A full-process approach to green port space planning

Abstract

The present invention relates to the technical field of port planning, and specifically to a full-process green port space planning method, comprising the following steps: determining environmental issues related to port space planning in the current status of port development; determining environmental protection targets based on environmental issues related to port space planning in the current status of port development; optimizing the port shoreline layout based on the environmental protection targets by using three processing methods of avoidance, potential tapping, and integration, and quantitatively optimizing the port shoreline resource utilization scale based on planning capacity redundancy, to obtain environmental constraints for achieving the environmental protection targets; and conducting port planning for new port areas and existing port areas based on the environmental constraints, to obtain port planning schemes that balance port development and environmental protection in new port areas and existing port areas. The present invention realizes the implementation of the green development concept in the entire process of port space planning, and achieves the coordinated development of ports and ecological environmental protection from the source of planning.

Description

Technical Field

[0001] The invention relates to the technical field of port planning, and in particular to a full-process green port space planning method. Background Art

[0002] Port planning is the top-level design of port development. The port master plan is an important guiding document for space control and an important basis for formulating various development plans. In order to implement the requirements of the Outline for Building a Strong Transportation Country, "to integrate the concept of ecological environmental protection throughout the planning, construction, operation and maintenance of transportation infrastructure" and the Outline for the National Comprehensive Three-dimensional Transportation Network Planning, "to basically achieve greening of the entire process and cycle of transportation infrastructure by 2035", it is very necessary to actively and deeply integrate the concept of green development into the port master plan and balance the relationship between port development and ecological environmental protection from the source of planning.

[0003] In the prior art, Xu Wuzhou et al. discussed the optimization of the layout of ecological ports through water exchange models and sediment models in their master's degree thesis "The Influence of Flow Field and Sediment on the Optimization of Ecological Port Layout" published in 2018. Zhang Wei et al. proposed a design method for water exchange channels to improve the water exchange capacity of encircling ports in "A Design Method for Water Exchange Channels in Encircling Ports" (Patent No.: CN201510106842).

[0004] The current existing technologies all focus on the implementation of the green development concept in a certain aspect of port space layout, and it is difficult to realize the implementation of the green development concept in the entire process of port space planning. Summary of the invention

[0005] The purpose of the present invention is to provide a full-process green port space planning method to solve the technical problem that it is difficult to implement the green development concept of port space planning throughout the whole process in the prior art.

[0006] In order to solve the above technical problems, the present invention specifically provides the following technical solutions:

[0007] A full-process green port space planning approach includes the following steps:

[0008] Step S1: Analysis of the coordination between the current status of port development and environmentally sensitive areas based on vector data superposition, evaluation of port shoreline resource utilization efficiency based on actual production data statistics, and evaluation of port traffic status based on the integration of port collection and distribution and urban traffic, to determine environmental issues related to port space planning in the current status of port development;

[0009] Step S2: determining environmental protection targets based on environmental issues related to port space planning in the current status of port development, wherein the environmental protection targets are used to plan a port planning scheme that balances environmental protection during port development;

[0010] Step S3: According to the environmental protection target, the port shoreline layout is optimized by using three processing methods: avoidance, potential tapping, and integration, and the port shoreline resource utilization scale is quantitatively optimized by using planning capacity redundancy to obtain environmental constraint conditions for achieving the environmental supervision target;

[0011] Step S4: Based on the environmental constraints, port planning is performed for the new port area and the existing port area respectively, and port planning schemes that balance port development and environmental protection are obtained for the new port area and the existing port area.

[0012] As a preferred solution of the present invention, the coordination analysis of the port development status and environmental sensitive areas based on vector data superposition includes:

[0013] Collect and analyze the current water and land layout plan of the port, vector data of environmentally sensitive areas around the port, and control requirements of environmentally sensitive areas;

[0014] The ARCGIS spatial analysis method is used to overlay and analyze the current water and land layout plan of the port with the vector data of environmentally sensitive areas, so as to obtain the coordination between the current development space of the port and the spatial location of the environmentally sensitive areas as well as the management and control requirements of the environmentally sensitive areas.

[0015] As a preferred solution of the present invention, the port shoreline resource utilization efficiency evaluation based on actual production data statistics includes:

[0016] Collect statistical data on the status of port berth infrastructure, cargo throughput, berth utilization rate, and berthing ship types over the past three years;

[0017] Based on the current status of port berth infrastructure, three-year cargo throughput, berth utilization rate, and statistical data on berth types, the reasonable throughput capacity of the terminal berths is determined, and the port shoreline capacity utilization rate is analyzed by region and cargo type.

[0018] As a preferred solution of the present invention, the port traffic status assessment based on the integration of port collection and distribution and urban traffic includes:

[0019] The traffic flow status of the port land collection and distribution channel, the traffic flow status of urban traffic, the connection between the port land collection and distribution channel and urban road traffic, the compliance of surrounding environmental quality monitoring data, and residents' environmental complaints are collected to evaluate the port road traffic status and the environmental impact of port road traffic, and obtain the impact of port collection and distribution on the urban traffic status.

[0020] As a preferred solution of the present invention, the determination of environmental issues related to port space planning includes:

[0021] According to the coordination between the current development space of the port and the spatial location of environmentally sensitive areas and the control requirements of environmentally sensitive areas, the ecological and environmental issues related to port spatial planning are determined;

[0022] Based on the reasonable throughput capacity of the berths and the analysis of the port shoreline capacity utilization rate by region and cargo type, the service efficiency issues related to port space planning are determined;

[0023] According to the impact of port collection and distribution on urban traffic conditions, traffic environment issues related to port space planning are identified.

