排序方式: 共有88条查询结果,搜索用时 250 毫秒
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广州港出海航道三期工程潮流数学模型研究 总被引:2,自引:2,他引:0
用TK-2D软件建立了广州港深水航道所在海区的基于不规则三角形网格的潮流数学模型,在采用现场实测资料对模型进行充分验证的基础上,对伶仃洋深水航道进行了潮流数值模拟研究,从潮流场角度分析了深水航道开发的可行性。研究结果表明,深水航道方案实施后,整个伶仃洋流场基本不变,只是沿伶仃航道轴线附近,由于受航道开挖的影响,局部区域流速和流向略有变化,从潮流动力角度讲,伶仃航道是可以继续开挖的,广州港南沙港区深水航道三期工程是可行的。 相似文献
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船舶操纵模拟器在港航设计论证上的应用研究 总被引:5,自引:0,他引:5
分析了船舶操纵模拟器在港航设计论证上的应用现状,应用前景及应用范围,并结合具体的实例,探讨了运用船舶操纵模拟器进行港航设计论证的方法。 相似文献
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Ports are marine gateways to economic activities. Ports’ ability to perform services depends on their facilities, harbor conditions, and other factors. Generally, ports have control over their facilities but must compete for funding to improve them. As for waterways, in the U.S., a Harbor Maintenance Trust Fund was established to fund dredging, which levies a 0.125% cargo value tax on most shippers using U.S. coastal and Great Lakes harbors. Yet, commonly, a gross tonnage metric is used to allocate the fund’s resources, resulting in under-maintenance of some harbors. This, reportedly, deters additional port funding and hinders valuable commerce. Supplemental economic metrics, such as value of commerce or cargo, can improve port financing decisions, but such data is not readily available. Container ports collect cargo value data in nominal terms, but bulk ports do not. When making economic decisions, however, real values must be used. Further, when allocating resources, decision-makers must be able to assess ports over time and relative to each other. Conforming to these criteria, this paper develops three port financing indicators based on a real value of cargo and illustrates their calculations using the U.S. Port of Duluth-Superior as a case study. 相似文献
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简述港口外形设计时涉及的水力学和航运的问题,例如港口淤积、入港波浪、水域深度和宽度的限制、港口口门形状、船舶操纵及系泊等问题,提出评价、优化港口设计的方法。 相似文献
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秦皇岛港山海关港区3.5万t级通用泊位续建工程设计波要素分析 总被引:1,自引:0,他引:1
依据秦皇岛海洋站和芷锚湾海洋站多年实测资料,分析了不同重现期的波浪要素,经过地理位置的相关分析和折射影响,用TK-2D的PEM模型确定了工程区域各等深线处的设计波要素,模型可以同时考虑波浪折射、底部损耗、波浪破碎及风等因素对波浪传播的影响。 相似文献