合理选择18000 TEU级超大型集装箱船的方形系数

为了得到18 000 TEU级超大型集装箱船合理的方形系数,使用经验公式法计算某18 000 TEU级超大型集装箱船的每日总油耗和每日单个集装箱平均油耗,由计算结果分析获得18 000 TEU级超大型集装箱船最佳经济效益的方形系数范围,提出具有可行性的超大型集装箱船方形系数选取方法。     

超大型集装箱船方形系数及载箱量优选研究

以某级别三型超大型集装箱船为依托,针对相同主尺度、不同方形系数的船型,计算不同工况下的总油耗和单箱油耗,并对结果进行研究和分析。结果揭示了超大型集装箱船方形系数与载箱量关系的一般规律,为设计者合理地选择方形系数、装箱量范围以及市场选择合理的船型提供了参考。     

大中型集装箱船主要素估算公式

集装箱数和主机功率是集装箱船的重要要素，本文作者通过统计分析，给出了估算集装箱船装载箱数和主机功率的公式。     

内河肥大型集装箱船的船体振动及消振方法

针对内河肥大型集装箱船 (方形系数大于 0 .8)存在的船艉振动问题 ,提出要在船艉线型设计中兼顾纵剖面线与水线的平顺 ,螺旋桨设计应作特殊考虑。     

上海港杭州湾航道通航第三、四代集装箱船浅析

本文根据收集的资料，分析了第三、四代集装箱船营运水系数及原因；并对杭州湾航道在增深、乘潮及考虑船舶营运吃水系数的情况下通航第三、四代集装箱船的可能性作了分析。     

船舶运动和加速度计算公式在集装箱船疲劳强度评估中的适用性研究

围绕国际船级社协会波浪载荷会议（AHG＿WD-SL）制定的船舶重心处运动和加速度公式能否适用于集装箱船疲劳强度评估这一关键问题开展研究。通过对15艘集装箱船实船的水动力数值解和AHG＿WD-SL公式计算的比较表明，AHG＿WD-SL公式除横摇角和横摇加速度之外都与数值计算结果相差较大，不能用于集装箱船的疲劳强度评估。在此基础上，对不适用的公式进行了修正，得到了与数值解吻合度较好的新公式。论文提出的公式实用，研究结果可应用于集装箱船疲劳强度评估，对于提高集装箱船的结构设计水平具有一定指导意义。     

集装箱船等效设计波法中疲劳载荷概率系数的确定

为了在应用等效设计波方法时将船体梁载荷规范包络值、运动包络值、加速度包络值转换为疲劳评估载荷,需得到疲劳载荷概率系数这一重要参数。采用基于三维势流理论的水动力计算软件,分析多型集装箱船不同航速及超越概率的载荷长期预报值,得到用于疲劳评估的疲劳载荷概率系数的直接计算值。对直接计算值进行回归分析,拟合出各载荷的概率系数简化公式。结果表明,简化公式比较理想。     

两种横向加速度计算方法对集装箱系固的影响

基于700～4 200 TEU等5种典型的集装箱船,对《CCS-2012》规范和《CCS-2017》规范给出的2种用于集装箱系固计算的横向加速度计算方法进行对比,计算5种船型不同纵向位置的横向加速度及可实现的最大堆重,基于4 200 TEU集装箱船讨论船型参数对《CCS-2017》计算结果的影响,结果表明,与《CCS-2012》相比,《CCS-2017》对船舶尺度大于1 900 TEU级的中、大型集装箱船的系固设计有利,但将给船舶尺度小于1 900 TEU级的小型集装箱船的系固设计带来不利影响;对于船舶尺度大于1 900 TEU级的集装箱船,随着船舶尺度的增加,《CCS-2017》的优势越明显;方形系数、航速、船宽对《CCS-2017》的横向加速度及最大堆重计算结果存在一定影响,其中船宽是最主要的影响因素。     

集装箱船等效设计波法中疲劳载荷概率系数的确定

为了在应用等效设计波方法时将船体梁载荷规范包络值、运动包络值、加速度包络值转换为疲劳评估载荷,需得到疲劳载荷概率系数这一重要参数。采用基于三维势流理论的水动力计算软件,分析多型集装箱船不同航速及超越概率的载荷长期预报值,得到用于疲劳评估的疲劳载荷概率系数的直接计算值。对直接计算值进行回归分析,拟合出各载荷的概率系数简化公式。结果表明,简化公式比较理想。     