[0024] As a preferred solution of the present invention, the determination of the environmental protection target includes:

[0025] Among the ecological and environmental issues mentioned above, the coordination between the current development space of the port and the spatial location of environmentally sensitive areas and the control requirements of environmentally sensitive areas is taken as the ecological and environmental protection goal;

[0026] In the service efficiency problem, the reasonable throughput capacity of the terminal berth and the utilization rate of the port shoreline capacity by region and cargo type are analyzed as service efficiency targets;

[0027] In the above-mentioned traffic environment problem, the impact of port collection and distribution on urban traffic conditions is taken as the traffic environment impact target.

[0028] As a preferred solution of the present invention, the three processing methods of avoiding, tapping potential and integrating are adopted to optimize the port shoreline layout, including:

[0029] In the ecological and environmental issues, the port shoreline layout is optimized by avoiding environmentally sensitive areas, which corresponds to the maximization of ecological and environmental protection goals when mapped to ecological and environmental protection goals;

[0030] In the service efficiency problem, the port shoreline layout is optimized by tapping the potential of port stock resources, which is mapped to the service efficiency target as the maximization of service efficiency target;

[0031] In the traffic environment problem, the port shoreline layout is optimized by integrating urban traffic resources, which corresponds to the traffic environment protection goal of minimizing the impact of traffic environment.

[0032] The goal of maximizing ecological environment protection, maximizing service efficiency and minimizing traffic environment impact are combined to form the environmental constraint condition for optimizing the port shoreline layout. The expression of the environmental constraint condition for optimizing the port shoreline layout is:

[0033]

[0034] Where st is the constraint identifier, max is the maximization operator, min is the minimization operator, K1 is the ecological environment protection target, K2 is the service efficiency target, and K3 is the traffic environment impact target.

[0035] As a preferred solution of the present invention, the planning capacity redundancy is used to quantitatively optimize the utilization scale of port shoreline resources, including:

[0036] Using CNN neural network, the scenario adaptability of port shoreline capacity redundancy is planned according to the environmental constraints of optimizing port shoreline layout;

[0037] Using LSTM neural network, the scenario stability of the port shoreline capacity redundancy is planned according to scenario adaptability;

[0038] The scenario adaptability of the port shoreline capacity redundancy and the scenario stability of the port shoreline capacity redundancy are combined to construct the environmental constraint conditions for quantitatively optimizing the scale of port shoreline resource utilization. The expression of the environmental constraint conditions for quantitatively optimizing the scale of port shoreline resource utilization is:

[0039]

[0040] Where st is the constraint identifier, CNN[max(K1),max(K2),min(K3),type1] is the capacity redundancy calculated by the CNN neural network when there is no unbalanced major material scenario based on the port shoreline constructed according to max(K1),max(K2),min(K3),type1 is the capacity redundancy calculated by the CNN neural network when there is no unbalanced major material scenario based on the port shoreline constructed according to max(K1),max(K2),min(K3),type2 is the capacity redundancy calculated by the CNN neural network when there is an unbalanced major material scenario based on the port shoreline constructed according to max(K1),max(K2),min(K3),type2 is the capacity redundancy calculated by the CNN neural network when there is an unbalanced major material scenario based on the port shoreline constructed according to max(K1),max(K2),min(K3),type2 is the capacity redundancy calculated by the CNN neural network when there is an unbalanced major material scenario based on the port shoreline, R is the capacity redundancy threshold, CNN is the CNN neural network, CNN m The port shoreline constructed according to max(K1), max(K2), min(K3) is the capacity redundancy sequence obtained by planning the passage of port materials through m time series, LSTM[CNN m ,t] is to use LSTM neural network in CNN m The predicted value of capacity redundancy obtained at the tth time sequence after LSTM[CNN m , t+1] is to use LSTM neural network in CNN mThe predicted capacity redundancy value obtained at the t+1th time sequence after |LSTM[CNN m ,t+1]-LSTM[CNN m , t]| is LSTM[CNN m , t+1] and LSTM[CNN m , t], n is the total number of time series predicted by LSTM, and LSTM is a neural network.

[0041] As a preferred solution of the present invention, the determination of environmental constraints includes:

[0042] The environmental constraint conditions for optimizing the port shoreline layout and the environmental constraint conditions for quantitatively controlling the scale of resource utilization are combined to obtain the environmental constraint conditions for achieving the environmental supervision objectives;

[0043] The expression of the environmental constraint condition for achieving the environmental supervision goal is:

[0044]

[0045] Where st is the constraint identifier, max is the maximization operator, min is the minimization operator, K1 is the ecological environment protection target, K2 is the service efficiency target, K3 is the traffic environment impact target, CNN[max(K1),max(K2),min(K3),type1] is the capacity redundancy of the port shoreline constructed according to max(K1),max(K2),min(K3) calculated by the CNN neural network in the scenario where there is no unbalanced major material, type1 is the port shoreline in the scenario where there is no unbalanced major material, CNN[max(K1),max(K2),min(K3),type2] is the port shoreline constructed according to max(K1),max(K2),min(K3) calculated by the CNN neural network in the scenario where there is unbalanced major material, type2 is the port shoreline in the scenario where there is unbalanced major material, R is the capacity redundancy threshold, CNN is the CNN neural network, CNN m The port shoreline constructed according to max(K1), max(K2), min(K3) is the capacity redundancy sequence obtained by planning the passage of port materials through m time series, LSTM[CNN m ,t] is to use LSTM neural network in CNN m The predicted value of capacity redundancy obtained at the tth time sequence after LSTM[CNN m , t+1] is to use LSTM neural network in CNN m The predicted capacity redundancy value obtained at the t+1th time sequence after |LSTM[CNN m,t+1]-LSTM[CNN m , t]| is LSTM[CNN m , t+1] and LSTM[CNN m , t], n is the total number of time series predicted by LSTM, and LSTM is a neural network.

