云南省水富港二期扩建工程通航研究

发布时间：2018-06-09 04:25

本文选题：水富港 + 通航环境影响　；参考：《重庆交通大学》2014年硕士论文

【摘要】：云南省水富港位于金沙江畔水富县城,处在长江经济带、成渝经济区、昆水经济带三大经济区域的交替重叠处,是云南唯一能够实施1000t级以上船舶与长江水运主通道对接的枢纽港,素有长江黄金水道第一港和云南的“北大门”之称。水富港的建设,不仅是充分利用长江黄金水道构建昭通综合交通运输网络促进区域大发展的一项重要工程,而且还是云南建设成为面向东南亚、南亚的重要桥头堡,促进对内对外开放的重要依托。水富港所处的金沙江是长江的上游河段,金沙江是我国西南地区一条主要河流,为了确保金沙江航道和水富港的通畅和安全生产,对通航问题进行专题研究是十分必要的。本文旨在通过对码头选址、总平面布置、结构设计、配套工程、码头施工、码头营运等涉及通航问题的研究,提出码头建设的可能性和通航方面的保护及改善措施。本文主要研究结论包括：①港区通航条件复杂,尽管外部不利因素较多,但港口符合《水富港总体规划》,在采取设置浮式系船柱、设置停靠位置标志、建立健全水情预报和信息传递机制等措施后,保障码头运行安全的前提下,其建设基本可行。②码头的停泊水域、回旋水域、泊位长度取值满足《河港工程总体设计规范》(JTJ212-2006)的要求,但大面积开挖而造成的水位下降。码头前沿设计水深应在设计的基础上进一步加大深度。③在十年一遇洪水位时,河道内水流流速多在4m/s以上,主航道内最大水流流速可达5.99m/s,系船柱须按不小于5m/s对系船柱进行复核。④为减少向家坝枢纽下泄非恒定流,给船舶航行、靠离泊和码头作业带来极大的安全隐患,在码头建设时增加浮式系船柱外,还应与向家坝枢纽建立联系机制,建立健全水情预报和信息传递机制。同时,考虑到洪水期流速较大,初步考虑将8500m3/s作为禁航流量。⑤增设侧面浮标、地牛以及系船柱等系泊设施,以便到港船舶待泊,并设置工程区助导航标志。⑥建立高效的安全生产调度机构。
[Abstract]:Yunnan water rich port is located in the water rich county on the Jinsha River, in the Changjiang Economic Zone, the Chengdu Chongqing Economic Zone and the three major economic regions of the kunshui economic zone. It is the only hub port in Yunnan which can carry out the docking of the ships above the 1000t level and the main channel of the Yangtze River water transportation. It is known as the "North Gate" of the first port of the Changjiang yellow gold waterway and Yunnan. The construction of the rich port is not only an important project to make full use of the golden waterway of the Yangtze River to build the Zhaotong comprehensive transportation network to promote the development of the region, but also to build Yunnan as an important bridgehead for Southeast Asia and South Asia, and to promote the important support for internal and external opening. The Jinsha River in the water rich port is the upper reaches of the Yangtze River, Jinsha River is a major river in the southwest of China. In order to ensure the smooth and safe production of the Jinsha River waterway and the water rich port, it is necessary to study the problem of navigable navigation. This paper aims to study the problem of navigation through the location of the wharf, the general layout, the structure design, the supporting engineering, the wharf construction, the wharf operation and so on. The possibility of terminal construction and the protection and improvement measures for navigation are put forward.
The main research conclusions of this paper include: (1) the port area navigation conditions are complex, although there are many external adverse factors, the port is in line with the overall planning of the water rich port, which is based on the premise of ensuring the operation safety of the wharf after setting up the floating system ship column, setting up the sign of the dock position, establishing and perfecting the water situation forecast and information transmission mechanism. It is feasible. (2) the berthing waters of the wharf, the circling waters, the length of the berth length to meet the requirements of the general design specification for the river port project (JTJ212-2006), but the water level caused by the large area excavation will decrease. The depth of the design water depth should be further deepened on the basis of the design. (3) the flow velocity in the river is more than 4m/s when the flood water level is encountered in ten years. Above, the maximum flow velocity in the main channel is up to 5.99m/s, and the ship column must be rechecked according to no less than 5m/s. The mechanism is to establish and improve the mechanism of water forecast and information transmission. At the same time, taking into account the large flow velocity in the flood period, the 8500m3/s is initially considered as the prohibition of navigation flow.
【学位授予单位】：重庆交通大学
【学位级别】：硕士
【学位授予年份】：2014
【分类号】：U657

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