共查询到19条相似文献,搜索用时 156 毫秒
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文章主要采用文献分析和实证研究的方法,详细梳理和分析目前上海内河航道集装箱集疏运发展的概况,主要包括对航道建设、港区规划、船型研究等方面的研究,旨在为今后上海内河集装箱集疏运体系的建立提供前期的理论依据。 相似文献
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论长江集装箱运输标准化 总被引:1,自引:0,他引:1
三峡工程的建成,大大改善了长江的通航条件,长江主干线必将成为上海国际航运中心集装箱深水港集疏运系统的重要组成部分.但长期以来,由于长江航道码头和集装箱船舶的落后、陈旧和不规范,严重制约了长江集装箱运输的发展.在上海港集装箱集疏运诸方式中,长江集装箱运量比重极小.这种状况远不能适应长江流域经济发展需求和作为上海国际航运中心集疏运通道的要求. 相似文献
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钱徐涛 《船舶设计技术交流》2007,(1):13-16
本文分析了目前长江三角洲地区集装箱集疏运中存在的问题,水运虽有发展前途,但因环节众多,却是目前最薄弱的环节。因此本文重点对水运采用的船型、码头和航道如何建设进行了一定分析研究,供有关单位参考。 相似文献
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上海港集装箱集疏运体系现状及优化对策研究 总被引:2,自引:0,他引:2
以上海港集疏运体系为研究对象,通过分析上海港集疏运体系的现状,并与国外著名国际航运中心的集装箱集疏运体系进行比较,找出上海港集疏运体系中的问题,结合实际情况探讨上海港集装箱集疏运体系的优化对策。 相似文献
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从我国沿海港口集装箱集疏运方式来看,公路集疏运比例超过80%,水路集疏运比例次之,铁路集疏运比例只有1%左右。由此可见,在我国沿海港口集装箱集疏运体系中,集卡运输仍然占绝对优势,这给城市交通、公路运能、土地利用和环境保护等带来巨大压力,港口集疏运对单一运输方式的过度依赖也削弱了港区后方综合运输系统的稳定性。[1]在此背景下,大力发展集装箱海铁联运对优化我国港口集疏运结构、提升港口集疏运效率具有重要的促进作用。 相似文献
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《交通部上海船舶运输科学研究所学报》2009,32(1):81-81
上海国际航运中心建设重点在集疏运一体化、优化航运金融环境、建立国际航运综合试验区等方面。
形成综合集疏运体系:国际航运中心建设将对上海港集装箱的集疏运输系统建设提出更高要求。偏重于公路运输的集装箱集疏运输方式已不能满足上海港发展的需求,优化集疏运体系建设将在继续加强港口基础设施建设的基础上, 相似文献
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在酝酿新世纪我国港口集装箱运输的持续发展中,各界普遍关注的热点问题是沿海集装箱深水港的建设,而对于内河集装箱运输没有得到应有的重视.如目前的上海国际航运中心集装箱运输的集疏运系统中,通过公路、长江与沿海、铁路的集装箱集疏运量分别占总运量的48%、51%和1%,而通过江、浙、沪地区内河集疏运集装箱量的比例甚微,与国外著名的集装箱内河港和河口港的内河集装箱运输相比,上海内河集装箱运输落后了近一个世纪,这种状况与上海国际航运中心的建设的要求是极不相称的,应引起有关方面的重视. 相似文献
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上海港作为一个腹地型的世界级国际集装箱吞吐港,90%以上的国际集装箱通过公路(特指汽车,以下同)、水路、铁路等运输方式由腹地聚集到港口或由港口疏散到腹地,港口集疏运体系的建设在上海港口的发展中占据着极其重要的地位。自1978年开通国际集装箱班轮航线,上海港口至今经过了近30年的历程,集装箱年吞吐量由零起步发展到现今2000多万TEU,跻身于世界港口集装箱年吞吐量第三位。伴随着港口集装箱吞吐量的不断攀升,上海港口国际集装箱集疏运体系逐步形成并发展。2005年上海港口完成集装箱集疏运运量3137.1万TEU。除去水路外贸集疏运运量155… 相似文献
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通过分析集装箱港口资源节约现状,提出资源节约型集装箱港口设计理念.分析集装箱港口资源因素,抓住集装箱港口建设过程中资源节约的关键环节,积极推广资源节约的关键创新技术,提出集装箱港口设计阶段关于资源节约方法及途径的基本经验. 相似文献
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通过分析集装箱港口资源节约现状,提出资源节约型集装箱港口设计理念。分析集装箱港口资源因素,抓住集装箱港口建设过程中资源节约的关键环节,积极推广资源节约的关键创新技术,提出集装箱港口设计阶段关于资源节约方法及途径的基本经验。 相似文献
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This study compares the evolution of container port systems in China and the USA in terms of port throughput, number of container ports and the concentration level in the container port system, based on the time-series data on these three features over the period 1979–2009 for China and 1970–2009 for the USA. The results show that the densities of container ports in the two countries are similar, and their evolutionary processes are alike, which has led to a comparable market structure in the port industries of the two countries. In addition, the disparities between container ports closely represent the unevenness in the regional economic development. We further compare the port management regimes of the two countries in terms of the administrative processes for port development and expansion, the ownership structure and the providers of port functions, which offer some explanation on the dynamics of port evolution in the two countries. In conclusion, it can be seen that the evolution of the container port system and the management regime in the USA can be a de facto reference for the future development of the Chinese container port system. 相似文献
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ABSTRACTe-Transformation in container ports means port organization-wide innovative transformation encompassing internal and external value chains based on information and communication technology. There is a considerable theoretical literature on the impact of e-Transformation on business performance, but there is very little empirical study on its effectiveness in ports. The objective of this paper is to empirically investigate how e-Transformation in container port management can influence customer satisfaction and port competitiveness. The findings reveal that e-Transformation in container ports can affect customer satisfaction and port competitiveness through e-Workplace, customer relationship management and security, implying that container ports should make every effort to focus on e-transformation in these critical areas. Due to limited empirical studies in this area, the findings have provided an empirical support for the importance of e-Transformation in container terminal management and shed more light on how e-Transformation can affect customer satisfaction and port competitiveness. 相似文献
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Bart W. Wiegmans Anthony Van Der Hoest Theo E. Notteboom 《Maritime Policy and Management》2013,40(6):517-534
This paper deals with the importance of port choice and container terminal selection for deep-sea container carriers. The paper focuses on the research question: on what basis do deep-sea container operators select container ports (strategy) and container terminals (financial reasons) in the Hamburg–Le Havre range over others? In answering this research question, three dimensions are addressed in detail: the buying decision characteristics; port choice strategy; and terminal selection. The results show that strategic considerations at company level are important. For port choice the most important criteria from a carrier's perspective are: availability of hinterland connections; reasonable tariffs; and immediacy of consumers (large hinterland). In addition to these criteria, shipping lines attach great value to often neglected factors, such as feeder connectivity, environmental issues and the total portfolio of the port. The study reveals that port selection and terminal selection are not the same with terminal selection criteria mainly depending on: handling speed; handling costs; reliability; and hinterland connections. The analysis also brought forward that the decision making is different per container carrier, per trade and per port type, implying that a one size fits all approach is not relevant. 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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