集装箱码头双40英尺岸桥优化配置研究

发布时间：2018-08-05 16:24

【摘要】：受全球经济一体化发展影响,沿海港口集装箱业务量呈现高速增长的态势,“马士基·迈克-凯尼·穆勒”号集装箱船投入亚欧航线的运营,宣告世界集装箱运输正式进入18000TEU时代。为了与船舶大型化趋势相适应,国内部分大型集装箱港区,如上海港洋山港区,开始陆续引入双40英尺岸桥用于码头前沿装卸作业。引入双40英尺岸桥进行装卸作业,能够缩短船舶的在港时间,降低船舶的运营成本,提升港口的综合竞争力；但是,双40英尺岸桥的装卸工艺与普通岸桥不同,港口若希望充分发挥双40英尺岸桥在装卸效率上的优势,需要对双40英尺岸桥在配套设备、人员与维护保养上同步跟进、统筹兼顾,港方的码头运营成本自然大幅提升。因此,目前国内引入双40英尺岸桥的集装箱港口大多同时采用双40英尺岸桥与普通岸桥装卸作业,使得港口在保有装卸超大型船舶的竞争力的同时,码头运营成本仍然能够处于合理的范围内。现状集装箱港口引入双40英尺岸桥用于装卸作业多基于经验,缺乏科学合理的方法,本文研究的目的在于解决这一问题。本研究在总结集装箱码头双40英尺岸桥装卸工艺的基础上,系统分析了配备了双40英尺岸桥的集装箱码头作业过程中发生的码头运营成本与船舶在港成本,并从宏观控制的角度,以完成港口装卸船舶作业全过程中发生的码头作业总成本最小为目标,建立了集装箱码头双40英尺岸桥配置优化模型。为了获得模型参数中平均在港船舶数量、双40英尺泊位的泊位利用率、普通泊位的泊位利用率等指标,本文基于排队论、马尔科夫相关理论,考虑双40英尺泊位的装卸效率优势导致船舶优先选择双40英尺泊位靠泊的情况,建立能够反映集装箱港口“双40英尺泊位”和“普通泊位”生产作业规律的泊位通过能力不等的集装箱码头排队模型,应用拟生灭过程相关理论求解得到模型的稳态分布和排队系统特性指标。最后,以北方某连续布置的集装箱泊位组为例进行算例分析,验证了泊位通过能力不等的集装箱码头排队模型的正确性,并计算了该泊位组码头作业总成本最优的双40英尺岸桥与普通岸桥配置数量。结果表明,该集装箱泊位组的双40英尺泊位与普通泊位分别为(0,5)、(1,4)、(2,3)、(3,2)、(4,1)和(5,0)六种组合时,泊位组配置双40英尺岸桥与普通岸桥分别为(0,35)、(6,28)、(10,21)、(15,14)、(20,7)和(25,0)时码头运营成本与船舶在港成本之和最小。此外,本文针对日平均到港船舶数量和双40英尺岸桥台时效率两参数展开了敏感性分析。
[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.
【学位授予单位】：大连理工大学
【学位级别】：硕士
【学位授予年份】：2016
【分类号】：U691.3

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