CÂU HỎI ÔN TẬP HỌC PHẦN QUẢN LÝ VÀ KHAI THÁC CẢNG CLCI. LÝ THUYẾT1.1. Slewing jib cranesQuayside cargohandling slewing jib cranes are designed to handle general cargo. They are able to lift loads of between three and 10 tonnes. The component parts include a pedestal, jib and drivers cab. The crane is designed to move on a rail track along the length of the quay permitting positioning. Quayside cranes have the ability to spot position the cargo by luffing and slewing of the jib. A hoisting winch allows the vertical movement of the crane hook which is attached to the hoisting cable. A quayside crane will undertake 12 to 20 cycles per hour.1.2. Mobile harbour cranesRather than investing in slewing jib cranes, todays ports will invest in mobile harbour cranes, which are versatile and allow for flexible positioning within the port. Mobile harbour cranes are built to undertake many cargo transfer tasks in the port. They can be equipped with different types of lifting arrangements including Container spreaders and bulk cargo grabs. The crane is controlled from a tower cab, whose position on the tower allows the whole operational area to be viewed. Crane manufacturers produce a series of mobile cranes with a lifting capacity ranging from six tonnes to 120 tonnes and a jib operational radius of between eight and 56 metres.1.3. Forklift trucks at general purpose terminalsThe forklift truck has become an indispensable piece of equipment used in generalpurpose cargo operations for the movement of pallets and cases. The forklift truck can be used both on the quayside and in the ships cargo holds. Its load capacity will be limited to between two and five tonnes. A forklift truck will be powered by diesel, battery or gas. The front end, to which the lilting forks are attached, can also be equipped with different attachments for handling specialist cargoes, including clamps for handling paper roils, poles for steel coil and drum handlers; spreaders for handling pallets and indivisible loads.1.4. WarehousesFor longterm storage, many cargoes require specialist care. The specialist warehouse may or may not be in the immediate port area. The specialist warehouse will be constructed for a specific cargo with known characteristics. Maximum use of the warehouse volume is important and is achieved by the use of vertical racking systems. Some cargoes, for example, tobacco and fruit need the warehouse to be temperature and humiditycontrolled. A secure environment is important for all cargoes, but especially for those which attract high levels of excise duty, for example, whisky and tobacco. Port warehouses may provide added value by the provision of bagging facilities for bulk cargoes.1.5. Mobile harbour craneA mobile harbour crane may be used at a small Container terminal having limited throughput. The lifting cycle and the rate of load and discharge of the mobile harbour crane is slower than that of the specialist quayside gantry crane. The flexibility and relatively low cost of a mobile harbour crane means it finds favour as a liftonliftoff appliance on the berths of small and developing ports.1.6. Tractor and chassis yard systemThe tractor and chassis system was the simplest of all yard systems. A trailer chassis, pulled by a tractor unit, allowed containers to be moved to and from the quayside Container gantry. The trailer chassis was stored in the Container yard prior to or after delivery. The chassis was equipped with locking devices to ensure the Container could be secured for road haulage. Use of the trailer chassis was very effective during the early days of containerisation when Container numbers and pressure on land area were limited. Due to the volumes of containers now being moved, a full tractor and chassis yard system has limited use.1.7. The straddle carrierThe straddle carrier is a complex transfer vehicle specially designed for moving freight containers within a Container terminal. It is used to Service the quayside shiptoshore gantry crane and stack containers in the terminal yard, up to four high and transport one over three. It is also used to loadunload road vehicles as well as select containers from the Container stack. The straddle carrier is a powered lifting frame capable of directional movement. It is equipped with a telescopic spreader between the legs of the frame, capable of lifting loaded Standard ISO Container types. The straddle carrier is usually diesel powered, although dieselelectric drives are growing in popularity. It displaces its weight over four pairs of pneumatic tyres.1.8. Forklift trucks at Container terminalsThe forklift truck is a