each hold loading requires the correct load distribution bellow the hatch cover to the upper ballast tanks. This work can be manual by a stevedore gang or by mechanized equipment. When the material is being spread in the hatches' mouth, it must be trimmed for the best stowage factor, the ShipLoader should be unladen. Therefore, the operation of trimming has to be done with the belts completely empties, while the stevedores spread the cargo.

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Egberto F Ribeiro 21.8.1 –The tally clerk chief calculates the amount of cargo to be spread in the mouth of the hatch cover by the stevedores. He asks the operator of the flux scale, to send 8,5 tons to complete the shipment, it is less than the amount of the capacity of the scale balloon which is 12 tons.

In trimming and changing of hatches, the scale at the Control Panel of the silo works in manual mode, controlled by the flux scale at the ship, do not use the automated system, because the cargo will be loaded drop by drop.

21.8.2 – The operator of the center panel of the silo opens the drawer to fill the balloon during the seconds needed to send less than 12 tons. If the operator exceeds this weight of cargo, the balloon will open automatically and the total cargo of the primary balloon will flow down into the secondary balloon, for weighing. If the operator closes the entrance of the primary balloon, the excess material that was sent from the silo is discharged outside the balloon, causing loss of time by cleaning. To avoid all of that, the estimated time should be correct, the weight of cargo sent is less than 12 tons to enter in the balloon to be sent for weighing. In this operation, the cargo flows to the second balloon and the digital gauge will show the exact asked weight. As soon as the cargo enters in the hatch, it is spread by the stevedore gang. The repetition of the operation will done till the end of the 8,5tons to complete the shipment.

21.8.3 –In detail, the operation occurs as follows: Upon completion of the weighing, the operator closes the silo drawer balloon in the silo and opens the drawer to send the material to the flux scale at the quay. The primary

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NEW METHOD FOR PORT LOGISTICS deposit of the flux scale at the quay is also called balloon, with capacity for twelve tons. The second balloon is where there is the scale, which receives the cargo from the first one. The second balloon remains closed the deposit when is weighing the cargo arriving from the first balloon, when the desired weigh is on the digital gauge, the first balloon is closed and the cargo inside the second balloon is ready to be sent to the ships hold.

21.8.4 –The operator of the flux scale opens the drawer of the second balloon where the material is entering. The operator checks the weighing on the digital gauge to close the first balloon, when the total of weight requested is ok.

21.8.5 –The operator verifies on the digital gauge the desired weight and closes the first balloon. The scale weighs the cargo arrived and after the registration, he opens the drawer of the second balloon to launch the material in the belt to the Ship-Loader. After this procedure, he waits for new instruction from the ship until a new request till the end of the shipment.

This process will be repeated until all holds complete the shipment.

The latter weighing of cargoes will be of few tons each one to complete the ship's hold. Like all ship's holds go through this process, the trimming of the first hatch will be held for stevedores, while the Ship-Loader is loading another ship's hold without the wasting of time.

21.8.6 –During the normal shipment, the transit time of grains in bulk between various silos and the flux scales is from ten to twenty minutes.

The skill of the operator is to control correctly the four Ship-Loaders at the final

moments

of

shipment,

when

the

trimming

operations

occur

simultaneously. The personnel involved in these operations can not be stressed

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Egberto F Ribeiro by excessive hours of work, because certainly serious errors will occur. Some operators of flux scale at grain bulk terminal are less effective and cause serious damages. They usually change the kind of grains, or to load the grains for one hold to another, or even grains for one ship to load in another.

The classical error is the blends of grains in the ship's hold, which must be completely removed and weighed for the loading to continue.

Generally, few tons loaded in seconds will take several hours to be unloaded from board. The unloading requires personnel and equipment not provided.

21.8.7 –To finalize the shipment, the flux scale weighs cargoes above 5,0 (five) kilograms. The residual cargo on the belts between the flux scale and the ship will be removed and taken out to the silo through payloaders. If the grain in bulk stays sprawled on the ship's deck, additional costs will occur for unloading it. The weight of the cargo will be deduct from the total shipped, or transferred to another ship's hold with the rental of a small belt to work on the deck to help to move the cargo to another hold.

The gang requested for trimming, will not do the extra service and the Agent Operator should have to request another gang. The OGMO doesn't accept the request out of the schedule times. The Agent Operator should prevent it, or negotiate with the Syndicate foreman for the removal of that load.

21.8.8 –The loading of round grains as soya, or corn are easy to load, but other kind of products as soya bean pellets, or soya meal is difficult, because it makes a tower of cargo into the ship's holds and needs a bulldozer to spread the cargo. The machine is heavy and has to be loaded on board by crane on tires strong enough to lift the bulldozer at 15 meters high and to reach thirty

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NEW METHOD FOR PORT LOGISTICS meters. Generally there is a pontoon alongside the ship till the middle of the hold. You should know exactly the weight of the bulldozer for choosing the appropriate crane. The Pilot is required to drive the ship out of the port in accordance with the ETD. However, upon arriving on the ship, he will wait for hours to finish the trimming, till the dispense of gangs and removal of stairs.

There is a variation in the proportion of time/ton of different goods.

Generally, the Ship-Loader works at 1,500 Tons/hour with heavy bulk grains cargoes as soybean, corn and almost the half of that with very light cargoes in bulk as soya meal with low protein. There is a serious problem with light cargoes in bulk, because it vanishes by the wind from the sea. In one hour of work, the scale weighs 125 times from 6 to 12 tons. The soya meal spilled into the sea serves as food for the fish, making this site a marine nursery, keeping active food chain.

21.9 Frozen Cargoes –Reefer Ships are the low cost sea transportation for frozen meat, fruit, juice and other frozen products. The holds of ships refrigerators are traditional tween decks of the general cargo vessels, but with thermal chambers coated by aluminum. The floor is covered with galvanized steel pallet to allow circulation of cold air and to support the weight of the gas or electric forklifts. The gases expelled by forklifts used for palletized cargo must be removed from the holds with electric fans. Shipments of frozen cargoes in loosen boxes are stacked in chambers by gangs of stevedores. or manually 21.10 Reefer Chambers –The initial shipments of refrigerated goods were in refrigerated trucks for direct shipment to refrigerated chambers

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Egberto F Ribeiro in conventional cargo ships. The general cargo ships usually have reefer chambers for any eventual fright of frozen goods. However, if there are no frozen goods, the cold chambers are turned off and loaded with general cargo.

21.11 Reefer Terminal –Some companies have installed reefer terminals in warehouses at the retro-port. Sadia rented two warehouses in the APPA and installed a reefer terminal able to load two reefer ships simultaneously. Initially, these warehouse had been built for general cargoes up to four thousand tons, later some grain exporters used for grain exporting no more than four thousand tons. Currently, each warehouse has the capacity for six thousand tons of frozen goods in pallets, allowing better utilization of the area.

21.12 Personal –The personal to work in reefer ships generally are gangs of six men to attend one hatch on the quay. There are the gangs to attend each hatch, generally are 21 stevedores. The reefer ships operate with six holds where the gangs have rotary time of work at -20°, they always claim to keep the hatch covers open to reduce the temperature to -10°. Workers assigned to the six ship's hold are more than two hundreds workers for each six-hours period.

These workers are from union as dock workers, stevedores on board, checkers, truck drives. Others are employees of the harbor, private companies, forklift operators, and Reefer Terminal.

21.13 Reefer Loading from Retro Area –The refrigerated goods can be brought to the port coming from retro-port for direct shipment by truck or syndicate trucks or private trucks. These loads are palletized and covered with thermal blankets. The pallets are removed from the truck by forklift and

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NEW METHOD FOR PORT LOGISTICS placed under the cranes with boom to be shipped.

The terminals receive trucks with refrigerated frozen goods coming from slaughterhouses. These trucks bring goods into loose boxes to be palletized at the port terminal or arrive already palletized and ready for shipment. Boxes with the frozen goods are placed on pallets, labeled and deposited in separate lots. These terminals operate with containers where the cargoes are loaded in the dry port system.

21.14 Operation of Reefer Ship –The beginning of the shipment depends on favorable weather, without rain. The ship chambers must be in the temperature bearable to the stevedores, around -10°. Lots must be sent to boarding as the Cargo Plan. The Reefer Terminal operators take the pallet with electric forklifts from the chambers and move them to the warehouse door. The forklifts on the quay take the pallets at the warehouse door and move to the ship. The shipment can be by cargo boom, cranes on board, or shore cranes.

There are marine pallets returnable and cargo pallets one way. The pallets are unloaded in the hold and the forklift or stevedores will deposit at the positions defined by the Cargo Plan. Different lots are separated with nets. Upon completing each chamber, the internal temperature is lowered to -30°.

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22. WAREHOUSING

The methods of general warehouse facilities are based in cargoes with high movement, from industries to consumers. Every day new products enter the market and new equipments and storage methods are adopted. Thus, storage is a flexible activity on four solid bases: 1-goods, 2-equipment, 3warehouses, 4-Destination.

22.1 List of Cargoes. The logistics applied to freight ships requires certain information in a list of exporters, weights, measures and destinations to allow the managing of storing squares; both for domestically and abroad delivery. The depositary of goods must identify each lot arrived. The user must provide the list of cargoes which is a document with the Invoice information: seller, buyer, ship goods, lot, quantity and weight. Thus, the depositary will be able to prepare the equipment and the storage location. A warehouse suited to the requirements of the shipper shall be designated to receive lots of general cargo cited by the List of Cargoes. The same warehouse should have enough squares for the entire lots to be received.

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NEW METHOD FOR PORT LOGISTICS 22.2 Designating Warehouses for General Cargo. In a port or delivery center with several warehouses, there is the convenient choice amid many warehouses for several lots for delivery or for goods for several ships, or for a complete cargo for a single ship. The warehousing in delivery centers are based in the shelf system, where the automatism is the manager.

But the correct choice of warehousing is for do not have idle workers or equipments during the receiving or during the shipment of cargoes. The warehouse manager should provide a plan for the best occupation of squares, for one or more ships operate simultaneously. The sane for center of delivery.

22.2.1 For one ship, a full warehouse is available to divide by ports.

In the center of delivery it is considered by the same size and weight of the goods.

22.2.2 For two ships, divide the space in two parts according the size of lots and divide them by ports. In the center of delivery divide the shelves for delivery according: size, weight and destination.

22.2.3 For three or more ships, divide the space according the size of lots and divide them by ports.

The ships and center of delivery use the same organization for shelves; from the middle, looking from the entrance door, or from the stern of the ship, the odd side of the streets are to the right side and the eve numbers to left side.

To allow that possibility, the manager has to know the space to occupy for do not store goods in a square for one ship and several ports. The squares are separated by ships and by ports and if you have to load the cargo

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Egberto F Ribeiro for one ship in a compact place, while you are sending cargoes to other ships, you have to stop one ship to load the other.

22.2.4 To operate with both ships, one side of the warehouse is for one ship and the other side to other one.

22.2.5 Take care for do not place goods for a destination, in front of lots to different ships and destinations. If there is any change in the ship's cargo plan, a separation of cargoes will happen during the loading and you don't have where to put the cargo to remove.

