Optimal handling capacity at a berth

In a recent paper Wanhill [1] described a method for determining the number of berths that should be provided at a port so that the total usage cost would be minimized. However, in many situations a port will provide a single specialized berth to cater for a particular type of cargo; for example, the unloading of iron-ore at a steelworks or the discharge of oil at a general cargo port. The problem then is not one of deciding on the number of berths to be built but rather that of finding the optimal cargo handling capacity for the single berth available. A model is presented in this paper indicating how such a decision may be made, and two examples give approximate lower and upper bounds for the optimal capacity for many practical cases. A second paper will show how a theoretical model often has to be modified in the light of particular circumstances.     

A Study in Port Planning: The Example of Mina Zayed

The correct number of berths that a port should provide is solved by a model which minimizes the total port usage cost in terms of the costs of berth provision and the costs accruing to ships from time spent in the port. This model is then applied to Mina Zayed in the Arabian Gulf as an aid to future planning, and from different sets of cargo forecasts an optimal stategy is derived using a game-theoretic approach.     

A Study in Port Planning: The Example of Mina Zayed

The correct number of berths that a port should provide is solved by a model which minimizes the total port usage cost in terms of the costs of berth provision and the costs accruing to ships from time spent in the port. This model is then applied to Mina Zayed in the Arabian Gulf as an aid to future planning, and from different sets of cargo forecasts an optimal stategy is derived using a game-theoretic approach.     

天津港老旧码头加固和加深改造

船舶大型化可降低货物的海运成本,也要求港口设施随之向深水化、大型化发展.近年来由于大型深水泊位数量有限,不少港口采取将大船减载后靠泊小吨级码头的作业方式,以解决燃眉之急,这种作业方式虽然能取得一定的经济效益,却带来很多安全隐患,尤其是对于使用年限已久的老旧码头,需注意及时进行加固改造,通过对近年来天津港老旧码头泊位加固...     

基于模拟减少集装箱船待港时间的实用方法(英文)

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.     

秦皇岛港航道通过能力仿真研究

采用工程仿真软件SIMIO分别对秦皇岛港10万吨级航道及规划的20万吨级航道的通过能力进行模拟。首先用2014年秦皇岛港泊位和航道设施及到港船舶数据对模型进行验证,得到的年到港船舶数及航道货运量与实际统计结果基本相符;结合仿真结果,对两航道的货运量、船舶平均待泊时间AWT以及港口服务水平随船舶平均到港时间间隔的变化趋势进行分析;讨论了航道及泊位利用率随港口服务水平的变化;针对10万吨级航道,对比了仿真与航道利用率法的年通过能力结果,并指出确定航道通过能力时考虑港口服务水平及港内作业各环节相互关联性的必要性。     

船期可安排时货物的在港成本

根据货物在港成本的主要组成内容,说明对于给定的年运量,不同的船期安排规则将产生不同在港成本的原因,进而提出船期可以均匀安排的情况下,大型专业化泊位的货物在港成本随年运量的变化曲线。该曲线可为此类泊位的建设和运营决策提供参考。     

洋山深水港区二期工程简介及与一期工程之异同

上海国际航运中心二期工程是在总结一期工程设计施工经验的基础上,依据二期工程所处小洋山本岛前沿陆域纵深相对较小,港区陆域欠规正,成陆地基有山体基岩和深层淤泥等复杂条件,遵照“归顺水流,减少淤积,安全靠泊”的原则及与一期工程可合并经营、统一管理,也可分开管理、独立经营的原则进行港区布置。实现了同一期码头前沿一致的-16m水深,加长了泊位长度,优化了设备选型,提高了泊位通过能力。同一期工程比较,用每个泊位相对较低的投入取得了更高的吞吐能力与经济效益。     

关于小泊位靠大船问题的探讨

随着船舶大型化的快速发展,许多港口泊位常常出现不得不靠泊超出自身原设计船型的大型船舶,即＂小泊位靠大船＂的现象。通过对这种情况的分析研究,重点介绍验算码头的主尺度和按不同结构型式校核、验算其结构稳定性、强度及受力情况的方法,以便在最大限度地发挥＂小泊位＂作用的同时,保证其使用安全。     

A break-even model for evaluating the cost of container ships waiting times and berth unproductive times in automated quayside operations