flexible, sophisticated and expensive mechanical handling device. It is essentially a vehicle capable of,, lifting containers by a frontend arrangement, this can either be bottom forks or a toplift spreader. The forklift trucks used in Container terminals have a carrying capacity range between 28 and 50 tonnes and telescopic column extensions allowing a reach height of 13 metres. The specification of a forklift truck concerns travel speed, lifting speed, climbing ability, fuel consumption, axle loading and mast height. The power unit for forklift trucks used in Container operations is a diesel engine. Special attention in design is given to safety features including driver visibility and driver control systems.1.9. Rubbertyred gantry crane (RTG)Rubbertyred gantry (RTG) systems provide the facility for Container stacking between four and seven high and up to eight containers wide. They are used for Container terminals which have a medium throughput. They are powered by diesel engines. The rubbertyred gantry offers opportunit for a flexible terminal layout without the necessity for permanent rail infrastructure. The railmounted gantry (RMG) is used in port terminals which have a high throughput. They have a handling capacity of about 30 containers per hour. They are typically 80 feet high and 110 feet wide and can handle up to 10 rows of containers. In a Container yard, two RMGs will occupy a rail track which may have a length in excess of 400 metres. RMGs can be fully automated. Automated RMGs (ARMG) are employed at APMs new Container terminal at Maasvlakte 2, Rotterdam. The ARMGs are able to automatically load and unload road vehicles, place im port and export containers in the yard stack and transfer containers to the terminal automated guided vehicles (AGV).1.10. Container yard supportA Container terminal is a facility providing a package of activities and services to handle and control Container flows from vessel to road, rail or water and vice versa. It is the physical link between the ocean and inland modes of transport that forms the major node of any containerised intermodal transport system. Support facilities are provided at the terminal so that im port and export containers can be received, containers can be stored, customs inspections can be facilitated, condition reports established and equipment repairs undertaken. Office space is also required by participants to the Container terminal operation, including ships agents, Container company or consortia representatives, ship and terminal planners and the terminal operator. Social facilities are provided for terminal staff, including canteen and changing rooms.1.11. Open dry bulk storageMajor bulks such as iron ore and coal are stored open to the elements. The shape of the storage piles will be determined by the throughput, the land area available and the terminal handling equipment. There are five recognised storage pile shapes which are used in port terminal operations and, in ascending efficiency of land area used, are the conical pile, the radial pile, singlewind row pile, doublewind row pile and block pile. Conical and radial pile storage are used in port operations where throughput is small and port equipment is mainly of a portable type. Singlewind row, doublewind row and block pile are used on major bulk im port terminals where storage needs are both transitory and strategic.
CÂU HỎI ÔN TẬP HỌC PHẦN QUẢN LÝ VÀ KHAI THÁC CẢNG CLC 2021 I LÝ THUYẾT 1.1 Slewing jib cranes Quayside cargo-handling slewing jib cranes are designed to handle general cargo They are able to lift loads of between three and 10 tonnes The component parts include a pedestal, jib and drivers cab The crane is designed to move on a rail track along the length of the quay permitting positioning Quayside cranes have the ability to spot position the cargo by luffing and slewing of the jib A hoisting winch allows the vertical movement of the crane hook which is attached to the hoisting cable A quayside crane will undertake 12 to 20 cycles per hour 1.2 Mobile harbour cranes Rather than investing in slewing jib cranes, todays ports will invest in mobile harbour cranes, which are versatile and allow for flexible positioning within the port Mobile harbour cranes are built to undertake many cargo transfer tasks in the port They can be equipped with different types of lifting arrangements including Container spreaders and bulk cargo grabs The crane is controlled from a tower cab, whose position on the tower allows the whole operational area to be viewed Crane manufacturers produce a series of mobile cranes with a lifting capacity ranging from six