共查询到19条相似文献,搜索用时 750 毫秒
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港口工程各种混凝土结构、构件常年处于不利的海洋环境中,受海浪冲击、盐类腐蚀和氯离子对钢筋锈蚀,极易发生腐蚀破坏,影响码头的使用功能和结构的安全性。本文重点介绍了对日照港10万t煤码头腐蚀破损的混凝土结构和构件维修的施工工艺。 相似文献
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随着液体化工码头输送物料品种的增多,很多腐蚀介质的输送不能采用传统的金属管道.分析、总结了某化工码头成功使用孔网钢带聚乙烯复合管输送31%盐酸的经验,证明选用合适的非金属管材能保证输送过程的安全、不泄漏.为液体化工码头腐蚀介质的输送提供了管材选用参考. 相似文献
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日照港10万吨级煤炭出运码头于1986年5月投产使用。由于码头所处环境恶劣及建设时设计规范的局限性,目前煤码头混凝土构件已出现不同程度的腐蚀和损坏,其严重程度已影响到码头混凝土结构的耐久性,危及码头混凝土结构的安全,需进行全面维护整修。本文以该码头为例,对港工混凝土结构腐蚀损坏的成因及维护对策作一些分析、探讨。 相似文献
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对海港码头钢筋混凝土建筑物处于海洋环境中存在的各种腐蚀原因进行了分析,阐述了防腐的必要性,介绍了预防腐蚀的几种方法。 相似文献
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This paper develops a theoretical model to analyze the congestion internalization of the shipping lines, taking into account the ‘knock on’ effect (i.e. the congestion delay passed on from one port-of-call to the next port-of-call). We find that with the presence of the knock-on effect, liners will operate less in terminals, and an increase of a liner’s operation in one terminal will decrease its operation in the other. If the liners are involved in a Stackelberg competition, whether they operate more or less in a terminal under the knock-on effect depends on the comparison between the marginal congestion costs of terminals. Furthermore, we find that the coordinated profit-maximizing terminal charges are higher than both the socially optimal terminal charges and the independent profit-maximizing terminal charges. When the knock-on effect is small, the independent profit-maximizing terminal charges are set at higher levels than the socially optimal terminal charges; but when the knock-on effect is sufficiently large, this relationship may reverse. Besides, the capacity investment rules are the same for welfare-maximizing terminal operator and coordinated profit-maximizing terminal operator, while independent profit-maximizing terminal operators invest less in capacity. The larger the knock-on effect, the larger this discrepancy. 相似文献
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ABSTRACTTo improve the security and efficiency of terminal operations, a key issue for land area layout at a foreign trade container terminal is to plan and design an inspection area. Since it directly affects terminal traffic, while determining inspection area site selection, we should pay a great attention to operations and management of terminal traffic as well as container inspection. This paper employs a system decomposition technique to develop an integrated simulation framework, which enables us to flexibly obtain the whole picture of terminal traffic conditions and evaluate traffic impacts of inspection area site selection. A real-world terminal with typical patterns of land area layout is chosen to carry out a case study, which shows that traffic flow is unevenly distributed on the terminal road network and that the distribution is influenced by truck streams at the terminal. New findings also include: (1) traffic volume at the terminal apron is rather unbalanced in association with the non-continuous utilization of berths; (2) a proper inspection area should be located near the gate if the terminal conditions permit from the perspective of terminal traffic. This work may provide a decision-making reference for the planning and construction of foreign trade container terminals. 相似文献
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全球集装箱码头自动化发展趋势已日渐明显,将冷藏箱纳入码头自动化管理系统的需求必不可少。研究对冷藏箱进行监控、管理的方法,利用CAN总线将终端设备及控制器组网,实现对冷藏箱温度、工作状态及耗电量的7×24 h监控,并结合境外某集装箱码头,给出一种基于CAN总线及光缆组网方式的冷藏箱监控管理系统解决方案,以实现实时监管,降低人工操作成本,提高整个集装箱码头自动化管理效能。 相似文献
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从码头型式和码头前沿装卸工艺两方面提出了提高长江中上游斜坡码头装卸效率的措施,并对文中所提出的各种装卸工艺系统进行了码头通过能力计算,以供长江中上游集装箱码头改建和新建时参考。 相似文献
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Hang Yu Jihong Chen Lihua Luo Ding Liu Caimao Tan 《Maritime Policy and Management》2018,45(6):770-786
The degree of container dispersion at a transhipment terminal is measured by an index termed container location dispersion, which represents the range, both horizontal and vertical, of all containers for ship loading that are scattered in the yard. First, this paper identifies the impacts of container location dispersion on loading performance with insufficient or sufficient equipment deployment in real-life settings at a terminal. Then, we investigate those scenarios with different levels of interference. This research aims to explore the relationship between the container location dispersion and Gross Crane Rate (GCR) stability at a transhipment terminal and proposes a discrete-event driven simulation model for this purpose. All data in our experiments are extracted from the terminal operation system at a real-life container terminal. It is concluded from a series of experiments that the container location dispersion well captures the overall performance of container terminal handling and can be used for yard template optimization and management. Implications of this investigation are discussed in the context of the yard template design and improvement in the overall performance of a container transhipment terminal. 相似文献
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Evangelia N. KaselimiAuthor Vitae Theo E. NotteboomAuthor Vitae Athanasios A. PallisAuthor Vitae Sheila FarrellAuthor Vitae 《Research in Transportation Economics》2011,32(1):71-80
The decision on the scale of a port terminal affects the terminal’s managerial, operational and competitive position in all the phases of its life. It also affects competition structures in the port in which the terminal is operating, and has a potential impact on other terminals. Port authorities and terminal operators need to know the scale of the terminal when engaging in concession agreements. In economic theory the scale of a plant/firm is typically defined in relation to the Minimum Efficient Scale (MES), the long-run output where the internal economies of scale are fully exploited. However, there are a number of theoretical and empirical indications that in ports the scale of a terminal is commonly guided by a combination of the MES and other determining factors. The “preferred” scale is the result of a complex interaction between the MES, the port governance framework and objectives, the market size and structure, technological change and operational considerations, physical and geographical limitations, and the business patterns of shipping lines. This study analyses the factors resulting in a preferred container terminal scale that in most of the times is different from the MES. The analysis of the technical, market-related and governance-related factors is supported by theoretical and empirical insights that illustrate the presence of a range of actual ”preferred” scales of terminal concessions that usually are different, below or above, MES. 相似文献
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Y.H. Venus Lun Michael BrowneKee-hung Lai Christina W.Y. WongT.C.E. Cheng 《Research in Transportation Economics》2011,32(1):64-70
Container shipping and its related service sectors help accelerate globalization of the world economy. This industry has been experiencing rapid growth, prompting container terminal operators to increase their handling capacity in response. Providing container terminal services requires substantial capital investment in physical assets such as cargo handling facilities and information systems. On the other hand, operating container terminals is a long-term investment that typically spans several business cycles. Hence prudent asset management using appropriate tools is critical for container terminal operators to sustain their businesses. Generally, due to risk-adverseness, investors are unwilling to take more risk in their investment unless they can reap a higher return. Contrary to this argument, this study finds no direct influence of better firm performance as a proxy of higher return on business risk-taking by container terminal operators. Instead, scale of operations is positively associated with business risk-taking, suggesting that container terminal operators with a larger scale of operations are willing to take more business risk. 相似文献