Wharf overall layout method of port support and guarantee system

Abstract

The invention relates to the technical field of wharf layout, in particular to a port support and guarantee system wharf overall layout method, which comprises the following steps of: arranging an overall plane; designing a main scale; designing a loading and unloading process; a hydraulic structure design method; judging the annual passing ability of the parking space; scheme recommendation; the system shoreline is comprehensively planned and supported, multiple departments co-construct a comprehensive law enforcement base, the shoreline utilization efficiency is improved, the potential of limited shoreline resources is exerted to the maximum extent, natural conditions are fully considered, the system conforms to the river regime, and meanwhile main channel passing, surrounding wharf berth area ship entering and exiting and daily loading and unloading operation are not affected; planning and arrangement of supporting system facilities need to facilitate maritime affair emergency and rescue, shipping management, water conservancy flood control, convenience and rapidness in entering and exiting of law enforcement ships and arrival of destinations, general plane arrangement needs to fully consider that the safety distances among the buildings meet standard requirements.

Description

Technical Field

[0001] The invention relates to the technical field of dock layout, and in particular to a method for overall layout of docks of a port support and security system. Background Art

[0002] Ports refer to special facilities along the coast, along rivers or along lakes, which provide services for ships to dock, load and unload goods, and get on and off passengers. They usually include infrastructure such as docks, warehouses, loading and unloading equipment, berths, waterways, and auxiliary facilities such as transportation, communications, power supply, water supply, and environmental protection. They play a vital role in international trade, logistics and transportation, and regional economic development. Port security refers to various measures and means taken to ensure the safe, efficient and stable operation of ports, including security, equipment security, communications security, power supply and water supply security, environmental protection security, emergency security, logistics security, and information security. The construction of the port support and security system is mainly to coordinate the various water-related regulatory departments to perform port service and management responsibilities, provide more convenient and efficient services to relevant units, enterprises and the general public involved in the port, and effectively improve the service management level and efficiency of water-related administration.

[0003] However, in general, the law enforcement points of various water-related regulatory departments along the Yangtze River are relatively scattered and lack systematicity. The interaction between departments is poor and the level of informatization is low, resulting in untimely responses. In addition, the tonnage of law enforcement ships is generally small, and precious deep-water coastline resources are cut and used. In summary, it is necessary to propose a method for the overall layout of the port support and security system terminals to solve the above problems. The purpose of the present invention is to provide a method for overall layout of a port support and security system terminal to solve the problems raised in the above background technology.

[0004] To achieve the above object, the present invention provides the following technical solutions:

[0005] The overall layout method of the port support and security system terminal includes the following steps:

[0006] S1. General layout;

[0007] S2. Design main scale;

[0008] S3. Loading and unloading process design;

[0009] S4. Design methods of hydraulic structures;

[0010] S5. Berth annual capacity assessment;

[0011] S6. Recommended solutions;

[0012] S7. Report generation and summary;

[0013] S8. Key parameter setting;

[0014] S9. Carry out optimization design and follow-up work.

[0015] Preferably, the specific implementation steps of step S1 are:

[0016] S1.1. Layout Overview:

[0017] The general plan of the wharf in the proposed project waters is arranged in a "comb teeth" shape, with 4 rows of wharves arranged in sequence from the river to the shore, and the entrance and exit gates of the inner berths are arranged on the downstream side of the first row of wharves; a total of 1 1,000-ton navigation work boat berth, 2 patrol boat berths, and 4 law enforcement boat berths are arranged;

[0018] S1.2. Terminal Arrangements:

[0019] The first row of docks: The front line is consistent with the Longtan Phase V and Phase VI projects, located near the -18.0m depth line, and adopts a fixed structure; the platform is 110m long and 20m wide, and considers berthing on both sides: a 1,000-ton navigation work boat berth is arranged at the front, and 3 law enforcement boats are also docked; a law enforcement boat berth is arranged at the rear edge; the fixed dock is connected to the shore through a fixed approach bridge with a width of 9m and a total length of 177m;

[0020] The second row of piers: The front line is parallel to the rear line of the fixed pier and is set back 25m. It uses a 60m×11m pontoon, berthed on both sides, and is connected to the shore approach bridge of the fixed pier through a 30m long steel approach bridge;