[0046] As a preferred solution of the present invention, the port planning is performed for the new port area and the existing port area respectively according to the environmental constraints, including:

[0047] In the existing port area, the environmental constraints are incorporated into the CNN m Update to the capacity redundancy sequence obtained by the port shoreline constructed according to max(K1), max(K2), min(K3) and the actual port material passage m time series, and obtain the environmental constraints of the existing port area;

[0048] According to the environmental constraints of the existing port area, the existing port area layout plan is revised to obtain a revised port layout plan that balances port development and environmental protection in the existing port area;

[0049] At the new port area, the environmental constraints are directly used as the environmental constraints of the new port area.

[0050] Compared with the prior art, the present invention has the following beneficial effects:

[0051] The present invention identifies environmental issues related to port space planning in the current status of port development, establishes environmental protection goals, and constructs environmental constraints to achieve the environmental protection goals. Port planning based on environmental constraints realizes the implementation of the green development concept of port space planning throughout the entire process, and achieves coordinated development of ports and ecological environment protection from the source of planning. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the implementation methods of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the implementation methods or the description of the prior art. Obviously, the drawings in the following description are only exemplary, and for ordinary technicians in this field, other implementation drawings can be derived from the provided drawings without creative work.

[0053] Figure 1 A flow chart of a green port space planning method for the entire process provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] like Figure 1 As shown, the present invention provides a full-process green port space planning method, comprising the following steps:

[0056] Step S1: Analysis of the coordination between the current status of port development and environmentally sensitive areas based on vector data superposition, evaluation of port shoreline resource utilization efficiency based on actual production data statistics, and evaluation of port traffic status based on the integration of port collection and distribution and urban traffic, to determine environmental issues related to port space planning in the current status of port development;

[0057] Step S2: Determine environmental protection targets based on environmental issues related to port spatial planning in the current port development status. The environmental protection targets are used to plan a port planning scheme that balances environmental protection during port development.

[0058] Step S3: According to the environmental protection objectives, the three processing methods of avoidance, potential tapping and integration are adopted to optimize the port shoreline layout, and the planning capacity redundancy is adopted to quantitatively optimize the port shoreline resource utilization scale, so as to obtain the environmental constraint conditions for achieving the environmental supervision objectives;

[0059] Step S4: Based on environmental constraints, port planning is performed for the new port area and the existing port area respectively, and port planning schemes that balance port development and environmental protection are obtained for the new port area and the existing port area.

[0060] The present invention realizes the implementation of the green development concept in the whole process of port space planning, thereby ensuring that the port planning scheme can meet the needs of port development while also meeting the needs of environmental protection.

[0061] Specifically, in order to implement the concept of green development throughout the entire process of port space planning, it is necessary to first evaluate and clarify the environmental problems related to port space planning in port development, so as to carry out targeted environmental protection based on the environmental problems. In order to more accurately and comprehensively evaluate the environmental problems related to space planning in port development, the present invention proposes three key evaluation contents: coordination analysis of port development status and environmental sensitive areas based on vector data superposition, port shoreline resource efficiency evaluation based on actual production data statistics, and port traffic status evaluation based on the integration of port collection and distribution and urban traffic. The existing environmental problems are excavated from multiple aspects and dimensions of actual data, and the clarification of environmental problems is more objective and reliable. The clarification of environmental problems will further enhance the accuracy and pertinence of the environmental protection goals of port space planning.

[0062] After discovering the existing environmental problems, the present invention further clarifies the environmental protection goals that need to be achieved in response to the corresponding environmental problems, and projects them to the port space planning level to obtain a port planning scheme that balances port development and environmental protection.

[0063] After clarifying the environmental protection goals, the present invention proposes to optimize the port shoreline layout by adopting three processing methods: avoidance, potential exploration, and integration, and to quantitatively optimize the scale of port shoreline resource utilization by adopting planning capacity redundancy, so as to obtain environmental constraints, that is, a mathematical function for achieving environmental protection goals. This realizes the mathematical visualization of environmental protection goals, projects them to the port planning level, directly participates in the data calculation of port planning, and realizes a port planning scheme that balances port development and environmental protection from a mathematical level.

[0064] In order to more accurately and comprehensively discover the environmental problems that may arise in port development, the present invention proposes three key evaluation contents: analysis of the coordination between the current status of port development and environmentally sensitive areas based on vector data superposition, evaluation of port shoreline resource efficiency based on actual production data statistics, and evaluation of port traffic status based on the integration of port collection and distribution and urban traffic. The existing environmental problems are mined through actual data, as follows:

[0065] Analysis of the coordination between the port development status and environmentally sensitive areas based on vector data overlay, including:

[0066] Collect and analyze the current water and land layout plan of the port, vector data of environmentally sensitive areas around the port, and control requirements of environmentally sensitive areas;

[0067] The ARCGIS spatial analysis method is used to overlay and analyze the current water and land layout plan of the port with the vector data of environmentally sensitive areas, so as to obtain the coordination between the current development space of the port and the spatial location of the environmentally sensitive areas as well as the management and control requirements of the environmentally sensitive areas.

