集裝箱碼頭雙40英尺岸橋優(yōu)化配置研究
發(fā)布時(shí)間：2018-08-05 16:24
【摘要】：受全球經(jīng)濟(jì)一體化發(fā)展影響,沿海港口集裝箱業(yè)務(wù)量呈現(xiàn)高速增長(zhǎng)的態(tài)勢(shì),“馬士基·邁克-凱尼·穆勒”號(hào)集裝箱船投入亞歐航線的運(yùn)營(yíng),宣告世界集裝箱運(yùn)輸正式進(jìn)入18000TEU時(shí)代。為了與船舶大型化趨勢(shì)相適應(yīng),國(guó)內(nèi)部分大型集裝箱港區(qū),如上海港洋山港區(qū),開(kāi)始陸續(xù)引入雙40英尺岸橋用于碼頭前沿裝卸作業(yè)。引入雙40英尺岸橋進(jìn)行裝卸作業(yè),能夠縮短船舶的在港時(shí)間,降低船舶的運(yùn)營(yíng)成本,提升港口的綜合競(jìng)爭(zhēng)力；但是,雙40英尺岸橋的裝卸工藝與普通岸橋不同,港口若希望充分發(fā)揮雙40英尺岸橋在裝卸效率上的優(yōu)勢(shì),需要對(duì)雙40英尺岸橋在配套設(shè)備、人員與維護(hù)保養(yǎng)上同步跟進(jìn)、統(tǒng)籌兼顧,港方的碼頭運(yùn)營(yíng)成本自然大幅提升。因此,目前國(guó)內(nèi)引入雙40英尺岸橋的集裝箱港口大多同時(shí)采用雙40英尺岸橋與普通岸橋裝卸作業(yè),使得港口在保有裝卸超大型船舶的競(jìng)爭(zhēng)力的同時(shí),碼頭運(yùn)營(yíng)成本仍然能夠處于合理的范圍內(nèi)�，F(xiàn)狀集裝箱港口引入雙40英尺岸橋用于裝卸作業(yè)多基于經(jīng)驗(yàn),缺乏科學(xué)合理的方法,本文研究的目的在于解決這一問(wèn)題。本研究在總結(jié)集裝箱碼頭雙40英尺岸橋裝卸工藝的基礎(chǔ)上,系統(tǒng)分析了配備了雙40英尺岸橋的集裝箱碼頭作業(yè)過(guò)程中發(fā)生的碼頭運(yùn)營(yíng)成本與船舶在港成本,并從宏觀控制的角度,以完成港口裝卸船舶作業(yè)全過(guò)程中發(fā)生的碼頭作業(yè)總成本最小為目標(biāo),建立了集裝箱碼頭雙40英尺岸橋配置優(yōu)化模型。為了獲得模型參數(shù)中平均在港船舶數(shù)量、雙40英尺泊位的泊位利用率、普通泊位的泊位利用率等指標(biāo),本文基于排隊(duì)論、馬爾科夫相關(guān)理論,考慮雙40英尺泊位的裝卸效率優(yōu)勢(shì)導(dǎo)致船舶優(yōu)先選擇雙40英尺泊位靠泊的情況,建立能夠反映集裝箱港口“雙40英尺泊位”和“普通泊位”生產(chǎn)作業(yè)規(guī)律的泊位通過(guò)能力不等的集裝箱碼頭排隊(duì)模型,應(yīng)用擬生滅過(guò)程相關(guān)理論求解得到模型的穩(wěn)態(tài)分布和排隊(duì)系統(tǒng)特性指標(biāo)。最后,以北方某連續(xù)布置的集裝箱泊位組為例進(jìn)行算例分析,驗(yàn)證了泊位通過(guò)能力不等的集裝箱碼頭排隊(duì)模型的正確性,并計(jì)算了該泊位組碼頭作業(yè)總成本最優(yōu)的雙40英尺岸橋與普通岸橋配置數(shù)量。結(jié)果表明,該集裝箱泊位組的雙40英尺泊位與普通泊位分別為(0,5)、(1,4)、(2,3)、(3,2)、(4,1)和(5,0)六種組合時(shí),泊位組配置雙40英尺岸橋與普通岸橋分別為(0,35)、(6,28)、(10,21)、(15,14)、(20,7)和(25,0)時(shí)碼頭運(yùn)營(yíng)成本與船舶在港成本之和最小。此外,本文針對(duì)日平均到港船舶數(shù)量和雙40英尺岸橋臺(tái)時(shí)效率兩參數(shù)展開(kāi)了敏感性分析。
[Abstract]:Affected by the development of global economic integration, container business in coastal ports shows a trend of rapid growth. The container ship Maersk Macker-Keni Muller has been put into operation on the Asian-European route. Declare world container transportation enters 18000TEU era formally. In order to adapt to the trend of ship size, some large container port areas in China, such as Yangshan Port of Shanghai Port, began to introduce double 40-foot quayside bridges for loading and unloading operations at the front of the wharf. The loading and unloading operation of double 40-foot shore bridge can shorten the ship's time in port, reduce the operating cost of the ship and enhance the comprehensive competitiveness of the port. However, the loading and unloading technology of the double-40-foot bank bridge is different from that of the ordinary shore bridge. If the port wants to give full play to the advantage of loading and unloading efficiency of the double 40-foot bank bridge, it needs to follow up the supporting equipment of the double-40-foot bank bridge simultaneously with its personnel and maintenance. Therefore, at present, most container ports with double 40-foot shore bridges are used for loading and unloading operations at the same time, which makes the ports keep the competitiveness of loading and unloading super-large ships at the same time. Terminal operating costs can still be within a reasonable range. In present container port, the application of double 40-foot shore bridge in loading and unloading is based on experience, which is lack of scientific and reasonable method. The purpose of this paper is to solve this problem. On the basis of summing up the loading and unloading technology of double 40-foot container terminal, this paper systematically analyzes the terminal operation cost and the ship's cost in port during the operation of the container terminal equipped with double 40-foot bank bridge. With the aim of minimizing the total cost of terminal operation in the whole process of port loading and unloading ship operation, the optimization model of double 40-foot quayside bridge configuration for container terminal is established from the point of view of macro control. In order to obtain the average number of ships in port, the berth utilization ratio of double 40 feet berth, the berth utilization ratio of common berth and so on, this paper is based on queuing theory, Markov theory, and so on. Considering the advantage of loading and unloading efficiency of double 40-foot berth, ships prefer to choose double-40-foot berth. A queue model of container terminal with different capacity is established, which can reflect the "double 40 foot berth" and "ordinary berth" of container port. The steady-state distribution of the model and the characteristic index of the queueing system are obtained by applying the theory of quasi-birth and death process. Finally, taking a container berth group arranged continuously in the north as an example, the correctness of the queuing model of container terminal with different berths passing through the container terminal is verified. The optimal total operation cost of the berth group wharf is calculated. The results show that when the double 40-foot berth of the container berth group and the common berth are (0 ~ 5), (~ 1 ~ 4), (~ (3), (~ (3), (~ (2), (~ (4) ~ (-1) and (5 ~ 0) respectively, the sum of terminal operating cost and ship's cost in port is the minimum when the berth group is equipped with a double 40 foot bank bridge and a common shore bridge are (035), (628), (1021), (1515 / 14), (207) and (25 ~ 0) respectively. In addition, the sensitivity analysis of the two parameters, the average number of ships arriving at port and the efficiency of the double 40 foot shore bridge abutment, is carried out in this paper.