tonnes to 120 tonnes and a jib operational radius of between eight and 56 metres 1.3 Fork-lift trucks at general purpose terminals The fork-lift truck has become an indispensable piece of equipment used in general-purpose cargo operations for the movement of pallets and cases The fork-lift truck can be used both on the quayside and in the ships cargo holds Its load capacity will be limited to between two and five tonnes A fork-lift truck will be powered by diesel, battery or gas The front end, to which the lilting forks are attached, can also be equipped with different attachments for handling specialist cargoes, including clamps for handling paper roils, poles for steel coil and drum handlers; spreaders for handling pallets and indivisible loads 1.4 Warehouses For long-term storage, many cargoes require specialist care The specialist warehouse may or may not be in the immediate port area The specialist warehouse will be constructed for a specific cargo with known characteristics Maximum use of the warehouse volume is important and is achieved by the use of vertical racking systems Some cargoes, for example, tobacco and fruit need the warehouse to be temperature- and humidity-controlled A secure environment is important for all cargoes, but especially for those which attract high levels of excise duty, for example, whisky and tobacco Port warehouses may provide added value by the provision of bagging facilities for bulk cargoes 1.5 Mobile harbour crane A mobile harbour crane may be used at a small Container terminal having limited throughput The lifting cycle and the rate of load and discharge of the mobile harbour crane is slower than that of the specialist quayside gantry crane The flexibility and relatively low cost of a mobile harbour crane means it finds favour as a lift-on/lift-off appliance on the berths of small and developing ports 1.6 Tractor and chassis yard system The tractor and chassis system was the simplest of all yard systems A trailer chassis, pulled by a tractor unit, allowed containers to be moved to and from the quayside Container gantry The trailer chassis was stored in the Container yard prior to or after delivery The chassis was equipped with locking devices to ensure the Container could be secured for road haulage Use of the trailer chassis was very effective during the early days of containerisation when Container numbers and pressure on land area were limited Due to the volumes of containers now being moved, a full tractor and chassis yard system has limited use 1.7 The straddle carrier The straddle carrier is a complex transfer vehicle specially designed for moving freight containers within a Container terminal It is used to Service the quayside ship-to-shore gantry crane and stack containers in the terminal yard, up to four high and transport one over three It is also used to load/unload road vehicles as well as select containers from the Container stack The straddle carrier is a powered lifting frame capable of directional movement It is equipped with a telescopic spreader between the legs of the frame, capable of lifting loaded Standard ISO Container types The straddle carrier is usually diesel powered, although diesel-electric drives are growing in popularity It displaces its weight over four pairs of pneumatic tyres 1.8 Fork-lift trucks at Container terminals The fork-lift truck is a flexible, sophisticated and expensive mechanical handling device It is essentially a vehicle capable of,, lifting containers by a front-end arrangement, this can either be bottom forks or a top-lift spreader The fork-lift trucks used in Container terminals have a carrying capacity range between 28 and 50 tonnes and telescopic column extensions allowing a reach height of 13 metres The specification of a fork-lift truck concerns travel speed, lifting speed, climbing ability, fuel consumption, axle loading and mast height The power unit for fork-lift trucks used in Container operations is a diesel engine Special attention in design is given to safety features including driver visibility and driver control systems 1.9 Rubber-tyred gantry crane (RTG) Rubber-tyred gantry (RTG) systems provide the facility for Container stacking between four and seven high and up to eight containers wide They are used for Container terminals which have a medium throughput They are powered by diesel engines The rubber-tyred gantry offers opportunit for a flexible terminal layout without the necessity for permanent rail infrastructure The rail-mounted gantry (RMG) is used in port terminals which have a high throughput They have a handling capacity of about 30 containers per hour