[0068] Specifically, the current water and land layout plan of the port, the vector data of the surrounding environmentally sensitive areas and the control requirements of the environmentally sensitive areas are collected and analyzed. The current water and land layout plan of the port and the vector data of the environmentally sensitive areas are superimposed and analyzed by using ARCGIS spatial analysis methods, and the conflict between the current development space of the port and the spatial location and control requirements of the environmentally sensitive areas can be evaluated. According to the current control requirements of the ecological environment management department for environmentally sensitive areas, environmentally sensitive areas can be divided into two categories: prohibited development areas and restricted development areas. The port planning scheme involving prohibited development areas should be optimized and adjusted in this round of planning, avoiding prohibited development areas (except for linear facilities such as waterways that must and cannot be avoided and comply with the national land space planning at the county level and above); the port development space should avoid restricted development areas as much as possible, and the port functions and scales involved in restricted development areas but necessary port development in this round of planning will be further optimized, and suggestions such as limiting pollutant emissions, implementing ecological restoration and compensation measures, and setting up ecological landscapes and barriers will be proposed. For those who have carried out the tracking and evaluation of the environmental impact of port planning, the preparation of this round of port master planning should also fully adopt the suggestions of the port planning environmental impact tracking and evaluation report on optimizing or revising the planning scheme.

[0069] Evaluation of port shoreline resource utilization efficiency based on actual production data statistics, including:

[0070] Collect statistical data on the status of port berth infrastructure, cargo throughput, berth utilization rate, and berthing ship types over the past three years;

[0071] Based on the current status of port berth infrastructure, three-year cargo throughput, berth utilization rate, and statistical data on berth types, the reasonable throughput capacity of the terminal berths is determined, and the port shoreline capacity utilization rate is analyzed by region and cargo type.

[0072] Specifically, we will collect production statistics such as the status of port terminal berth infrastructure, cargo throughput in the past three years, utilization rate of major berths, and main types of ships docked, sort out the current status of port shoreline resource utilization, verify actual parameters, and determine the reasonable throughput capacity of terminal berths according to standard methods, and analyze the utilization rate of port shoreline capacity by region and cargo type (shoreline capacity utilization rate is the actual throughput corresponding to the port shoreline / reasonable throughput capacity of terminal berths) and reasonable standards. For areas with low shoreline capacity utilization, we will strengthen the full utilization of port shoreline resources in this round of planning.

[0073] Port traffic status assessment based on the integration of port collection and distribution and urban transportation, including:

[0074] The traffic flow status of the port land collection and distribution channel, the traffic flow status of urban traffic, the connection between the port land collection and distribution channel and urban road traffic, the compliance of surrounding environmental quality monitoring data, and residents' environmental complaints are collected to evaluate the port road traffic status and the environmental impact of port road traffic, and obtain the impact of port collection and distribution on the urban traffic status.

[0075] Specifically, the collection and distribution volume of ports by cargo type and mode of transportation in the past five years is collected, and the proportion and changing trend of railway, waterway and pipeline collection and distribution volume are analyzed. The current traffic flow of port land collection and distribution channels, the current traffic flow of urban traffic, the connection between port land collection and distribution channels and urban road traffic, the compliance of surrounding environmental quality monitoring data, and residents' environmental complaints are collected to evaluate the road traffic status and the environmental impact of road traffic, and identify the impact of port land collection and distribution, such as whether it has caused significant environmental pollution such as air and noise, whether it has crossed the core urban area in large quantities or occupied urban road resources, causing urban road congestion, etc. Combined with the analysis results and the actual situation of port development, with reference to advanced ports of the same type, optimization suggestions for port collection and distribution plans are proposed.

[0076] Identification of environmental issues relevant to port spatial planning, including:

[0077] According to the coordination between the current development space of the port and the spatial location of environmentally sensitive areas and the control requirements of environmentally sensitive areas, the ecological and environmental issues related to port spatial planning are determined;

[0078] Based on the reasonable throughput capacity of the berths and the analysis of the port shoreline capacity utilization rate by region and cargo type, the service efficiency issues related to port space planning are determined;

[0079] According to the impact of port collection and distribution on urban traffic conditions, traffic environment issues related to port space planning are determined.

[0080] The present invention also clarifies the environmental protection goals that need to be achieved in response to the corresponding environmental issues, and projects them to the port space planning level, as follows:

[0081] Determination of environmental protection objectives, including:

[0082] In ecological and environmental issues, the coordination between the current development space of the port and the spatial location of environmentally sensitive areas and the control requirements of environmentally sensitive areas is taken as the ecological and environmental protection goal;

[0083] In the service efficiency issue, the reasonable throughput capacity of the terminal berths and the utilization rate of the port shoreline capacity by region and cargo type are analyzed as service efficiency targets;

[0084] In the traffic environment problem, the impact of port collection and distribution on urban traffic conditions is taken as the traffic environment impact target.

