集装箱码头实际完成吞吐量与设计能力之间存在差异的原因探索

近年来,在我国集装箱码头实际运营中,泊位实际完成的集装箱吞吐量往往超过其设计吞吐能力。目前,深圳港专业集装箱码头交通部核定吞吐能力为345万TEU,而2002年深圳港实际完成吞吐量达到762万TEU,实际完成吞吐量与其设计吞吐能力存在差异较大。本文通过对深圳港集装箱码头运营情况的调研和分析,进一步探索其两者存在差异的原因。     

中韩集装箱码头泊位通过能力计算方法比较分析

首先介绍了中国大陆、中国香港和韩国三地现行的集装箱码头泊位通过能力计算公式，并从参数的选取、参数的取值和公式的结构三方面对计算公式进行了比较分析，指出了三地现行的集装箱码头泊位通过能力计算公式之间的差异，并通过实例分析指出了中国大陆目前还在采用的《海港总平面设计规范》（JTJ211-99）中的集装箱码头泊位通过能力计算公式存在的问题，揭示出集装箱码头年泊位实际吞吐能力超过设计能力的主要原因，并提出了相关建议。     

集装箱码头合理吞吐能力探讨

本文通过对盐田和蛇口两大集装箱码头的实际调研,论述超负荷运营状态所带来的负面影响,并在调研的基础上选取合理的核算参数,结合计算机仿真模拟计算,最终得出泊位的合理吞吐能力,并对集装箱码头实际完成吞吐量与吞吐能力之间存在差异的原因进行分析,最终提出港口建设规划的原则和思路。     

集装箱码头超负荷运营的负面影响

2002年深圳港在现有核定吞吐能力385万TEU的基础上吞吐量达到762万TEU,由于深圳港现有各港区陆域纵深、集疏运能力严重不足,码头公司不得不购买大量设备,增加相关设施和人力来应付市场的实际需要。通过对深圳港盐田国际、蛇口SCT和赤湾凯丰三大集装箱码头的实地调研,我们对超负     

集装箱码头装卸效率计算及参数取值分析

集装箱码头装卸效率是集装箱码头量化管理的关键指标.通过对企业的调研,总结出目前集装箱码头实际使用的装卸效率计算方法,并对计算方法中涉及到的参数取值进行了详细分析,给出了更能反映码头实际装卸效率的计算指标和参数取值的建议,以利于码头之间竞争能力的比较,方便船公司选择靠港码头.     

从深圳港看必须规范准确使用港口名称

深圳港自上世纪80年代兴建蛇口码头始,先后在蛇口、赤湾、妈湾、盐田等建设了9个港区、若干散杂货码头和集装箱码头,港口设施和吞吐能力达到了相当规模,2001年全港货物吞吐量达6500万吨,集装箱可达500万标准箱.     

“零翻箱”自动化立体堆场设计与码头总体布局

集装箱码头是内外贸集装箱货物的集疏运中心,码头的吞吐能力受堆场容量和作业效率的影响。针对集装箱码头堆场的翻箱倒箱问题,基于整个立体库场内每层堆场仅堆放一层重箱的理念,通过AI设计、情景假设、公式推算和数据分析的方法,设计出一项自动化立体堆场方案,并介绍各核心设备和功能区以及作业流程。结果表明,本方案可实现真正意义上“零翻箱”,同时能减少机械设备的配置、使用成本和碳排放量,有利于提升码头作业效率、吞吐能力和经济效益,有助于增强码头和港口企业竞争力。     

集装箱平均货物重量的取值问题

集装箱平均货物重量是设计计算集装箱码头、铁路和公路集装箱场站拆装箱库容量的重要参数。本文介绍在制定《内河集装箱码头工艺设计规范》过程中 ,确定集装箱平均货物重量取值范围的方法。     

招商港务的集装箱化之路

招商港务（深圳）有限公司是经营管理散杂货和集装箱码头的综合性港口运营企业，集装箱业务以内贸集装箱为主，内、外贸集装箱兼作。选择这样的集装箱发展道路，是因为综合考虑到招商港务（招港）的发展历史、码头硬件条件以及我们所处的市场环境等因素。目前，招港的集装箱年吞吐能力已达到150万标箱，其中，内贸集装箱的比重占到六成，是深圳唯一的内贸集装箱港区，同时，招港也是深圳最大的散杂货港口和中国华南地区最大的粮食中转港。     

世界港口

克里斯托瓦尔港集装箱码头吞吐能力将扩大5倍，巴拿马运河2006年船舶通行量，BLG物流将在不来梅港近郊建设新集装箱码头，日本邮船在世界上率先采用LNG集卡搬运集装箱，利物浦港建设新集装箱码头，世界主要码头经营者上半年集装箱吞吐量增长。[编者按]     

珠三角集装箱码头发展与香港关系的定量论述

针对不同层面关注珠三角集装箱码头发展与香港的关系,从香港、深圳港和广州港等集装箱运输发展现状及关系着手,结合广东省外贸集装箱生成量和珠江三角洲集装箱码头规划和建设情况,在不同情景下以顺向和逆向思维预测和定量分析香港与珠三角集装箱码头吞吐量之间的互补关系,探索它们之间共同繁荣、协调发展的平衡点.     

