Transcript Diapositivo 1

DEPLOYMENT IN SINGAPORE
The problem of location that comes with this type of terminal, since: the port in
question will be able to receive large vessels, which although only provides a
stream to Earth on the order of 20%, leads to turn the heavy flow of road
vehicles in the operations of the terminal input and output that can probably
cause major impacts on roads in your dump. On the other hand, a large port
terminal, located in a strategic position, close to road infrastructure and other
services and should not be too far away from these sites.
Movement of vessels allowed entry
zone prefacing
The maritime access to this type of terminal, with the characteristics of rapidity of ship calls to give reason, must be drawn up so that
the entry of a ship into port, do not force the remaining immobilisation of vessels almost wishing to turn also to enter or leave their
docks. A way of making this work will be the creation of a maritime area in immediate periphery to the pier, corresponding to a length
and a half to the maximum size set for each category of vessel, allowing the entry of the vessel at the wharf in security, granted
another maritime corridor with the width of one and a half times the length of the ships of the highest category in order to allow
movement in both directions of any ship on the outskirts following this container terminal.
This terminal, in view of their functional obligation, receiving calls from ships coming from all directions and all of the time, but also for
security reasons, you must have multiple entries in the valance access Port.
As well intended functioning throughout the year and at any time, regardless of the State of the sea beyond the shape of the wharf to
protect ships from the aspect of trepidation, from wave motion (effect known as swell). This port should be protected by breaking
seas, by its proximity to the ocean sea currents.
Deployment in Singapore and Light to
navigation of the ships
Methodologies to plan and manage the operations of the port:
1 - Methodologies to plan and manage the operations of the port, will be based
on just-in-time philosophy with mathematical programming and simulation,
providing parameters in terminal organization, such as the occupancy rates of
the piers and equipment. Will consist in the definition of the targets of each
container, to be represented by places and transitions, represented by colors
corresponding to traffic routes, designated by "duly selected area“.
• 1.1 - “Docks in cot indentation”, allow the vessel is loading and discharged
by both sides at the same time, as shown in figure 2, berthing areas
containing (approach) also available from both sides next to the cranes,
which facilitates the logistics plan. The transportation between the dock and
the lease is made for terminal tractors, as well as the Organization of
containers in the areas of soft start (approach) and the transfer between the
connections to the hinterland. Another advantage of this system is to
minimize the delay in withdrawal and entry of the container ship, the aspect
of protecting the ship shake, an undulating movement came from the Sea
(effect known asswell).
figure 2 –Docks in cot indentation in Ceres-Paragon
The proposed system
In Conclusion: the proposed
system of using infrastructure to
withstand changes of volume
and time available (20%, Table
"15") and adopting a model of
quay (30%, Table “18”), allow
the door of the container a quick
unwinding of loading and
unloading
container
ships,
providing at the same time a
tolerance of approximately 50%
of
the
time
of
charging/discharging
cycles,
which
includes
removal
(movement of containers in the
own vessel).
--- Thus forming, operating
three versions, for use in
proportion to their ability:
a) Day-to-day operation (63% of
its capacity);
b) The day-to-day operation of
ancillary facilities (73% of its
capacity);
c) Operation on the edge of the
robustness of resources and
pier
of
embarkation
and
disembarkation (100% of its
capacity);
Duly selected area:
FIFTH FLOOR PLAN
FOUR-FLOOR PLAN
THREE FLOOR PLAN
TWO FLOOR PLAN
PLAN OF THE FIRST FLOOR
PLAN OF GROUND FLOOR
Duly selected area - Types of transfer:
a) Immediate transfer or fast moving:
1 - For other related ship, moored at the pier (green) or Duly selected area Nº 1;
2 – To Earth and to be transported by truck, waiting on the pier (blue color) or Duly selected area Nº 2;
b) Secondary transfer or storage:
3 – Going to the store and wait for other related ship, moored in dock not yet (orange color) or Duly selected area Nº 3;
4 - Going to the store and wait for the transported by lorry, not yet present on the pier (pink) or Duly selected area Nº 4;
Storage and retrieval of containers (TEUs):
Distribution of Nº de TEUs in the some floors
PLAN OF GROUND FLOOR
…
PLAN OF THE FIRST FLOOR
TWO FLOOR PLAN
THREE FLOOR PLAN
FOUR-FLOOR PLAN
FIFTH FLOOR PLAN
Loading/unloading operation and Characterization of the
functioning of the Areas Duly selected:
Loading/unloading operation:
Terminal tractors or trucks loaded are in queue to be unloaded by crane (Portêiner), which removes the container lorry, putting then
on the vessel. The discharge time of truck is less than the loading time of the ship, for the reasons already explained in the landing
operation. It is important to note that the removal of the ship's container to the truck and the truck container removal for the boat tend
to the same value, which is approximately two minutes and twenty four seconds (25 mph), values that were determined to be
extreme in the various surveys carried out by our team, at the loading/unloading operation in all types of category of vesselwhile at
the other end was given over the three and a half minutes, to the similar operation (used as reference values).