[0085] The present invention proposes to optimize the port shoreline layout by using three processing methods: avoidance, potential tapping, and integration, and to quantitatively optimize the port shoreline resource utilization scale by using planning capacity redundancy, and obtain environmental constraints, that is, mathematical functions to achieve environmental protection goals, thus realizing the mathematical visualization of environmental protection goals, as follows:

[0086] The three treatment methods of avoidance, potential tapping and integration are adopted to optimize the port shoreline layout, including:

[0087] In the ecological and environmental issues, the port shoreline layout is optimized by avoiding environmentally sensitive areas, which corresponds to the maximization of ecological and environmental protection goals when mapped to ecological and environmental protection goals;

[0088] In the service efficiency problem, the port shoreline layout is optimized by tapping the potential of port stock resources, which is mapped to the service efficiency target as the maximization of service efficiency target;

[0089] In the traffic environment problem, the port shoreline layout is optimized by integrating urban traffic resources, which corresponds to the traffic environment protection goal of minimizing the impact of traffic environment.

[0090] The goal of maximizing ecological environmental protection, maximizing service efficiency and minimizing traffic environmental impact are combined to form the environmental constraint conditions for optimizing the port shoreline layout. The expression of the environmental constraint conditions for optimizing the port shoreline layout is:

[0091]

[0092] Where st is the constraint identifier, max is the maximization operator, min is the minimization operator, K1 is the ecological environment protection target, K2 is the service efficiency target, and K3 is the traffic environment impact target.

[0093] The goals of maximizing ecological environmental protection, maximizing service efficiency and minimizing traffic environmental impact in the present invention correspond to optimizing the port shoreline layout from the dimensions of ecological environmental issues, service efficiency issues and traffic environmental issues, thereby achieving the protection of the ecological environment, the improvement of service efficiency and the protection of the traffic environment when optimizing the port layout.

[0094] Specifically, the effects that can be achieved by optimizing the port shoreline layout by using the three treatment methods of avoidance, potential tapping and integration are as follows:

[0095] Avoidance means that the planning layout of port shorelines avoids prohibited development areas, and is planned as much as possible in areas with low ecological sensitivity (i.e., far away from environmentally sensitive areas) or the port shorelines are withdrawn from freight transport functions and transformed into urban living shorelines. Potential tapping means that various methods such as grade upgrades and duplex layouts are adopted to fully tap the potential of the already utilized port shoreline resources, and on this basis, scientifically plan the stock resources. Integration means that for necessary port shorelines located in or adjacent to environmentally sensitive areas, the environmental impact is reduced by optimizing port functions, limiting pollutant emissions, implementing ecological restoration and compensation measures, and setting up ecological landscapes and barriers, so as to coordinate and balance the relationship between port development and environmental protection.

[0096] The planning capacity redundancy is used to quantitatively optimize the utilization scale of port shoreline resources, including:

[0097] Using CNN neural network, the scenario adaptability of port shoreline capacity redundancy is planned according to the environmental constraints of optimizing port shoreline layout;

[0098] Using LSTM neural network, the scenario stability of the port shoreline capacity redundancy is planned according to scenario adaptability;

[0099] The scenario adaptability of the port shoreline capacity redundancy and the scenario stability of the port shoreline capacity redundancy are combined to construct the environmental constraint conditions for quantitatively optimizing the scale of port shoreline resource utilization. The expression of the environmental constraint conditions for quantitatively optimizing the scale of port shoreline resource utilization is:

[0100]

[0101] Where st is the constraint identifier, CNN[max(K1),max(K2),min(K3),type1] is the capacity redundancy calculated by the CNN neural network when there is no unbalanced major material scenario based on the port shoreline constructed according to max(K1),max(K2),min(K3),type1 is the capacity redundancy calculated by the CNN neural network when there is no unbalanced major material scenario based on the port shoreline constructed according to max(K1),max(K2),min(K3),type2 is the capacity redundancy calculated by the CNN neural network when there is an unbalanced major material scenario based on the port shoreline constructed according to max(K1),max(K2),min(K3),type2 is the capacity redundancy calculated by the CNN neural network when there is an unbalanced major material scenario based on the port shoreline constructed according to max(K1),max(K2),min(K3),type2 is the capacity redundancy calculated by the CNN neural network when there is an unbalanced major material scenario based on the port shoreline, R is the capacity redundancy threshold, CNN is the CNN neural network, CNN m The port shoreline constructed according to max(K1), max(K2), min(K3) is the capacity redundancy sequence obtained by planning the passage of port materials through m time series, LSTM[CNN m ,t] is to use LSTM neural network in CNN mThe predicted value of capacity redundancy obtained at the tth time sequence after LSTM[CNN m , t+1] is to use LSTM neural network in CNN m The predicted capacity redundancy value obtained at the t+1th time sequence after |LSTM[CNN m ,t+1]-LSTM[CNN m , t]| is LSTM[CNN m , t+1] and LSTM[CNN m , t], n is the total number of time series predicted by LSTM, and LSTM is a neural network.

[0102] The present invention predicts the capacity redundancy of the port layout planned by utilizing the goals of maximizing ecological environmental protection, maximizing service efficiency and minimizing traffic environmental impact through a neural network, so as to ensure that the planned port layout can adjust different capacity redundancies in a single time series due to different material scenarios in the future development process to meet the needs of different scenarios. Specifically, when there are no unbalanced major materials, in principle, the planned capacity redundancy of coastal ports shall not be higher than 1.8, and that of riverside ports shall not be higher than 1.3. When there are unbalanced major materials, the planned capacity redundancy of part of the shoreline shall be appropriately increased.

