20/05/2026
MarkIV - INTELLIGENT YARD AND VESSEL OPERATIONS PLANNING
MarkIV is a software tool designed to optimize the day-to-day operations on Container Terminals. It has been developed through the collaboration of Blunovation LLC, a software development house based in Poland and Capt. Vikram Sharma, most recently the CEO of one of the largest global terminal operators, who is a well-known figure in the Container Terminal industry and an expert in container terminal operational strategy.
A good operational strategy is the heart of a well managed Container Terminal. Most Terminals rely heavily on the TOS which executes the strategy but has no role in its design. It is up to Terminal Management in general and the Planning Department in particular, to decide on the utilization of resources namely space, equipment, manpower and time for the most productive and cost-effective outcome. This requires multiple, time-consuming calculations, mostly carried out in Excel, which would need to be completely redone if any of the parameters are changed, which Terminal operators are all too familiar with.
YARD PLANNING
MarkIV works as a PRE-TOS application with a unique inbuilt AI and operational strategy which takes into consideration all available resources and provides the most optimal yard stacking plan to support the strategy, all in a few simple steps and almost instantaneously.
MarkIV will be installed on a Terminal server or cloud-based environment (client's choice), which shall already include, as part of the setup installation, the basic terminal layout and infrastructure e.g. quay length/berths, yard blocks with rows/bays/tiers, number of quay and landside equipment etc.
Terminal users are required to enter relevant historical volume data, easily available from the TOS itself, such as
• Shipping line Services
• Associated PODs & Volumes with 20/40/full/empty/reefer splits
• Associated Landside (Road/Rail/Barge) & Volumes with 20/40/full/empty/reefer splits
• Transhipment volume
The required data can also be imported through Excel provided it is formatted appropriately and to the specifications required by MarkIV.
MarkIV will analyse and process the data through unique proprietary algorithms and produce a yard stacking plan providing a visual representation of the most optimal stacking points for each type of container based on Service/POD/Size/Weight for exports and Service/Land Destination/Size for Road/Rail or Barge evacuation. Changes made in Services, PODs, volume etc by the customer (line) or changes in terminal infrastructure or equipment can easily be incorporated and a new stacking plan produced instantly. The plan is then fed into the TOS for ex*****on, ensuring efficient cargo operations. This can be achieved manually or through an automated interface with the TOS (case by case basis).
When importing the existing yard inventory, it is highly likely that the container positions will be different to those mandated by MarkIV. Naturally, moving already stacked containers to their new locations in the yard overnight is not an option and it can take a few weeks of routine service calls and simultaneous housekeeping before the yard resembles the desired stacking plan. The actual time taken will depend upon time and equipment available for housekeeping. In one terminal, it took about 6 weeks to completely refigure the yard in accordance with MarkIV output, with the minimum of housekeeping. The terminal at that time had a throughput of around 1.2 million TEU consisting of 95% transhipment over 9 weekly services handled on three berths with 8 cranes. After the 6 weeks the terminal had improved its productivity to over 30 mph/crane from the original 23 mph, despite inexperienced crane operators and it being the first ever greenfield terminal in the region.
The inherent yard/operations strategy is based on the most logical pattern of operations ensuring that the movement of containers between the quay, yard and gate, in both directions, and related stacking and un-stacking is well orchestrated to achieve smooth operations as well as the maximum productivity possible, taking into consideration equipment specifications and with due regard to operational safety. In fact, the productivity is limited only by the specifications of the equipment utilised and the skill of the operator, although, as per experience, the latter does not remain a barrier for long. Each move is pre-planned to the maximum possible extent and when input into the TOS, extracts the full value of the ex*****on capabilities of the TOS. It is important to note that MarkIV is not meant to replace the TOS but to enhance its performance and benefits.
VESSEL PLANNING
The vessel planning module is available for use with or without the Yard Planning module, although we recommend that both be used together for the best results.
MarkIV works in conjunction with the TOS to create optimised loading sequences for each crane assigned to a particular vessel. Vessel profiles need to be entered once for each vessel after which MarkIV’s inbuilt AI takes over the vessel planning process.
The LOAD LIST/INVENTORY (including yard locations of every container) and MOVEINS files for a particular service call are imported into MarkIV after which the Planner nominates cranes to the vessel bays to be loaded.
MarkIV assigns containers to the designated vessel slots with a view to minimise yard inter-stack shuffling whilst maintaining not only maximum stack weight but also weight ranges per row/slot. This results in the most optimized individual crane loading sequences. Depending on the number of containers to be loaded and the weight tolerance per bay assigned, the sequences can be generated almost instantly and the proposed stowage plan can be sent back to Central Planning for final approval as appropriate. Once approved, these sequences are fed back into the TOS for ex*****on.
BENEFITS OF DEPLOYING MarkIV
The deployment of MarkIV software in any container terminal will result in the following benefits:
Minimising shuffling moves
Minimising RTG lateral travel during vessel operations
Minimising mixing of external (road) and own (terminal) trailers and reduction in number of horizontal transfer equipment
Definite improvement in productivity regardless of size/type of container terminal
Most optimum utilisation of available yard slots which can lead to additional throughput. Depending on yard slot availability Mark IV offers three options in POD wise stacking - pure, mixed bays and mixed stacks.
The senior management, planning and shift teams will all be on the same page.
Leaves planners to handle exceptions rather than routine planning
No detrimental effects of personnel changes, particularly in the planning team
Improved planned maintenance schedules
Optimized resource utilization leading to substantial savings in both direct and indirect operational and maintenance costs. Cost savings are perpetual against the one time installation fees and expenses
Estimate a consistent minimum of 30 to 35 mph over the quay (subject to equipment specs) and a saving of at least USD 1 per move. Payback in a few months in most terminals.
The use of MarkIV can also highlight inherent yard design inconsistencies. In several terminals where the application has been shown, we have found flaws in terminal design parameters. This helps in setting goals for improvement for any future yard expansion or reconfiguration. It is an extremely useful tool to use to validate yard layout designs for greenfield sites.
Please contact [email protected] or [email protected] for more information.
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