交通運輸外文翻譯--港口運輸瓶頸仿真與分析

1、<p><b>　　畢業(yè)設(shè)計（論文）</b></p><p><b>　　外文翻譯</b></p><p>　　外文翻譯題目 港口運輸瓶頸仿真與分析</p><p>　　學(xué)生姓名 閆 功 喜 學(xué)號 0 8 2 7 02 1 6</p><p>　　學(xué)院 交 通 運 輸 專業(yè)班

2、級 航運管理二班</p><p>　　指導(dǎo)教師 于 敏 </p><p>　　完成日期 2 0 1 2 年 4 月 3 日 </p><p>　　譯自Adam Shammoon. Lincoln University，Simulation and Analysis of Port Bottlenecks :

3、 The Case of Male’[D],2009:1~5</p><p>　　港口運輸瓶頸仿真與分析</p><p>　　Adam Shammoon 林肯大學(xué)</p><p>　　摘要：馬爾代夫是一個由大約1190個島嶼組成的島國,位于印度洋上的</p><p>　　斯里蘭卡西南部。該國所有的消費品幾乎全靠進口。所有的國際海運貨物都是在在

4、馬累港處理。該港口的陸地面積很小，有很多運輸瓶頸，經(jīng)常會出現(xiàn)擁擠問題。本文通過計算機仿真技術(shù)來調(diào)查研究馬累港的情況，并指出其瓶頸所在。因此，在馬累商業(yè)港進行了實地調(diào)研，收集所需的數(shù)據(jù)。定性和定量數(shù)據(jù)的收集，使用了焦點小組，訪談，現(xiàn)場觀測，時間和運動的措施。在本論文中提出的仿真模型進行了Arena軟件（10.0競技場學(xué)術(shù)版）。該模型被用來分析了船舶的周轉(zhuǎn)時間，泊位能力，堆場能力，集裝箱停留時間，隊列值，利用船舶起重機和其他集裝箱裝卸設(shè)備。

5、結(jié)果表明，泊位能力似乎是創(chuàng)建較長的隊列和船舶延誤的主要瓶頸。通過對幾種方案的測試，確定了船舶在泊位等待的最佳時間。根據(jù)這個最佳的等待時間，提出了一個大力改善馬累商業(yè)港泊位的項目并驗證該項目的可行性。</p><p>　　關(guān)鍵詞：仿真，動用，船舶周轉(zhuǎn)時間，泊位能力，堆場容量，瓶頸。</p><p><b>　　一 論文介紹</b></p><p>

6、;<b>　　1.1 研究背景</b></p><p>　　馬爾代夫是一個由1190座島嶼組成的島國，散布于800公里范圍內(nèi)的印度洋上。共有330,000人，生活在200個不同的島嶼上。（“馬爾代夫統(tǒng)計年鑒”，2007年）馬爾代夫是一個建設(shè)在沙丘上的熱帶國家，地勢十分平坦。它一直是一個世界貿(mào)易和旅游十字路口。經(jīng)濟以漁業(yè)和旅游業(yè)為主。</p><p>　　馬爾代夫的旅游

7、業(yè)占GDP的30%，正是在旅游業(yè)的帶動下，馬爾代夫的經(jīng)濟正在快速增長。由于馬爾代夫除了魚類產(chǎn)品外幾乎沒有其他任何實際的國內(nèi)生產(chǎn)物，為了應(yīng)對日益增長的游客，馬爾代夫幾乎要進口所有的東西。從2000年到2007年，去馬爾代夫的游客數(shù)量以年平均8.4%的速度增長（“馬爾代夫統(tǒng)計年鑒”，2007年）為游客服務(wù)的貨物運輸也將持續(xù)增長。</p><p>　　出于安全和存儲的需要，馬累商業(yè)港要處理除了石油以外的該國所有貨物并提

8、供來自歐洲，中東，非洲，亞洲和遠東的大部分定期貨運服務(wù)。其出口量是很少的，主要是一些空箱。它是全國唯一的海上門戶。因此，任何端口的物理容量的限制，無論是內(nèi)部還是外部，都將影響國家的經(jīng)濟發(fā)展和貿(mào)易。</p><p>　　馬累商業(yè)港也十分顯著地影響著該國的供應(yīng)鏈和物流情況，該港口在材料和信息流的管理和協(xié)調(diào)中也扮演著重要的角色。港口性能也極大地影響交貨時間和進口商/分銷商的庫存水平。目前，目前，馬爾代夫進口商通常要一至