[0021] The third row of piers: the front line is parallel to the rear line of the second row of piers and is set back 20m, using a 40m×9m pontoon;

[0022] The fourth row of docks: consists of two 40m×9m pontoons, which are staggered with the third row of docks. The fourth row of docks is arranged 15m downstream of the third row of docks; the front line is located 14m behind the extension of the front line of the third row of docks; the third and fourth rows of docks are both accessible via the pontoon passage at the rear edge of the pontoons;

[0023] Turning water area: It is located on the downstream side of the 2nd and 3rd row of docks. Ships at the rear edge and inner berths of the fixed dock enter and exit the main channel through the 80m wide gate on the downstream side of the fixed dock. Ship entry and exit warning devices are installed on the upstream and downstream sides of the gate.

[0024] Preferably, the specific implementation steps of step S2 are:

[0025] S2.1. Berth length: The berth length of the wharf should meet the requirements of safe berthing and unberthing of ships and mooring. The berth length calculation formula is: [L b1 =L+d][L b2 =L+1.5d]

[0026] Where: (Lb )—berth length m; (L b1 )—the length of the end berth of a series of berths (m); (L b2 )—the length of the middle berth of multiple consecutive berths (m); (L)—the length of the designed ship type (m); (d)—the surplus length of the berth (m), which is 8 to 10 m for navigation work boats and 5 m for law enforcement work boats;

[0027] The specific calculation method of the berth length is as follows:

[0028] Berth length of the riverside wharf: calculated based on the berthing of one navigation work vessel, (L b =10+85+10=105m); Calculated based on 3 law enforcement boats docked at the same time, (L b =5+30\t imes3+5\t imes2+5=110m); based on actual usage requirements, the length of the riverside wharf is taken as 110m;

[0029] Law enforcement boat floating dock berth length: (L b =5+30+5=40m), select a pontoon with a length of not less than 40m;

[0030] Patrol boat floating dock berth length: (L b =5+36+5=46m), select a pontoon with a length of not less than 46m;

[0031] S2.2. Design of wharf width: The riverside wharf is considered to be berthed along the front and rear edges, and the operating surface needs to be wider. The wharf width is taken as 20m. The inner harbor floating wharf is only for pedestrians. The width of the law enforcement boat wharf is taken as 9m, and the width of the patrol boat wharf is taken as 11m.

[0032] S2.3. Design water depth at the front of the wharf

[0033] The design water depth at the front of the wharf is calculated as shown in formula (1):

[0034] D = T + Z1 + Z2 + Z3 + Z4 (1);

[0035] Where: (D)—designed water depth at the front of the wharf m; (T)—designed full-load draft of the ship type m; (Z1)—minimum surplus water depth under the keel m, 0.4m for 1000-ton ships and 0.3m for 100-ton ships; (Z2)—surplus depth for waves m, (Z2=KH4%–Z1=0); (Z3)—value of stern draft increased by uneven loading of the ship m, 0m; (Z4)—surplus depth for siltation m, 0.6m;

[0036] S2.4. Calculation of the designed river bottom elevation in front of the wharf: The designed river bottom elevation in front of the wharf is calculated according to the following formula: [Designed river bottom elevation = designed low water level - designed water depth in front of the wharf].

[0037] Preferably, the specific implementation steps of step S3 are:

[0038] 3.1. The cargo type is a special buoy for the Nanjing section of the Yangtze River waterway;

[0039] S3.2.The main function is to meet the needs of navigation aids and law enforcement personnel;

[0040] S3.3. Equipment configuration uses small loading and unloading equipment to meet the daily lifting requirements of navigation marks;

[0041] S3.4. Design of loading and unloading process:

[0042] The buoy arrives at the port in the following order: navigation work boat, ship crane, wharf, 20t truck, land area, 16t tire crane, and yard;

[0043] The first buoy departure plan is land yard, 16t tire crane, 20t car, wharf, 16t tire crane, and beacon work boat.

[0044] The second buoy departure plan includes land yard, 16t tire crane, 20t car, wharf, fixed crane and beacon work boat.

