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全自动化集装箱码头具有高效、绿色、安全等突出优势。采用与自动化工艺系统相适应的交通组织尤为重要,以达到充分挖掘道路潜力、有效减少交通参与者的时间延误、提高路网通行能力的目的。结合洋山四期全自动化集装箱码头建设案例,采用高速公路立交设计方法,引进城市道路单向交通理念,对港外、港内道路进行路线方案设计并分配交通量,采用VISSIM仿真软件进行交通仿真模拟。研究结论如下:港区进出港闸口分开布设,港内主干道采用单向交通,港外道路节点立交并布设港外辅道。 相似文献
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结合集装箱码头物流系统的特点,本文提出采用面向对象的方法对集装箱码头闸口系统进行建模、仿真分析的思路。在简要回顾了国内有关外集装箱码头闸口系统的研究动态的基础上,介绍了当前国际上流行的仿真软件WITNESS的主要特点和功能,分析了其在集装箱码头闸口系统仿真的应用。之后,根据日照港闸口的仿真目的对闸口系统做了一定程度的简化,利用WITNESS仿真软件完成了闸口系统的仿真运行。同时,基于实际仿真运行过程和仿真模型测算吞吐量为150万TEU时的合理通道数,并预测此工况下的极限吞吐量,从而为闸口系统的规划设计提供理论依据。最后分析了本文局限性和进一步的研究方向。 相似文献
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黄骅港煤炭港区煤炭装船设计能力1.78亿t,近年码头通过能力一直维持在2.0亿t左右,港航系统能力非常紧张,急需对影响和制约港航系统能力的因素进行研究,提出提高港航系统能力的措施。为了合理确定港航系统能力,对煤炭港区码头和航道的实际运营数据进行统计、整理和分析,对船舶进出港规则进行研究,采用理论计算和计算机仿真分析的方法进行复核计算。结果表明,煤炭港区港航系统能力主要受码头、航道及其耦合匹配关系影响;煤炭港区在现状码头和航道条件下,通过提高泊位装船效率、增加待泊泊位及优化船舶调度,可以在一定程度上提升港区能力,但提升程度有限,并不能从根本上解决港区能力不足的问题;煤炭港区增加装船泊位是提升港区能力的根本途径。 相似文献
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为验证阿布扎比哈里发港集装箱码头二期项目工程工艺系统设计的合理性,利用面向对象建模的eM-Plant仿真软件对该项目设计方案下的码头整体作业、水平运输、箱区极限装卸和闸口通过能力4个方面进行仿真评估。结果表明工艺系统各环节布置基本合理。对设备调度和交通管理等给出操作建议,为营运方有针对性地进行生产管理和实现港区装卸系统高效运行提供指导。 相似文献
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<正>近年来,我国进出口贸易额持续增长,港口集装箱吞吐量不断增加,这对集装箱码头营运能力提出更高要求。闸口作为集卡进出码头的必经之处,是集港和提箱等集疏运作业的关键节点,其对集装箱码头陆运业务的重要性不言而喻。闸口作业效率是制约整个码头生产能力的重要因素之一,若闸口吞吐能力提高、通行速度提升,则码头整体作业效率必然得到优化。 相似文献
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杜慧敏 《中国远洋航务公告》2004,(8):36-36
2004年7月12日,盐田国际集装箱码头(盐田国际)三期配套工程之新闸口建成开通。新闸口共有29条通道,开通后码头进出闸通道将增至52条,极大地提高了闸口操作效率及处理能力。新闸口设进闸通道15条,出闸通道14条,各包括1条超高超宽道,且配备一个设有140个车位的大型停车场。此外,新闸口设有“港运通”卡刷卡机,拖车司机可自行刷卡、实现交费及打印操作指引自动化。新闸的开通,满足了码头未来发展需要。新闸口将充分使用明珠立交桥作为港外交通的枢纽,初步实现进出港交通与社会交通的分离,减少车流的相互干扰。功能完善的疏港立交与多车道闸口相… 相似文献
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Yong-Ki Koh 《Maritime Policy and Management》2001,28(2):109-123
The aim of this paper is to develop realistic and relevant investment planning models for inland container transportation systems. The models may be utilized to identify the most effective investment plan for inland transportation infrastructure development and to evaluate the inland container transportation system. The procedure enables determination of the optimal locations, sizes and time of container port developments as well as the optimal container cargo flows through transportation networks. A heuristic algorithm was developed for the purpose of evaluating alternative investment plans. Dynamic and linear programming methods are applied to each of the two planning problems: the former for the optimum container port capacity development problem and the latter for the optimal allocation of inland container traffic movements. The model has been applied to concrete inland container transportation system problems in Korea. 相似文献
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Yong-Ki Koh 《Maritime Policy and Management》2013,40(2):109-123
The aim of this paper is to develop realistic and relevant investment planning models for inland container transportation systems. The models may be utilized to identify the most effective investment plan for inland transportation infrastructure development and to evaluate the inland container transportation system. The procedure enables determination of the optimal locations, sizes and time of container port developments as well as the optimal container cargo flows through transportation networks. A heuristic algorithm was developed for the purpose of evaluating alternative investment plans. Dynamic and linear programming methods are applied to each of the two planning problems: the former for the optimum container port capacity development problem and the latter for the optimal allocation of inland container traffic movements. The model has been applied to concrete inland container transportation system problems in Korea. 相似文献