The planning, design and development of a container terminal with optimum size and capacity and with a minimum capital cost is fundamentally dependent upon the loading and discharging operations at the quayside. The quayside function of container terminals is dependent basically on the number of berths available to service the incoming container ships. The objective of the container terminals dealing and admitting the ongoing ship calls is to provide immediate berth and loading and discharging services to the container ships with a minimum costly waiting time and a maximum efficiency. Previously terminal planners used to build extra berths to provide service. During the last two decades the terminal operators have adopted automation technologies in loading and discharging operation of the container ships as an alternative to designing extra berths. Ship owners naturally expect least waiting times for their container ships. On the other hand, it is also natural for port operators in a container terminal with costly facilities to see a high berth occupancy and productivity at the quayside. This study uses queuing theory to find a break-even point as a way of evaluating the cost of container ship waiting times and the cost of berth unproductive service times for container terminals aiming to automate their quayside operation. The analysis illustrates that automation devices installed on conventional Quayside Cranes (QSCs) significantly reduce the turnaround time of the container ships calling at the ports. It argues, however, that there should be a balance between the cost of berth unproductive service times and the cost of vessel waiting times. The study introduces a break-even point to be considered as a benchmark for calculating such a balance. The analysis in this study can be used as a decision tool for the operators of container terminals in the medium to small ports to appraise the feasibility of an investment in automation or expansion of the quayside facilities.     

基于条件期望的港口货物吞吐量预测模型的建立与分析

为了有效预测港口货物总吞吐量的大小,利用条件数学期望提出了港口货物总吞吐量的预测模型.由于货物总吞吐量的变化与到达港口的货运船数目以及装卸设备的工作效率有密切关系,构造一个关于到达港口的货运船数目以及装卸设备的工作能力组合而成的复合变量,货物总吞吐量是这些复合变量所表示的货物装卸量的和.应用全概理论,得到货物总吞吐量的概率分布.在此基础上,将未来货物总吞吐量看作已完成吞吐量的条件期望.利用增长函数得出港口货物吞吐量的预测模型.以山东地区某港口的货物吞吐量变化规律进行了案例分析.理论分析和案例分析均表明该模型是预测港口货物总吞吐量的有效方法.     

A game-theoretic analysis of competition among container port hubs: the case of Busan and Shanghai 1

Countries throughout the world, and especially within Asia, are investing heavily in container port infrastructure in the hopes of capturing a larger share of global shipping activity for their economies. Many existing ports are emphasizing developing the capacity to serve as a hub port, building deepwater berths with large terminals to facilitate transfer of containers from feeder ships to mother ships for intercontinental transport. We develop a game-theoretic best response framework for understanding how competitor ports will respond to development at a focus port, and whether the focus port will be able to capture or defend market share by building additional capacity. We apply this model to investment and competition currently occurring between the ports of Busan and Shanghai.     

营口港仙人岛港区LNG码头选址规划方案

仙人岛港区是环渤海地区重要的大型综合性港区,属于双堤环抱空间格局,规划大型泊位多,船舶流量密集。LNG码头具有一定的特殊性和排他性。针对在环抱式港池内LNG码头选址和规划存在的问题,以仙人岛港区为例,集成利用多项模型技术研究通航安全、通航影响、陆域安全、泊位布置和空间利用等,提出LNG码头选址、码头泊位及水域布置方案,对仙人岛港区建设LNG码头起到了关键技术支撑。     

单航道多泊位的液化天然气码头建设规模仿真研究

液化天然气(LNG)船舶进出港时通航排他性强,有必要进一步研究LNG码头适宜规模,以科学引导大型LNG接收站建设.基于多智能体信息交互的港口运营系统仿真方法,建立单个LNG港址单向专用航道模型,研究高负荷状态下2～6个LNG泊位时的船舶进出港及接卸作业全过程,评估LNG船舶相互影响状况下的进出港效率.结果表明,基于目前一般通航规则,单个港址LNG泊位数量2个较优,3个相对平衡,不宜超过4个.当达到4个泊位时,船舶进出港效率明显下降,潜在运营风险较高;且随着泊位数量进一步增多,效率会持续下降.     