[0045] Preferably, the specific implementation steps of step S4 are:

[0046] S4.1. Outer high-pile wharf: The fixed wharf platform adopts high-pile truss structure, with a total length of 110m and a width of 20m. It is divided into two structural sections. The platform frame spacing in each structural section is 7.0m. The pile foundation adopts Φ800mm PHC piles. Each frame is equipped with 2 straight piles and 2 pairs of fork piles. The upper structure consists of pile caps, prefabricated trusses and composite plates. A two-layer mooring platform is set at the front of the wharf. A shore approach bridge is set with a 9m wide shore approach bridge with a total length of 177m, of which the wharf overhead section is 134m long and the shore approach embankment section is 43m long. The main body of the overhead section adopts high-pile beam-slab structure, and the frame foundation adopts 3 Φ800mm PHC piles or Φ1000mm bored cast-in-place piles;

[0047] S4.2. Inner floating dock: The layout is to arrange 4 floating docks in total, with the second row using 60m×11m pontoons, and the third and fourth rows using 40m×9m pontoons. The positioning method is that the 60m×11m pontoon is positioned by anchor chain, and the 40m×9m pontoon is positioned by steel pipe piles.

[0048] Preferably, the specific implementation steps of step S5 are:

[0049] S5.1. Calculation of berth availability time:

[0050] The annual berth availability time is usually measured in hours, as shown in formula (2):

[0051] T_{year}=365\times24\timesU (2);

[0052] Where: (T_{year}) is the berth available time in hours per year; (U) is the berth utilization percentage;

[0053] S5.2. Calculation of turnaround time for a single vessel:

[0054] The calculation formula of the ship's turnaround time (T_{turn}) is shown in formula (3): T_{turn}=T_{arrival}+T_{operation}+T_{departure} (3);

[0055] Where: (T_{arrival}) is the ship's berthing time in hours; (T_{operation}) is the ship's loading and unloading operation time in hours; (T_{departure}) is the ship's departure time in hours;

[0056] S5.3. Calculation of loading and unloading time for a single vessel:

[0057] The loading and unloading operation time can be calculated based on the loading and unloading efficiency and the cargo volume, as shown in formula (4):

[0058] T_{operation}=\frac{Q}{E} (4);

[0059] Where: (Q) is the total amount of cargo loaded and unloaded by the ship in tons; (E) is the loading and unloading efficiency in tons / hour;

[0060] S5.4. Calculate the annual berth capacity:

[0061] The annual berth capacity is shown in formula (5):

[0062] C_{year}=\frac{T_{year}}{T_{turn}}\timesQ_{avg} (5);

[0063] Where: (C_{year}) is the annual throughput capacity of the berth in tons / year or ships / year; (Q_{avg}) is the average cargo loading and unloading volume of a single ship in tons.

[0064] Preferably, the specific implementation steps of step S6 are:

[0065] S6.1. Option 1: Use a 16t tire crane. The advantages are that the position of the crane can be flexibly adjusted according to the berthing method of the ship, the ship has good adaptability, the front and rear can share the crane, and the equipment configuration is less, and the investment cost is lower;

[0066] S6.2. Option 2: Use fixed cranes and fixed berths of navigation work boats for loading and unloading operations. Fixed cranes do not need to be frequently deployed, and loading and unloading operations are more efficient. Fixed equipment has better stability and high operation safety.

[0067] S6.3. Recommendation: Recommend a solution by taking into account flexibility, economy, operating efficiency and specific environment.

[0068] Preferably, the summary content of step S7 is defined as the design of the port support and security system wharf takes full account of the actual use needs and cost-effectiveness on the basis of meeting the requirements of navigation marks and law enforcement work, and the overall plan layout is in a "comb tooth" shape, with 4 rows of wharves arranged in sequence from the river to the shore, and floating wharves and fixed wharves are flexibly configured to meet the berthing and operation needs of different types of ships.

[0069] Preferably, in step S8, the berth length is set to 110m for the river side berth, 40m for the law enforcement boat pontoon, and 46m for the patrol boat pontoon; the berth width is set to 20m for the river side berth, 9m for the law enforcement boat pontoon, and 11m for the patrol boat pontoon; the designed water depth at the front of the berth is 5.3m for the berth of the navigation work boat, 2.2m for the law enforcement boat berth, and 2.55m for the patrol boat berth; the designed riverbed elevation at the front of the berth is -4.90m for the navigation work boat berth and -2.20m for the inner berth; the equipment configuration adopts a 16t tire crane, and the annual throughput capacity of the berth is not calculated.

