【正文】 結果 ： 碼頭起重機生產率提高 了大 約 3 標箱 /小時， 或者增加了 10%，如圖 12 所示。為了利用這個空閑的 時間， 我們進一步增加 碼頭 雙升起重機 的百分比。這將導致 每個集裝箱 的 驅動時間 變 短，從而增加 了 生產 能 力。在左欄 的 自動導向車 中 ，你可以看到 大 部分 的時間消耗在 集裝箱的傳遞過程中 ， 標箱 ，這 就代 表 等待時間 為與軌道式起重機 的 傳遞間 。這 樣 降低了生產 能 力。 用可升降的自動導向車代替普通的導向車后，那個 ―抖動 ‖可以 在這個過程中消 除。 盡管軌道式起重 可以處理增加的 貨運量， 增加的 服務時間 。如果 16 臺 碼頭起重機 要 完成增加了 48％ 的峰值吞吐量 的貨運要求 ，起重機 生產能力 必須 從 40 標箱 /小時調 至42 標箱 /小時。 在 改進的 兩臺軌道式起重機的 場景 1 中 ， 卡車的轉運 速度要快六分鐘， 如圖 3 所示。 由于 港區(qū) 布局的調整，存儲能力 增加了 19%。 用 軌道式集裝箱龍門吊 代替 輪胎式集裝箱龍門吊 ： 輪胎式集裝箱龍門吊 與同一類的 碼頭起重機 不能互相 穿過 。 在使用高峰期，所有 16 臺碼頭起重機都將投入使用 ，峰值離港量等于 320 個集裝箱 /小時。 在本文中，我們從 1990 年代已建成的， 一個虛擬存在的 雙 軌道式門機 和 自動導引車系統(tǒng) 的終端出發(fā)， 逐步 描述了 它的 改進方法 。 this may be a bridge too far. However, this study shows how important it can be to build new terminals according to the latest technology, because the performance is highly dependent on this. Furthermore, the study proves that although the results of simulations to be too high pared to current experience,the steps from today‘s stateoftheart – which can be validly represented in the same type of simulation model –to the future‘s stateoftheart are concise and largely This provides a solid and prosperous outlook for tomorrow‘s fully automated terminals! ABOUT THE AUTHORS Arjen de Waal (MSc) is a senior consultant at TBA,specializing in terminal optimization. He joined TBA in 2020, and has carried out many large simulation studies focusing on conventional and automated terminals. He has been part of TBA‘s team working on Euromax, Antwerp Gateway, APMT Virginia,London Gateway, and APMT Maasvlakte 2. Dr. Yvo Saanen (PhD, MSc) is principle consultant at TBA, managing TBA‘s portrelated founded TBA in 1996. Today he oversees all projects, and is still actively involved in designing and optimizing terminals. ABOUT THE COMPANY TBA is a leading international provider of consultancy and software. Its product and service portfolio concentrates on marine terminals and container terminals. TBA‘s current clients include all major terminal operators worldwide, many local port operators, airports, and manufacturers. TBA provides expert consulting on planning for equipment requirements and performance provides modeling of environmental impacts of equipment and terminals in conjunction with specialist environmental firms. ENQUIRIES TBA Netherlands Karrepad 2a, 2613 AP Delft The Netherlands Tel: +31 (0)15 380 5775 Email: Web: ABOUT THE authors about the pany Enqui 優(yōu)化自動化集裝箱終端來提高生產力 伊沃 畢業(yè)設計 (論文 ) 外文翻譯 題 目 : Optimizing automated container terminals to boost productivity 專 業(yè) : 港口航道與海岸工程 班 級 : 2020 級（ 5）班 學 生 : 尹 長 兵 指導教師 : 李 怡 重慶交通大學 2020 年 Optimizing automated container terminals to boost productivity Dr. Yvo Saanen, Principle Consultant, amp。 this represents waiting for a free transfer point under the quay crane or waiting for correct sequence. Figure 9, the graph with RMG status is not changing much,except the absence of status ?Waiting for vehicle‘ in experiments with liftAGVs. The RMGs have more idle time remaining,hence increased possibilities to do more moves. Step 4: using stateoftheart LiftAGVs In previous step, we used Year2020 AGV technical specs for the LiftAGVs. Now we increase the driving speeds according to latest standards: The new LiftAGVs can drive faster straight, faster in curves,and decelerate faster. This should cause shorter driving times per box, and hence increased QC productivity. The quay crane productivity increases significantly ag ain: with 4 to 5 bx/hr, as shown in Figure 10. The quay crane productivity increase is caused by the huge reduction in LiftAGV driving times per box. They only drive 5 minutes per box now, while this used to be minutes. The LiftAGVs generally arrive at the quay cranes earlier again,just like in Step 3, which causes an increase in waiting time to approach the quay crane transfer area, as shown in Figure 11. Note: average driving speed increased from 7 to km/hr. Step 5A: more opportunity moves The yard couldn‘t handle more moves in the original situation to make it beneficial to handle more than 10% of the containers with twinlift moves at the quay cranes. After Step 4, both the waterside and the landside RMG in the stack modules had 19% idle time. To make use of this spare time, we increased the twinlift percentage at the quay cranes. We assume most 20foot containers could be twinlifted when planned right. Because of this, and given the TEU factor of , the twinlift percentage is increased to 30%. Expected effects: The quay cranes can handle more containers per cycle (per move). If the container supply can be increased the productivity will go up. Maximum expected performance increase equals 18% (130%/110% boxes/cycle). The RMGs need to supply more containers faster. Their idle time will decrease and productivity will increase. Results The quay crane productivity is increased with some 3 bx/hr, or 10%,as shown in Figure 12. The quay crane performance increase is only possible because the RMGs were able to supply more containers to the interchange racks (and take more containers from them). The top graph in Figure 13 shows that each stack module was able to process one additional vessel job per hour: instead of