[雙語(yǔ)翻譯]--港航外文翻譯---集裝箱碼頭的規(guī)劃和設(shè)計(jì)（原文）

1、1Container Terminal Planning and DesignPhil Elsdon* and Tony Burdall***Chief Engineer, Docks and Harbours, Halcrow Group, Burderop Park, Swindon, SN4 OQD, UK; elsdonpa@halcrow.com **Director, Docks and Harbours, Halcrow

2、Group, Burderop Park, Swindon, SN4 OQD, UK; burdallac@halcrow.comAbstractA recent report by shipping consultants forecast a 65% increase in global container traffic up to 2005. It went on to suggest that, to accommodate

3、this growth, investment of some US$20 to US$30 billion would be required in civil work and equipment. This paper looks at the need for new and upgraded container terminals world-wide, and the factors contributing to this

4、 need. Planning considerations for new and upgraded terminals are many and varied; the paper looks at aspects including site evaluation, project development issues, and the many varied elements of port planning. Detailed

5、 design of the container terminal will not be the same at any two terminals because of variations in ground conditions, and the constraints imposed by existing developments and the local environment. In looking at design

6、 considerations, the paper addresses some of the implications, including: alternative forms of quay structure, alternative types of pavement, durability considerations, and utility requirements. In discussing the plannin

7、g and design aspects of terminals, the authors draw on the practical experience gained from recent projects world-wide, including terminals in the Far East, the Middle East, Europe, the Caribbean and Central America.Intr

8、oductionThe shipping industry is expanding, driven by continuing economic growth, as well as changes in technology. In the 30 years or so that containers have been around, the amount of goods shipped in them has expanded

9、 at 8 to 10% per year, and the industry is now worth an annual US$100 billion. The expansion in container shipping far outstrips growth in the world economy, historically about 3% per year, and even growth in world trade

10、, which runs up by 5% per year. The world’s container fleet trebled in the 1990s and it now accounts, by value, for more than half of all cargo shipped. Most industries would relish these fundamentals, but margins for co

11、ntainer shipping have been limited, because the industry is highly fragmented with steep fixed costs and fierce competition, which prevented price increases. In 1980, the shipping cost for a 40ft container from North Ame

12、rica to Europe was some US$2,500. Today that costs US$2,200. Shipping costs are now, typically, 3 to 5% of the value of the goods transported in a container. Seaborne transport is so cheap, it makes sense for Nike to mak

13、e its trainers in south-east Asia, and ship them around the world. In continually chasing economies of scale, shipping lines are building larger and larger container vessels, and seeking to undertake fewer port calls. Th

14、ese factors are having a direct impact on the facilities ports must provide to continue to attract shipping lines, and are driving the continual need for new and upgraded container terminals.Copyright ASCE 2004 Ports 200

15、1 Copyright ASCE 2004 Ports 2001Ports '01 Downloaded from ascelibrary.org by Changsha University of Science and Technology on 03/10/14. Copyright ASCE. For personal use only; all rights reserved.3Although it is not c

16、lear when such vessels will come into service, vessels larger than current K and S class vessels will be introduced, and terminals are already purchasing larger cranes. While many of the orders are attempts to provide in

17、frastructure to meet future vessel size increases, the fact that Maersk terminals are purchasing cranes capable of serving vessels 22 containers wide, leads to the conclusion that ships of this size are likely to appear

18、in the medium term. Such a vessel would have a capacity of the order of 10,000 TEU.Developments in the Ports Sector. The current generation of ‘super post-Panamax’ vessels can operate on only a limited number of routes.

19、 Economies of scale play an important part in operating such vessels, and these economies include minimising the number of port calls. Few ports can accept them, and they will therefore only be operated on the deep-sea l

20、iner routes between main hub ports. One of the key factors governing the feasibility of mega-hub ports will be available water depth, with the likelihood of 16metres or more being required in the approaches and alongside

21、 quay structures. It has been suggested that the future generation of ultra-large super post-Panamax vessels will be dedicated to plying their trade between four or five mega-hub ports. Ports propounded have included Sin

22、gapore in Asia, Salalah in the Middle East, Gioia Tauro in the Mediterranean, Freeport in The Bahamas, and Long Beach on the west coast of the USA. From mega-hub and hub ports, goods will be distributed in smaller feeder

23、 ships to satellite ports, or onto national road and rail networks. One of the consequences of the post- Panamax revolution is that ships that are now classed as large and medium size, will be ‘relegated’ to operating o

24、n routes running between hub and satellite ports. Deepening and upgrading will have to be carried out at virtually every port that wants to remain commercially viable in the future. The market is truly global. There is h

25、ardly a maritime state that does not have some project underway, no matter how small. The range of projects is diverse both in size and scope, and there are a number of markets where huge amounts are being allocated for

26、port improvements, often as part of wider-ranging transport infrastructure upgrading programmes. Such countries include India, China, the Philippines and Brazil, to name just a very few. Other examples include major port

27、s such as Rotterdam, Singapore, Hong Kong and Los Angeles, where large investments are being made to expand container handling capacity. In Singapore alone, US$7bn is being spent on developing the huge Pasir Panjang 26-b

28、erth container terminal which, on completion, will have a capacity of 18 million TEU per year.Planning Aspects of TerminalsSite Evaluation. An early task for port or terminal planning, is a site evaluation and data coll

29、ection exercise, to enable both the developer and planner/designer to gain in-depth knowledge of the site, its history, and its current physical, geographical and environmental characteristics. The extent to which all of

30、 these data are available will vary considerably from site to site, but whether by review of readily-available data, or by the procurement of new data, the parameters indicated below must be established. ? Land ownership

31、 and concessionaires ? Topography and bathymetry of land and water areas ? Current and previous uses of the site ? Site access provisions from sea/river, road and rail ? Existing structures, both surface and underground

32、? Existing utilities, both on and adjacent to the siteCopyright ASCE 2004 Ports 2001 Copyright ASCE 2004 Ports 2001Ports '01 Downloaded from ascelibrary.org by Changsha University of Science and Technology on 03/10/1