[0103] At the same time, it is necessary to ensure that the planned port layout can maintain the stability of the port when adjusting the capacity redundancy according to the scenario in a continuous time series during future development, so as to avoid sudden increase or decrease of redundancy in adjacent time series, which may cause chaos in port logistics.

[0104] In summary, the present invention constructs environmental constraints for quantitatively optimizing the scale of port shoreline resource utilization through a neural network, which works together with the environmental constraints for optimizing the port shoreline layout, ultimately achieving a balance between port development and environmental protection in port space planning.

[0105] Determination of environmental constraints, including:

[0106] The environmental constraints for optimizing the port shoreline layout and the environmental constraints for quantitatively controlling the scale of resource utilization are combined to obtain the environmental constraints for achieving the environmental supervision objectives.

[0107] The expression of environmental constraints to achieve environmental supervision objectives is:

[0108]

[0109] Where st is the constraint identifier, max is the maximization operator, min is the minimization operator, K1 is the ecological environment protection target, K2 is the service efficiency target, K3 is the traffic environment impact target, CNN[max(K1),max(K2),min(K3),type1] is the capacity redundancy of the port shoreline constructed according to max(K1),max(K2),min(K3) calculated by the CNN neural network in the scenario where there is no unbalanced major material, type1 is the port shoreline in the scenario where there is no unbalanced major material, CNN[max(K1),max(K2),min(K3),type2] is the port shoreline constructed according to max(K1),max(K2),min(K3) calculated by the CNN neural network in the scenario where there is unbalanced major material, type2 is the port shoreline in the scenario where there is unbalanced major material, R is the capacity redundancy threshold, CNN is the CNN neural network, CNN m The port shoreline constructed according to max(K1), max(K2), min(K3) is the capacity redundancy sequence obtained by planning the passage of port materials through m time series, LSTM[CNN m ,t] is to use LSTM neural network in CNN m The predicted value of capacity redundancy obtained at the tth time sequence after LSTM[CNN m , t+1] is to use LSTM neural network in CNN m The predicted capacity redundancy value obtained at the t+1th time sequence after |LSTM[CNN m ,t+1]-LSTM[CNN m , t]| is LSTM[CNN m , t+1] and LSTM[CNN m , t], n is the total number of time series predicted by LSTM, and LSTM is a neural network.

[0110] Based on environmental constraints, port planning is carried out for new and existing port areas, including:

[0111] In the existing port area, the environmental constraints are included in the CNN m Update to the capacity redundancy sequence obtained by the port shoreline constructed according to max(K1), max(K2), min(K3) and the actual port material passage m time series, and obtain the environmental constraints of the existing port area;

[0112] According to the environmental constraints of the existing port area, the existing port area layout plan is revised to obtain a revised port layout plan that balances port development and environmental protection in the existing port area;

[0113] In existing port areas, the port already has an actual layout, so revisions can only be made based on existing technologies. In addition, the actual layout results in the actual passage of port materials, so adjustments to environmental constraints are required.

[0114] In the new port area, the environmental constraints are directly used as the environmental constraints of the new port area.

[0115] In terms of port area layout:

[0116] For the new port area layout planning, in addition to paying attention to traditional water flow, silt, and berthing conditions in the port, from the perspective of implementing the green development concept, a scheme comparison index system is established, and simultaneously considering the establishment of port ecological zones and other contents, to carry out the optimization of the port area layout to implement the green development concept.

[0117] Specifically, (1) attention should be paid to the scope of the impact of the implementation of the planning scheme on the flow conditions and the impact on the tidal volume of the bay. In the study of mathematical or physical models of tidal currents and sediments, it is possible to extract indicators such as the distance before and after the implementation of the plan where the average tidal velocity does not change by more than a certain value (such as 0.1 m / s), the distance where the average tidal velocity changes by 5% or 10%, and the percentage change in the tidal volume of the bay before and after the implementation of the plan, so as to minimize the impact of the implementation of the planning scheme on the flow conditions and tidal volume.

[0118] (2) Pay attention to the impact of the implementation of the planning scheme on the surrounding environmentally sensitive areas. If necessary, use tidal sediment mathematical or physical models to extract indicators such as changes in flow velocity and sediment scouring and deposition in different functional areas of environmentally sensitive areas before and after the implementation of the planning scheme, so as to minimize the impact on the surrounding environmentally sensitive areas.

[0119] (3) Pay attention to the impact of the implementation of the planning scheme on water exchange, and use the water exchange model to extract indicators such as the change in water exchange rate or water exchange cycle in the port before and after the implementation of the plan and under different schemes. If necessary, set up water exchange channels, and the specific setting form will be determined comprehensively based on water exchange, berthing conditions in the port, navigation safety, silt scouring, etc. In areas with relatively poor water exchange capacity, strict control of pollutant emissions in the port should be proposed.

[0120] (4) The layout of coal, ore, and oil and gas chemical terminal areas extracts indicators such as their positional relationship with wind direction and environmentally sensitive areas. According to relevant specifications, coal and ore terminal areas should be located downwind of the normal wind direction of sensitive areas such as densely populated areas throughout the year. Oil and gas chemical terminal areas should not be located on the upwind side of the normal wind direction of sensitive areas such as densely populated areas throughout the year, and the distance from densely populated areas should be determined through safety assessment.