[0070] Preferably, the specific implementation steps of step S9 are:

[0071] S9.1. Design optimization: Understand the geological conditions of the construction area in detail to ensure that the design can adapt to the foundation conditions, analyze the hydrological data of water flow, tide and wave to ensure the stability of the wharf structure, evaluate the environmental impact and ensure that the design meets environmental protection requirements, optimize the structural design of the wharf based on the survey data to improve stability and durability, optimize the functional layout of the wharf to improve operation efficiency and convenience, select appropriate building materials, taking into account durability and economy, use simulation software to simulate the design scheme to verify the feasibility and safety of the design, make a physical model for testing, and further verify the design details;

[0072] S9.2. Conduct feasibility assessment, select construction methods suitable for site conditions to ensure smooth construction, evaluate required construction equipment and processes to ensure efficient construction, develop detailed construction schedules to ensure orderly progress of work at each stage, prepare human, material and financial resource plans to ensure sufficient construction resources, identify possible risk factors during construction, develop emergency plans to ensure rapid response and handling in emergencies;

[0073] S9.3. Quality control: formulate strict construction quality standards to ensure that each link meets the specifications, set up a quality supervision team to be responsible for on-site quality inspection and supervision, strictly inspect all building materials to ensure that they meet the design requirements, and conduct inspections after each construction process is completed to ensure that there are no quality risks;

[0074] S9.4. Connection and integration: design the interface between the new wharf and the existing project to ensure seamless connection; work closely with the management team of the existing project to coordinate the construction progress and arrangement; integrate the functions of the new wharf with the existing system to ensure the efficient operation of the overall system; integrate the management information system of the new wharf with the existing system to achieve information sharing;

[0075] S9.5. Acceptance and commissioning: comprehensively check the construction quality to ensure that all items meet the design requirements, test the various functions of the terminal to ensure normal operation, train the operators to ensure that they are familiar with the operation and management of the new terminal, and conduct safety drills to ensure that the operators can respond to emergencies.

[0076] Compared with the prior art, the beneficial effects of the present invention are as follows: the overall layout method of the wharf of the port support and guarantee system of the present invention conducts comprehensive data collection through detailed geological survey, hydrological analysis and environmental assessment, thereby ensuring that the design scheme can adapt to the actual situation on site, meet environmental protection requirements, and improve the scientific nature of the design; by optimizing the structural design, functional layout and material selection of the wharf, the design scheme is optimized, thereby improving the stability, operating efficiency and economy of the wharf; by evaluating the construction methods, equipment and processes, the construction technology is selected and evaluated, thereby ensuring the smooth progress of the construction process and improving the construction efficiency; by designing the interface between the new wharf and the existing project and conducting construction coordination, the new wharf is seamlessly connected with the existing project and construction conflicts are avoided;

[0077] In summary, the present invention coordinates the planning of the support system shoreline, and multiple departments jointly build a comprehensive law enforcement base to improve the efficiency of shoreline utilization, maximize the potential of limited shoreline resources, give full consideration to natural conditions, and adapt to the river situation. At the same time, it does not affect the passage of the main channel, the entry and exit of ships in the surrounding berth area, and daily loading and unloading operations. The planning and layout of the support system facilities should be conducive to maritime emergency and rescue, shipping management, and water conservancy and flood control. The entry and exit of law enforcement ships and the arrival at the destination are convenient and fast. The overall layout should give full consideration to the existing projects, and the safety distance between buildings should meet the requirements of the specifications. At the same time, the overall layout method of the overall port support and guarantee system terminal engineering construction plan considers reducing the investment and maintenance costs of engineering construction, and reducing the difficulty of engineering implementation. DETAILED DESCRIPTION

[0078] Example

[0079] The present invention proposes a method for overall layout of a port support and security system terminal. In actual application, specifically, the overall plan layout engineering construction plan includes the following steps:

[0080] The general plan of the proposed wharf in the project waters is arranged in a "comb teeth" shape, with four rows of wharves arranged in sequence from the river to the shore, and the entrance and exit gates of the inner berths arranged on the downstream side of the first row of wharves, with a total of one 1,000-ton navigation beacon work ship berth (taking into account the berthing of three law enforcement boats), two patrol boat berths, and four law enforcement boat berths;