9、三個月的存貨，以防止因與供應(yīng)商，港口接觸間隙或者運輸延誤等原因造成的貨物短缺。當(dāng)前周期從訂單到最終銷售的時間是2-5個月（“統(tǒng)計：百合航運，馬累”2009年）這較長的周期時間，部分原因是由于港口運輸瓶頸造成的港口作業(yè)效率低下。</p><p>　　馬累商業(yè)港在國家發(fā)展，尤其是在供應(yīng)鏈中的重要作用促使我研究這個課題。本研究試圖探討存在于馬累商業(yè)港的影響物流績效的主要制約或瓶頸。</p><p&g

10、t;<b>　　1.2 研究目的</b></p><p>　　自從20世紀(jì)60年代集裝箱誕生以來，貨柜碼頭的最佳容量的測定一直以來都是一個問題。經(jīng)濟全球化和集裝箱運輸?shù)脑黾訛閷?dǎo)致許多問題，對港口碼頭的通過能力提出了更高的要求（亞美鋁爾，1997年）。許多貨柜碼頭達到其容量的限制，導(dǎo)致交通和港口擁堵。港口擁堵的后果影響了很多集裝箱的終端代理商。</p><p>　　擴容

11、是處理港口碼頭的擁塞和瓶頸問題的方式之一。容量增加既可以通過物理擴展也可以改進現(xiàn)有資源的利用率。然而，現(xiàn)實中的大部分港口無法像他們希望的那樣擴大占地面積。因為大多數(shù)海港的空間都很有限。同時，人們往往也沒有足夠的資金來建設(shè)新的設(shè)備。</p><p>　　馬爾代夫是最不發(fā)達國家之一，和其他大多數(shù)國家相比，經(jīng)濟資源很少。而土地面積是其最稀缺的資源之一。馬累商業(yè)港所在的島嶼是該國的首都，任何參觀者都會到來。這個島的面積僅

12、約2平方公里，但在島上居住的人超過了85,000。因此，分配給該港口的土地是很小的，造成了港口運輸?shù)钠款i和阻塞情況的發(fā)生。這些情況會對一下的人造成消極的影響：</p><p>　　海運公司 - 船舶延誤，額外費用，并錯過饋線；</p><p>　　港口碼頭 - 額外人手，碼頭的擠塞情況，并重新處理；</p><p>　　貨運公司 - 等待時間和業(yè)務(wù)損失；</p

13、><p>　　進口商 - 較長的交貨時間。</p><p>　　本研究的主要目的是分析馬累港當(dāng)前的形勢，指出影響該國供應(yīng)鏈的物流瓶頸所在。因此，本研究更具體的目標(biāo)包括：</p><p>　　1)要了解在馬累港集裝箱運輸?shù)默F(xiàn)狀和調(diào)查未來十年的潛在的容器流動模式；</p><p>　　2)更好地了解完整的集裝箱碼頭操作；</p><

14、;p>　　3)港口碼頭泊位能力分析；</p><p>　　4)分析港口碼頭堆場容量；</p><p>　　5)分析船舶，港口碼頭工作率；</p><p>　　6)分析集裝箱在港口碼頭停留時間；</p><p>　　7)分析港口碼頭設(shè)備的利用率；</p><p>　　8)提出在馬累港擴大容量的建議；</p&g

15、t;<p>　　9)為提出的建議實施成本效益分析。</p><p>　　1.3 本研究的貢獻</p><p>　　這項研究將在該領(lǐng)域做出很大貢獻。到現(xiàn)在為止，只有“整合優(yōu)化”貨柜碼頭的問題上存在一些研究。雖然，有關(guān)貨柜碼頭問題的文獻是豐富的，但是只有少數(shù)的研究集中在完整的終端，大多數(shù)研究集中分離的決策問題，例如泊位分配，裝載規(guī)劃，車輛調(diào)度等。本研究著重于完整的終端。因此，我們

16、希望，在一定程度上，這項研究將對顯存的關(guān)于完整的終端問題研究的有限文獻提供給更多資料。</p><p>　　馬累港仿真模型的提出有助于貨柜碼頭建模領(lǐng)域的發(fā)展，該模型也可以根據(jù)細(xì)節(jié)的需要而進行修改，還可用于大多數(shù)港口終端。因此，為馬累港模型的發(fā)展所采用的方法，將為利益相關(guān)者和未來的研究者提供一個平臺。</p><p>　　端口限制和容量最大化已經(jīng)是困擾馬累港多年的兩個重大問題。這項研究是首次