22.2.6 Never send goods to different destinations or ports in the same chassis or truck because the shipment may be done through wrong way.

22.2.7 The vehicles for shipment at the delivery center may carry small lots with different destinations; the lots delivered by vans, or trucks are stored in proper drawers with separation.

22.3 Export and Import.

The port warehouse for consolidation and deconsolidation must be separated, because the IRS does not allow export cargo with imports. The stores must have two front doors and an inside corridor for transit of trucks. If there is constant leftover space may be used side doors for loading and unloading docking with normal height for trucks. However, if there is the need of corridors at the side doors, the option is to enter and exit through the doors for the central or main aisle.

22.4 Period of Warehousing. Most of the ports adopts a period within 3 to 15 days before the ship's arrival to begin receiving the goods as mentioned in the Cargo List. Goods sent within period pay by the services of

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NEW METHOD FOR PORT LOGISTICS discharge (truck or car) and loading (for the ship). However, the period will be tax free for storage. If for some reason the ship doesn't to arrive, or the lot won't go to embark on board, after 15 days will begin the counting the days of storage for payment, after the goods will be loaded on another ship or to return to the exporter. It is worth clarifying that this payment is inefficient, because it prevents the movement of other goods that will yield greater profit to the depository. Sometimes, there are lots or rest of cargoes into the warehouse without any definition of its destination by the owner. lf the lots are imported cargoes, after three months, the goods must be listed and sent to the Customs, which will considered it as abandoned cargoes and will sell it in public auction.

If the cargo is for exportation, the owner must be called to pay the fees and take away all the cargoes, under penalty to loose the goods to the depositary.

Generally, the exporters want to keep all their cargoes in the primary zone, because the warehousing fees are less than all the costs of transportation to take out, to store in private warehouse and to bring back later it for exportation. This is a common practice in all general cargoes terminals, and silos, and grain warehouses. The exporters always sell their goods, or lend to third exporters.

The loans of cargoes are obtained through a letter from the exporter to the Depositary stating that his lots with the stored weight are being loaned to the Exporter Company, that will do the loading on board within 15 days. This letter is endorsed by the IRS and delivered to the depositary which will execute the transfer to load on board. The costs and expenditures involved will be directed to the Exporter Company.

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23. LOADING OF GENERAL CARGO

23.1 Operation with Chassis. The low trailers (chassis, carts or mafis) pulled by tugs or mechanical horses, trucks and wagons offer greater mobility of goods for shipment with bridges, or gantry cranes on deck. Wagons and carts are loaded for loading and unloading simultaneously. A self load ship operates with two bridges, or two gantry cranes on board, one for shipment of goods on mafis or chassis pulled by trucks at the farther distance from the ship.

Another mean of shipment can be done by wagons pulled by a locomotive at the nearest rails alongside the ship.

23.2 Operation with wagons. The composition will occupy the 1st rail alongside the ship. Each wagon can be shipped in three minutes and requires two locomotives for shunting.

A long composition with twenty wagons can be loaded in 60 minutes. The terminal should have another composition ready to keep the flow rail. If not, other trucks can fill this lack.

How many carts and wagons will be needed? It is important to analyze the output row after unloading wagons, not to delay the entry of the new train.

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NEW METHOD FOR PORT LOGISTICS 23.3 Operation with Crane. The transportation of cargo coming from distant warehouses to quay, where the loading will by ship Gantry-crane requires this simple calculation to determine how many trucks will be needed to reach 300 tons/hour. A quay with 25 meters wide has a railway to be reached by the ship Gantry-cranes. On the quay can be installed other railways, for example three lines separated by 5 meters. The first railway for wagons must be the one alongside the ship. The second railway can also be used for trucks and chassis, allowing the reach of the board crane. The third transit line is the remaining space for the movement of wagons and other vehicles. The chassis and trucks should be positioned on the 2nd line on the quay, so the vehicles can move freely. For each operation of loading or unloading, that is the calculation with forklift and truck from the warehouse to the side of the ship and return.

1- How many tons per hour each truck with chassis can carry?

2- How many trucks with chassis will be needed to 300tons/hour?

3- Loading time in the warehouse.

4- Transit time from the warehouse to the ship.

5- Offload time at the ship.

6- Time to return empty from the ship to the warehouse.

Shipments with carts and chassis, or wagons offer the possibility of shipment be ready before the ship's arrival. Generally lots of cargoes are transported in trucks of 25 tons and can be stored directly on the wagon or chassis. This operation requires a small area covered, reinforced concrete floors and two forklifts. The chassis to be loaded with four forklifts, two at each side.

Must be opened as many delivery team as necessary for loading.

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Egberto F Ribeiro 23.4 Warehousing of Staggered Goods.

If the package of goods are narrow or irregular, the batches are stacked in staggered format. When drawing a plan for stacking, don't forget to keep one meter between the first pallet line to the wall. For security reasons, never let the cargo touch the wall. Draw a plan since the first tier with plain occupation of the space and calculate how many boxes of height will be. After the first and second tiers, the stack will have one step less in front and at the back, the count must be according its stability, but always on staggered form.

The stacking will be at the half height of the second tier upward, or 2/3 of the total. If the goods are large, solid and doesn't wobble, the lot can be stacked in the total capacity of the forklift height without requiring staggered format.

7- The height of the bundles or pallets will be determined by the capacity of the forklift. The “momentum effect� is observed when the forklift is strong to approach the tower to lift the cargo and bends the tower backward, but can't is lift the cargo when the tower is bent forward.

8- The same type of machine used for unloading the trucks and storing the goods in high stack, shall be the same used for loading the cargoes to vessel. Observe carefully the capacity of the machines.

9- Do not stack with triplex (telescopic) to 5.5 meters high, during the loading someone rents a single cylinder 4 meters in that shipment, which will not reach the stacking.

10- The goods will be told for tax clearance during shipping.

11- Do not put two small volumes of "top" in the middle of large volumes, because only one will be counted. Because the invoices were properly

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NEW METHOD FOR PORT LOGISTICS endorsed and the count was found missing load, probably the whole lot will be removed to recount, all by the depositary. To avoid these disorders, we place the volumes separated by sizes.

23.5 Reels of Paper Kraft. Lots to board ships are calculated according to existing spaces and can never be mixed on the ship's hold. The reels are stacked in the hold at the height from five to fifteen meters or more.

If there is any difference in the height at the first row, in the ship's hold, it will be impossible to correct it until the end and there will be significant loss of space. If the ship has two meters of height to complete, the first officer orders the warehouse to send reels of 1.5m plus 0.50m, or two of 1.0m each.

23.6 Import of Reel of Paper Kraft. The lots of reels paper Kraft must be separated by height for correct delivery. The depositary must keep full attention and control on operators and checkers during the receiving of cargoes from the ship. The representative of the importer must know the measures of the goods to receive. The importer should inform the identification of each lot to the depositary, through the packing-list and this should be responsible when separate the goods correctly.

The basic rules for the separation of imported lots: 23.6.1 Ship. A warehouse can contain lots of reels of paper from various ships, but each lot has to be separated by size and ship.

23.6.2 Voyage. The same ship does several trips in a year and all should be identified through the respective number. Do not consider to refer only the name of the ship, but her voyage.

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Egberto F Ribeiro 23.6.3 Port. Do not put two lots from different ports in the same place, even if the goods have the same size, in height and weight. Each lot has specific identification with labels and texts painted on its sides.

23.6.4 Measure. The measures of reels of paper Kraft are calculated for certain positions in the hatch, although it is a small lot, there is no way to mix them with other lots.

23.6.5 Marks. The goods of the same marking must obey the rules of separation, because it will be done as in the Plan.

23.7 Export. The rules for storing reels of paper are peculiar and must be separated by height, even when the difference are only two centimeters. The representative of the exporter must provide the depositary with the full list of lots of steps and ports. The exporter has responsibility to send the list of lots of goods with weight and measures to the depositary.

23.7.1 Shipment. If during the shipment there will have the need for separation of reels of paper for lack of instruction of storing, the expenses will be paid by the exporter.

23.7.2 Separation. The areas reserved for each measure are in accordance with the diameter and height of the reels of paper. The measures offers the elements to calculate the area needed for all stacking.

23.7.3 Floor Plan. The depositary shall make a draw of the floor to configure the deposit of reels of paper by diameter and heights for each lot.

Leftovers can be placed in front of the stacking or on a place amid other reels.

23.7.4 The discharge. The storage of reels of paper starts one meter from the wall to form a small aisle. This space will be enough for the passage

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NEW METHOD FOR PORT LOGISTICS of fire extinguishers in case of fire and for daily checking of storage conditions.

23.7.5 Labels. The reels arrive on trucks and are first deposited on the ground to change the position from vertical to horizontal and vice-versa. At this point, the checker makes the verification of marks, lots and height according the label attached on the side.

23.7.6 Stacking. After identification of each reel of paper, the operator must take each the reel to the right stack. The reels should be accurately layered till the maximum height established by the plan.

23.7.6.7 Inspection. Between each two stacks of reels of different batches, leave a space of at least half meter, or two feet, to allow the passage of a person for verification of measure and counting.

23.7.8 Driver's License. The forklift operators must have his drive license and should know properly how to handle the controls of the forklift or clamps, to grab and release, to spin for horizontal and vertical position and all the controls offered by the equipment. If the operator does not know how to operate the controls properly, there will be irreparable damage to the reel's tubes. If he is not skilled enough, the depositary should ask for another driver.

23.8 Vegetable Oil. The storage of vegetable oil follows the safety standards of fuel oils. The measurement of the fuel tank is made by meter tape and by pendulum with reagents for water. The measurement of oil tanks contains a rule-driven buoy for reading the tonnage contained on a digital or analogical gauge. The operations with vegetable oils just arrived to terminal in tank-trucks and tank-wagons have to go to scale for gross weight of the loaded vehicles and after unloading, the empty vehicles will go to scale again to get the

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Egberto F Ribeiro net-weight and to record the values on the weight list of vehicles, in Portuguese that list is known as “Romaneio�.

Ships for general cargo have tanks for transportation of vegetable oil and are assembled with serpentine needed to keep high temperature for the transportation of dense oils. These vessels carry dense products such as soy lecithin, or pastes as palm oil for industries of margarine. If the lot is small, it can be embedded in general cargo ships with tanks for this kind of cargo.

Shipments of vegetable oil can be directly from the terminal to the ship, or through truck-tankers. The terminal tanks are provided by gauges for measurement method to the record the level before and after each work period.

The tanks aboard are separated by oil type and tonnage. Different ports of destination receive cargoes of the same product in a same tank and the totals will be recorded according the Cargo Plan.

During the direct shipment in tankers for full loading, there is also the changing of tanks to keep the stability of the ship, as in the grain bulk cargo loading operation.

23.8.1 Mooring of Ship for Vegetable Oil: Before the arrival of the ship, the quay is inspected to verify that the rail lines and cranes will not be used during the loading with bombs on the quay. Caused by the use of pumps and hosepipes, the mooring should be preferential.

23.8.2 Terminal with Pipeline: The Terminal for vegetable oils must install its network through the underground nearby or far from the quay, for direct shipment with connectors for hoses from the quay. This method is faster, safer and cheaper.