The decline of the U.K. merchant fleet: an assessment of government policies in recent years—a rejoinder to Goss's comment

In recent years, the Hong Kong port has been challenged by the emergence of the Shenzhen port. This gives rise to a concern that the high terminal handling charges (THC) levied by the Hong Kong terminal operators are undermining the competitiveness of the Hong Kong port. As the major container terminals in both Hong Kong and Shenzhen are operated by the Hong Kong terminal operators, the monopoly power of these operators is commonly believed to be the cause of the high THC in Hong Kong. The theoretical model developed in this study shows that the trigger point mechanism (TPM) used by the Hong Kong Government to control the supply of terminal capacity may be a source of such monopoly power. Two possible scenarios are considered in the model—Scenario 1 in which expansion of capacity is unconstrained (i.e. the Shenzhen port); and Scenario 2 in which expansion of capacity is constrained by TPM (i.e. the Hong Kong port). Under TPM, the Hong Kong Government commits not to grant the right to build new container terminals unless and until the demand for container handling services exceeds the current capacity by a certain amount, which provides the incumbent operators incentives to invest preemptively in excess capacity in order to block the entry of potential entrants. This model is supported by the empirical findings from this study. The results from this study suggest an urgent need for the Hong Kong Government to overhaul the current port development policy as a part of the effort to promote economic integration between Hong Kong and the Mainland China.     

洋山四期全自动化集装箱码头交通组织

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。     

外高桥现代集装箱港区规划与设计

上海港外高桥现代集装箱港区工程建设坚持可持续发展战略,创建了集装箱港区科学布置与港口高效运行的生产系统配置模式。港区的环境与景观体现了“自然、人与港口”和谐的主题。规划与设计的前瞻性和先进性,为港口运营不断适应集装箱运输的发展优势奠定了基础。外高桥现代集装箱港区建设与投产运营,标志着我国自行设计建造集装箱码头的能力和水平达到了世界先进水平。     

Simulation-based severe weather-induced container terminal economic loss estimation

Container terminals play a critical role in maritime supply chains. However, they show vulnerabilities to severe weather events due to the sea–land interface locations. Previous severe weather risk analysis focused more on larger assessment units, such as regions and cities. Limited studies assessed severe weather risks on a smaller scale of seaports. This paper aims to propose a severe weather-induced container terminal loss estimation framework. Based on a container terminal operation simulation model, monthly average loss and single event-induced loss are obtained by using historical hazard records and terminal operation records as model inputs. By studying the Port of Shenzhen as the case study, we find that the fog events in March lead to the longest monthly port downtime and the highest monthly severe weather-induced economic losses in the studied port. The monthly average loss is estimated to be 30 million USD, accounting for 20% of the intact income. The worst-case scenario is found to be a red-signal typhoon attack which results in nearly 20% decrease in the month’s income. The results provide useful references for various container terminal stakeholders in severe weather risk management.     

深圳港集装箱运输分析

深圳港是我国重要的集装箱运输干线港口。本文根据相关统计数据，分析深圳港集装箱运输的特点。     

半刚性基层沥青铺面结构在集装箱港区道路中的应用

将半刚性基层沥青铺面结构应用于上海外高桥集装箱港区道路,在国内尚属首创。针对港区道路的特点,结合上海地区水文、地质和建材供应条件及港区生产使用功能要求,通过调查分析和总结集装箱港区已建类似工程道路铺面结构使用情况,分析论证相关施工技术方案,并进行必要的试验,对于半刚性基层沥青铺面结构在应用过程中遇到的各种技术问题,提出了较系统的处理办法。     

An energy-cost approach for evaluation of operating systems in container terminals

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. Achieving this purpose, terminal operators have to choose the best operating system in the container yard. The decision on which equipment is used at container terminals depends on several factors. The purpose of this study is to provide a new decision making tool using the first law of thermodynamics. It considers a port as a control volume of a fluid system and models the port and its traffic on it. The results of this study evaluate container yard operating systems and set up a basis for decision making to select the best alternatives.     

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.