17、闡明這個問題的研究之一。這項研究的結(jié)果將使馬爾代夫港有限公司，當(dāng)?shù)剡M口商，運輸商，貨主，有關(guān)政府部門收益頗豐。</p><p><b>　　1.4 論文的組織</b></p><p>　　本論文分為七個章節(jié)，主要部分是實證研究。首先，本章節(jié)在廣泛的領(lǐng)域介紹了本文的主題大概內(nèi)容以及研究的目的和意義。</p><p>　　第二章進行討論在該領(lǐng)域發(fā)表

18、的有關(guān)理論文獻。為此，它首次引入“端口”的概念以及近年來發(fā)生在全世界的在該領(lǐng)域的發(fā)展以及技術(shù)進步。接下來的章節(jié)介紹了解決不同端口問題的不同方法以及其處理設(shè)備。接下來，回顧了在貨柜碼頭出現(xiàn)的普遍問題。最后，提出了解決這些問題的不同的技術(shù)。</p><p>　　第三章通過提供一些關(guān)于馬爾代夫港口管理系統(tǒng)的背景資料進一步回顧了一些文獻。特別是提供了該國港口管理結(jié)構(gòu)的信息和馬爾代夫港口有限公司的組織管理信息以及馬累商業(yè)港

19、的裝卸設(shè)備，貨物裝卸時間，和港口關(guān)閉。本章還概述和說明了現(xiàn)有的航線和其他輔助服務(wù)。</p><p>　　第四章描繪了進口貨物的主要需求驅(qū)動，旨在預(yù)測未來10年由于人口增長和經(jīng)濟增長而帶來的貨物運輸?shù)脑鲩L量。</p><p>　　第五章介紹的是概念和實證研究模型，并對每個模型提供了一個簡要說明。本章的第二部分介紹了研究設(shè)計和研究的數(shù)據(jù)收集程序。</p><p>　　第

20、六章是關(guān)于該研究的仿真模型的詳細(xì)介紹。它概述了該模型的結(jié)構(gòu)，終端的邏輯流，并介紹了用于模型的輸入?yún)?shù)。本章還概括性地講述了資源仿真模型以及用來控制資源的運作周期的資源周期運作模型。它還涉及模型的驗證問題，以及運行模型的開始運行的問題。</p><p>　　最后，第七章是詳細(xì)結(jié)果的報告，并且還討論了理論和管理方面的影響。這項研究是以現(xiàn)有研究的局限性以及對未來研究的影響來結(jié)束的。</p><p&g

21、t;　　二 本文簡介，碼頭港口業(yè)務(wù)。</p><p><b>　　2.1 介紹</b></p><p>　　本章將介紹一些關(guān)于海洋貨柜碼頭的發(fā)展和經(jīng)營的文獻以及一些相關(guān)的背景資料。它旨在解決與本研究密切相關(guān)的議題，并提供了世界發(fā)展趨勢的概述信息，以及研究集裝箱的發(fā)展，技術(shù)的變化，終端操作，物流流程，貨柜碼頭等要使用的資源類型。它還介紹了在碼頭的決策問題中的計算機模擬的

22、方法，并提出在集裝箱碼頭分析中的仿真建模方法。</p><p><b>　　2.2 港口的定義</b></p><p>　　港口可定義為貨物和乘客在船和岸之間轉(zhuǎn)移的地方。港口也很自然的是一個把貨物從一種運輸方式轉(zhuǎn)換為另一種運輸方式的地方。港口一直以來也是海運和內(nèi)陸運輸，海上和河流之間以及道路和鐵路運輸直間的接口。運輸是整個供應(yīng)鏈的重要組成部分，如今，港口在材料和信息流

23、的管理和協(xié)調(diào)中發(fā)揮著重要的作用。</p><p>　　Simulation and Analysis of Port Bottlenecks: The Case of Male’</p><p><b>　　By</b></p><p>　　Shammoon Adam</p><p>　　Maldives is an i

24、sland nation that consists of around 1190 islands located in the Indian Ocean, southwest of Sri Lanka. The country virtually imports everything it consumes. Male’ Commercial Harbor handles all international sea cargo for

25、 the country. The land area assigned for the port is small; and there are frequent bottlenecks and congestion in the port.</p><p>　　By using computer simulation techniques, this research investigates the sit

26、uation of Male’ Commercial Harbor and identifies logistic bottlenecks that exist at the port. Accordingly, a field research was conducted at Male’ Commercial Harbor to collect required data. Both, qualitative and quantit