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23.8.3 Tank Trucks or Tank wagons: Shipments by Electric pumps can be attached directly to the truck or wagon, but there is the risk of hose occlusion. To avoid this, unload the oil from tank in an intermediate container for oil to be pumped aboard.

23.8.4 Oil pumps. The capacity of the pumps in HP will be the basis for the charges of the energy consumption for loading.

23.8.5 Direct Loading from Terminal: The boarding system for direct pumping is similar to flammable initially pipeline will be filled with water, followed by a separator rubber (pork) and the end, the oil pumped by the terminal. In this system also uses a tap to verify passage of water and oil.

23.8.6 Electronic Weighing of vehicles: Trucks and wagons can be weighed at the terminal of oils by electronic scales, or at the port area. Modern railways use scales with precision on electronic weighing up to 99.8%, within the standards INMETRO. In that way, the use of information by SMS technology to notice the exporters. The loading and weighting on the same rail, where the train moves on scale at the speed of 20 km/hour eliminates the traditional facilities.

23.8.7 Weighing in the Oil Terminal: Beyond the weighing in the scale for vehicles entering into the terminal, the cargo will be checked by reading the cubic footage registered by the digital gauge.

23.8.8 Certificates: The terminal appreciate the monitoring and Certifications by public departments and Companies of Certifying Quality.

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Egberto F Ribeiro 23.8.9 Security: The employees should read carefully the letters and manifests from the ship before her arrival, to be sure there is no flammable cargoes on board or for loading in the following port.

23.8.10 Weighing List of Vehicles (Romaneio): This is the weighing list of vehicles when arrive or depart loaded with goods for exportation and importation for storage. The vehicle must arrive with Invoice and its own information on bar-codes for instant verification. The data contained in this Invoice are the basis for assembling the program for each company. The scales have automated this report printing the list for each company in the system in-time communication through SMS or e-mail. Even though, the system is automated, it doesn't state the discharge of the products, which must have the record of the exact time of entry and exit. Any difference in the time of discharge should block the weighing operation. Unscrupulous terminals, weigh trucks and wagons loaded and remove them to other warehouses. After the discharge, the trucks and wagons return to the previous warehouse and complete the weighing as if they had discharged in the first warehouse. The issuance of SMS report to the exporter may intimidate those criminals. This is the reason to check the scheduled time of weighing, not only the cargoes. Compare the time the terminal spent to weigh your cargoes, with the time spent by others companies, in the same day and period. When too many explanations are given, without the fundamental truth, change immediately the warehouse, or silos or ports.

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24. CONTAINER'S TERMINAL

Receipt and delivery of sealed containers or loose cargo must be through a computerized system installed at the gates and access Siscomex to release confirmation. The staff working at the gates should know all these procedures. The control at the gate is the most fragile step of the international trade, so it's always attacked by fraudulent persons. There is no way to receive cargo or empty containers without registration in Siscomex or authorization cards with the RFB. The containers must be controlled by bar-code. With the installation of new equipment at the ports, you can multiply several times the current drive, which in past years Paranagua were on average almost two hundred thousand TEUs. Having a better political support that definitely release barriers of foreign trade, each ports will reach quickly the mark of one million TEUs per year.

For the current two hundred thousand TEUs in 2001, there was approximately 3,850 TEUs per week or 550 TEUs per day or 30 TEUs per hour

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Egberto F Ribeiro at times not rationalized. However, if operations occur only during regular hours, would have a huge traffic, because a normal year with 285 days of twelve hours or 3420 hours, or nearly one container per second. Considering the movement of containers and for do not forget their content, knowing that too many containers are LCL. In this case, there are approximately five B/Ls per container that will multiply five times the movement of vehicles through the gates. In a gross calculation, for normal hours of work, will have one thousand deliveries. How many gates will be needed for a future so near?

Calculate to add the length of stay of each container in the terminal.

If each container for export stays for two days, and analyzing ninety-two thousand TEUs for export in a year, there was an average of 511 TEUs per day.

Multiplying these containers by five or ten, what will be the adequate area in square meters? Analyzing the area for import containers, we must consider several factors that increase the seasonal stay of imports. Strikes at ports, changes in currency values or insufficient tax are the most critical cases. If we consider 10 days of stay for imports, the nominal capacity of 5000 TEUs to three high, divide by the days of the year, each TEU daily stays 365/10, or 36 periods multiplied by 5000 equals 180,000 TEUs per year. If there are insufficient places we can use new areas or to rise the equipments and stacks up to six high. However, we can not only measure the harbor, but all terminals that operate with containers. The lack of control in the receipt or delivery of containers, empty or loaded can be the cause of wrong deliveries. The lack of control can lead the terminal to assume for faults occurred in other places, or several other serious problems only by negligence of the terminal.

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NEW METHOD FOR PORT LOGISTICS

25 - TRAYTAINER

The name Traytainer means a tray for container, which is a steel platform to work as a codified interface to be moved by diamagnetic field on lanes for transportation of containers, machines, cargoes and vehicles. It is made of steel in a flat shape similar to those existing in containers, strong enough to bear thirty tons with eight lockers to block two 20' containers or one 40' container. The Traytainer measures 0,25m high, 2,45m wide and 12,25m long. The Traytainer is provided of corners opening for twist-locks to attach on chassis, it's stackable in the ship's shelf, terminal or on each other. This system secures the containers by electromagnets, so it does not need lashing equipments as lashing bars, chains, wires, double stacking cones, nor twistlocks on board of ships. The shelves have sensors to lock the Traytainers by electromagnets on steel base of the bottom rails of the lanes.

The Traytainer has a system of levitation by 24 electromagnets or permanent magnet of 1kg each one with North pole attached at the side of the bottom rail and the South pole is attached in the middle. The diamagnetic

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Egberto F Ribeiro system is the lowest cost benefit offered by its fast and full automated operation. The diamagnetic pieces are strong enough to raise 1,300 times by each one Kilogram.

Electrical Wireless. The electrical system can be made by coils fed by batteries. As the floating distance between the Traytainer over the lane is near 10cm (three inches), the wireless system can feed the coils.

Loading Capacity. The Traytainer is able to carry two TEUs; one container of 40', or two containers of 20', or four containers of 10'.

Driving. The Traytainer has magnetic coils for linear traction at four directions (forward, backward, right and left).

Secure corners. There are eight magnetic locks on corners and middle for locking the Traytainer inside the shelves in ships, in the prestacking, in a container terminal or Intermodal or on a chassis.

Stackable. When the Traytainers are empties, the electromagnet locks at the corner can secure the units on pre-stacking, on ship's board and one above each other for storage of empties unity.

Energy Consumption. The magnetic locks work in continuous current at low voltage and are used for safety and low cost, because can be fed by battery recharged anytime in its bays.

The Traytainer can be guided by the control center with defined route on lanes, whose permanent magnets will be frost to give levitation on diamagnetic mattress. The Traytainer may have its route changed by reversible keys to a new lane following anytime the flowing of Traytainers to forward, backward, right side, left side, locked, unlocked, reverse or to stop. To stop a

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NEW METHOD FOR PORT LOGISTICS Traytainer in movement, just to change the key to "reverse� and “stop". As it approaches to the correct place on the pre-stacking, the sensors locate it and select the "reverse" position until it stops in front of its wall, or to change the direction, or to stay locked in the shelf.

To reduce the cost of operation, the exporter can ask some 40' or 20' containers just locked on Traytainer to load in the factory to deliver at importer's door. This could be a new container mode, but there are risks of damage when it is misused for lack of equipments. The Traytainer weights half ton, but can't be moved by steel cables hooked on its corners fittings, only by spreader with locker or magnetic lock on corners to lay down on a chassis. The forklift with spreader can load or offload a container on a Traytainer. The forklift can load or offload carefully a 20' container by its pockets on a Traytainer.

To use a Traytainer for loading a 40' container on chassis at the store-yard there are several events which require care for do not cause damages to the unity. The most advisable is do not handle the Traytainer by forklift, it has coils between the floor and when broken, they are out of work and must be changed. Traytainer has two front sides, each one is available on the chassis or wagon.

25.1 How to Use the Traytainer for 40' containers: 25.1.1 The empty Traytainer is taken from the stacking by magnetic locker and laid on a chassis and locked on its four corners.

25.1.2 The empty 40' container is laid on the Traytainer with the door to the chassis back side and locked. The container's door panel is the back

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Egberto F Ribeiro side of the unity.

25.1.3 Before stuffing it is sent to electronic flat scale for weighing, following after to the factory for stuffing.

25.1.4 The container's door-sill will be 25cm higher than normal.

After stuffing, the chassis with the 40' container loaded on a Traytainer is sent back to the scale, when will have its empty weight deduced from its gross weight to have known its cargo net weight, the ticket will be send to the terminal. (The true weight is mandatory).

25.1.5 It's fast the operation to stuff the container with Traytainer on chassis. After stuffing, the container is closed and sealed for weighing.

25.1.6 The container can be lifted by spreader and laid on the floor.

After stuffing, the container is closed, sealed and loaded on the Traytainer.

25.2 How to use a Traytainer for two 20' containers.

25.2.1 To assure safety against robbery and the seal's protection, the units must be laid on the Traytainer with the doors to the middle. (mouth to mouth).

25.2.2 To lift a set of two containers and Traytainer is possible with Transtainer for double spread attached to all container's lockers.

25.2.3 The forklift for 30ton can offload one 20' containers each time by its pockets or with spreader.

25.3 Restriction – To bend a Traytainer smashes the coils.

25.3.1 Do not lift by crane with beam and steel cables with hooks in four corners of two 20' container's, it will bend the Traytainer.

25.3.2 Do not lift up two 20' containers from a Traytainer with

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NEW METHOD FOR PORT LOGISTICS spreader for one container of 40', it will bend the Traytainer.

25.3.3 Do not lift up two containers with spreader by the middle lockers, it will bend the Traytainer.

25.3.4 Do not lift up two containers of 20' with spreader on 40' position, it will bend the Traytainer.

25.3.5 Do not offload or lift up the Traytainer with forklift by its low panel, only by electromagnetic devices in the middle and at the corners.

25.3.6 The damages caused by misuse will be paid by user.

25.4- How to load two 20' containers on Traytainer: 25.4.1 The empty Traytainer is taken from stacking and loaded on a chassis, locked on four corners and sent to a flat scale to get the tare.

25.4.2 Two empties containers of 20' requested according the user needs are taken from the stacking and loaded on the Traytainer.

25.4.3 Notice that the sea container and Traytainer have tare and max cargo weight painted on front panels, however to get the correct gross weight with cargoes, only after weighing.

25.5 How to stuff two unitized 20' containers (FCL/FCL).

25.5.1 The Traytainer on chassis is loaded with two 20' empties containers to load the same lot. The containers can be ordered on the Traytainer with doors to front and back, for stuffing directly on the chassis.

25.5.2 The chassis is sent to a scale to get the net weight of the unitized set of chassis; two empties containers and one Traytainer.