[0121] (5) Simultaneously consider the establishment of port ecological zones. Port ecological zones are mainly based on the creation of natural and ecological forms, combined with the distribution of environmentally sensitive areas around the port area, topography, and the direction of collection and distribution channels, and have single or comprehensive functions such as isolation, buffering, and ecological restoration and compensation.

[0122] For the revision or adjustment of the existing port area planning, including the new planning scheme, reference should be made to the port area layout planning research that implements the green development concept; for the optimization and adjustment of the existing planning scheme, in addition to considering the impact of changes in port transportation demand, back-end industries, etc. on the planning scheme, it is advisable to increase the consideration of the green development concept. Specifically, the original port area layout planning scheme is optimized and adjusted according to the evaluation conclusion of step S1, including but not limited to coordinating conflicts in environmentally sensitive areas, reducing environmental impacts, and guiding the full utilization of shoreline resources. At the same time, the establishment of port ecological zones can be considered.

[0123] The present invention identifies environmental issues related to port space planning in the current status of port development, establishes environmental protection goals, constructs environmental constraints for achieving environmental protection goals, and conducts port planning based on environmental constraints, thereby realizing the implementation of the green development concept of port space planning throughout the entire process and achieving coordinated development of ports and ecological environmental protection from the source of planning.

[0124] The above embodiments are only exemplary embodiments of the present application and are not intended to limit the present application. The protection scope of the present application is defined by the claims. Those skilled in the art may make various modifications or equivalent substitutions to the present application within the essence and protection scope of the present application, and such modifications or equivalent substitutions shall also be deemed to fall within the protection scope of the present application.

Claims

1. A full-process green port space planning method, characterized by: The following steps are involved: Step S1: Analysis of the coordination between the current status of port development and environmentally sensitive areas based on vector data superposition, evaluation of port shoreline resource utilization efficiency based on actual production data statistics, and evaluation of port traffic status based on the integration of port collection and distribution and urban traffic, to determine environmental issues related to port space planning in the current status of port development; Step S2: determining environmental protection targets based on environmental issues related to port space planning in the current status of port development, wherein the environmental protection targets are used to plan a port planning scheme that balances port development and environmental protection; Step S3: According to the environmental protection target, the port shoreline layout is optimized by using three processing methods, namely, avoidance, potential tapping, and integration, and the planning capacity redundancy is used to quantitatively optimize the port shoreline resource utilization scale to obtain environmental constraint conditions for achieving the environmental protection target; Step S4: Carry out port planning for the new port area and the existing port area respectively according to the environmental constraints, and obtain port planning schemes that balance port development and environmental protection in the new port area and the existing port area; The three treatment methods of avoidance, potential tapping and integration are used to optimize the port shoreline layout, including: In the ecological and environmental issues, the port shoreline layout is optimized by avoiding environmentally sensitive areas, which corresponds to the maximization of ecological and environmental protection goals when mapped to ecological and environmental protection goals; In the service efficiency problem, the port shoreline layout is optimized by tapping the potential of port stock resources, which is mapped to the service efficiency target as the maximization of service efficiency target; In the traffic environment problem, the port shoreline layout is optimized by integrating urban traffic resources, which corresponds to the traffic environment protection goal of minimizing the impact of traffic environment. The goal of maximizing ecological environment protection, maximizing service efficiency and minimizing traffic environment impact are combined to form the environmental constraint condition for optimizing the port shoreline layout. The expression of the environmental constraint condition for optimizing the port shoreline layout is: In the formula, st is the constraint identifier, max is the maximization operator, min is the minimization operator, K1 is the ecological environment protection target, K2 is the service efficiency target, and K3 is the traffic environment impact target; The planning capacity redundancy is used to quantitatively optimize the utilization scale of port shoreline resources, including: Using CNN neural network, the scenario adaptability of port shoreline capacity redundancy is planned according to the environmental constraints of optimizing port shoreline layout; Using LSTM neural network, the scenario stability of the port shoreline capacity redundancy is planned according to scenario adaptability; The scenario adaptability of the port shoreline capacity redundancy and the scenario stability of the port shoreline capacity redundancy are combined to construct the environmental constraint conditions for quantitatively optimizing the scale of port shoreline resource utilization. The expression of the environmental constraint conditions for quantitatively optimizing the scale of port shoreline resource utilization is: Where st is the constraint identifier, CNN[max(K1),max(K2),min(K3),type1] is the capacity redundancy calculated by the CNN neural network when the port shoreline constructed according to max(K1),max(K2),min(K3) does not have a scenario of unbalanced major materials, type1 is the scenario of the port shoreline when there is no unbalanced major materials, CNN[max(K1),max(K2),min(K3),type2] is the capacity redundancy calculated by the CNN neural network when the port shoreline constructed according to max(K1),max(K2),min(K3) has a scenario of unbalanced major materials, type2 is the scenario of the port shoreline when there is a scenario of unbalanced major materials, R is the capacity redundancy threshold, CNN is the CNN neural network, CNN m The port shoreline constructed according to max(K1), max(K2), min(K3) is the capacity redundancy sequence obtained by planning the passage of port materials through m time series, LSTM[CNN m ,t] is to use LSTM neural network in CNN m The predicted value of capacity redundancy obtained at the tth time sequence after LSTM[CNN m , t+1] is to use LSTM neural network in CNN m The predicted capacity redundancy value obtained at the t+1th time sequence after |LSTM[CNN m ,t+1]-LSTM[CNN m , t]| is LSTM[CNN m , t+1] and LSTM[CNN m , t], n is the total number of time series predicted by LSTM, and LSTM is a neural network; Determination of environmental constraints, including: The environmental constraint conditions for optimizing the port shoreline layout and the environmental constraint conditions for quantitatively optimizing the resource utilization scale are combined to obtain the environmental constraint conditions for achieving the environmental protection goal; The expression of the environmental constraint condition for achieving the environmental protection goal is: Wherein, st is the constraint identifier, max is the maximization operator, min is the minimization operator, K1 is the ecological environment protection target, K2 is the service efficiency target, K3 is the traffic environment impact target, CNN[max(K1),max(K2),min(K3),type1] is the capacity redundancy of the port shoreline constructed according to max(K1),max(K2),min(K3) calculated by the CNN neural network in the scenario of no unbalanced major materials, type1 is the scenario of no unbalanced major materials, CNN[max(K1),max(K2),min(K3),type2] is the capacity redundancy of the port shoreline constructed according to max(K1),max(K2),min(K3) calculated by the CNN neural network in the scenario of unbalanced major materials, type2 is the scenario of unbalanced major materials, R is the capacity redundancy threshold, CNN is the CNN neural network, CNN m The port shoreline constructed according to max(K1), max(K2), min(K3) is the capacity redundancy sequence obtained by planning the passage of port materials through m time series, LSTM[CNN m ,t] is to use LSTM neural network in CNN m The predicted value of capacity redundancy obtained at the tth time sequence after LSTM[CNN m , t+1] is to use LSTM neural network in CNN m The predicted capacity redundancy value obtained at the t+1th time sequence after |LSTM[CNN m ,t+1]-LSTM[CNN m , t]| is LSTM[CNN m , t+1] and LSTM[CNN m , t], n is the total number of time series predicted by LSTM, and LSTM is a neural network.

