长江深水航道通过能力研究  

Research on channel transit capacity in Yangtze River deepwater channel

作　　者：张玮[1] 刘锦安 孙宏杰[1] 刘怀汉 褚明生 

机构地区：[1]河海大学港口海岸与近海工程学院,江苏南京210098 [2]长江航道局,湖北武汉430010 [3]奉化市规划局,浙江宁波315500

出　　处：《中国港湾建设》2016年第2期5-10,共6页China Harbour Engineering

基　　金：交通运输部重大科技专项"黄金水道通过能力提升技术"(2011328201002)

摘　　要：综合船舶交通流理论和船舶领域解析公式,引入加权平均船型和设计小时系数等概念,结合船舶吨位与船舶尺度关系,推荐任意船型下航道理论和设计通过能力计算方法,并应用于即将颁布的长江干线航道通过能力计算。研究表明：长江干线最高等级航道（I-1级）的通过能力最大,理论年通过能力270亿~310亿t,设计年通过能力80亿~93亿t,约为理论通过能力的30%;船舶吨位是决定航道通过能力的最关键因素,对于深水航道,通行的船舶吨位应尽量与航道等级相匹配;船舶吨位对于水深变化较为敏感,特别是海轮航道,航道增深带来的通过能力增加效果最为明显。Integrating the theory of vessel traffic flow and the analytical formula of ship domain, introducing the concept of weighted average ship model and design-hour traffic volume, combining the relationship between ship tonnage and ship size, we recommended and applied a calculation method of transit capacity for all ships to calculate the theoretic capacity and designing capacity in Yangtze River channel divided by the latest division standard. The result shows that the transit capacity of the highest grade channel Ⅰ-1 is maximum, its theoretic capacity lies between 27 billion-31 billion tons and designing capacity lies between 8 billion-9.3 billion tons, and the latter is about 30 % of the former; the tonnage of ship is the most critical factor for channel transit capacity, so the tonnage of ship in the deep-water channel should be matched with the grade of channel as far as possible; the change of ship＇s tonnage is sensitive to the change of channel＇s depth, especially for ocean-going vessel channel, and the increasing benefit of transit capacity caused by the increasing of channel depth is most obvious.

关 键 词：长江深水航道 船舶领域 船舶交通流 航道通过能力 

分 类 号：U611[交通运输工程—船舶及航道工程]