宁波港集装箱船舶在能见度不良情况下进出港研究
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摘要
随着我国改革开放步伐的不断加快,又伴随着世界经济贸易的全球化和一体化进程,我国经济飞速发展,经济的发展带动了航运业突飞猛进的发展。航运业的空前繁荣带动了港口经济的发展,然而,港口有限资源尚未跟上航运业发展的的步伐,甚至制约其发展的进程。为充分发挥港口资源的优势,唯有在有限港口资源进行合理配置和科学利用。
目前,从许多港口的常规做法来看,经常因为能见度不良而禁止船舶进出港,造成大量船舶集结,带来了后期的通航压力,阻碍了港口经济的发展。特别是对于一些港口进港航道较长,能见度大小又不均匀(部分航道弥天大雾,另一段航道却晴空万里)。港口主管机关往往从通航安全的角度出发,以能见度最差的航段为基准,做出通航限制,从而大大降低了港口资源的利用率。
宁波港是一典型多雾港口,而且航道较长(约40mile),航路能见度极度不均匀。本文以此为例,结合港口能见度不良时的通航规定,根据港口的实际能见度情况和进出港船舶的特性,充分利用港口的现有资源,对港口的资源进行优化配置。包括合理利用助航标志、新增能见度监测设备和能见度监测点、充分利用AIS和宁波船舶交管中心系统、建立能见度信息中心、建立港口导航与监测系统、对航路近期和远期规划、制定保障航行安全的措施等等,最终确定了宁波港能见度不良时集装箱船舶进出港的相关规范和建议。
本文运用理论结合实际的方法,制定出宁波港能见度不良时集装箱船舶进出港的相关规范和建议,有效解决了船舶安全航行和经济快速发展的矛盾。
With the accelerating pace of China's reform and opening up,and accompanied by the globalization and integration process of world economy and trade,the economy of our country rapidly development, thus promote the rapid development of shipping industry. The unprecedent prosperity of shipping industry helped the development of port economy. However,as the platform for the shipping industry's development,port hasn't catched up with the pace of the development,and even constraints their advancing process.In order to give full play to the advantage of port resources,the only breakthrough lies on the scientific use of limited resources.
Recently,it is a common bussiness that the majority of ports prohibite ships' inward and outward often because of the restricted visibility which results in a large number of ships assembled,brings the late navigable pressure,and thus hinder the rapid development of the port economy. In particular,many ports have a longer sea channel and uneven level of visibility (some parts of the channel are foggy while the others are cleared). Taking those factors into account and from the point of view of navigation security,port authorities takes the segment of the worst visibility as the benchmark and makes shipping restrictions that greatly reduces the utilization of port resources.
Ningbo-Zhoushan Port is a typical foggy port with a longer waterways (about 40 nautical miles)and serious unbalanced visibility. Taking Ningbo-Zhoushan Port as an example,combied with the navigable regulation in case of visibility,according to the actual visibility and the features of ships entering and leaving,making full use of existing port resources,optimizing the allocation of port resources which includs using navigational marks rationaly,adding visibility monitoring equipment and visibility monitoring points,making full use of AIS and VTS systems,establishing the information center of visibility,building the port navigation and surveillance systems, making short-term and long-term plans for routs,developing measures for the safety of navigation and so on,this paper finally set down the relevant Specification and Suggestions for ships'entering and leaving in Ningbo-Zhoushan Port when in poor visibility.
Under the method of combing the theory and practice,this paper set down the relevant Specification and Suggestions for ships'entering and leaving in Ningbo Zhoushan Port when the visibility is poor that provides an effective solutionfor the contradictions beteween safety navigation of ships and economic development.