单桨船后体横剖面UV度衡准

本文用后体的特征水线同设计水线面积的比值P作为衡量船舶后体横剖面UV度的依据,对若干单桨船系列船型进行了统计分析,根据P值同后体方形系数C_(Ea)的关系,提出一种后体横剖面UV度数值衡准,用于计算机辅助线型设计,可直接按衡准数d_r事先控制或判别后体的横剖面UV形程度。 文中进一步分析了后体方形系数C_(Ea)和水线面系数C_(WP2)同衡准数d_r的统计关系,得到了后体UV度的估算公式。最后,还给出一个可反映前后体横剖面UV度要求的水线面系数C_(WP)的估算公式。     

Optimal reefer slot conversion for container freight transportation

Given a fleet of container ships of varying capacity, a cost-efficient approach for improving fleet utilization and reducing the number of delayed containers is to optimize the sequence of container ships in a given string, a problem which belongs to the large ship-deployment class. A string sequence with ‘uniformly’ distributed ship capacity is more likely to accommodate a random container shipment demand. The number of one’s total ship slots acts as a gauge of the capacity of the container ships. Meanwhile, there are two types of ship slots: dry slots and reefer slots. A dry slot only accommodates a dry container, while a reefer slot can accommodate either a dry or a reefer container. The numbers of dry and reefer slots for ships in a string are different. Therefore, in this study, we propose a model that considers both dry and reefer slots and use it to elucidate the optimal ship-deployment sequence. The objective is to minimize the delay of dry and reefer containers when the demand is uncertain. Furthermore, based on the optimal sequence deduced, the study also investigates the need to convert some dry slots to reefer slots for the container ships.     

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.     

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.     

集卡调度方式对集装箱港区碳排放的影响

集卡已成为集装箱港区内的主要碳排放源,尤其两艘大型集装箱船舶同时作业时,港区内集卡碳排放问题严重。针对该情况下集卡调度模式的特征,基于智能体仿真技术构建集装箱码头生产作业微观仿真模型,定量分析传统先卸后装、双船一装一卸、同贝同步装卸工艺下集卡调度方式与集卡配置数量对船舶在港时间、集卡碳排放量的影响。实例表明,采用同贝同步装卸作业方案可保证装卸效率,并有效减少集卡碳排放,而集卡配置数量只对集卡怠速行驶产生的碳排产生影响。     

船舶波浪载荷短期极值的经验公式

对散货船、油船、集装箱船的多艘实船进行了短期波浪载荷直接计算,分析了这三种船型的船舯垂向弯矩、L/4(L为船长)处垂向剪力、3L/4处垂向剪力的若干规律,以及集装箱船型的扭矩、船舯水平弯矩的若干规律.根据这些规律,总结出一套针对特定船型的短期波浪载荷极值的完整计算公式.     

集装箱船冷藏集装箱水冷却系统设计

支线型集装箱船在布置数量较多的水冷式冷藏集装箱情况下,如何保证冷藏集装箱水冷却流量平衡分配并确保冷藏集装箱冷藏效果成为设计的关键点。文章结合某2200标准箱集装箱船实例,介绍了冷藏集装箱船的水冷却系统的设计、注意事项及试验方法。为今后大中型集装箱船冷藏箱冷却水系统应用提供设计依据。     

IMO第二代完整稳性衡准对现有万箱船设计的影响

国际海事组织（IMO）正在制定基于水动力学的第二代完整稳性衡准，新衡准的实施必然对现有船舶的设计带来巨大影响。集装箱船大型化是航运界的发展趋势，万箱船船型订单近年也大幅上升。已有的事故发现大型集装箱船对参数横摇、过度加速度等衡准相对敏感，但现有船舶的设计对此类事故模式考虑较少，因此有必要开展相关研究。本文选取了某万箱集装箱船，对其大量装载工况进行四种稳性失效模式的计算分析，研究了第二代完整稳性的实施对大型集装箱船的稳性影响，并对其装载、设计等提出一定的建议。     

浅析排水式高速艇的阻力性能

排水式高速艇的阻力构成和变化规律与排水式船舶、滑行艇不同。文章基于模型试验和试验图谱分析了排水式高速艇的阻力特征,并研究了排水体积长度系数、棱形系数、方形系数等船型特征对该型船阻力性能的影响,从而为该类船舶的快速性设计提供一定的参考。     

大型巴拿马和超巴拿马集装箱船的主尺度估算方法

分析讨论了目前国内外对大型集装箱船主尺度的估算方法,以３０００ＴＥＵ以上的大型巴拿马集装箱船为目标,引入并改进Ｔｉｔｏｖ法作为一种基本估算方法,并分别对３０艘３０００ＴＥＵ以上的巴拿马和２０艘超巴拿马集装箱船的主尺度进行统计分析,得到了各自对应的回归公式,同时给出了算例及分析。