27、ative data were collected using focus group, interviews, on-site observations, and time and motion measures.</p><p>　　The simulation models presented in this thesis were carried out with Arena software (Acad

28、emic Version of Arena 10.0). The models were used to analyze the vessel turnaround time, berth capacity, yard capacity, container dwell time, queue values, utilization of ship cranes and other container handling equipmen

29、t. The results show that berth capacity seems to be the major bottleneck that creates longer queues and ship delays at Male’ Commercial Harbor.</p><p>　　Several scenarios were tested to identify the best sce

30、nario regarding ship waiting time at berth. Based on the best scenario, a project was proposed focusing on the development of an extended alongside berth at Male’ Commercial Harbor. A cost benefit analysis was performed

31、 to see whether the project is financially feasible.</p><p>　　Keywords: Simulation, Utilization, Vessel Turnaround Time, Berth Capacity, Yard Capacity, Bottlenecks.</p><p><b>　　CHAPTER 1&l

32、t;/b></p><p>　　Thesis Introduction</p><p>　　Background</p><p>　　Maldives is a group of islands that consists of 1190 islands, which are scattered over a distance of more than 800

33、km situated in the Indian Ocean. It has a population of about 330,000 people, living in 200 different islands (Maldives Statistical Yearbook, 2007). The</p><p>　　Maldives is a tropical country, with very fla

34、t topography, having been built on sand dunes. Because of its strategic location it has been a crossroads of world trade and travel for centuries. The economy is based on fishing and tourism. A map of the Maldives is sho

35、wn in Appendix A</p><p>　　The Maldives economy is expanding rapidly, driven primarily by the booming tourism industry, which makes up over 30% of GDP (Maldives Statistical Yearbook, 2007). The lack of any r

36、eal domestic production and exports consisting only of fish products result in the fact that the Maldives must import nearly everything for its growing population and its tourists consumption. With the number of intern

37、ational tourists travelling to the Maldives growing an average of 8.4% per year between 2000 and 20</p><p>　　Male’ Commercial Harbor (MCH) handles all the international sea cargo for the country except petro

38、leum products, which are unloaded at an offshore island for reasons of safety and storage. Regular cargo services are provided to and from Europe, the Middle East, Africa, and much of Asia and the Far East. Exports are m

39、inimal so outbound international traffic via Male’ consists mostly of empty containers. The performance of MCH is particularly important because, at present, it is the sole maritime </p><p>　　MCH can also si

40、gnificantly influence the supply chain performance and the logistics distribution of the country. Ports play an important role in the management and co-ordination of materials and information flows (Bassano, 2007). The p

41、ort performance also immensely influences the lead time and the stock level of importers/distributors (Carbone & De Martino, 2003). Currently, Maldivian importers typically hold stocks for one to three months to min

42、imize the occurrence of shortage due to problems </p><p>　　The important role MCH plays for the development of the country and especially the performance of the supply chains as a whole motivated me to do th

43、is research. The study attempts to examine the main constraints or bottlenecks that exist at MCH that affects the logistics performance. </p><p>　　Objectives of this Research</p><p>　　Determinat

44、ion of the optimum capacity of container terminals has been a major issue since the introduction of containers in the 1960s (King, 1997). The advancement of globalization and increasing container transportation has creat

45、ed many problems for ports leading to higher requirements on port terminals (Bluely, 1997). Many container terminals are reaching their capacity limits, leading to traffic and port congestion (Dacca, Bellaire, & Sala

46、mi, 2007). The consequences associated with port conge</p><p>　　Capacity expansion is one way of handling congestion and bottleneck problems that limit port terminal performance (Legato & Massa, 2001). C

47、apacity can be increased either by physical expansion or improved utilization of the available resources (Legato & Massa, 2001). However, in reality most of the seaports are unable to expand their terminal areas as t

48、hey wish because of limited space; and often do not have enough funds to build new infrastructures.</p><p>　　Maldives is among the least developed countries and has fewer economic resources compared to most

49、other countries. Land area is one of the scarcest resources. The need for area on the island (the capital) where the port is located is obvious to any visitor. The area of the island is approximately 2km² only, and

50、it is home to more than 85,000 inhabitants. The land area assigned for the national sea port is small; and there are frequent bottlenecks and congestion in the port. The situation is nega</p><p>　　1 Shipping

51、 Companies– vessel delays, extra costs, and missed feeders </p><p>　　2 Port Terminals – extra manpower, yard congestion, and re-handling</p><p>　　3 Trucking Companies – waiting time and loss of