目前,从许多港口的常规做法来看,经常因为能见度不良而禁止船舶进出港,造成大量船舶集结,带来了后期的通航压力,阻碍了港口经济的发展。特别是对于一些港口进港航道较长,能见度大小又不均匀(部分航道弥天大雾,另一段航道却晴空万里)。港口主管机关往往从通航安全的角度出发,以能见度最差的航段为基准,做出通航限制,从而大大降低了港口资源的利用率。
宁波港是一典型多雾港口,而且航道较长(约40mile),航路能见度极度不均匀。本文以此为例,结合港口能见度不良时的通航规定,根据港口的实际能见度情况和进出港船舶的特性,充分利用港口的现有资源,对港口的资源进行优化配置。包括合理利用助航标志、新增能见度监测设备和能见度监测点、充分利用AIS和宁波船舶交管中心系统、建立能见度信息中心、建立港口导航与监测系统、对航路近期和远期规划、制定保障航行安全的措施等等,最终确定了宁波港能见度不良时集装箱船舶进出港的相关规范和建议。
本文运用理论结合实际的方法,制定出宁波港能见度不良时集装箱船舶进出港的相关规范和建议,有效解决了船舶安全航行和经济快速发展的矛盾。
With the accelerating pace of China's reform and opening up,and accompanied by the globalization and integration process of world economy and trade,the economy of our country rapidly development, thus promote the rapid development of shipping industry. The unprecedent prosperity of shipping industry helped the development of port economy. However,as the platform for the shipping industry's development,port hasn't catched up with the pace of the development,and even constraints their advancing process.In order to give full play to the advantage of port resources,the only breakthrough lies on the scientific use of limited resources.
Recently,it is a common bussiness that the majority of ports prohibite ships' inward and outward often because of the restricted visibility which results in a large number of ships assembled,brings the late navigable pressure,and thus hinder the rapid development of the port economy. In particular,many ports have a longer sea channel and uneven level of visibility (some parts of the channel are foggy while the others are cleared). Taking those factors into account and from the point of view of navigation security,port authorities takes the segment of the worst visibility as the benchmark and makes shipping restrictions that greatly reduces the utilization of port resources.
Ningbo-Zhoushan Port is a typical foggy port with a longer waterways (about 40 nautical miles)and serious unbalanced visibility. Taking Ningbo-Zhoushan Port as an example,combied with the navigable regulation in case of visibility,according to the actual visibility and the features of ships entering and leaving,making full use of existing port resources,optimizing the allocation of port resources which includs using navigational marks rationaly,adding visibility monitoring equipment and visibility monitoring points,making full use of AIS and VTS systems,establishing the information center of visibility,building the port navigation and surveillance systems, making short-term and long-term plans for routs,developing measures for the safety of navigation and so on,this paper finally set down the relevant Specification and Suggestions for ships'entering and leaving in Ningbo-Zhoushan Port when in poor visibility.
Under the method of combing the theory and practice,this paper set down the relevant Specification and Suggestions for ships'entering and leaving in Ningbo Zhoushan Port when the visibility is poor that provides an effective solutionfor the contradictions beteween safety navigation of ships and economic development.
引文
[1]http://baike.baidu.com/view/136913.htm
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[12]W. J.Kotsch. Weather for the Mariner. Annapolis, Maryland Naval Institute Press,1983.
[13]郭敬天.海雾形成与发展机制的观测分析与数值模拟研究：(博士论文).青岛：中国海洋大学,2008.
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[17]郭禹.航海学.大连：大连海事大学出版社.1998.
[18]叶朗明,赵建峰.海雾的特点及预报.广东科技.2009,206.
[19]洪碧光.船舶操纵原理与技术.大连：大连海事大学出版社,2007.
[20]古文贤.船舶操纵.大连：大连海运学院出版社.1993.
[21]李作敏.交通工程学.北京：人民交通出版社.
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[31]姜才兴.浅谈宁波船舶交管中心与船舶雾航安全监管.中国水运.2007,5(7),15-17.
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[33]刘桂云.宁波港AIS通信网络构建.水运工程.2004,01.
[34]李放,李志鹏.利用DGPS助航系统保障引航安全.中国航海.2002,2.
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[40]IHO S-57 Transfer standard for digital hydrogaphic data. Edition 3.Monaco:HIB,1996.
[41]于汝民.港口规划与建设.北京：人民交通出版社.2003.
[42]中华人民共和国海事局.通航管理.北京：人民交通出版社,2006.
[43]许广岩.关于开辟宁波-舟山第二通道的研究：(硕士论文).大连：大连海事大学,2007.
[44]杨晓东.新加坡港的通航管理及启示.航海技术,2007,5,21-22.
[45]韩理安.港口水工建筑物.北京：人民交通出版社.2001.
[46]中华人民共和国海事局.中国沿海内河水域船舶定线制河报告制.北京：人民交通出版社.2007.