[0081] The front line of the first row of docks is consistent with the Longtan Phase V and Phase VI projects, located near the -18.0m depth line, and adopts a fixed structure. The upstream end of the dock is adjacent to the built berth of Longtan Phase V, and the downstream end is 80m away from the upstream end of the proposed berth of Longtan Phase VI;

[0082] The fixed wharf platform is 110m long and 20m wide, and is designed for berthing on both sides: a 1,000-ton beacon work boat berth is arranged at the front of the wharf, which can also accommodate the berthing of three law enforcement boats;

[0083] A berth for law enforcement boats is arranged at the rear edge of the pier;

[0084] The fixed wharf is connected to the shore through a 9m wide fixed approach bridge on the upstream side. The total length of the fixed approach bridge is about 177m, of which the overhead section connecting the wharf is 134m long and the approach embankment connecting the shore is about 43m long. The approach embankment is first connected to the factory road of Longtan Phase V and then connected to the land base. After the embankment line is adjusted, the approach embankment will be partially renovated at the shore to make it smoothly connected with the adjusted river embankment.

[0085] There are three rows of four floating docks in total on the inner side of the fixed dock: the front line of the second row of docks is parallel to the rear line of the fixed dock and is set back 25m. It uses a 60m×11m pontoon for berthing on both sides and is connected to the shore approach bridge of the fixed dock through a 30m long steel approach bridge;

[0086] The front edge of the third row of quays is parallel to the rear edge of the second row of quays and is set back 20m, using a 40m×9m pontoon;

[0087] The fourth row of quays consists of two 40m×9m pontoons, which are staggered with the third row of quays. The fourth row of quays is arranged 15m downstream of the third row of quays, and the front line of the quay is 14m behind the extension line of the front line of the third row of quays.

[0088] The 3rd and 4th row docks are accessible via the pontoon passage at the rear edge of the pontoon.

[0089] There are 5 berths arranged inside the fixed wharf, and the turning water area is set at the downstream side of the 2nd and 3rd row of wharfs. Ships at the rear edge of the fixed wharf and the inner berths enter and exit the main channel through the 80m wide gate on the downstream side of the fixed wharf.

[0090] Ship entry and exit warning devices are installed on the upstream and downstream sides of the gate;

[0091] Loading and unloading process:

[0092] The cargo to be transported in and out through this project is mainly the special buoys of the Nanjing section of the Yangtze River waterway;

[0093] This project is a comprehensive law enforcement base. The main function of the water wharf is to meet the needs of navigation marks and law enforcement personnel. Considering that navigation marks are not heavy items and the actual maintenance intensity of navigation marks in the Nanjing section of the Yangtze River, frequent navigation mark lifting operations will not be carried out at the front of the riverside wharf. After the buoy arrives at the port, the ship crane is usually used to complete the lifting from the ship to the wharf. Therefore, the wharf is not equipped with lifting equipment for professional loading and unloading. Only small loading and unloading equipment is considered to meet the daily navigation mark lifting requirements;

[0094] It is planned to use a 16t tire crane to load and unload the buoys at the wharf and the rear yard, and a 20t truck will be used as the horizontal transportation machinery between the buoys from the rear base to the wharf on the riverside;

[0095] Hydraulic structures:

[0096] (1) Outer high-pile wharf:

[0097] The fixed wharf platform adopts a high-pile truss structure with a total length of 110m and a width of 20m. It is divided into two structural sections. The platform frame spacing in each structural section is 7.0m.

[0098] The pile foundation adopts Φ800mm PHC piles, with 2 straight piles and 2 pairs of forked piles set up in each row. The upper structure consists of pile caps, prefabricated trusses and composite plates. Taking into account the berthing of ships at low water levels, a two-layer mooring platform is set up at the front of the wharf.

[0099] There are 250kN bollards and rubber fenders at the front of the pier for ships to moor, and 100kN bollards are set on the second-floor mooring platform;

[0100] The fixed wharf is equipped with a 9m wide approach bridge to the shore, with a total length of 177m, of which the overhead section to the wharf is 134m long and the approach embankment section to the shore is about 43m long;

[0101] The main body of the overhead section adopts a high-pile beam-slab structure. Each frame foundation adopts three Φ800mm PHC piles or Φ1000mm bored piles according to the water level during the construction period.