52、business</p><p>　　4 Importers – longer lead times</p><p>　　The main objective of this research is to analyze the current situation of MCH and identify logistic bottlenecks that exist within the

53、port terminal that hinder the supply chain performances of the country. Accordingly, more specific objectives of this research include:</p><p>　　1. to show the current status of containerization at Male’ Por

54、t and to investigate the potential container flow pattern for the next ten years </p><p>　　2. To assist in better understanding of the complete container terminal operation </p><p>　　3. To analy

55、ze berth capacity of the port terminal </p><p>　　4. To analyze the yard capacity of the port terminal </p><p>　　5. To analyze ship working rate of the port terminal </p><p>　　6. To

56、analyze dwell time of containers in the port terminal </p><p>　　7. To analyze the utilization of port terminal equipment </p><p>　　8. To analyze and propose measures that can be taken at MCH to

57、maximize the capacity </p><p>　　9. To provide a cost benefit analysis for implementation of the proposed measures</p><p>　　1.3 Contributions of this Research</p><p>　　This research

58、will make a number of contributions to the field. Up to now, only a few studies on ‘integrated optimization’ for container terminal problems exist (Dacca et al., 2007).Although, literature concerning container terminal p

59、roblems are rich, only a few studies have concentrated on complete terminals; most studies concentrate on separated decision problems, for example berth allocation, stowage planning, and vehicle dispatching (Dacca et al.

60、2007). This research concentrates on the compl</p><p>　　The development of MCH simulation model contributes to the area of container terminal modeling. The MCH model can be modified, depending on the level o

61、f n details needed; and can be applied to most port terminals. Therefore, the methodologies used for the development of MCH model will provide a platform for stakeholders and future researchers.</p><p>　　Por

62、t constraints and capacity maximization have been two major issues for MCH for many years. This research is one of the first to shed light into this subject. The findings of this research will be valuable for Maldives Po

63、rt Limited, local importers, transport providers shippers, and concerned government authorities. </p><p>　　Organization of the Thesis</p><p>　　This thesis is divided into seven chapters presenti

64、ng the main segments of this type of empirical research. First, the current chapter introduces the topic and outlines in very broad terms the objectives and contributions of the research. The second chapter proceeds to

65、 discuss the relevant theoretical literature published in the field. It does so by first introducing the concept of ‘ports’ and providing information on their developments and technological changes that took place world

66、wide over</p><p>　　Chapter three furthers the literature review by providing some background information on Maldives Port Management System. In particular, it provides information on port administration stru

67、cture of the country; and presents details on Maldives Port Limited (MPL) and its organization management, MCH and handling equipment, cargo working hours, and port shut downs. The chapter also outlines and illustrates t

68、he existing shipping lines and other auxiliary services.</p><p>　　Chapter four delineates the major demand drivers of import cargo and seeks to forecast cargo traffic for the next ten years based on populati

69、on growth and economic growth indicators.</p><p>　　Chapter five introduces the conceptual and empirical research models and provides a brief description of each model. The second part of the chapter explains

70、 the research design and data collection procedures of the study.</p><p>　　Chapter six deals with the development of the simulation model for the study. It outlines the structure of the model, the terminal l

71、ogic flow, and describes input parameters used for the model. This chapter also outlines the resource simulation model and resource operational cycle model which are used to control resource operational cycles. It also a

72、ddresses the validation issues of the model, as well as running setup1</p><p>　　Finally, chapter seven reports on the results in detail, and it also discuss the theoretical and managerial implications. This

73、research concludes with a discussion of the research limitations and the implications for future research agendas.</p><p><b>　　CHAPTER 2</b></p><p>　　Port Terminal Operations: A Revi

74、ew of the Literature</p><p>　　Introduction</p><p>　　This chapter reviews the relevant literature and provides some background information on the development of marine container terminals and the

75、ir operations. It aims to address topics closely related to this research and provides overview information of world trends towards container developments, technological changes, terminal operations, logistics processes,

76、 and types of resources used in container terminals. It also describes an overview of decision problems at terminals; ways in which these </p><p>　　Defining ‘Port’</p><p>　　A ‘port’ can be defin

77、ed as a “gateway through which goods and passengers are transferred between ships and shore” (Wang, Cull inane, & Song, 2005, p. 14). Ports have been natural sites for transshipment in order to transfer goods from on

78、e mode of transport to another (King, 1997). They have historically provided the link between maritime and inland transport, the interface between the sea and rivers, and roads and railways (Dowd & Leeching, 1990). A