【學(xué)位授予單位】：大連理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2016
【分類(lèi)號(hào)】：U691.3
本文編號(hào)：2166333
[Abstract]:Affected by the development of global economic integration, container business in coastal ports shows a trend of rapid growth. The container ship Maersk Macker-Keni Muller has been put into operation on the Asian-European route. Declare world container transportation enters 18000TEU era formally. In order to adapt to the trend of ship size, some large container port areas in China, such as Yangshan Port of Shanghai Port, began to introduce double 40-foot quayside bridges for loading and unloading operations at the front of the wharf. The loading and unloading operation of double 40-foot shore bridge can shorten the ship's time in port, reduce the operating cost of the ship and enhance the comprehensive competitiveness of the port. However, the loading and unloading technology of the double-40-foot bank bridge is different from that of the ordinary shore bridge. If the port wants to give full play to the advantage of loading and unloading efficiency of the double 40-foot bank bridge, it needs to follow up the supporting equipment of the double-40-foot bank bridge simultaneously with its personnel and maintenance. Therefore, at present, most container ports with double 40-foot shore bridges are used for loading and unloading operations at the same time, which makes the ports keep the competitiveness of loading and unloading super-large ships at the same time. Terminal operating costs can still be within a reasonable range. In present container port, the application of double 40-foot shore bridge in loading and unloading is based on experience, which is lack of scientific and reasonable method. The purpose of this paper is to solve this problem. On the basis of summing up the loading and unloading technology of double 40-foot container terminal, this paper systematically analyzes the terminal operation cost and the ship's cost in port during the operation of the container terminal equipped with double 40-foot bank bridge. With the aim of minimizing the total cost of terminal operation in the whole process of port loading and unloading ship operation, the optimization model of double 40-foot quayside bridge configuration for container terminal is established from the point of view of macro control. In order to obtain the average number of ships in port, the berth utilization ratio of double 40 feet berth, the berth utilization ratio of common berth and so on, this paper is based on queuing theory, Markov theory, and so on. Considering the advantage of loading and unloading efficiency of double 40-foot berth, ships prefer to choose double-40-foot berth. A queue model of container terminal with different capacity is established, which can reflect the "double 40 foot berth" and "ordinary berth" of container port. The steady-state distribution of the model and the characteristic index of the queueing system are obtained by applying the theory of quasi-birth and death process. Finally, taking a container berth group arranged continuously in the north as an example, the correctness of the queuing model of container terminal with different berths passing through the container terminal is verified. The optimal total operation cost of the berth group wharf is calculated. The results show that when the double 40-foot berth of the container berth group and the common berth are (0 ~ 5), (~ 1 ~ 4), (~ (3), (~ (3), (~ (2), (~ (4) ~ (-1) and (5 ~ 0) respectively, the sum of terminal operating cost and ship's cost in port is the minimum when the berth group is equipped with a double 40 foot bank bridge and a common shore bridge are (035), (628), (1021), (1515 / 14), (207) and (25 ~ 0) respectively. In addition, the sensitivity analysis of the two parameters, the average number of ships arriving at port and the efficiency of the double 40 foot shore bridge abutment, is carried out in this paper.
【學(xué)位授予單位】：大連理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2016
【分類(lèi)號(hào)】：U691.3
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