They are typically 80 feet high and 110 feet wide and can handle up to 10 rows of containers In a Container yard, two RMGs will occupy a rail track which may have a length in excess of 400 metres RMGs can be fully automated Automated RMGs (ARMG) are employed at APM's new Container terminal at Maasvlakte 2, Rotterdam The ARMGs are able to automatically load and unload road vehicles, place im port and export containers in the yard stack and transfer containers to the terminal automated guided vehicles (AGV) 1.10 Container yard support A Container terminal is a facility providing a package of activities and services to handle and control Container flows from vessel to road, rail or water and vice versa It is the physical link between the ocean and inland modes of transport that forms the major node of any containerised intermodal transport system Support facilities are provided at the terminal so that im port and export containers can be received, containers can be stored, customs inspections can be facilitated, condition reports established and equipment repairs undertaken Office space is also required by participants to the Container terminal operation, including ships' agents, Container company or consortia representatives, ship and terminal planners and the terminal operator Social facilities are provided for terminal staff, including canteen and changing rooms 1.11 Open dry bulk storage Major bulks such as iron ore and coal are stored open to the elements The shape of the storage piles will be determined by the throughput, the land area available and the terminal handling equipment There are five recognised storage pile shapes which are used in port terminal operations and, in ascending efficiency of land area used, are the conical pile, the radial pile, single-wind row pile, double-wind row pile and block pile Conical and radial pile storage are used in port operations where throughput is small and port equipment is mainly of a portable type Single-wind row, double-wind row and block pile are used on major bulk im port terminals where storage needs are both transitory and strategic II DẠNG BÀI TẬP 2.1: Lập kế hoạch tác nghiệp phục vụ tàu A cập cảng B Các công việc liên quan thời gian phục vụ dự kiến sau: Tàu dự kiến đến phao “0” vào lúc 7h0 ngày Hoa tiêu dẫn tàu vào cảng 1,5 Chuẩn bị tàu lai dắt (maner) 30 phút Tàu cập cầu 30 phút Làm thủ tục nhập cảnh cho tàu 60 phút Chuẩn bị làm hàng (chuẩn bị cẩu, mở nắp hầm hàng, chuẩn bị dụng cụ xếp dỡ, bố trí cơng nhân ) Tàu làm hàng ngày Kết toán tàu 60 phút Làm thủ tục xuất cảnh cho tàu 60 phút Chuẩn bị tàu ma-ner 30 phút 10 Tàu rời cầu 30 phút 11 Hoa tiêu dẫn tàu rời cảng 1,5 30 phút KẾ HOẠCH TÁC NGHIỆP PHỤC VỤ TÀU A ST T 10 11 Bước công việc 10 11 12 Người thực Hoa tiêu dẫn tàu vào cảng Chuẩn bị tàu maner Tàu cập cầu Làm thủ tục nhập cảnh cho tàu Chuẩn bị làm hàng Tàu làm hàng TTr, hoa tiêu Kết toán tàu Làm thủ tục xuất cảnh cho tàu Chuẩn bị tàu ma-ner Tàu rời cầu Hoa tiêu dẫn tàu rời cảng Đội giao nhận Cảng vụ quan liên quan Công ty lai dắt Công ty lai dắt TTr Hoa tiêu, tàu lai Cảng vụ quan liên Đội công nhân xếp dỡ Đội công nhân xếp dỡ TTr, hoa tiêu, tàu lai TTr, hoa tiêu 2.2: Lập kế hoạch giải phóng tàu: Tàu A dự kiến xếp hàng với khối lượng phân bổ theo sơ đồ xếp hàng tàu sau: Hầm I Hầm II Hầm III Hầm IV Xi măng 1800 T Bách hóa 2000 T Xi măng 2600 T Bách hóa 1500 T Cẩu tàu làm ca Cẩu bờ làm 10 ca Cẩu bờ làm ca Cẩu tàu làm ca Cẩu tàu làm ca Cẩu bờ làm ca Thiết bị xếp dỡ: + cẩu tàu, suất làm hàng (xi măng = 200 tấn/máng-ca, bách hóa =150 tấn/máng-ca) + cẩu bờ, suất làm hàng (xi măng = 300 tấn/máng-ca, bách hóa = 200 tấn/máng-ca) (Mỗi hầm mở máng, cẩu tàu cẩu bờ) Giả thiết điều kiện khác thỏa mãn Hầm Khối lượng (tấn) Ca Ca Ca Ca Ca Ca Ca Ca Ca Ca 10 Ghi I Xi măng 1800 Cẩu tàu làm ca II Bách hóa 2000 Cẩu bờ làm 10 ca III Xi măng 2600 Cẩu bờ làm ca Cẩu tàu làm ca IV Bách hóa 1500 Cẩu tàu làm ca Cẩu bờ làm ca Ghi chú: Màu vàng – làm cầu bờ Màu xám – làm cầu tàu Trục đứng biểu thị khối lượng hàng hầm Trục ngang biểu thị thời gian làm hàng ... hoạch tác nghiệp phục vụ tàu A cập cảng B Các công việc liên quan thời gian phục vụ dự kiến sau: Tàu dự kiến đến phao “0” vào lúc 7h0 ngày Hoa tiêu dẫn tàu vào cảng 1,5 Chuẩn bị tàu lai dắt (maner)... cầu 30 phút 11 Hoa tiêu dẫn tàu rời cảng 1,5 30 phút KẾ HOẠCH TÁC NGHIỆP PHỤC VỤ TÀU A ST T 10 11 Bước công việc 10 11 12 Người thực Hoa tiêu dẫn tàu vào cảng Chuẩn bị tàu maner Tàu cập cầu Làm... bị tàu ma-ner Tàu rời cầu Hoa tiêu dẫn tàu rời cảng Đội giao nhận Cảng vụ quan liên quan Công ty lai dắt Công ty lai dắt TTr Hoa tiêu, tàu lai Cảng vụ quan liên Đội công nhân xếp dỡ Đội công