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在Logit动态的基础上建立了收费和通行能力的联合控制模型,通过控制时变的道路收费水平和通行能力,优化交通流的演化轨迹,使交通系统达到最优。通过简单的算例,在Logit动态的基础上对道路中的交通流进行分析和预测,进而对车辆进行诱导,从而达到交通管理的目的。 相似文献
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The main challenge for container ports is the planning required for berthing container ships while docked in port.Growth of containerization is creating problems for ports and container terminals as they reach their capacity limits of various resources which increasingly leads to traffic and port congestion.Good planning and management of container terminal operations reduces waiting time for liner ships.Reducing the waiting time improves the terminal’s productivity and decreases the port difficulties.Two important keys to reducing waiting time with berth allocation are determining suitable access channel depths and increasing the number of berths which in this paper are studied and analyzed as practical solutions.Simulation based analysis is the only way to understand how various resources interact with each other and how they are affected in the berthing time of ships.We used the Enterprise Dynamics software to produce simulation models due to the complexity and nature of the problems.We further present case study for berth allocation simulation of the biggest container terminal in Iran and the optimum access channel depth and the number of berths are obtained from simulation results.The results show a significant reduction in the waiting time for container ships and can be useful for major functions in operations and development of container ship terminals. 相似文献
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公路集疏运是港口集疏运的主要方式之一。针对大型集装箱港口吞吐量较大造成的近港主要集疏运道路拥堵问题,进行现状情况的分析研究,总结近港道路的交通特征和拥堵原因。在此基础上,采用节流和开源的方法,从降低小时流量和提高通行能力的角度出发,提出设置港外堆场的方式平衡公路流量和引入无人驾驶降低平均车头时距两个方面的措施。并以上海洋山深水港区为例,应用本文提出的改善措施,详述港外中转堆场规模、选址和在无人集卡运输要求下集疏运道路断面调整方案,计算得出"改善后集疏运道路服务水平显著提升"的结果,印证了本文提出措施的可行性,为港口集疏运规划决策提供思路。 相似文献
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The State-owned Spanish Port System (SPS) includes 46 ports for general use that are managed by the 28 port authorities distributed along the 8000 km of Spanish coast. SPS has not grown at a rate comparable to that of international maritime transportation. In our paper, we start from the hypothesis of a port system that appears to be oversized, subsidized, with regard to container traffic. Quantifying the maximum operational capacity of the different container terminals along the Spanish coast and their mooring capacities will provide the available dimensions for this type of traffic. In a second step, we will analyse whether SPS are sufficient (according to the perspective of international standards) to meet Spain’s needs, which is related to Spain’s strategic geographic location and its need to move containerized cargo for the domestic market. The paper concludes SPS has an oversized that limits competitiveness, which is indicated by the average transshipment ratio of approximately 50% and an average unweighted idle ratio of port facilities designed for container traffic of over 60% in the eight main ports. 相似文献
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