[0102] The upper structure of the overhead approach bridge is composed of beams, prestressed concrete hollow slabs and surface layers;

[0103] Two steel approach bridge piers are set up at intervals on the approach bridge, adopting a high pile pier structure. The pier foundation adopts 6 Φ800mm PHC piles, and the upper structure is a cast-in-place reinforced concrete pier.

[0104] The approach dike connecting to the shore will be connected to Longtan Phase V in advance, and then connected to the land base through its factory road. After the dike line is adjusted, the approach dike will be partially renovated at the shore to make it smoothly connected with the adjusted river dike.

[0105] A gap will be partially opened in the flood control wall at the connection between the dike and Longtan Phase V, and at the connection with the Yangtze River dike after the dike line is adjusted to allow vehicles to pass through, and a flood control gate will be installed;

[0106] (2) Inner floating dock:

[0107] There are 4 floating docks arranged inside the fixed dock. Except for the second row of docks which is planned to use 60m×11m pontoons, the three floating docks in the third and fourth rows are all 40m×9m pontoons.

[0108] The main hull of the pontoon is made of steel, single deck, single bottom, and longitudinal frame structure, and the superstructure deck is a longitudinal frame steel structure;

[0109] The 60m×11m pontoon is positioned by anchor chains, equipped with four 2.0t Hall anchors, equipped with Φ40 welded anchor chains, and adopts a cross-anchoring mooring method, with two anchors each on the inner and outer sides of the bow and stern thrown into the water;

[0110] The 40m×9m pontoon is affected by the water limit and is positioned by steel pipe piles. One Φ1200 steel pipe positioning pile is set on the upstream and downstream sides of the rear edge of the pontoon.

[0111] Steel pontoons are installed at the rear edge of the third and fourth rows of docks as a passage for people to get on and off the docks, and a connecting gangway is installed between the pontoons and the pontoons;

[0112] The berthing surface of the inner floating dock is equipped with a 50kN bollard and a floating rubber fender for ships to moor;

[0113] The second row of floating docks or the third and fourth rows of pontoon passages are connected to the fixed approach bridges to the shore by movable steel approach bridges, which adopt a bottom-supported parallel chord main truss structure with a hinged support at one end and a roller support at the other end;

[0114] The main dimensions of the steel approach bridge are 30×3m;

[0115] The nearshore side of the inner harbor adopts vertical structure retaining, using D1000m@1200mm bored piles to form the retaining wall, with cast-in-place continuous beams on the top of the piles, and D600 high-pressure jet piles are used to stop water between the piles in the back row;

[0116] Based on the above-mentioned general layout project proposed plan, the port shoreline use plan is as follows:

[0117] The proposed project will use 190 meters of Yangtze River coastline, starting from the downstream end of Longtan Port Phase V Project upstream and ending at the upstream end of Longtan Port Phase VI Project downstream. The coastline is used as a public law enforcement wharf coastline, and is not an operational port project.

[0118] The general layout principles include the following:

[0119] (1) The overall layout should be coordinated with the Nanjing Port Master Plan;

[0120] (2) The layout of the base’s waters and land areas should be coordinated with the existing berths of the upstream Longtan Phase V and the planned berths of the downstream Longtan Phase VI;

[0121] (3) Fully consider the flow velocity, flow pattern and underwater terrain natural conditions of the proposed dock area and reasonably arrange the dock water area;

[0122] (4) The dock layout should be systematically planned and coordinated to meet the needs of each unit and minimize the interference and impact between adjacent units or on other upstream and downstream projects;

[0123] (5) Comply with the overall planning of the city (town), make use of the topographical, geological and meteorological conditions of the proposed location, and reasonably arrange transportation routes according to local conditions to make the overall layout compact and reasonable;

[0124] Berth main scale design:

[0125] Berth length:

[0126] The length of the berth should meet the requirements of safe berthing and mooring of ships. The berth length is calculated as follows:

[0127] L b1 =L+d;

[0128] L b2 =L+1.5d,

[0129] Where:

[0130] L b —berth length (m);

[0131] L b1 — Length of the end berth of multiple consecutive berths (m);

[0132] L b2 —The length of the middle berth of multiple consecutive berths (m);

[0133] L—designed ship length (m);

[0134] d—berth surplus length (m), 8 to 10m for navigation work boats;

[0135] 5m for law enforcement vessels;

[0136] The berth length of the riverside wharf is calculated based on the berthing of one navigation work vessel, L b =10+85+10=105m;

[0137] Calculated based on 3 law enforcement boats docked at the same time, L b =5+30×3+5×2+5=110m;

[0138] In consideration of actual use requirements, the length of the riverside wharf is 110m;

[0139] Law enforcement boat floating dock berth length: L b =5+30+5=40m. A pontoon with a length of not less than 40m can meet the use requirements.

[0140] Patrol boat floating dock berth length: L b =5+36+5=46m. A pontoon with a length of not less than 46m can meet the use requirements.

[0141] Width of dock

[0142] In Plan 1: The riverside wharf is considered to be berthed along the front and rear sides, and the operating surface needs to be wider, and the wharf width is taken as 20m;

[0143] The inner harbor floating dock only considers pedestrians, the width of the law enforcement boat dock is 9m, and the width of the patrol boat dock is 11m;

[0144] In Option 2: the width of the riverside pier and floating dock is the same as that in Option 1;

[0145] Designed water depth at the front of the wharf

[0146] The front design water depth of the riverside wharf is calculated based on a 1,000-ton navigation mark work vessel, and the front design water depth of the inner floating wharf is calculated based on a 100-ton patrol boat and law enforcement boat:

[0147] D=T+Z1+Z2+Z3+Z4

[0148] Where:

[0149] D——designed water depth at the front of the wharf (m);

[0150] T——designed ship full load draft (m);

[0151] Z1——Minimum surplus water depth under the keel (m), 0.4m for 1000-ton ship and 0.3m for 100-ton ship;

[0152] Z2——wave surplus depth (m), Z2=KH 4％ – Z1 = 0;

[0153] Z3——the stern draft value increased by uneven loading of the ship (m), take 0m;

[0154] Z4——deep enough for siltation (m), take 0.6m;

[0155] After analysis and calculation:

[0156] The design water depth at the front of the berth for the navigation work boat is D = 5.3m;

[0157] The design water depth at the front of the law enforcement boat berth is D = 2.2m;

[0158] The design water depth at the front of the patrol boat berth is D = 2.55m;

[0159] Taking into account the overall layout requirements of the inner harbor, the design water depth of the inner berth is 2.55m.

[0160] Design riverbed elevation at the front of the wharf:

[0161] Design riverbed elevation at the front of the wharf = design low water level - design water depth at the front of the wharf. After calculation, the design mud surface elevation of the berth for the navigation work boat is -4.89m, which is taken as -4.90m;

[0162] The design mud surface elevation of the inner berth is -2.14m, which is taken as -2.20m;

[0163] The natural elevation of the mud surface in front of the wharf is about 4 to -19 meters. If part of the shoreline outside the Longtan River estuary is to be used to build berths, local dredging is required;

[0164] Mooring waters in front of the pier:

[0165] The berthing waters in front of the wharf are the waters required for ships to berth and load and unload;

[0166] The width of the berthing waters in front of the riverside wharf is calculated according to the specification as twice the width of the 1,000-ton navigation work ship, which is 2×14.0=28.0m;

[0167] The inner berth adopts the inner harbor layout type, and does not consider the transfer of ships between adjacent berths. Its turning water area is uniformly set on the upstream or downstream side of the floating dock. The width of the harbor is calculated as follows:

[0168] B c =nB+b

[0169] Where: B c ——Width of harbor (m);

[0170] n——the number of ships berthed on both sides of the harbor in the same section, take 2;

[0171] B——Design ship width, which is 7m (m) for patrol boats and law enforcement boats;

[0172] b——the margin between ships or between a ship and the opposite shore (m), which can be 2 to 4m;

[0173] After calculation, the width of the harbor without considering the ship turning between adjacent berths is B c =2×7+(2~4)=14~18m. Considering that the inner berths are mainly floating docks, the width of the harbor is taken as 20m;

[0174] The width of the harbor between the riverside wharf rear berth and the maritime berth is 25m;