Characterization of the functioning of the Areas Duly selected
Result:
- The patio/transfer Quay in duly selected nº. 1, the average time of transition from container corresponds to 0,04m,13s, with a
maximum of 0,07m,36s and a minimum of 0,01 m,51s.
- And in the transfer from the pier/Jetty in duly selected paragraph 1.1, the average time of transition from container corresponds to
0,03m,34s, with a maximum of 0,05m,38s and a minimum of 0,01 m,08s.
-In the storage and retrieval of containers in the area duly selected No. 1, the average time of transition from container corresponds
to 0,06m,26s, with a maximum 0,07m,43s and a minimum of 0,05m06s, excluding the wait time in the warehouse.
- In duly selected nº. 2 - The discharge gate provides the movement directly from about 6% of the containers (34.024 TEU/4 days)
out of the container terminal, on a range of mean 0,19m,09s/TEU, from 0,08m,28s/TEU to 0,29m,42s/TEU, not affecting the function
of warehouse.
- The patio/transfer Quay in duly selected nº. 3, the average time of transition from container corresponds to 0,17m,46s, with a
maximum 0,27m,40s and a minimum of 0,10 m,24s.
-In the storage and retrieval of containers in the area duly selected nº. 3, the average time of transition from container corresponds to
0,06m,44s, with a maximum 0,08m,41s and a minimum of 0,05m,29s, excluding the wait time in the warehouse.
- The patio/dock transfer (one way) in the area duly selected nº. 4, the average time of transition from container corresponds to
0,07m,45s, with a maximum of 0,12m,47s and a minimum of 0,02m,02s.
- In the storage and retrieval of containers in the area duly selected nº. 4, the average time of transition from container corresponds
to 0,06m,44s, with a maximum 0,08m,41s and a minimum of 0,05m,29s, excluding the wait time in the warehouse.
Infrastructure Aspects of movement:
-Apart from the aspect of all road traffic having to follow a direction of movement control, speed and intensity of traffic (as in peak
values have a circulation of about 5902 trucks and terminal tractors per hour). This monitoring shall be drawn up by a system of
traffic lights, with indications of compulsory speed and another system of controlled traffic routes (avoiding the movement of vehicles
by locations that should not, indicating the number of the area duly selected by where each vehicle can move).
- Controlled speed of movement, will be generally 35 Km/h (only bypassing this value where necessary to cover involuntary delays,
and may be established with the same level of security up to 50 Km/h), making the trip safer and more economical circulation
possible for this type of vehicles. At the same time road traffic ramps linking the various floors of the terminal, will not have their
inclination exceeding 3%, following the same criteria of consumer economy.
Road freight
Environmental and financial sustainability:
Result of consumption and energy gains and costs involved with the operation of container terminal:
Estimate of the amount of workers needed:
The key performance indicators (KPIs):
4 - Completing the key performance indicators (KPIs), finished containers, are characterized by the amounts derived from the
following (KPIs):
Other key indicators that could help for better understanding of this proposal: