外文翻譯----終端水平的港口規(guī)劃

1、<p><b>　　附 錄</b></p><p><b>　　外文原文</b></p><p>　　PORT PLANNING AT THE TERMINAL LEVEL</p><p>　　——Port Development</p><p>　　Constantine D. Mem

2、os</p><p><b>　　Greece</b></p><p>　　Port development can refer either to the creation of a new port or to the expansion of an existing one, usually aimed at increasing its capacity or

3、 upgrading port operations. The issue of port development is examined at three different levels: national, local, and port terminal. Complete study of the above can be a complicated procedure since it presupposes a contr

4、ibution by many specialists of various disciplines. The analysis laid out in the following pages derives from the discipline of a civ</p><p>　　Until recently, ports in many countries have usually been develo

5、ped as part of local port development programs. Such programs normally do not take into consideration the corresponding</p><p>　　plans of other ports within the country, a factor that would have resulted in

6、better coordination for increased national benefit. Indeed, in many cases, instead of attempting to achieve mutual complementing of aims, undue competition tends to develop between ports within the same country. In gover

7、nmentowned ports this situation can result in uneconomical investment of national capital in competing projects, and moreover, in loss of opportunities to attract a portion of international maritime tra</p><p&

8、gt;　　In more general terms, the existence of a national port policy could broadly define the role of each port in a country, so that in the context of the national economy, the available funding can be employed as produc

9、tively as possible. Depending on a country’s development and its tendency for privatization, the allocation of roles to each port may be conducted in such a manner as to permit a large percentage of these ports to be rel

10、eased from national coordination and to undertake their own devel</p><p>　　The course of development of a port or port terminal usually undergoes phases, which also indicate its age. Evolution from a traditi

11、onal break-bulk cargo port to a specialized unitized cargo port may be gradual. However, it is distinguishable into qualitative changes that take place in specific periods throughout the overall life of the port. These p

12、hases are as follows:</p><p>　　Phase 1: Traditional General Cargo Flow. A port with break-bulk or packaged bulk cargo terminals, such as for bagged grains or petroleum in barrels</p><p>　　Phase

13、2: Break-Bulk Cargoes. When breakbulk cargo flow exceeds an economically acceptable limit, these cargoes are transported in bulk form and the port develops a special bulkcargo terminal. At the same time, the breakbulk be

14、rths are increased, to accommodate the higher demand.</p><p>　　Phase 3: Unit Loads. Unit loads start being carried on conventional vessels in small quantities in units such as palettes, containers, or packag

15、ed lumber. At the same time, break-bulk cargo flows, particularly those of bulked breakbulk cargoes, start diminishing to levels that require separation of cargo terminals for various cargo categories.</p><p&g

16、t;　　Phase 4: Multipurpose Terminal. Unitized cargoes on specialized vessels start appearing in quantities that do not yet require development of a specialized terminal. Thus, a multipurpose terminal is created in which b

17、reak-bulk cargo traffic is diminished, although unitized cargo is also handled. At the same time, the specialization of dry bulk cargo terminals continues.</p><p>　　Phase 5: Specialized Terminal. With an inc

18、rease in unit loads beyond certain levels, specialized cargo terminals are created for handling containers, packaged lumber, and Ro-Ro. The multipurpose terminal of phase 4 is converted into a specialized terminal, with

19、the addition of specialized cargo handling equipment.Break-bulk general cargo is reduced further.</p><p>　　It should be noted that in normal situations, the transition from phase 3 to phase 5 should progress

20、 through phase 4, so as to provide an opportunity to the port to increase unitized cargo traffic to volumes that will enable economically feasible development of a specialized terminal in phase 5. Moreover, in the event

21、that a port has entered phase 3 of its development, care should be taken to avoid creating additional general cargo berths.</p><p>　　The examination of existing installations should precede any decision to e

22、xpand old, or to construct new, port terminals. The purpose of such a study is to identify any functional difficulties that would detract significantly from the theoretical productivity of the marine and land sector of t

23、he port terminal. In many cases, improved organization of the component operations of the port terminal produces a significant increase in its productivity. In addition to an improvement in the terminal’s o</p>&l

24、t;p>　　The first phase in a design for expansion of an existing break-bulk cargo terminal or for the creation of a new one involves diligent collection and analysis of statistical data regarding the existing terminal’s

25、 output. This analysis will also determine the ‘‘a(chǎn)ge’’ of the existing terminal，in other words, the degree to which the owners of this break-bulk cargo terminal are prepared to see it evolve into a multipurpose terminal

26、or even into a specialized container or bulk cargo terminal. This dec</p><p>　　Analysis of these data will also reveal whether berth productivity falls short of theoretical values. In this case, and particul

27、arly if significant vessel waiting times are observed, the cause of the reduced output should be looked into carefully. Usually, a standard efficiency rating per berth with a high degree of break-bulk cargo traffic is 10

28、0,000 tons per year, whereas if unitized cargoes constitute 30 to 40% of the traffic, this productivity figure may rise to more than 150,000 tons per ye</p><p><b>　　外文譯文</b></p><p>&

29、lt;b>　　終端水平的港口規(guī)劃</b></p><p><b>　　——港口發(fā)展</b></p><p><b>　　康斯坦丁·d·麥鷗</b></p><p><b>　　希臘</b></p><p>　　港口發(fā)展可能是指創(chuàng)建一個新的端

30、口或擴展現(xiàn)有的一個,但通常旨在增加產(chǎn)能或升級港口業(yè)務(wù)。港口發(fā)展的問題體現(xiàn)在3個不同的層次:國家、地方、港口碼頭。上面的完整的學(xué)習是一個復(fù)雜的過程,因為它預(yù)設(shè)了許多專家的貢獻不同的學(xué)科。分析了在下面的源自一個土木工程師的學(xué)科專業(yè)港口規(guī)劃承擔任務(wù)的構(gòu)思和設(shè)計相關(guān)的元素,在大多數(shù)情況下作為一個跨學(xué)科小組負責整個港口發(fā)展規(guī)劃。在設(shè)計的港口或終端水平,海事方面需要處理有關(guān)港口。這些問題包括設(shè)計的總體布局和碼頭的設(shè)計以及入口和機動區(qū)域。</p

31、><p>　　直到最近,港口在許多國家通常被開發(fā)出來作為本地端口的發(fā)展項目。在國內(nèi)的其他港口，這樣的項目通常不會考慮相應(yīng)的計劃,這個因素將導(dǎo)致更好的協(xié)調(diào)增加國家受益。事實上,在許多情況下,而不是試圖實現(xiàn)相互補充的目的,過度開發(fā)端口之間的競爭往往會發(fā)生在同一個國家。政府擁有這樣的港口狀況會導(dǎo)致投資的國家資產(chǎn)浪費在相互競爭的項目,此外,在吸引國際海上交通的一部分方面損失著機會。競爭傾向與對外貿(mào)易的國家,外國貨物在運輸途中

32、,貨物被轉(zhuǎn)船，國際流動,證據(jù)的發(fā)展?jié)摿εc內(nèi)部傳輸,這或多或少預(yù)設(shè)的運動模式。</p><p>　　從更普遍的角度來看,一個國家港口的存在政策可以寬泛地定義在一個國家每個端口的作用,因此,在國民經(jīng)濟的背景下,使用可用的資金盡可能富有成效。對于私有化，根據(jù)一個國家的發(fā)展及其趨勢,分配角色每個端口可以通過這種方式允許這些港口的很大一部分免除國家協(xié)調(diào),開展他們自己的發(fā)展。</p><p>　　發(fā)展

33、的進程或端口的一個港口終端通常要經(jīng)歷的階段,這也顯示著其年齡。從傳統(tǒng)貨運港口倉庫給一個專用成套貨運港口進化的可能是漸進的。然而,它是可區(qū)分成發(fā)生在特定時期整個生活端口的定性變化。這些階段如下:</p><p>　　階段1:傳統(tǒng)的普通貨物流。一個端口與倉庫或打包的散貨碼頭,比如袋裝谷物或石油桶</p><p>　　階段2:倉庫的貨物。當零擔貨物流動超過經(jīng)濟上可接受的限度,這些貨物都以散裝運輸

34、形式和港口發(fā)展一個特殊的散貨終端。同時,零擔泊位不斷增加,以適應(yīng)更高的需求。</p><p>　　階段3:機組負荷。機組負荷開始正在進行常規(guī)船舶在少量在單位,如調(diào)色板,容器或打包的木材。同時,倉庫貨物流動,特別是那些紅血球零擔貨物,開始減少水平,需要分離為各種貨物的貨物碼頭類別。</p><p>　　階段4:多用途碼頭。采用貨物的專業(yè)船舶開始出現(xiàn)在數(shù)量尚不需要開發(fā)專門的終端。因此,一個多用

35、途碼頭是造倉庫貨物流量減少,盡管采用貨物還會處理。同時,專業(yè)化的干散貨運碼頭仍在繼續(xù)。</p><p>　　階段5:專門的終端。機組負荷增加超過一定水平,專業(yè)貨運碼頭創(chuàng)建處理容器、包裝的木材、滾裝船。這種多用途碼頭的第四階段轉(zhuǎn)化為一個專門的終端,增加了專門的貨物裝卸設(shè)備。倉庫普通貨物的儲備則進一步降低。</p><p>　　應(yīng)該指出的是,在正常情況下,從3級過渡到5級應(yīng)該通過第四階段的進展

36、,以提供一個機會到港口去增加貨物流量采用卷,將使用經(jīng)濟可行性來開發(fā)專門的終端到5級。此外,如果一個端口已經(jīng)進入第三階段的發(fā)展,應(yīng)該小心地避免創(chuàng)建額外的雜貨泊位。</p><p>　　現(xiàn)有設(shè)施的檢查應(yīng)該先于任何決定擴大舊,或者構(gòu)建新的、港口碼頭。這樣一個研究的目的是確定任何功能的困難,將會明顯從理論生產(chǎn)力的海洋與陸地部門的港口。在許多情況下,提高組織的組件操作的港口終端產(chǎn)生顯著增加其生產(chǎn)力。除了改善終端的組織結(jié)構(gòu),

37、有可能引入的結(jié)構(gòu)變化和升級港口安裝,這通常會需要相當大的開支。應(yīng)該指出的是,在許多情況下,科技的發(fā)展和改變包裝和貨物處理方法經(jīng)常呈現(xiàn)改造現(xiàn)有設(shè)施非常困難和復(fù)雜的任務(wù)。同時,閑置產(chǎn)能的存在始終是一個理想特性,在現(xiàn)代港口能夠容納的山峰在貨物流動,盡管生產(chǎn)力下降。這樣的情況下,推薦安裝升級稍微覆蓋了預(yù)期的需求,建議舊設(shè)施是隨時待命,以應(yīng)對意外需求并且擴展現(xiàn)有的,或建設(shè)一個新的、港口碼頭被選擇了。</p><p>　　第

38、一階段在設(shè)計一種擴展現(xiàn)有的貨運碼頭倉庫或創(chuàng)建一個新的一個涉及勤奮的收集和分析統(tǒng)計數(shù)據(jù)對于現(xiàn)有的終端的輸出。這種分析也將決定“時代”現(xiàn)有的終端,換句話說,到何種程度的貨運站倉庫所有者準備看到它演變成一個多用途碼頭或者甚至進一個專門的容器或散貨碼頭。這個決定將基于百分比的流和單位加載,傳統(tǒng)包裝貨物假設(shè)隨著時間的推移。</p><p>　　這些數(shù)據(jù)的分析結(jié)果也會展示泊位的生產(chǎn)率下降是否滿足短理論價值。在這種情況下,尤其

39、顯著的是船只等待時間,觀察減產(chǎn)的原因應(yīng)該仔細的調(diào)查。通常,一個標準的效率評級的每個泊位和高度的散裝貨物運輸實施交通是100000噸/年,而如果采用貨物構(gòu)成了40%的到達流量,這種生產(chǎn)力數(shù)字可能會超過150000噸/年。決定擴大散貨碼頭,數(shù)據(jù)從現(xiàn)有的終端必須要考慮的。就像在倉庫終端的情況下,考核的目的是確定生產(chǎn)率較低的終端是由于故障或增加的交通量。在礦石出口終端,后一種情況可能是由于在采礦技術(shù)改進或發(fā)現(xiàn)新的存款。這項研究應(yīng)該集中在這些問題