那吉航运枢纽左岸船闸通航水流条件试验研究

根据那吉航运枢纽左岸船闸布置方案上下游口门区及连接段通航水流条件试验成果 ,阐述了引航道口门区不同布置方案的通航水流条件 ,分析了影响船闸布置和通航水流条件的因素 ,提出了使船闸上下游引航道口门区水流条件满足通航要求的改善措施。     

从水力学和航运角度研讨港口外形设计

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。     

港航EDI信息增值系统的信息组织与转换

对港航EDI源信息进行了剖析,确立了港航EDI信息增值系统的信息流程结构和信息组织与转换的基本模式,明确了元信息和增值信息的组织形式和信息转换的实现流程与技术。元信息和增值信息的组织分别按照数据库和主题树的形式存放,在此基础上,实现信息的一次和二次转换。一次信息转换主要是从大量的、杂乱无序的源信息中提炼出元信息,二次信息转换是通过统计分析和决策优化,对获得的数据进行增值加工,形成增值信息。明确和规范港航EDI信息组织和转换模式使港航EDI信息有序化,有利于港航EDI信息增值系统的开发。     

WTO框架内劳工标准问题探讨

回顾了WTO与劳工标准问题的历史渊源后,进一步分析了WTO框架内劳工标准问题的争议,认为将劳工标准与WTO联系起来是必然的趋势,中国应在维护本国利益的前提下,积极提出自己的观点和主张。     

我国工程咨询国际化发展对策

发展我国工程咨询国际化,对我国开展对外承包工程,实施“走出去”战略至关重要。从分析我国国际工程咨询业的现状与其向国际化发展的制约因素入手,相应提出我国国际咨询业发展的对策建议。     

基于时间不确定的集装箱码头靠泊计划优化

集装箱班轮运输具有较强的计划性,但在实际中,由于天气等原因仍存在运行时间不确定性,对制定靠泊计划产生重要影响.针对这一问题,研究集装箱班轮运行时间的偏差规律;根据问题特点和集装箱班轮靠泊规则,构建基于运行时间不确定的集装箱码头靠泊计划优化模型;设计以遗传算法为外层框架,嵌入仿真过程构成优化循环的算法,针对问题特点设计初始择优策略进行求解.最后,以大连港集装箱码头作业为实际背景进行建模和计算,取得了较好的结果.实例分析和算法测试证明了本文所建模型和算法的有效性.     

Relevance of the Northern Sea Route (NSR) for bulk shipping

Some scholars consider that today’s market conditions are in favor of the Northern Sea Route (NSR) rather than the Suez Canal Route (SCR). However, the number of bulk carriers using the NSR remains extremely limited, despite higher fuel prices since 2009 and subsequent significant fuel savings. In 2013, there were 53 transits via the Arctic, out of which 27 by oil tankers and 6 by bulk carriers. In this article we show that this result might be attributable to a factor, which is not considered in most studies: the spot freight rate to fuel ratio which governs ship owners’ decisions regarding the sailing speed. Due to a low ratio since 2011, the speed of vessels on the SCR is at its lowest level, and potential NSR fuel savings are too limited to provide a viable alternative. We further argue that, contrary to most studies, internalizing NSR environmental benefits marginally improves the attractiveness of the NSR.     

Increased energy efficiency in short sea shipping through decreased time in port

According to a range of assessments, there exists a large cost-effective potential to increase energy efficiency in shipping through reduced speed at sea enabled by shorter time in port. This means that the energy needed can be reduced whilst maintaining the same transport service. However, the fact that a large cost-effective potential has been identified that is not being harnessed by decision-makers in practice suggests that there is more to this potential to understand. In this paper, the possibilities for increasing energy efficiency by reducing waiting time in port are explored and problematised through a case study of a short sea bulk shipping company transporting dry bulk goods mainly in the North and Baltic seas. Operational data from two ships in the company’s fleet for one year showed that the ships spent more than 40% of their time in ports and that half of the time in port was not productive. The two most important reasons for the large share of unproductive time were that ports were closed on nights and weekends and that ships arrived too early before the stevedores were ready to load or unload the cargo. Reducing all of the unproductive time may be difficult, but the results also show that even a conservative estimate of one to four hours of reduced time per port call would lead to a reduction in energy use of 2–8%. From in-depth interviews with employees of the shipping company, ports and ship agencies, a complex picture is painted when attempting to understand how this potential arises. Aspects such as a lack of effective ship-shore-port communication, little time for ship operators, an absence of means for accurately predicting energy use of voyages as a function of speed, perceived risk of arriving too late, and relationships with third-party technical management may all play a role.     

The fleet renewal problem with regional emission limitations: Case study from Roll-on/Roll-off shipping

In this paper, the maritime fleet renewal problem (MFRP) is extended to include regional limitations in the form of emission control areas. The motivation for including this aspect is that strengthening of emission regulations in such areas is expected to be challenging for deep sea shipping in the years to come. In the proposed model, various means to cope with these stricter emission regulations are evaluated for new vessels, and the possibility of upgrading existing vessels with new emission reduction technology is introduced. We consider future fuel prices to be important for the problem, and have chosen to treat them as uncertain, and thus, a stochastic programming model is chosen. A fleet renewal problem faced by the liner shipping operator Wallenius Wilhelmsen Logistics, concerning whether to use low sulphur fuel or have an exhaust gas scrubber system installed to comply with sulphur regulation in emission control areas from 2015, is used as a case study. Furthermore, tests show that the savings from including the aspect of emission control areas in the MFRP are substantial.