荷役よりみた定期船港泊時間の検討(II) : 船側における貨物経路と荷役能率(日本航海学会第36回講演会)

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The authors reported formerly about the time research of the liner boat on a berth. In that paper, they pointed out that the most effective counter-measure will be shortening of anchoring hour for rationalization of ship operation. In consequence, it should be increased the loading rate for the reduction of the term of one round voyage. It will be very difficult to keep a high loading efficiency by ship's excellent loading faculty only. The loading rate will be affected not only by ship's conditions but also outside conditions. For instance, the rate will be varied by cargo flow to the ship from inland deposit. There are two representative cargo lanes. One of these is on the quay with a transit shed using a fork-lift truck and another one is on the water using a barge. The loading rate using a barge is low degree. Accordingly, it should be eliminated the cargo through the barge as much as possible. Recently, they tried the statistic investigation on the connection between the loading rate and the mixing ratio of quay and barge cargo on the Yamashita and Center Pier at Yokohama harbour. Rasults: (Fig.2-2, 3-1) y_1= 58x_1+123…Yamashita Pier y_2=35x_2+139…Center Pire where Y_1, y_2…Loading rate (T/Gang-shift) x_1, x_2…Mixing ratio (P/B) P…Tons of quay cargo B…Tons of barge cargo There are some differences in these two equations but the mean value of loading rate of samples have become entirely equal to 157 T/G-S at each pier. The average hook cycle is about 2〜3m.p, c. on a loading of break-bulk cargo under the ideal condition. Consequently, the upper limit of y may become to 240〜360 T/G-S. The value of x should be increased up to 1〜1.5 at least making high loading rate.
社団法人日本航海学会の論文
1967-07-25

荷役よりみた定期船港泊時間の検討(II) : 船側における貨物経路と荷役能率(日本航海学会第36回講演会)

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