25.5.3 The arrival at the factory for stuffing as planned; exporter, lot, port of destination, weight and buyer.

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Egberto F Ribeiro 25.5.4 Offload the containers from the Traytainer, by forklift, or only to separate the truck for loading on chassis for stuffing.

25.5.5 Offloading the containers for stuffing at the factory: 25.5.5.1 unlock the two 20' container and lift up by spreader to lay on the floor alongside the other with free space to open the doors.

25.5.5.2 verify the container's operational condition and cleanness.

25.5.5.3 if it is damaged or dirty, don't try to repair, send it back.

25.5.5.4 if OK, begin and finish the stuffing plan.

25.5.5.5 close the doors and apply the ship's seal.

25.5.5.6 the chassis is positioned to load the unitized Traytainer with two stuffed containers. The Traytainer is lifted up by spread and lowered on the chassis and locked. The two containers are lifted and lowered on Traytainer and locked. The analysis of weight and equilibrium are mandatory.

25.5.5.7 after stuffing and the containers sealed, both containers must be laid with doors to the middle of the Traytainer. The Traytainer is sent to electronic flat scale to get the gross weight and to subtract the chassis net weight to get the correct weight of the unitized set of containers and Traytainer.

The gross weight of the unitized set of Traytainer and two stuffed containers will be print on B/L as one.

25.6 How to stuff and deliver two 20' unitized containers.

(LCL/LCL) The Traytainer will be sent for a HUB port to a defined Triple-e ship and at the HUB port of destination. Two containers are received from different feeders in a HUB port to be shipped by Traytainer on a Triple-e ship and sent for another HUB port to be delivered by two feeders for the seaports

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NEW METHOD FOR PORT LOGISTICS of destination.

25.6.1 Containers for transshipment LCL/LCL arrive on chassis at a container terminal, Intermodal, or HUB port: 25.6.2 The trucks and containers are identified, 25.6.3 The trucks and containers are scanned by portal of x-ray, 25.6.4 The trucks drives slowly on a flat scale for weighing, 25.6.5 The trucks stops alongside the loading shelf lane.

25.6.6 The containers are identified and lifted by spreader and placed on the defined Traytainer with its doors against doors, locked and driven by lanes to its codified pre-stacking and stops inside the shelf on the lane according the orders: ship, weight, tier, row and port of destination.

25.6.7 The Triple-e ships arrives, loads and sails to the Hub port of destination and proceeds the discharge.

25.6.8 If the feeder is moored, the Traytainer is driven to the first feeder, where the identified container with known weight is unlocked and taken on board. If the feeder is not moored, the container will be sent to a gantrycrane to be changed to a new Traytainer in the pre-stacking for that waited feeder.

25.6.9 The Traytainer is driven to the second feeder to be loaded by ship to shore gantry crane. The identified container with known weight is unlocked and taken out of the Traytainer and the container is loaded on board.

The empty Traytainer goes for stacking.

The Traytainer is a resource of the method of unitization and was idealized to be used by Triple-e ships in Hub Ports. But it is also suitable for

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Egberto F Ribeiro small ships (feeders) and barges which are heading to ports to operate under the same method of work. If the feeder is at a Hub Port and receives its containers on Traytainer, but she doesn't work under the same method of operation, the container is unlocked and lifted by gantry crane without the Traytainer, which returns for storage. The released container is sent to the conventional prestacking at quay for shipping, or loaded directly on the feeder.

The containers can be loaded on a Traytainer inside the industry, or loaded at the container terminal and be sent to a seaport shelf for loading on feeders. The loaded Traytainer are sent to a Hub Port for transshipment through a Triple-e ship to the Hub Port at the country of destination. There will have the necessity to change the containers from a port to a Hub Port, because several ports don't have drought enough for Post Panamax ships or Triple-e ships and few seaports in the world can receive them. The Traytainer reduces de cost of operation and increases the speed of the port operation. The Traytainer offers the possibility to move two TEUs from one Intermodal Terminal at the origin to another at the destination, from different countries or inside the same country in the sequence as shown: Warehousing at industry > Intermodal > Shallow Seaport > Homeland Deep sea Hub Port > Abroad Deep sea Hub Port > shallow Seaport > Intermodal > Warehousing > Delivery.

25.7 The Traytainer is not self commanded. The Terminal Control operates the Port Shelves, or by the ship's bridge of command when goes on board. The energy is applied when necessary to levitate and to move, or when it is stored inside the shelf on board of a vessel. It must always be locked on the shelf, even on calm sea or under bad weather.

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NEW METHOD FOR PORT LOGISTICS Before the beginning of the operation, the Traytainer must be checked by the control center. The test is done with the locks “on�, for do not move from its bay. If any light in the panel of instruments is red, the unity won't be moved. The software must be developed according these rules.

25.7.1 To check the levitation 25.7.2 To check the movement to front and back, 25.7.3 To check eight locks for security.

25.8 The Traytainer inside the shelf. At the port terminal, the Traytainer has the lock "turned off" and must "turn on" always when there is wind disturbance up to 20km/h or any unexpected swaying.

26.9 To prevent sensors malfunction. The energy fail or unstable condition, the recommendation is to keep an emergency energy supply, always in order to enter anytime in operation.

25.10 If the Traytainer is levitated by cryogenic system. The coils will be fed by batteries. If there is any fail of energy, it won't stop the work.

The Shelf System at the port and in the ship has four corner sensors for barlocks for each Traytainer, this method eliminates the need of twist-lockers and cables. When the container is locked on a Traytainer, it is securely attached for transportation on the shelf and quickly unlocked when it is called to unload.

25.11 Traytainer can also be used for vehicles transportation at ports, according its size and capacity, but in special units with special front and rear ramp, equipped with quick-lock or self-lock for attaching the wheels. The lane for Traytainer can be used in ships, pre-stacking, containers terminals, Intermodal yard, on lanes alongside highways and rails. On lanes alongside a

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Egberto F Ribeiro road or rail must be on safe height for do not be blocked by persons or animals.

For vehicle transportation, the user will pay a toll and load his car on a Traytainer, while the company owner of the system does the transportation. The user can send his vehicle in one day to a defined city, in the following day or week, he flies to that city, where his car waits for him. This is a safe trip, without the risk of accidents, stress and generating economy on fuel consumption and the consequent reduction of its price. There is the possibility to transport vehicles with passengers trough downtown, but for long trips, it will be available with stops.

25.12 All Traytainers are free. When a reefer is laid on a Traytainer, its cable is connected to the energy supply. When the Traytainer enters and stops on its lane in the shelf, the connection for energy supply is done automatically. There are double set of energy connectors, because the Traytainer has double front, each one can be connected for all controls. There are cameras installed near the Traytainers for reading of the container numbers to be checked by operators. It will happen on store-yard, pre-stacking and on board to be seen through a web site. The connectors for energy supply installed at the shelf for reefers offers reports of the containers' working time, for the operator get the correct information of the energy consumption. The Traytainer data transmission when sliding on the lanes are by radio with antennas installed in all shelves.

25.13 How to work with Cryogenic System The Traytainers moved by cryogenic system has some care to be taken before the movement to begin the operation on a defined tier and row:

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NEW METHOD FOR PORT LOGISTICS 25.13.14.1 The central of operation will read the unloading cargo plane in the computer screen the tracks from the Triple-e ship.

25.13.14.2 The Triple-e ship has twenty tracks with different colors for each feeder's shelf.

25.13.14.3 Each level of tier has colors from lower to upper, from darker to lighter colors.

25.13.14.4 Check the linear motor forward and backward.

25.13.14.5 Open the liquid nitrogen for the magnets of the ordered lane with twenty Traytainers to freeze till the correct temperature.

25.13.14.6 Check the eight locks, one side each time.

25.13.14.7 The correct temperature of the diamagnetic on the lane starts the order to unlock the Traytainers and to move them to the bridge.

25.13.14.8 After unloading twenty Traytainers from both rows, begins the loading from the pre-stacking to fill the empty rows.

All tests are done automatically, if exists any malfunction, all the lane will stop. If the tests are in order, all twenty Traytainers will be unloaded to the feeder's pre-stacking with the light color of the higher tier. This is the procedure for all tiers.

The implementation of clip-on containers in the shelves, where there is liquid nitrogen distributed in tubes offers fast freezing and quick loading of units. There are some thousand connectors for clip-on containers on Traytainers Traytainers. The shelves on board and on terminals will be covered for protection of the containers against sun heating.

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Egberto F Ribeiro 25.14 The Shelf System.

The Shelf System is a steel or concrete structure to install the lanes where the Traytainer will slide on. The vertical structure has three beams "I" connected by steel bars for supporting two rows of ceramic permanent magnets with the north pole at the outside and the south pole installed in the middle, between both beams "I". The ceramic permanent magnet will be installed on the lane and frost by liquid Nitrogen distributed by tubes, without to lose in the air a single litter. This should be the most economic and advanced system of levitation in the world. The electric coils for linear traction are on the surface of the lane, below the Traytainer and have speed controlled by sensors.

The steel structure can be assembled to operate in every port with container terminal, on board of ships as Lash, Roll-on/Roll-off, ferry boats, Mega ships, feeders and several other vessels with wide holds and large back doors, through where the Traytainers will enter and leave the ship carrying ore minerals, containers, vehicles etc. The movement of Traytainers from terminal to a ship at seaport, river or lake are done through a bridge, whose operation must obey the vessel's stability.

The diamagnetic lane has ceramic magnets to be frost by liquid nitrogen to elevate the Traytainer up to 10cm to slide free of rails or cables.

This is a way to preserve the container integrity and its cargoes without shaking.

The Shelf System has horizontal lanes made of steel with separation at the side and middle for do not retain water and to reduce weigh. The diamagnetic effect grabs the Traytainer, but it needs guard rails for protection.

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NEW METHOD FOR PORT LOGISTICS The Traytainers will slide smoothly, even when has to do the changing of lanes as on a highway. The guide is the diamagnetic field intensity from both magnets on the lane and under the Traytainer, which pushes the unity to the middle of the lane giving safe run over the steel structure.

The Traytainer is the interface of the Shelf System which works very well over horizontal lanes and is also secure to go up and down by inclining ramps with angle no higher than 15%. However, the movement up and down in a shelf can also be done by elevators. The average speed of each Traytainer on a lane is from 10km/h to 15km/h, according the tier for heavy or low containers. That speed are enough to cross 500m in two or three minutes to a pre-stacking, ready to go on board of feeder ships. The Shelf System is a complex interface that operates through the shelves from the Triple-E ship, to the bridge and to a defined pre-stacking, or to several pre-stacking of feeders at the same time. The bridge works between the pre-stacking, the Triple-e ships and the feeders.

The Magnetic System which moves the Traytainer has a levitation mattress generated by Permanent magnets attached in the Traytainer. The lockers are turned on by electromagnetic system fed by batteries, because it can be locked and unlocked by the center of operation and are secure resource for stacking the empties units.

The superconductors for levitation are permanent magnets made of ceramic rare earth. The set is attached on the lane and the electromagnets are attached bellow the Traytainer. The center of control moves and controls the linear motor speed, power and direction. The Magnetic System has been

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Egberto F Ribeiro applied successfully in several countries for passengers transportation, this project is for cargoes as containers and vehicles.

