集装箱码头设计吞吐能力参数选择的实证研究

介绍集装箱码头设计吞吐能力计算公式中各参数的规范取值 ,通过对深圳主要集装箱码头吞吐能力的实证分析 ,对设计参数的取值范围进行修正 ,在此基础上重新核算深圳主要集装箱码头设计吞吐能力 ,并进行灵敏度分析 ,其结果符合深圳各集装箱码头的运作现实。     

中国集装箱运输EDI系统的开发与建设探讨

集装箱运输是世界交通运输发展的必然趋势，在这一进程中运输集装箱化和信息化是同步的，ＥＤＩ是实现集装箱运输过程中各信息和电子单证传递的主要方式和手段。文章在充分探讨ＥＤＩ在集装箱运输发展中地位和作用的基础上，深入分析了大连口岸集装箱运输ＥＤＩ系统的发展现状及存在的主要问题，最后提出了大连口岸集装箱运输ＥＤＩ系统建设的主要措施。     

集装箱港口货船装卸的集卡配置仿真分析

以国内某大型集装箱港口为案例，利用仿真工具Witness建立了基于港口前沿至堆场道路网络的单船装卸运输仿真模型。通过仿真模型的运行，分析集卡配置数量和车速对整船装卸时间的影响，研究发现集卡的数量应根据装卸的不同时段进行动态调配，集卡的车速提高不一定会加快整船的装卸效率。     

布置有真空绝热板的船用冷藏集装箱侧壁模型隔热性能的研究

内嵌真空绝热板的冷藏集装箱侧壁的隔热性能受布置工艺的影响较大,利用ANSYS软件,建立冷藏集装箱侧壁的仿真模型,制作布置有9块真空绝热板的侧壁实体,并测得其平均导热系数。结果表明,采用真空绝热板的块数越少,真空绝热板的边界热桥越短,其隔热效果越好;另外,在加强筋附近,应避免真空绝热板的拼接布置。     

浙江省内河集装箱运输适用船型研究

分析当前浙江省内河集装箱船型情况,结合浙江省内河航道、跨航桥梁、控制性船闸等基础设施现状及发展规划,提出适合浙江省的内河集装箱发展船型,并分析其节能、高效、经济、适应性等特点。本研究对行业主管部门研究制定相关标准具有参考价值,对全国内河集装箱运输发展具有借鉴意义。     

20000TEU超大型集装箱船舶时代与港口面临的挑战

介绍超大型集装箱船舶的现状和发展趋势,分析当今的世界航运市场,提出了港口在新航运时期的应对措施。     

降低港口码头堆场翻箱率的策略与建议——ADEI堆场管理模型在H港的应用

以我国华南H港为研究对象,进行ADEI堆场管理模型应用分析,根据集装箱码头实际操作,探索并提出了降低堆场翻箱率的策略与建议.     

基于工作过程和典型工作任务的机动车维修从业人员培训模式的探索与实践

作者通过广州地区机动车维修行业调研,对广州地区机动车维修行业和从业人员、维修企业岗位群的职业能力的分析,采用基于工作过程系统化的培训课程体系开发方法,构建了机动车维修技术人员从业资格培训课程体系和典型工作任务,在满足《考核大纲》要求的基础上,提升机动车维修从业人员的方法能力、专业能力和社会能力在内的综合职业能力。     

集装箱码头设备设施运行维护智能集控平台的构建与应用

为提升集装箱码头整体服务水平,利用信息融合技术和智能联动控制技术,集成码头六大系统,构建了一个集技术集成、流程联动、业务协同为一体的设备设施运行维护智能集控平台.介绍智能集控平台构建的关键技术和具体实施.该智能集控平台取得良好的社会效益和经济效益.为集装箱码头信息化建设提供了一种新思路.     

Impact of scale increase of container ships on the generalised chain cost

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.