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Edwin Van Hassel Hilde Meersman Eddy Van de Voorde Thierry Vanelslander 《Maritime Policy and Management》2013,40(2):192-208
In recent years, an increase in the size of the container ships could be observed. The question is how these larger ships will influence the total generalised costs from a port of loading to a destination in the European hinterland. The second question is whether a scale increase of the container ships on other loops, such as a loop from the United States to Europe, has the same impact on the generalised chain costs as on the loop from Asia to Europe. A derived question is which element of the total chain has the highest importance, and whether this balance varies as the ship size changes. In this article, a model is developed that allows answering the above research questions. The model is designed to simulate the cost of a complete loop of a container ship and of a chain that uses that same loop. For the chain cost simulation, the maritime part is determined by the loop. From the ports of loading and unloading, the port container handling and the hinterland transportation costs are also integrated. The model also allows calculating the total chain cost from a point of origin (either a hinterland region or a port) to a destination point (also a port or a hinterland region). An actual container loop of a container shipping company can be introduced in the model. An application is made to two existing container loops, namely from Asia respectively the United States to Europe. It turns out that changing ship does indeed lead to economies of scale, but also that the impact is larger on the Asia–Europe connection than on the US–Europe connection. Furthermore, the maritime component has the biggest share in the total chain cost, but as ship size increases, the shares start getting closer to each other. This research contributes to the existing literature in two ways. First of all, it quantifies the impact of the scale increase of container ships throughout the total chain. Second, this is done from a bottom-up engineering modelling approach. 相似文献
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Cigdem Kadaifci Umut Asan Seyda Serdarasan Umut Arican 《Maritime Policy and Management》2019,46(2):237-256
The choice of the port or terminal to perform transshipment operations is a critical decision for container transportation companies (i.e. shipping line companies). This choice is not only affected by transshipment costs but also by the location, infrastructure, equipment, and technologies of the alternative terminals. In this study, a rule-based integrated multi-criteria group decision making approach is proposed in order to support such complex decision processes which involve substantial uncertainties and subjectivities. The proposed approach involves simple mathematics and provides a flexible modeling approach close to human reasoning that is able to consider uncertain information and relationships of arbitrary complexity. To prioritize the sub-criteria affecting the choice of the most appropriate terminal and to assess alternatives with respect to these sub-criteria, the Analytic Hierarchy Process (AHP) based on absolute measurement is used. Then, to determine the most appropriate terminal, a Fuzzy Rule-Based System is developed, which adopts the scores of criteria (i.e. the total scores of sub-criteria) obtained by AHP as input. In order to demonstrate the applicability and effectiveness of the proposed approach, an application is presented for the choice of the most appropriate container transshipment port in Turkey for a shipping line company. 相似文献
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为评估新建巴布亚新几内亚科考瑞港的建设规模,构建由回归分析模型、腹地集装箱运输需求重力模型、多目标港口模糊评价模型和基于Logit模型的港口选择模型4部分组成的综合预测方法。对巴布亚新几内亚科考瑞港的腹地集装箱运输需求进行预测;并对腹地省份在不同港口的集装箱运量进行测算,从而科学合理地预测科考瑞港的集装箱吞吐量,为实施项目的必要性提供支持。该预测方法使用较少的基础数据即可比较科学客观地预测新建港口的集装箱吞吐量,能够较好地解决在不发达国家或地区统计资料缺失、安全局势不稳定导致腹地调研困难等情况下的吞吐量预测问题,为海外港口的建设、咨询项目提供帮助。 相似文献
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重箱堆场地下管网施工 总被引:1,自引:1,他引:0
重箱堆场作为集装箱码头后方的存储腹地,对集装箱的储运起着十分重要的作用。文章表明,在重箱堆场施工过程中,对地下管网施工,如何选择有效的施工方法,安排控制好相关工序的衔接,是保证重箱堆场工程有条不紊进行,确保施工进度与质量的重中之重。 相似文献
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依托锦州港集装箱运输特点和新建第二港池集装箱码头二期工程的具体条件,结合国内外集装箱码头新工艺、新技术开发情况。研究确定适合于锦州港发展的21世纪先进的集装箱码头装卸工艺方案。介绍轨道式集装箱龙门起重机(RMG)和轮胎式集装箱龙门起重机(RTG)2种集装箱堆场装卸设备,通过全面的技术经济比较,推荐采用RMG装卸工艺系统作为锦州港集装箱码头建设方案。 相似文献
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海港集装箱码头新型装卸工艺技术和模式的探讨 总被引:3,自引:0,他引:3
通过对国、内外海港集装箱码头新工艺和新技术开发研究情况的介绍,认为采用节能减排技术、新型高效的岸边装卸桥和堆场水平运输机械设备,建设自动化集装箱堆场(ACY)和全自动化的集装箱码头(ACT)已成为今后海港集装箱码头发展的方向.根据新时期我国海港集装箱码头发展的特点,提出集装箱码头和堆场装卸工艺模式创新的设想,并建议创造... 相似文献
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Port authorities generally focus on the development of the local port area and play a minor role in the development of port hinterlands, whereas shippers, forwarders, barge and rail operators have always been involved in the port-hinterland connection. The increasing importance of intermodal hinterland networks for the competitive position of ports has urged port authorities to become active in the hinterland. This new role has already been suggested by different academics. However, limited empirical evidence exists of port authorities taking stakes in inland terminals or developing transport services. Barcelona, as one of the leading port authorities in this respect, is used as a case study in this paper. The case study provides insight in the components and execution of the hinterland strategy of Barcelona. It shows that the strategy of the port authority of Barcelona and the consequent active involvement in the hinterland has had a significant impact on attracting container volumes from distant hinterlands and improving the accessibility of the port. 相似文献
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一年来,全国海事系统以科学发展观为统领,贯彻落实"安全第一、预防为主、综合治理"方针,围绕做好"三个服务"的要求,紧紧抓住水上安全监管作为加强交通行业管理切入点的契机,严格监管,规范管理,开拓创新,实施"十一五"海事发展规划迈出了坚实的步伐。 相似文献