Vehicles with size smaller than the Traytainer can be locked to transport workers, visitors and technicians to install or repair parts. After the trip, the vehicle leaves the Traytainer and can go away. Mechanical maintenance is not expected to be very often, but electrical coils and cables must be clean by a special car for cleaning. The Traytainer must run free of obstacles on the lane, where the surface of the magnetic mattress must be clean by broom and vacuum after every end of work and inspected at the beginning of operation. The installation must be protected against animals, humidity, broken tubes, smashed lanes, loosen coils and to protect the cables against thieves etc.

Today, the containers on board of ships are laid one over the other in a system of vertical drawer with rails. The movement of waves under bad weather causes a sequence of ups and downs on the vessel. When a wave lifts up the forecastle, it pushes the containers upwards by the rails. In few seconds, the upper containers fall on those on lower tiers. After two days of bad weather, some containers will be smashed and the cargoes will be lost. When it happens on deck, the containers are smashed to one meter and a half, it release the steel cables and the entire stack of containers turns aside and falls down into sea, causing lost of cargoes. This is a serious risk and too dangerous for navigation, the worst is that it is the responsible of the general increases on the cost of the insurances.

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NEW METHOD FOR PORT LOGISTICS 25.15 Port Operation for Full-containers Conventional ships operate with a gantry crane alongside the ship, unloading and loading bay after bay. The size of a bay is the same on every ship, the differences are on the width and height of each bay. The bay's codification is a sequence of vertical drawers with the size of 40' and 20' containers counted from the ship's forecastle to stern. The bays for containers have the same number inside the hold and on the deck. The bays are numbered on sequence order 1, 3, 5... for each sea container of 20' and the sequence order of 2, 4, 6... for each sea container of 40'. TEU means one container of 20' and one container of 40' means two TEUs. Remember for do not lay two 20' over one 40' container.

25.15.1 Codification. Each level of the stack of container is a “tier� and are counted in different levels, in the holds and on the deck. The tiers in the holds are counted from two and two as 02, 04, 06... The numbers of tiers begin from the center of the hold and deck, looking from stern to forecastle. Into the hold, the tiers are odd numbers 01, 03, 05... are for containers at starboard or right side, and the even numbers 02, 04, 06... are for containers at port side or left. On the deck level, the tiers are also counted from two and two, but the even numbers begin on 82, 84, 86... and the odd numbers on 81, 83, 85, 87...The center of the hatch cover has the code 00.

25.15.2 Sequence. The ports always have predominant cargoes and weights and must have statistical analysis to ensure the correct distribution for each tier in the shelves at the port. The actual reality in economy has changed all statistical data and to prepare a pre-stacking must be after a stowage plan

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Egberto F Ribeiro given by the ship's Agent, or by the terminal's software.

25.15.3 Heavy cargoes. The care with containers loaded with heavy weight cargoes must be positioned in the lowers 02 to 06 tiers in the holds. This height can be changed according each port of discharge.

25.15.4 Medium cargoes. Containers loaded with cargoes at a medium weight will be positioned on the hatch-cover from 08,10 and 82 to 84 tiers.

25.15.5 Light cargoes. Containers loaded with cargoes at a low weight or empties will be loaded from the tier 86 to 90 or higher than that.

25.15.6 The Port Operation. It is defined according the ship's size, weigh and equilibrium to organize the pre-stacking for simultaneous work on several rows, even when a mechanical trouble stops a forklift. The loading will be according the numbers of rows on each vessel and according the planning by the vessel's Agent or by the port planners to give safe navigation. The cells are carefully analyzed very before the ship's arrival, when is calculated her ETD (Estimated Time of Departure). It means that despite of the ship does not have yet arrived, the operators know exactly the day and hour she will be delivered.

The unloading and loading sequence follow the container's weigh, size and ports of destination.

The operation of a full-container happens only to parts of the total cargo on board, sometimes only 20% from the total will be discharged and the same quantity for loading. This kind of ship has several ports to leave containers and to take others. The beginning of the operation is mandatory to take out all steel cables and to release all twist-lockers to let the containers free

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NEW METHOD FOR PORT LOGISTICS before unloading. Several accidents happen very often when the twist-lockers or cables are not taken out. To begin the operation unloading all the upper tier from both sides of the bay; from starboard and port-side, in direction to center, from the upper tier to the hatch-cover, which is unloaded to quay, when the hold is open to unload the containers into the holds.

After the unloading begins the loading, from the center to both sides and loading all tiers and all rows till finish the hold and to close the hatchcover. The following containers are loaded on the hatch-cover and deck, from the center to both sides till the upper tier, when the gantry crane is moved to the next bay. The calculations of all that operation is done always before the ship's arrival and must obey the order of priority to finish all gantry cranes operation in the same time, no more than 15 minutes from the first crane to the last. When there are several containers to unload or to load in the same hold, it is necessary to place another gantry crane to accelerate the operation to all gantry cranes finish together the operation.

A bad cargo plan is when the only one container to unload from a bay is into the hold. To execute such operation is necessary to remove near one hundred containers from the hatch to open the hatch-cover to unload the desired container and to load again the containers removed. To remove containers means to do a double work, to unload and to load again. Considering the time of 30 TEUs per hour, will be spent six hours of work, only to discharge one container. When two or three containers were loaded in the hold by mistake and to remove them will cause great expenses, the most reasonable is to let them on board til the next voyage or do the transfer in another port, where arrive ships

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Egberto F Ribeiro coming to this port.

The Triple-e ship with 16.000 TEUs operating with ship to shore gantry cranes to four TEUs each movement will have 4.000 movements for unloading and 4.000 movements for loading, but in the terminal the movements will be one after other: 25.15.7 The complete quay and terminal operation: 25.15.7.1- lifting from exporter chassis to pre-stacking, 16K times.

25.15.7.2- lowering from pre-stacking to chassis, 16K times.

25.15.7.3- to lift from chassis for loading on board, 4K times.

25.15.7.4- lowering on ship's bays for loading, 4K times.

25.15.7.5- lifting from ship's bays for unloading, 4K times.

25.15.7.6- lowering to chassis to store-yard, 4K times.

25.15.7.7- lifting from chassis at the store-yard, 16K times.

25.15.7.8- lowering to chassis for delivery to importer, 16K times.

The ship to shore quay crane with spreader to four container will have the quantity of 8K movements for unloading (4K up from cell + 4K down on chassis) and 8K movements for loading (4K up from chassis + 4K down on cell).

Considering that a ship to shore quay crane moves 4 TEUs in four minutes, it will move 60 TEU/hour or 8K TEUs in 134h, to be divided by the number of cranes in operation. There are also the stop time of 30 minutes for opening and closing of holds, beyond 5 minutes for changing of bays. A full complete operation will be in almost 14 hours in good conditions of work, but to understand the global operation in the terminal and on board, let's consider

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NEW METHOD FOR PORT LOGISTICS the time of operation in 16 hours. It means that the terminal has to send and receive 32K TEUs in 16 hours, or two thousand TEUs by hour to feed correctly all quay gantry cranes. The operation team can be informed about bad weather, lack of energy, or faulty mechanical crane, that will change all the time of work.

If there is no ship to shore quay cranes to move four containers, or even two containers at once, the operation will be dramatically increased from 32K to 128K movements for each ship. If the operation happens under one TEU for each movement, there will have 16K TEUs for unloading and 16K TEUs for loading, at 8 movements for a complete operation, the grand total will be of 128K movements. The Triple-e ship are too high and too wider, it slows the operation, because in such condition of work, the speed of loading from 60 TEU/hour will be reduced to 40 TEU/hour. The Port's Authority will ask to the Port Operator to improve the plank (table of minimum cargoes operation per hour), because the smaller ships will be working faster than the Mega-ships.

The actual port operation for loading one container is completed in two to three minutes, but to move four containers at once the speed will be reduced to 4 minutes for movement in one hour for each ship to shore gantry crane in a total of 15 movements, or 60 TEUs per hour. Taking the example of feeder ships or in modern Triple-e ship at present method of operation to unload and load 16.000 TEUs there is a maximum of 128.000 movements and a minimum of 16.000 movements.

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Egberto F Ribeiro 25.16 Port Operation of Shelves System The Shelves System has its own method of work, where there are no hatch-cover on board, the shelf has rows at eighteen tiers of height. The ship is moored by stern and the operation begins by the upper tier and two rows from starboard and port side at the same time. The shelf on board have code for row and tier for all bays, from the forecastle to stern. The system was idealized and projected to operate from 2 to 20 or more lanes simultaneously on the same tier.

Each lane on board through all bays will store twenty Traytainers or more and its weight must be considered for do not cause any fail on the ship's equilibrium. The Traytainers which are positioned on the upper tier of the ship's shelves are empties or low weight and will unload faster than those below the ship's shelf, where the heavier Traytainers will unload at low speed. But, according each vessel, there will have less or equal TEUs inside the hold and on the deck. The main project for ships to move Traytainers is that one which allows the shelf to be assembled for operation by stern.

25.16.1 The Operation. The ship operation begins by the higher tier on the stern, the first two lanes of discharge are from both sides: right and left, or starboard and port-side, or rows 21 and 22, each one has near twenty Traytainers. After the last two Traytainers to leave both lanes, begins the loading to fill the same two lanes at right and left. The following step is to unload the rows 19 and 20 (looking from the stern, the right side are the odd number and left side are the even numbers). After the last Traytainer enters in the lane, begins the third lane from both sides, or rows 17 and 18 following the sequence till the last two cells on the top of the ship's shelf. Notice that in so

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NEW METHOD FOR PORT LOGISTICS short time of work, there is no effect of tides.

25.16.2 Electronic Fail and Repair. When a Traytainer suffers an electronic failure during the operation in shore shelf, all row behind it will be stopped and immediately locked, the Traytainers in front of it will go on. The repair team with the support car goes to the Traytainer's tier and row. When the failure is on board, the ship's electrician will lock the row to repair, or if necessary the land technician team will be called. The operations to other rows and tiers may to continue, if there is no need of stop to help the repair. While the defective Traytainer is being fixed, all Traytainers on the lane remain stopped. For safety measure, the Traytainers only will be unlocked and delivered in safe by the chief of operation or by the technician on board. After the repairs are done, the bridge may be working at several tiers below. By the end of the operation, the bridge will be elevated at such tier to finish the unloading and loading, following the sequence line of Traytainer on hold in the shelves on board and in the terminal. To re-start the operation, the entire line of Traytainer will be unloaded and loaded in the sequence.

The operation sequence of discharge and loading begins from outside to inside. A shelf line with twenty Traytainer are more than 240m long to unload from the first to the last one in two minutes. When the workers will have developed good skillfulness in this system, and with strong and steady bridge, all TEUS on Traytainers from one tier can be discharged at once, it means 400 TEUS in two to five minutes. The ship operates moored by her stern and despite of unloading such amount of Traytainers, she will be kept in safe.

After the higher tier has finished the discharge and loading, begins

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Egberto F Ribeiro the next one just below. There will be few minutes to separate the bridge, if it is by elevator system for one tier, and from the ship and to lower on the next tier, attach again the bridge to the ship and start the operation for more few minutes.