2. A full-process green port space planning method according to claim 1, characterized in that: The coordination analysis of the port development status and environmental sensitive areas based on vector data superposition includes: Collect and analyze the current water and land layout plan of the port, vector data of environmentally sensitive areas around the port, and control requirements of environmentally sensitive areas; The ARCGIS spatial analysis method is used to overlay and analyze the current water and land layout plan of the port with the vector data of environmentally sensitive areas, and the coordination between the current development space of the port and the spatial location of the environmentally sensitive areas and the management and control requirements of the environmentally sensitive areas is obtained.

3. A full-process green port space planning method according to claim 2, characterized in that: The port shoreline resource utilization efficiency evaluation based on actual production data statistics includes: Collect statistical data on the status of port berth infrastructure, cargo throughput, berth utilization rate, and berthing ship types over the past three years; Based on the current status of port berth infrastructure, three-year cargo throughput, berth utilization rate, and statistical data on berth types, the reasonable throughput capacity of the terminal berths is determined, and the port shoreline capacity utilization rate is analyzed by region and cargo type. Among them, the port shoreline capacity utilization rate = actual throughput corresponding to the port shoreline / reasonable throughput capacity of the terminal berths.

4. A full-process green port space planning method according to claim 3, characterized in that: The port traffic status assessment based on the integration of port collection and distribution and urban traffic includes: The traffic flow status of the port land collection and distribution channel, the traffic flow status of urban traffic, the connection between the port land collection and distribution channel and urban road traffic, the compliance of surrounding environmental quality monitoring data, and residents' environmental complaints are collected to evaluate the port road traffic status and the environmental impact of port road traffic, and obtain the impact of port collection and distribution on the urban traffic status.

5. A full-process green port space planning method according to claim 4, characterized in that: Identification of environmental issues relevant to port spatial planning, including: According to the coordination between the current development space of the port and the spatial location of environmentally sensitive areas and the control requirements of environmentally sensitive areas, the ecological and environmental issues related to port spatial planning are determined; Determine the service efficiency issues related to port space planning based on the reasonable throughput capacity of the terminal berths and the utilization rate of the port shoreline capacity by region and cargo type; According to the impact of port collection and distribution on urban traffic conditions, traffic environment issues related to port space planning are identified.

6. A full-process green port space planning method according to claim 5, characterized in that: The determination of the environmental protection objectives includes: Among the ecological and environmental issues mentioned above, the coordination between the current development space of the port and the spatial location of environmentally sensitive areas and the control requirements of environmentally sensitive areas is taken as the ecological and environmental protection goal; In the service efficiency problem, the reasonable throughput capacity of the terminal berths and the utilization rate of the port shoreline capacity by region and cargo type are taken as service efficiency targets; In the above-mentioned traffic environment problem, the impact of port collection and distribution on urban traffic conditions is taken as the traffic environment impact target.

7. The whole-process green port space planning method according to claim 1 is characterized by: According to the environmental constraints, port planning is carried out for new port areas and existing port areas, including: In the existing port area, the environmental constraints are incorporated into the CNN m Update to the capacity redundancy sequence obtained by the port shoreline constructed according to max(K1), max(K2), min(K3) and the actual port material passage m time series, and obtain the environmental constraints of the existing port area; According to the environmental constraints of the existing port area, the existing port area layout plan is revised to obtain a revised port layout plan that balances port development and environmental protection in the existing port area; At the new port area, the environmental constraints are directly used as the environmental constraints of the new port area.

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