[47]梁勤华.渤海水域船舶定线制的研究.大连：大连海事大学出版社.2008.
[48]绍强.疏浚虾峙门外航道,提高舟山宁波两港功能.港口纵横.1998.
[49]Cockcroft A N.Routeing in English Chanel.Journal of Navigation, 1981,34(3):392-401.
[50]胡云平.宁波水域港口锚地规划与优化：(硕士论文).上海：上海海事大学,2004.
[51]Hooft,J. P.,"The behaviour of a ship in head waves at restricted water depth", International Shipbuilding Progress,No.244, Vol.21,1974,pp.367.
[52]Proceedings of the 23rd ITTC-Volume I,The Manoeuvring Committee,Final Report and Recommendations to the 23rd ITTC,2002.
[53]Canadian Coast Guard,Fisheries and Oceans Canada, Canadian Waterways National Manoeuvring Guidelines,June,1999.
[54]E. M. Goodwin.Determination of Shpi Domain Szie,Proeeedings of International Conefernce on Mathematical Aspects of Marine Traffic,Academic Press,London,1977
[55]Barrass,C. B.,"Ship squat-Areply",The Naval Architect,1981,pp.268-272.
[56]吴兆麟.海上交通工程.大连：大连海运学院出版社,1993.
[57]茅慧权.大型船舶能见度不良进出港口的安全操作.航海技术.2008,3.
[58]张杰.部分航路能见度不良情况下船舶进出港研究.大连海事大学硕士学位论文.2009,5.
[59]林庆元.能见度不良时进厦门东渡港的船舶操纵.航海技术.2005,3.
[60]方飚雄,郑道昌.减少雾中航行事故的若干对策.浙江海洋学院学报.2001,20(2)
[61]IEC/PAS61162-100.Single talker and multiple listeners-Extra requirements to IEC 61162-1 for the UAIS.International Electronic technical Commission.2002.
[62]IALA Guidelines on the Universal Automatic Identification System (AIS), Volume 1,Part Ⅰ-Operational Issue Edition 1.1,December 2002.
[63]罗松淼.宁波港船舶进出主航道分道通航方案探讨[J].宁波大学学报(理工版),2005(1)：68-72.
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[69]宁波海事局辖区海上恶劣气象、海况预警预控实施方案
[70]宁波北仑矿石码头及周边水域交通流组织方案
[2]金涛,陈建光,沈莲.宁波港集装箱年吞吐量将突破700万标箱[N],浙江日报,2006(12).
[3]虾峙门人工深水航槽通航条件专题研究报告(送审稿).大连海事大学,2008(4).
[4]周立佳,刘永禄等.东南沿海海雾分布的统计与预报.航海技术.2005,4,23-24.
[5]中国沿海航行里程表.中国人民解放军航海保证部.
[6]张仁桥.以软实力打造宁波港.浙江经济.2006,03.
[7]卢军.宁波-舟山纳入国家新一轮国家战略的研究报告.经济丛刊.2006,01.
[8]何易培.浙江沿海及主要港口航行指南.大连：大连海事大学出版社.2008.
[9]何易培.浙江沿海及主要港口航行示意图.大连：大连海事大学出版社.2008.
[10]卞艺杰.航道通过能力研究.《水运工程》,2000,第8期：27-30.
[11]陈家辉.航海气象学与海洋学.大连：大连海事大学出版社.1999.
[12]W. J.Kotsch. Weather for the Mariner. Annapolis, Maryland Naval Institute Press,1983.
[13]郭敬天.海雾形成与发展机制的观测分析与数值模拟研究：(博士论文).青岛：中国海洋大学,2008.
[14]Meteorological Office.Meteorology at Sea. London:Her Majesty's Stationery Office,1983.
[15]R.Sanderson. Meteorolgy at Sea. London:Stanford Maritime,1982.
[16]Ocean Passages for the Word. England Somerset:Hydrographer of the Navy,1987.
[17]郭禹.航海学.大连：大连海事大学出版社.1998.
[18]叶朗明,赵建峰.海雾的特点及预报.广东科技.2009,206.
[19]洪碧光.船舶操纵原理与技术.大连：大连海事大学出版社,2007.