The actual pre-stacking system on ports and on board is a compact block of containers ready to load and discharge. There is no possibility to move a single container, without disturbing the entire stacking and the lost of time with personal and equipments for hours. There is a margin of errors on every seaport, where containers are lost without any registration.

The Shelves System is a structure of steel or concrete columns, lanes, bays and cells made in three thickness, strong enough to allow Traytainer to slide on lanes and protective guard rails. This system offers an easy access into the complex of bays, tiers and rows, where the TEU on a Traytainer can be moved anytime with few movements by the center of control. The Shelves in Intermodal, Container Terminal, Port pre-stacking and on board must be covered to protect the structure and the electronic system against bad-weather, dust, birds, rats and rain. The pre-stacking on a Shelves System is a block of frames for bays, tiers and rows for lines of Traytainer ready for shipping, from the higher tier on starboard and port-side at the same time. As the shelf side is open, garnished only by guard-rail is possible to see the figure of the ship as in the "cargo plan".

The Shelves System has separate lanes for each row pair and impair, for Traytainer do not touch itself. The Shelf System is provided by one bridge with twenty or more lanes attached at the stern of the Mega-ship or feeder. The best cargo speed is gotten by a forecastle door, to allow the export Traytainer to

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NEW METHOD FOR PORT LOGISTICS enter through forecastle, while the import Traytainer leaves the vessel by stern at the same time, or inverse. When discharge begins, there is no matter for what feeder the Traytainer are going to, each one after leaving the bridge enters in another lanes existing at the side of the port Shelves to the previous chosen feeder.

There is one Shelf (pre-stacking) for each Mega-ship, with a bridge on the quay with dimensions to attend from two to twenty or more rows on board simultaneously. This system gives the possibility to deliver all Traytainers immediately to go on board of the feeders.

The Shelves System is served by two side lanes at all tiers, which works for emergency access. When necessary to move a container from one tier to other, there is one ramp and one elevator with rack and gearing.

Each shelf will be enough to store one entire Mega-ship for loading and lanes heading to shelves for transshipment to feeders. The port will attend one Mega-ship by stern to land and six feeders alongside her pre-stacking, enabled to work at the same time.

The system of shelf and Traytainer protects against the pounding of containers into the holds. The Traytainers are locked on shelves by magnetic locks and steel bars which impede the containers from hitting itself up and down and one side to other. The system of Shelf and Traytainer will reduce the loss of container and cargoes on board of full-containers ships.

The shelf structure must be built directly on rock or concrete base, strong to offer resistance during storms, protection against lightnings, earthquakes and walls with strength and height enough to bear Tsunami. The

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Egberto F Ribeiro shelf structure on board must have columns and beams strong to support its own weigh, the Traytainers (Max gross weight 30tons), the accessories, winds and operational shaking. The shelf has four classes of resistance; heavy from tier 02 to 08, medium from tiers 10 to 20, light from tiers 21 to 28 and empties the different use of lighter Traytainers are stored on the top 25.17 Ship and Stacking Shelves The Shelves System installed on Mega-ships can offer good way to work in parallel with Gantry crane on Feeders. The Mega-ship has own structure of shelves without deck. The best ship for shelves are those provided by wide hold and high hull, like roll-on/roll-off, Lash vessels, ferry-boats and so on.

The Lash vessels are the most modified ships I have seen, from barges to heavy cargoes or to warfare. I suggest to modify once more, she must be remolded and after few adaptation to install the shelf and covering, she may survive on a new project, without barges or cranes and with a pit of audacity, with doors at line water at stern and at the forecastle. The frames, hull and engine are ready to a modern vessel for container operation, without the bottleneck effect. In this new system, a ship with the Lash size may operate to unload and load 400 TEUs (800 TEUs) in faster time than to load a single barge on board; 15'. The movement of 400 TEUs won't cause any damage to Lash vessels, used to move her huge crane. Although the Lash project was made for do not work at quay, in this new project, she must be moored by stern to operate connected to a bridge, naturally without its traditional barges and super crane. In this new system of sea transportation of containers, the Lash ship is

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NEW METHOD FOR PORT LOGISTICS the same, but in a new method of operation. It's not only to fill up the ship with containers, it has to be operationally automated for easy and fast port operation.

However, people who work at the ports are always cautious with new methods, because they are afraid to loose their jobs for automated facilities, but in this method of work won't have any damage on jobs. It won't reduce the existing work force, instead, it will increase the jobs with new ports entering in operation in reduced time.

25.18 Traytainer on Magnetic lanes.

There are several engineering projects to analyze and to chose which one offers an efficient supplying of parts. The electromagnetic system is a source of long trays with electromagnetic north pole coils installed at right and left side of the tray and the south pole is installed in the middle. To move the Traytainer, a linear motor with magnetic field turns-on by the approaching of the Traytainer and turns-off, as soon as the unity slides out, attracted by the next field. The lane is a compound of electromagnetic coils where the Traytainer slides on. The power and speed for each Traytainer is individually controlled by computer. Every Traytainer has to collect an identified container to deliver it in a bay previously chosen.

25.19 Port Operation with Traytainer In the actual system of operation, the ships are moored alongside the quay for easy operation of the gantry cranes, at the nearest location from the pre-stacking to the ship's holds. In the Shelf System, the operation begins and finishes by the stern. The Traytainers will be in a row and tier on all bays from the stern to forecastle to be load an unloaded simultaneously, as a train

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Egberto F Ribeiro composition. Each Traytainer is moved by itself, so there is no need of links.

The Shelf System with Traytainer is a complex method of work where the export containers on Traytainer and stored in a shelf with its front side to the quay and its back inside to the terminal with lines to several feeders pre-stacking. The Shelf System ship is moored with her stern directly to the terminal shelf. There is a quay bridge on rails that is the interface between the port and the ship, it is flexible to fit for any ship in height and width. The bridge is always far from the ship's berth and only approaches after mooring.

The pre-stacking of a Shelf system loaded with Traytainer is ready to go on board, when all Traytainer are positioned according the planning of storage offered by each ship's Agent, following the correct and adequate weight for equilibrium, series of destination ports. But as there are several kind of ships, the loading must be flexible to accept all of them with their particularities. If a new class of ship higher than the bridge and shelf is created, the bridges legs are enlarged and the shelf will have some new tiers to assemble and all the complex is ready for operation. The modification of the ship's size, will alter the width of the shelf and bridge. When the bridge's enlargement is alongside or upward, it will cause disparity between the quay's size and the bridge. To keep the proportion of measures in 50% of the ship's width, the shelf's face must be cut to allow the bridge's enlargement.

The shelf system admits changes without great disturbance in the shelves; to take out a container or to receive a new one. As the complete line of all bays, one row and one tier have almost twenty five Traytainers, this is the easiest way to change anytime the Traytainers, without great disturbance on

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NEW METHOD FOR PORT LOGISTICS board. For example: there are only three Traytainers in the middle of the bays 22.24.26, at rows 08, 08 and 10 on tier 10 to be discharged. Unload the Traytainers from lanes at rows 08 and 10 from tier 10, from last ship's bays 26 till the bay 24 and 22. Separate and store in two empties lanes in the shore shelf three Traytainers and others. Keep three on a separate lane and load immediately those just stored.

The port operation only works with identified containers on Traytainer from its bay on the ship to the feeder's pre-stacking or vice-verse, there won't have container from one ship to be loaded to another. The operation is followed by the Control Panel, where the Traytainers sliding on the lanes are monitored and warned by flickering the lights of the feeders ships' colors on the entire route, from one side to the other. When the Traytainers arrive to their codified bays, the flickering stops, remaining only a green light on Control Panel to data indication. The transit of each Traytainer on the lane is controlled by monitoring without touching the other.

25.20 Shelf System Operation 25.20.1 Ready- As soon as the ship is at the anchorage going to be moored with all Traytainers locked, the first officer orders the checking of the magnetic system on board, without abnormalities, the Captain declares the vessel is ready for mooring and for operation.

25.20.2 Fail- If there is any trouble, the Port's Authority is advised of the waiting time and the ship remains at anchor for the necessary repair. If the trouble can be fixed without impeding the operation, the ship must be moored.

Is advisable to notice the PA about any trouble and time for repairs,

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Egberto F Ribeiro even when it doesn't cause any delay for operation.

25.20.3 Mooring- The ship is ordered for mooring as the plan.

25.20.4 Back Doors- The Mega-ship's back doors are opened to left and right, or up, never on the quay where are the rails.

25.20.5 Locks “on”- The Traytainers on board to unload remain with electromagnetic locks “on”. but ready to be released from its higher tier to the bridge.

25.20.6 Spread Ramps- After mooring, the bridge approaches between the shelves and spreads its ramps with lanes at the higher tier and the correct lock to the ship and shore shelves are “on”.

25.20.7 Open Cryogenic- The ship's operator opens the cryogenic line to both lanes from stern to forecastle and checks the levitation and lockers.

25.20.8 Checking locks- The terminal operator opens the cryogenic line and checks the lockers and levitation of the lanes on the shelf. If both; the shore and ship are ready, the green light is “on” to begin the operation.

25.20.9 Order to unlock- The operator in the center of operation orders to unlock twenty Traytainers from the ship's shelves at port-side and twenty at starboard, while all lanes on ship and shore shelves are “stop”.

25.20.10 Operation for Unloading 2 Rows- The panel shows the levitation of both lines of Traytainers are “OK”, the power afterward level of the control panel is moved to “on” and the Traytainers from both sides begin their movement at 10km/hour to the bridge.

25.20.11- Sequence- The sequence of order for unloading begins from the rows at the sides to the middle. The sequence order for loading is from

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NEW METHOD FOR PORT LOGISTICS center to sides.

25.20.12- Operation for Loading 2 rows- As soon as all the tier of Traytainer from all both first lanes are discharged and the bridge lanes are free, the first two lines of Traytainers are sent for loading.

25.20.13- Cryogenic locked- As soon as the last two Traytainers for both lanes of loading enters on board, the cryogenic lines for both rows are closed and the Traytainers are locked.

25.20.14- Unloading Last 2 Rows- The following movements are from the next lines of rows of the second two rows begin the discharge.

25.20.15- Loading Last 2 Rows- After the last Traytainer is moved to the Terminal Shelves begins the loading of the last twenty Traytainers.

After unloading and loading all bays of the highest tier on both sides, the following movement is to unload the rows of the tier below.

25.20.16- Changing of Tier- The bridge is unlocked from the shelf and from the ship. The bridge retract the ramps to move them below till the next tier. The lanes ramps are spread and locked again at the ship and shelf to begin the unloading and loading of rows from both sides.

This is the way to unload and load all rows at each tier, till the complete operation of all tiers.

The next example of operation will be according the workers skillfulness and the software developed for this system, when they will able to attend, by monitoring, twenty bays on the highest tier at the same time.

25.20.17- Unloading Twenty Rows- All the highest tier will be unloaded at once, from the first bay to to the last one. The general rule is to

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Egberto F Ribeiro discharge both boards simultaneously by the highest tier from each board. One Traytainer and a half over each lane will be on the Bridge, its weigh t will be the maximum of 14 tons + 7 tons = 21 tons X 20 lanes GT 420 tons on the bridge.