环渤海地区港口LNG运输特点及泊位合理通过能力研究

基于对环渤海地区天然气消费现状和供应格局的分析,指出环渤海地区海运进口液化天然气(LNG)在冬季需求集中、LNG泊位淡旺季利用不均衡等运输特点。根据区域LNG运输特点和现状泊位利用率情况,进一步分淡、旺季对LNG泊位利用率进行了细化研究。结合沿海LNG船型发展现状及发展趋势,对LNG泊位通过能力计算参数进行设计。在此基础上测算出近中期环渤海地区LNG接收站泊位通过能力达500万～550万t较为合理,并提出未来泊位能力挖潜方向。研究结论可对区域LNG相关港口规划和设计工作提供参考依据。     

船舶靠泊组合下的泊位年通过能力仿真研究

对某改扩建的油码头，首先采用基于设计规范的设计方式对泊位年通过能力进行初步计算。由于任意泊位停靠船舶的船型大小会对其它泊位停靠船舶的船型大小产生一定约束（即船舶靠泊具有组合约束），考虑到这类船舶组合靠泊对码头泊位年通过能力的影响，引入仿真技术对船舶靠泊组合约束下的码头泊位年通过能力进行仿真计算，并将仿真数据与基于设计规范方式得到的数据进行比较和分析，为船舶靠泊组合约束下的泊位年通过能力的计算提供新思路。     

The Port of Melbourne Authority's pricing policy: its efficiency and distribution implications

The objective of this paper is investigate the extent to which the new (revised) pricing policy has improved the level of efficiency at the Port of Melbourne and to assess the contributions of the underlying factors of port efficiency. Further, it attempts to examine the distribution implications of the pricing policy between the major port users (i.e. shipowners and shippers) and its revenue implication for the Port of Melbourne. Using a conceptual framework derived from economic theories, in-house data and responses from the port users, the study reveals that the efficiency impact has been considerable and varied between berths; land transport links and crane productivity improvements were the major factors of the port's overall efficiency; the initial losers have been the shipowners and initial gainers the shippers; however, the gains have been limited and in some cases have been offset by the introduction of higher port service charges; in the long run it is likely that the shipowners and shippers' situations will be unchanged while the Port of Melbourne will lose revenue due to improvements in berth productivity uncompensated by greater traffic volume.     

Analysis of the continuous berth allocation problem in container ports using a genetic algorithm

The optimal usage of berths plays a key role in raising the efficiency of container terminals. The berth allocation problem in a container terminal is defined as the feasible allocation of berths to incoming ships such that the total time that elapses between the arrival of the ships to their exit from their berths is minimized. In the transportation literature, the latter problem is usually formulated as a mixed integer programming model. Optimization methods, like the branch and bound algorithm, are efficient ways to solve this model but become absolutely unusable when the size of the problem increases. An advanced search method such as GA may be suited to such a situation. In this paper, a genetic-based algorithm is proposed for the problem. Computational results for two test problems (a small and a large-sized problem) are also presented. The results from the small test are also compared with the results obtained from the branch and bound algorithm.     

舟山北部水域大型泊位规划对通航效率影响的仿真模拟研究

远期规划的舟山北部水域大型泊位高达50余个。进港航速低、历时长、乘潮和靠泊时间窗口要求特殊,是大型船舶影响港口通航效率的主要因素。在现状及近、远期港口规划条件下,基于Arena仿真建模方法,构建舟山北部水域大型船舶进出港仿真模型,定量统计分析不同阶段大型泊位规划对船舶通航效率的影响。结果表明:近、远期规划实施后大型船舶流量增加33%和65%,远期规划中黄泽作业区的船舶平均等待时间较现状增加约10.5 h,小洋山作业区和鼠浪湖作业区分别增加约0.5 h和2 h,对通航效率整体影响有限。     

青岛港前湾港区四期工程1#～4#泊位关键技术

青岛港前湾港区四期工程位于前湾港区南岸,规划10个专业化集装箱泊位。1#～4#泊位平面布置基于10个泊位进行统筹设计,其中1#～4#泊位设计泊位长度1 320 m,为国内最深的专业化集装箱泊位。码头前方配置了当今最大型的双40 ft集装箱岸桥,堆场作业采用双悬臂式轨道式场桥。地基处理方式以因地制宜、因时制宜为原则,处理方法多样。道路面层采用改性沥青混凝土路面,替代了常规使用的水泥混凝土或高强连锁块路面。生产运营自动化程度高,管理系统先进,轨道场桥预留全自动化控制系统。设计中全面树立建设"资源节约型、环境友好型"港口的理念,从细节上入手,广泛采用各类环保、节能措施和设备。