港口規(guī)劃與布置

前言

　　港口是經(jīng)濟全球化過程中十分寶貴的戰(zhàn)略資源，是在全球范圍內(nèi)調(diào)動資源的物流平臺。港口是促進國民經(jīng)濟發(fā)展和優(yōu)化產(chǎn)業(yè)布局，提高各國在經(jīng)濟全球化中競爭力的重要基礎(chǔ)?！陡劭谝?guī)劃與布置》是一本關(guān)于科學(xué)規(guī)劃和布置港口的專業(yè)書?！　≡诮?jīng)濟全球化背景下，各國之間的技術(shù)交流與合作頻繁。為了提高我國大學(xué)生和有關(guān)工程技術(shù)人員的英語交流能力，在參考了大量國外原版教材基礎(chǔ)上，結(jié)合我國實例，編寫這本英文版教材?！　”緯饕康氖墙榻B港口功能和生產(chǎn)運營的基本知識，闡述港口規(guī)劃與布置的基本原理和方法。全書采用洪承禮教授《港口規(guī)劃與布置》第二版的結(jié)構(gòu)體系，第一部分是港口規(guī)劃與布置的基本教學(xué)內(nèi)容，第二部分是附錄，供學(xué)生擴充知識知識領(lǐng)域時參考。在內(nèi)容安排上，力求與港口發(fā)展的實際和現(xiàn)行規(guī)范銜接。重點加強了近年迅速發(fā)展的集裝箱、LDN／LPG碼頭、滾裝碼頭布置的介紹。在實例安排上，不僅密切聯(lián)系中國港口的實際，也適當(dāng)安排了國外港口的典型例子，以擴大學(xué)生的視野?！　”緯?，3，4章由陳一梅編寫，第2，9章及附錄A～F由廖鵬編寫，第5，6章由錢芳編寫，第7章及附錄G由嚴(yán)軍編寫，第8章由郝建新編寫。全書由陳一梅、廖鵬統(tǒng)編審定。在編寫過程中得到了河海大學(xué)張東生教授、魯子愛教授，東南大學(xué)蔣宗燕教授、徐宿東副教授的熱情幫助和支持，顧竣、杜烈武、林強、馬麗佳、沈旦等在本書編寫過程中參加了部分工作，在此一起表示真誠的感謝！　　衷心感謝東南大學(xué)陳美華教授審閱英文書稿時所提出的寶貴意見。衷心感謝書中所引用參考文獻的各位作者?！　∮捎谒剿?，書中缺點和錯誤在所難免，敬請讀者批評指正。

內(nèi)容概要

本書主要介紹港口規(guī)劃與布置所涉及的港口營運、港口規(guī)劃調(diào)查及分析、碼頭及水域布置、陸域設(shè)施、港口發(fā)展規(guī)劃以及環(huán)境評價與環(huán)境保護等問題。它可作為港口航道與海岸工程專業(yè)本科生英文版教科書，亦可作為土木、水利、交通運輸類專業(yè)的港口課程英文版教材。對從事港口規(guī)劃、建設(shè)、技術(shù)管理和港口經(jīng)營以及從事交通運輸綜合管理的工程師、經(jīng)濟師們，也是一本有益的專業(yè)英文參考書。