To compare to other equipments, a ship loader with four legs weights 600 tons, the Lash crane weighs 700 tons, the Bridge weights 250 tons.

25.20.18- Loading Twenty Rows- The following is to load the empties tiers. The cargo plan of discharge and loading must be done correctly, from the mega-ship to feeders. Notice that twenty Traytainers are carrying forty 20' containers, whose weights range from 200 tons to 560 tons.

25.21 Bridge 25.21.1- The bridge accepts to move pairs of lanes by turn to keep the bridge and ship's equilibrium.

25.21.2- The pair can be multiplied by two, four, till ten when all the lanes will be unloading and loading in few minutes.

25.21.3- This movement is not so fast, but keeps the low speed of 10Km/hour, as waited for that operation.

25.21.4- The bridge guides the line for twenty Traytainers to leave the ship by each lane.

25.21.5 After the last unity leaves the ship, the Traytainers planned for both sides of the ship enter on the bridge and go to each row of that tier.

25.21.6 Twenty full lines of Traytainers from port-side to starboard enter in sequence; four hundred Traytainers are going on board, twenty after twenty. During this time, all lanes are fed by the cryogenic system that controls the temperature, sometimes opening and closing the circulation of liquid

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NEW METHOD FOR PORT LOGISTICS nitrogen to guide the Traytainers. That’s the operation through only one shelf platform. But the Bridge can be assembled with several others platforms, which will multiply the speed by five times, or by ten times per hour.

25.21.7 After the last Traytainer leaves the tier, begins the loading containers arrived by the lanes directly from the shelves till the end of operation.

25.21.8 The unloaded Traytainer follows the lane to leave the bridge to enter on the magnetized lane which guides the unity to the curve of the planned feeder's pre-stacking.

The Traytainer for cryogenic system can to drive on lanes to every side, even on cross lanes.

25.21.9 How to drive the Traytainer 25.21.9.1 Drivable. Choose the side to change direction of the Traytainer on cryogenic system, it can be driven on lanes to every side, even on cross lanes.

25.21.9.2 Chosen Unity. The direction is controlled by the center of operation where the chosen Traytainer goes on one defined lane and has to change to another at a side to enter.

25.21.9.3 Key. The place where the Traytainers changes its direction is called “Hexagonal key”, where the diamagnetic devices to drive the units are assembled on the points of levitation to change the directions of the Traytainers. The Traytainer will follow only the lanes magnets turned on.

25.21.9.4 How to Guide. The curve is done by turned on which will guide the desired unity from the sides of one Hexagonal key to others, while the

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Egberto F Ribeiro others coils are turned off for do not produce any undesirable magnetic field.

25.21.9.5 Safe Changing. The diamagnetic system holds the Traytainer on the electromagnetic field below to run free over the lanes following the changing of lines near the corner to turn around.

25.21.9.6 Diagonal. The Traytainers can be guided over some diagonal lanes, till arrive to the desired route.

25.21.9.7 Lower Speed. Several lanes where the Traytainer will go reduce its speed to slow, its to give time to the Traytainer to change its lane.

Only the previously chosen route will be kept "turned on".

25.21.9.8 Higher Speed. After the Traytainers enter on the exact lane, the magnets to guide the others Traytainers will be “turned on” to move at higher speed, while those out of work will be “turned off”.

25.21.9.9 Interval. The sequence of Traytainers to enter on the bridge's lanes from one bay can be alternate, while in the interval, the bridge moves one Traytainer to another bay. This interval is to do a change on the plan for a Traytainer from one row to the feeder's stacking. If a complete line of bays containing heavy cargo was unloaded and the ship needs to change cargoes from an upper tier to fill that empty row. All the Traytainers from the upper line are unloaded to the terminal shelf for a short trip till the lower tier, while the bridge is moved downward, when maneuver is finished, the Traytainers will be loaded into the empty bays. This kind of operation can be foreseen by cargo planners at the port of loading.

The terminal shelf system ends in a bridge on the quay to link the terminal to the stern bays of the ship's shelf. This principle of work is the low

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NEW METHOD FOR PORT LOGISTICS consumption of energy to move a container on horizontal transportation, instead of on vertical. The bridge has a platform with lanes to join the terminal's shelf to the ship's shelf. The bridge has legs to move the platform up and down to serve each tier of the ship's shelves, from the upper tier to inferior, from portside to starboard. The bridge is not stationary, but has rails on the quay for moving away from the ship to prevent accidents during the ship's mooring by the stern. The bridge's movement can be from the pre-stacking to the ship, or on the quay from the right to left sides. The bridge has lanes on the platform as much as those existing in the ships, with possibility to enlarge at anytime.

For better operation, only two lanes must operate simultaneously in the beginning, from the outside to the middle of the ship; from starboard and port-side to the center. The lanes on the bridge have fine adjustment to stay away or to approach to the ship's shelves. The operation must be careful for do not cause the ship's instability. The operation is fast and do not suffer the effect of tides up and down, because the movement of tide compared to each operation on tier isn't enough to disturb the unloading and loading each tier.

The bridge's position offers condition to operate two rows in the same tier. The upper tier always begins the operation to unload from the outside row, where are the lighter containers. After completing the operation of unloading and loading both bays of that tier, begins the second row till the end.

After all rows from the upper tier are done, the bridge is unlocked from the ship's shelf and from the pre-stacking shelves to be lowered till the next tier.

The bridge is lowered three meters to the next tier below and locks its lane at the ship and at the pre-stacking shelf to begin the operation.

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Egberto F Ribeiro 25.22 Pre-Stacking.

A new pre-stacking for container terminals is necessary for shelf system. The structure is a compound of rows, bays and tiers assembled in one big shelf of 60,0m wide, 500m long and 55m high. There will have ten shorter pre-stacking shelves joined to each Mega ship, it is necessary to feed each one of the ten feeders to operate simultaneously. The track lines from the Mega ship conducts to feeders ships are diamagnetic lanes of 2,50m wide each one, where the Traytainers float over them. The standard structure for shelf shore has the same number of tiers and rows as those on board.

The pre-stacking structure for feeders have the same number of tiers and rows as the ship. When feeders are smaller than the shelf, the number of lanes used into the shelf will be according the number of row and tier existing in the feeder. If a new model of ship will have shelf wider than the existing, the port's facility must to assemble new parts to its shelf to serve new ships. The shelf may have its measures enlarged so many times as need.

The shelf has twenty lanes to store the Traytainers in free connection to the bridge and to the ship's lanes. The normal operation on two complete rows of twenty Traytainers each one in sequence of unloading and loading is expected to finish in ten minutes. It means that the operation to unload two complete lines with 40 Traytainers or 80 TEUs and to load two complete lines with 40 Traytainers or 80 TEUs lasts long 10 minutes. When the operators will be skilled, all 20 rows with 400 TEUs will be unloaded and 20 rows with 400 TEUs will be loaded simultaneously in “ten minutes�.

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NEW METHOD FOR PORT LOGISTICS 25.23 Storage.

There is one pre-stacking for Mega-ship with 20 thousand cells.

There are ten pre-stacking with three thousand cells for each feeder. These prestacking are assembled together, one to each other. There is the possibility to install the pre-stacking at kilometers far from the quay. The pre-stacking close to the ship has lanes for loading, that actuate as avenues to the end of the storage shelves. When is necessary to change from one tier to other, there are elevators to change any Traytainer from its previous tier to a new one from top to the lowermost cell, or from ground to higher tier. The elevators are vertical with platforms at steel chains, located at the end of a shelf.

The empties chassis are moved in a bundle of eight units, magnetically attached and stored in front of the ships without shelves. The quay without bridge has shelves and lanes to operate with gantry crane to lift the container from its bay and to lower it on a chassis placed on the lane. The loading movement begins when the chassis with container arrives behind the gantry crane, unlocks the chassis to lift up the container. The empty chassis are sent to a near store.

25.24 Operational Container Storage.

This is a new concept of storage on a pre-stacking, which must be built according the height of the average of Triple-E ships. For do not waste time and to spend energy lifting, lowering, and trucks for boxes transportation. A bridge is the link between the pre-stacking to the stern of the ship moored at the quay. The new store system moves all Traytainers on lanes to serve each ship's tier. The pre-stacking is divided by a flexible rate of weight, according the ship: low (5tons), medium(8tons) and heavy (12tons). The quay level can bear 25 tons.

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Egberto F Ribeiro 25.25 Ship's Bays.

The new concept for sea and land transportation has a new way to move containers on a mattress sustained by electromagnetic levitation system.

Every container with regular weight and size can be loaded on board on a steel pallet called Traytainer attached by electromagnetic devices at the four corners.

The latest advanced system is the diamagnetic mattress to move the Traytainer with permanent magnet moved by induction motor. As the Traytainers are moved and stopped on previous defined cells activated by sensors, all the Traytainer's electrical quick connectors are checked by the control center. The bridge has the same width as the shelves on board and shore; 60m with 20 lanes for levitation which assembles a road for Traytainers. The height will be from 36m to 55m tall with 12 to 18 tiers, and length 30m from wharf’s corner to the shore shelf.

The structure for each bay receives heavy containers on low tiers of the shelves; above are for medium weight and higher lanes for low weight and empties containers. Three thousand containers, from Mega-ships to feeders are stored on shelves for pre-stacking to each feeder. The quantity of bays for storage yard is larger than those existing in Triple-E ships. As the Mega ships are several times larger than a feeder, the most advisable is to have a prestacking for 20 thousand TEUs for each Triple-E ship. The feeders need to have their containers loaded in Mega ships, so they must to arrive for first to complete the pre-stacking. As soon as the Triple-e ship is moored, her first operation is to send the cargoes to the feeders, till to open place and begin the receiving of cargoes from the feeders. The position of Traytainers for loading is

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NEW METHOD FOR PORT LOGISTICS in front of the ship, the unloading goes out by lanes leading to both sides to prestacking of all feeders. The ship-height for storage shelf will be according the feeders size. The ship's bridge is necessary on the forecastle, flags or antenna poles are always higher than the cargo level.

25.26 The Hub Port The new container terminal can be built from the quay's ground, or between the inner quay's wall as a dyke from the dry bottom bellow the sea level, without the traditional and expensive landfill. If the quay soil, at 15 meters bellow the sea level has stones, there is the possibility to build the shelves without landfill. The container terminal will be made inside a strong quay bellow the sea level, with reinforced wall to install the shelf for Traytainers at the same height of the ship's hold at the first tier; # 02. The Triple-E ship with length of 400m needs only 120m of quay for mooring by stern. The total height of the shelf will be for 18 containers, the quay's width will be the half of the ship's width for best bridge equilibrium and safe operation.

The containers on transhipment are unloaded from the Mega-ship, or Triple-E and sent to pre-stacking of Feeders, where they are stacked in the same system of shelf. The Hub-Port must have Gantry cranes and Straddles Carriers and pre-stacking to prevent any failure and special cargoes. There will have several pre-stacking areas for ships Feeders as those programed by the Mega ship. The ship Triple-E (Energy Efficiency, Economy of Scale & Environmentally Improved) has bays for more than fifteen thousand TEUs (Twenty Empty Units).