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随着港口现代化与船舶大型化的发展,沿海集装箱港区的泊位装卸效率也在迅速提高,单线航道利用率也受到了影响。基于计算机仿真技术,建立沿海集装箱港区船舶进出港作业系统仿真模型,着重研究泊位装卸效率对单线航道利用率的影响规律,为港口规划和建设决策提供参考。研究结果表明:提升泊位装卸效率可提高单线航道利用率,港区在提升泊位装卸效率来增加港口通过能力的同时,要兼顾其对航道利用率的影响,否则将会导致航道利用率过高,造成航道拥堵,降低航道服务水平等级。对于实例中的港区规模,建议装卸效率提升幅度不宜超过13%。 相似文献
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阐述了如何缩短集装箱船舶在港停泊时间,增强码头堆场集装箱的周转能力,提高集装箱船舶的装卸速度等3个方面的见解,提出了一些具体的举措,这些措施对实现集装箱码头现代化、智能化管理起到了重要作用。 相似文献
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This paper seeks to develop a multi-commodity network model to analyse the flow of containers within the Asia Pacific context. The model is used to evaluate the impact of container throughput in Asia's port by varying terminal handling charges and turnaround time. The three main regions analysed are north-east Asia, east Asia (Chinese port region) and south east Asia. Using the model, it could be shown that Busan port, which is an important transhipment hub in north-east Asia, could boost the container activities in the north-eastern part of China by improving its service quality. It is also found that the efficiency of the land link between Hong Kong and mainland China plays a crucial role for the future of Hong Kong port. While Singapore port maintains its position as a transhipment hub in south-east Asia, there would be expected competition from neighbouring low costs ports. 相似文献
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Yang Zan 《Maritime Policy and Management》1999,26(4):369-381
In the competitive container cargo transportation market, shipping companies are drastically changing their strategy vis-a-vis routing and port choice by the formation of global alliances. In such a situation, the effectiveness of port management policy in persuading container liners to use the port is most important. The paper discusses port management policy in an equilibrium shipping market. A model is proposed to simulate the flow of foreign trade container cargo using game theory. It is used to explain the interaction of port management policy, shipping companies and shippers. 相似文献
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Port choice is an important issue to be investigated to ensure the effective integration of container supply chains and the sustainable development of regional economy. The selection of appropriate ports to facilitate shipping activities and international trade is crucial for many stakeholders, including shipping lines, port administrators, cargo shippers and national governments. The task is essentially a process of multiple criterion decision-making (MCDM) under uncertainty, requiring analysts to derive rational decisions from uncertain and incomplete data related to different quantitative and qualitative determinants. This paper aims at proposing a new conceptual port choice method by explaining the role fuzzy logic in evidential reasoning in a complementary way, in which various forms of raw data (either objective or subjective) collected to evaluate port performance can first be converted into and presented as fuzzy grades defined using linguistics terms with degrees of belief (DoBs) and second be combined using evidential reasoning to produce a port choice preference score. The method is applied to analyse the selection of major Northeast Asian (NEA) container ports from a shipping line’s perspective. The outcome, a port choice preference score, is calculated using evidential reasoning to directly synthesize the true estimation of the port with respect to each criterion and therefore, unlike a relative ranking index, keeps the ‘goodness’ of port evaluation, capable of benchmarking a specific port’s performance and monitoring the increase of its competitiveness in a longitude study with respect to an individual criterion or all the criteria as a whole. 相似文献
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《Maritime Policy and Management》2007,34(1):3-19
The marine terminal in general and the container terminal in particular is the physical link between ocean and land modes of transportation. Port capacity is commonly defined as the amount of cargo that can be handled by a port per time period, usually a year. For containers it is the number of processed containers per year, for bulk cargo-tons or pallets per year and for Ro-Ro cargoes-autos per year. As the number of ships and the amount of cargo passing through the port increase, a point is reached at which some elements of the port system are functioning near or beyond their maximum productivity rate. The concept that should direct the terminal capacity analysis is controlled by the terminal activity that determines the lowest capacity rate per unit of time, during one cycle of operation. Four performance measures are introduced in order to establish a recommended methodology that quantifies the port's quality of operation and also functions as a tool for decision makers to justify a required investment. The methodology should become a standard that might turn into a requirement for examining every port's level of service. 相似文献
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This paper seeks to develop a multi-commodity network model to analyse the flow of containers within the Asia Pacific context. The model is used to evaluate the impact of container throughput in Asia's port by varying terminal handling charges and turnaround time. The three main regions analysed are north-east Asia, east Asia (Chinese port region) and south east Asia. Using the model, it could be shown that Busan port, which is an important transhipment hub in north-east Asia, could boost the container activities in the north-eastern part of China by improving its service quality. It is also found that the efficiency of the land link between Hong Kong and mainland China plays a crucial role for the future of Hong Kong port. While Singapore port maintains its position as a transhipment hub in south-east Asia, there would be expected competition from neighbouring low costs ports. 相似文献