[20]古文贤.船舶操纵.大连：大连海运学院出版社.1993.
[21]李作敏.交通工程学.北京：人民交通出版社.
[22]严宝杰.交通调查与分析.北京：人民交通出版社.
[23]中国港口指南(第二册).中国人民解放军航海保证部.
[24]宁波海事局.调研资料.2008.
[25]长江航道局.航道工程学.北京：人民交通出版社,1993.
[26]程昌华.航道工程学.人民交通出版社.1999.
[27]中国航路指南(东海海区).中国人民解放军航海保证部.
[28]王英志.航标学.大连：大连海事大学出版社,1997.
[29]中国人民解放军航海保证部.港湾锚地地图集(舟山群岛附近).1987
[30]王容.船舶进出宁波港分道通航方案.宁波大学学报.2003,03.
[31]姜才兴.浅谈宁波船舶交管中心与船舶雾航安全监管.中国水运.2007,5(7),15-17.
[32]VTS guide for user maritime safety administration of P.R.C 1999.
[33]刘桂云.宁波港AIS通信网络构建.水运工程.2004,01.
[34]李放,李志鹏.利用DGPS助航系统保障引航安全.中国航海.2002,2.
[35]杨兴忠.进出宁波港港口资料及航法.天津航海.2006,03.
[36]DUTTON'S Navigation & Piloting,the United States Naval Institute,1978.
[37]史国友,贾传荧.基于GPRS和电子海图的船舶导航与监控系统.中国航海,2003,4,63-65.
[38]IMO Resolution A.817(19) Performance standards for ECDIS.1996.
[39]IHO S-52 Specification for chart content and display aspects of ECDIS.5rd edition. Monaco:IHB,1996.
[40]IHO S-57 Transfer standard for digital hydrogaphic data. Edition 3.Monaco:HIB,1996.
[41]于汝民.港口规划与建设.北京：人民交通出版社.2003.
[42]中华人民共和国海事局.通航管理.北京：人民交通出版社,2006.
[43]许广岩.关于开辟宁波-舟山第二通道的研究：(硕士论文).大连：大连海事大学,2007.
[44]杨晓东.新加坡港的通航管理及启示.航海技术,2007,5,21-22.
[45]韩理安.港口水工建筑物.北京：人民交通出版社.2001.
[46]中华人民共和国海事局.中国沿海内河水域船舶定线制河报告制.北京：人民交通出版社.2007.
[47]梁勤华.渤海水域船舶定线制的研究.大连：大连海事大学出版社.2008.
[48]绍强.疏浚虾峙门外航道,提高舟山宁波两港功能.港口纵横.1998.
[49]Cockcroft A N.Routeing in English Chanel.Journal of Navigation, 1981,34(3):392-401.
[50]胡云平.宁波水域港口锚地规划与优化：(硕士论文).上海：上海海事大学,2004.
[51]Hooft,J. P.,"The behaviour of a ship in head waves at restricted water depth", International Shipbuilding Progress,No.244, Vol.21,1974,pp.367.
[52]Proceedings of the 23rd ITTC-Volume I,The Manoeuvring Committee,Final Report and Recommendations to the 23rd ITTC,2002.
[53]Canadian Coast Guard,Fisheries and Oceans Canada, Canadian Waterways National Manoeuvring Guidelines,June,1999.
[54]E. M. Goodwin.Determination of Shpi Domain Szie,Proeeedings of International Conefernce on Mathematical Aspects of Marine Traffic,Academic Press,London,1977
[55]Barrass,C. B.,"Ship squat-Areply",The Naval Architect,1981,pp.268-272.
[56]吴兆麟.海上交通工程.大连：大连海运学院出版社,1993.
[57]茅慧权.大型船舶能见度不良进出港口的安全操作.航海技术.2008,3.
[58]张杰.部分航路能见度不良情况下船舶进出港研究.大连海事大学硕士学位论文.2009,5.
[59]林庆元.能见度不良时进厦门东渡港的船舶操纵.航海技术.2005,3.
[60]方飚雄,郑道昌.减少雾中航行事故的若干对策.浙江海洋学院学报.2001,20(2)
[61]IEC/PAS61162-100.Single talker and multiple listeners-Extra requirements to IEC 61162-1 for the UAIS.International Electronic technical Commission.2002.
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