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Egberto F Ribeiro The location of a Hub Port is critical, because this place must be calm, without too many private boats and ships around all the time. There traffic must be only for heavy Triple-E ships and smaller vessels feeders and easy access to airport. The Hub-Port facilities beyond machinery, should offer fuel, energy supply, medical center, supply of energy, food and fresh water, ground reservoir as filter for contaminated cargoes and water sewerage. The port area needs security wall of 5m high of ready-made in concrete, vehicle scanners, transponder, cameras, specialized personnel for port security, boats, cars, fire brigade with trucks, sensors, satellite surveillance, communication by radios, cellphone, fast internet, radar, electronic reading of labels for containers and technical resource and software systems for administration. The area also needs military protection on land and sea. The Hub Port works as a city without immediate help, so it has to be self-sufficient.

All goods directed to a Hub Port, should arrive by ship or barge Feeder with crane, never direct by wagons or trucks. A Hub-Port must be installed near deep waters, to reduce drastically the expensive dredges. The front sea must be protected by stone barrier as upstream pier, far from the quay at the triple of the ship's length. The installation must not be in any region, but on strategically studied to attend several interests of governments, users and environment, as well equipped for service: Gantry cranes for ships Triple-E Gantry cranes for vessels Feeders.

Gantry cranes for pre-stacking

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NEW METHOD FOR PORT LOGISTICS Straddle Carriers Top Loader Front Stacker.

Floating Cranes to 200 tons Barges with cranes Horses-mechanical and Chassis Shelf System Chassis Bridges Energy Supply 25.27 The Shelf System Ship This is not a new class of ship, it's the same Mega-ship being built in several shipyards on the entire world. The good news are the methods to stack the containers and how to move them. The ship's bridge of command can be assembled over the covered shelf level, from stern to the forecastle. The twin engines can be assembled bellow the stern door, with 10% ramp downward sloping directly into the shelf, where begins the tier # 02 (ramps to decks as in ro/ro). The tiers are assembled one over the other till 55 meters high, tall 18 (eighteen or more tiers).

The shelves do not have the same height for do not increase the stowage factor, so there are complete tiers for standard containers loaded and

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Egberto F Ribeiro empty and for high cube containers loaded and empty, however the Traytainer s are the same. The shelf on board offers speed for operation and covering protection, allowing the vessel to sail in safe under bad weather. The shelf on board is assembled from the keel and side frames directly upward, without deck, nor hatch cover, till tier eighteen or more in a solid and compact structure. The Traytainers can cross directly from the pre-stacking shelf to bridge and to the shelf into the ship's bays. If the ship has stern doors and removable forecastle, the speed of operation will be two times faster, because while the Traytainers for unloading will leave the ship through one side, simultaneously the Traytainers for loading will be entering by other side. That's why the ships and ports must to belong to the same owner.

The first difficult seen on sea container transport, is the use of twistlockers to attach one container to the other. The Traytainer was developed to be attached by electromagnetic lockers. It opens a wide possibility of work by the ship shelf, or by the terminal shelf. The system will be according the best system to each one, but the Traytainer is the same as its connectors, locks and magnets.

25.26.1 Cell. The cell is the place in the bay where the Traytainer will be sit and locked on the lane. This place is the compartments division with numbered bays to codify the location.

25.26.2 How the Traytainer Locates the Cell. The unity can stop at any cell when read by sensors, following the orders by automated control from the terminal center of control or by a single joystick on board. As soon as the unity arrives to its cell on the lane, it has to turn off its linear motor to stop and

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NEW METHOD FOR PORT LOGISTICS turn off the cryogenic feed, the last action is to turn on the locks. The store distance between a line of Traytainers on the lanes is 30cm, or one foot. As the rows and bays are closed by the shelf structure, the rows at both side on port side and starboard can be stacked till the hull's frames. The self control by sensors is available on all the system on board and in the terminal.

Magnetic lock. The Shelf System does not use manual twist-lockers, the Traytainers have electromagnetic locks at its corners to attach on the lane, whose effect continue without energy and to unlock, only when it is energized and released.

Check in cross. When the Traytainer stops into the shelf on board on in another terminal, its four locks are turned on, only before the unloading, they will be checked in cross method: one from the door and other from the front, than change the locks. The Traytainer into the shelf is seen by sensors and hold by locks for do not slip or to fall, jump, hit, or to pound. The locking operation is done by the terminal bridge, but it can be done by the ship's bridge. As soon as the chassis stops, the bay is codified and registered.

The shelf is laid on the ship's main frame from the keel between the division bulkheads to the uppermost position, the same as the vertical rails for containers. The ship doesn't have deck nor hatch-cover, from stern holds to forecastle, but the shelves are covered to reinforce and protect the ship's structure. The side of the ship is covered from the hull to the top of the shelves.

To attend the terminal bridge and shelves operation there are hydraulic weather-tight doors which opens for unloading and loading. This door serves every bay pair, so it has 12m and opens upward as those existing in cargo

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The chassis with container is locked into its bay, row and tier. The quantity of chassis in a bay doesn't affect its security, as each one is locked to the ship's shelf by the terminal bridge. Above the hull level, there are portholes at the starboard and port-side to reach the shelves, which opens upside at each time for unloading and loading.

The system of doors keeps the ship all closed during the trip, without allowing rain water or sea water to wet the containers, that very often wet also the cargoes. This covering is also to protect the electric system and to keep the normal temperature, beyond the protection against excess of water for do not rust the structure and lanes.

25.28 Cryogenic Operation on Shelf The cryogenic system offers the best economic result and benefit for its low cost and high efficiency of levitation. The new generation of superconductors have 1300 times the capacity to elevate its own weight. It means that a plate of 1kg is enough to elevate 1300kg. This plate should be installed below the Traytainer, while the iron permanent magnets under cryogenic temperatures of 196ยบC should levitate the Traytainer pushed by linear motor to slide on the lane. The shelf of the port facility will be installed near the bridge and the ship favoring a cryogenic center for distribution of Liquid Nitrogen to freeze the permanent magnets. The distribution system opens a tube to freeze the permanent magnets on the lane, only when necessary.

The distribution of Liquid Nitrogen through tubes will keep the low temperature for the desired time. It gives the possibility to a line of Traytainers

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The system of lanes to move the Traytainer on electromagnetic devices has some troubles to cross other lane, it needs a steel guard rail at the side for protection. The cryogenic lanes have the frozen plates joined on a common field which connects one to each other, to attract and to repeal. When the plates are not frost on critic temperature, the Traytainer changes naturally its direction to follow only the frost plates. The center of command builds the complete lines on all lanes for trips from the Mega-ship to several feeders. To analyze a unity amid four hundreds units, just follow the colors of each one.

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26- STATISTICS

To every ship, the port operation doesn't happen only at the quay, but from industry store-yard to ship's loading, in a round trip plenty of risk and delays. The statistics in Brazil only account of cargoes movements which happen at the quay; from the quay to ship and from ship to the quay. The statistics don't consider the operation which happens in the Primary Zone, between the gates of access and the quay, where the cargoes for exportation are unloaded and wait for the ship's arrival and where the imported cargoes are loaded and delivered to inland. The support services as inspection of containers, when cargoes are taken out of the container, verified and stuffed again, or the Vessel's Convenience containers or Less than Container Loading must be accounted their double work. While on the entire world the account of cargoes movements refers to the quay, where the cargoes get in/out by ships and through the gates, where the cargoes are received for exportation and those delivered as importation. Thus, when a Brazilian sea port statistics declares the movement of one million of containers, in the rest of the world is understood there was the movement of half million TEUs, but the real throughput were on

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NEW METHOD FOR PORT LOGISTICS two million TEUs. The port receives and delivers through the gates one million of TEUs and receives and delivers through the wharf one million of TEUs. When the grain exportation is announced as 40 million tons, in the rest of the world is understood as 20 million tons, but the real throughput were on 80 million tons.

This is a vicious in the Brazilian statistics for more than a hundred years, undisclosed by the emperor, or by civilian and military governments.

The 40 million tons of bulk cargoes discharged from trucks and wagons, stored in silos and warehouse before the ships' arrival don't exist. As do not exist the millions of tons from imports for agricultural inputs, cargoes in containers or industrial raw materials delivered to inland.

The organized ports are on areas where the cargoes for export and import are moved from one side to other, in statistics account it is called "throughput". Because there is no production nor consumption of products on a quay, there is no plantation nor industries in a port, even though there are industries alongside the quay, they can't belong to the quay. The ports have two operations with the same cargo to the same direction. When imports arrive at a port, there are equipments and workers to unload the ship, when the cargoes are delivered to inland through the gates, there are other team of workers. This work is done in two different time. When products for exportation arrive at a port, there is a team of workers to unload the trucks and wagons to receive the cargoes, when these cargoes are going to be loaded on board of ships, there are other equipments and workers to load the ship. Always there will be two services in different time, or in sequence from arrival to loading.

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27- CONCLUSION

There are several wooden cranes in ports of Europe which remember the bright engineering to lift up the masts for sailing boats. Later these cranes were used to hoist cargoes on ports and on board of ships. There are much more large wood cranes at seashore as museum, than on board of sailing boat. It means that the sea carriers have shorter life, not caused by it's low resistance against the weather, but because the sea transportation is faster and dynamic.

The ports worldwide had to buy the same cranes moved by hands, feet or animals, steam and electricity, always following a way to supply the ship's need.

The nowadays world transportation have to operate in similar ways, since the beginning to the end, this is the thinking of the UNCTAD. It is for do not happen that some goods which were loaded at the origin may not be unloaded at destination, which will cause a change of ports or several other equipments, reducing the freight's viability. The new sea transportation has brought not only better vessels for cargoes transportation, but a new challenge to the ports to offer conditions to supply the Triple-e ships needs. With DiaMag-ships and DiaMag-ports, the technical challenge is over and all Triplee ship are welcome at any port.

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BIBLIOGRAPHY

Egberto Fioravanti Ribeiro was born in Antonina, Parana–Brazil in 1950, where began his studies. Son of a railroad telegrapher and account Lourival Ribeiro and the former clerk at the Parana Telephone Company and elementary teacher Maria Augusta. At six years old, the railroad company RVPSC moved his father to Paranagua, in a new position of trust service to attend the growing up of the coffee exportations. Three years later, all the family was also moved to Paranagua, where the Author lived for forty years, and where was graduated as Portuguese and English teacher and in Administration. In professional life, the Author worked to some grain exporters companies, including the Port of Paranagua till be retired, when he moved his family to Curitiba in 1999. In 1970, he knew Maurigilda and five years later they got married. They are the parents to Ricardo, who works in Rio de Janeiro as TV Editor at the Globosat. The daughter Leyre lives in USA, where she got married and has two sons. The Author has written seven books with ISBN by the Brazilian National Library in Rio de Janeiro and has translated three of them into International English.

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End

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New Method for Port Logistics 1st Editon Rio deJaneiro - Brazil Egberto Fioravanti Ribeiro 2013

egfior@hotmail.com Home phone: 55-0212131786641 Cell phone: 55-0212179586312

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