書籍目錄

1  INTRODUCTION  1.1  The important role of modern ports  1.2  Port and its main components  1.3  Functions of modern ports  1.4  Classification of Ports  1.5  General information on port development2  PORT OPERATION AND SHIPS  2.1  Cargoes    2.1.1  Classification of cargoes    2.1.2  Workings of cargoes inside the ports  2.2  Port hinterland and port throughput    2.2.1  Port hinterland and foreland    2.2.2  Port throughput  2.3  Forecast of port throughput    2.3.1  Introduction    2.3.2  Delphi Forecasting    2.3.3  Time series forecasting    2.3.4  Grey Prediction  2.4  Ships    2.4.1  Introduction    2.4.2  Shipboard measurement    2.4.3  Ship types    2.4.4  The development of maritime ship    2.4.5  Shipping services and networks3  INVESTIGATION AND ANALYSIS FOR PORT PLANNING  3.1  Meteorological conditions    3.1.1  Wind    3.1.2  Rain and Fog    3.1.3  Ice  3.2  Oceanographic conditions    3.2.1  Tide    3.2.2  Waves    3.2.3  Currents  3.3  Estuary conditions4  TERMINAL AND LAYOUT OF QUAYSIDE  4.1  Classification of terminals    4.1.1  By the function    4 1.2  By the layout  4.2  Scale of terminals  4.3  Determination of the optimum berth number    4.3.1  The calculation of optimum berth number    4.3.2  The application of queuing theory  4.4  Some suggestions for port operation management    4.4.1  Berth group    4.4.2  Handling productivity    4.4.3  The timing for increasing port capacity  4.5  Determination of berth scale  4.6  Typical layout for general cargo terminal  4.7  Typical layout for container terminal    4.7.1  Layout for container terminal water area    4.7 2  Layout for container terminal land area  4.8  Typical layout for dry bulk terminal  4.9  Typical layout for Ro/Ro berth  4.10  Typical layout for oil term nal  4.11  Typical layout for LPG/LNG terminal  4.12  Determination of berth surface elevation5  HARBOR AND BREAKWATER  5.1  Introduction  5.2  Water depth    5.2.1  Components of water depth clearance and determinants    5.2.2  Water depth in berthing area    5.2.3  Water depth in approach channel  5.3  Channels    5.3.1  Channel Alignment    5.3.2  Channel width  5.4  Anchorage area and turning area  5.5  Standards for harbor tranquility  5.6  Layout of breakwater  5.7  Aids to navigation6  LANDSIDE FACILITIES  6.1  Port railway  6.2  Road  6.3  Other facilities of port7  PORT DEVELOPMENT PLANNING  7.1  Port planning process    7.1.1  Primary planning    7.1.2  The port distribution planning    7.1.3  The general port planning    7.1.4  The port area planning  7.2  Port demand forecasting  7.3  Port site selection    7.3.1  The port location    7.3.2  The basic types of the port arrangement    7.3.3  The basic requirement for the port site selection    7.3.4  The port area and the urban area  7.4  Port zoning    7.4.1  Port zoning strategy    7.4.2  Port zoning procedure  7.5  Port financial evaluation8  PORT ENVIRONMENT ASSESSMENT AND PRO1 ECTION  8.1  General introduction  8.2  Port environmental impact assessment    8.2.1  EIA of port construction projects    8.2.2  Environmental impact assessment of port planning  8.3  Environmental protection of domain coast    8.3.1  Domain coast environmental protect on    8.3.2  Ecological environment protection9  CHARACTERISTICS OF INLAND RIVER PORTS  9.1  Introduction  9.2  Site selection  9.3  Terminals facilities  9.4  Layout of Inland River Port    9.4.1  Terminal surface and bottom elevation    9.4.2  Layout of the berth lineAppendix A Introduction to EDIAppendix B A Note on Queuing TheoryAppendix C Logistics and Route SelectionAppendix D Vessel Arrival and Berthing Time DistributionAppendix E National Plan for Coastal PortAppendix F Port of New York ant New JerseyAppendix G Special Economic Zone, Free Trade Zone and Free PortReferences

章節(jié)摘錄

　　Ro/Ro Handling　　The principal reason for utilizing a Roll on-Roll off （Ro-Ro） type of operation is that it eliminates the needs for terminal cargo handling equipment， other than tractors， with or without chassis or low-bed yard trailers.　　Four-wheel-drive tractors are usually used for Ro-Ro work， where they are required to climb and descend ramps， often under wet and slippery conditions. The Ro-Ro tractor generally has a manual gearbox， for maximum power， while "level-ground" tractors normally have automatic gearboxes. Their length must be sufficient to avoid the steep slopes， which are incompatible with freight traffic.　　At present， roll on/roll off ship-to-shore connection could be classified into two types： fixed shore ramp and adjustable shore ramp. Fixed shore ramp is the fixed incline between the normal quay surface and the outer face of the quay wall on which the shore end of a ship ramp can rest. Adjustable shore ramp is the vertically adjustable roadway， usually hinged at the inshore end and supported independently of the ship near the outer end， that provides an intermediate connection between the shore and the ship， and on which the shore end of a ship ramp can rest.　　Variations of water level must be considered in selecting the mode of roll on/roll off ship-to-shore connection. When the water level variation is small， a fixed shore ramp is used. When the water level variation is large， or the ramp is too short， the adjusted shore ramp should be used.　　Figure 4-27（a） shows fixed shore ramp connecting the terminal to the ship. Figure 4-27 （b） shows adjusted shore ramp connecting the terminal to the ship. The length of the adjustable shore ramp shall be such that the maximum operational gradient in normal circumstances does not exceed 10 %.

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