[0175] Swinging waters:

[0176] The berths at the front of the riverside wharf are greatly affected by the water flow, and the turning water area is arranged in an elliptical shape;

[0177] Calculated based on a 1,000-ton buoy work vessel, the calculation is 2.5 times the ship length in the downstream direction, which is 212.5m, and the calculation is 2 times the ship length in the vertical direction, which is 170m;

[0178] The ships moored at the inner berths have better maneuverability, and the inner berths are less affected by the water flow. The turning water area is circular;

[0179] Calculated based on patrol boats, 1.5 times the design ship length is 54m;

[0180] Calculated based on the law enforcement boat, take 1.5 times the design boat length, which is 45m;

[0181] Approach bridge scale:

[0182] A shore approach bridge is set up at the riverside wharf. Considering the needs of two-way vehicle traffic, the width is set at 9m.

[0183] The floating dock is equipped with a shore-connected steel approach bridge, the length of which is 30m. The width of the steel approach bridge is determined to be 3m according to the use requirements of the dock, and the design slope is not steeper than 1:3.5 according to the specifications;

[0184] Elevation design:

[0185] Design water level:

[0186] Design high water level: 7.60m (annual maximum water level frequency 2%);

[0187] Designed low water level: 0.41m (98% guaranteed rate over many years);

[0188] Flood control level: 7.83m (Wusong elevation 9.78m);

[0189] Design elevation of dock surface:

[0190] According to the "General Design Code for River and Port Engineering" (TJT212-2006), the elevation of the front of the wharf is determined by the following formula:

[0191] E = HWL + △;

[0192] Where: E—design elevation of dock surface;

[0193] HWL—design high water level (m), which is 7.60m;

[0194] △—super height value (0~0.5m);

[0195] Then E is 7.60~8.10m;

[0196] After calculation and considering the existing wharves upstream and downstream, the wharf elevation of this project is taken as 7.90m;

[0197] Design elevation of approach bridge deck

[0198] A fixed wharf is equipped with a shore approach bridge, and the bridge deck elevation is raised from 7.90m at the wharf to 8.60m to ensure that the bridge deck bottom elevation is above the design flood level;

[0199] Overall layout plan

[0200] The project is located at the mouth of Longtan River, with the upstream side close to Longtan Phase V Project and the downstream side close to Longtan Phase VI Project. The planning reserves a 190m long shoreline for the support system.

[0201] The general plan of the proposed wharf in the project waters is arranged in a "comb teeth" shape, with four rows of wharves arranged in sequence from the river to the shore, and the entrance and exit gates of the inner berths arranged on the downstream side of the first row of wharves, with a total of one 1,000-ton navigation beacon work ship berth (taking into account the berthing of three law enforcement boats), two patrol boat berths, and four law enforcement boat berths;

[0202] The front line of the first row of docks is consistent with the Longtan Phase V and Phase VI projects, located near the -18.0m depth line, and adopts a fixed structure. The upstream end of the dock is adjacent to the built berth of Longtan Phase V, and the downstream end is 80m away from the upstream end of the proposed berth of Longtan Phase VI;

[0203] The fixed wharf platform is 110m long and 20m wide, and is designed for berthing on both sides: a 1,000-ton beacon work boat berth is arranged at the front of the wharf, which can also accommodate the berthing of three law enforcement boats;

[0204] A berth for law enforcement boats is arranged at the rear edge of the pier;

[0205] The fixed wharf is connected to the shore through a 9m wide fixed approach bridge on the upstream side. The total length of the fixed approach bridge is about 177m, of which the overhead section connecting the wharf is 134m long and the approach embankment connecting the shore is about 43m long. The approach embankment is first connected to the factory road of Longtan Phase V and then connected to the land base. After the embankment line is adjusted, the approach embankment will be partially renovated at the shore to make it smoothly connected with the adjusted river embankment.

[0206] There are three rows of four floating docks in total on the inner side of the fixed dock: the front line of the second row of docks is parallel to the rear line of the fixed dock and is set back 25m. It uses a 60m×11m pontoon for berthing on both sides and is connected to the shore approach bridge of the fixed dock through a 30m long steel approach bridge;

[0207] The front edge of the third row of quays is parallel to the rear edge of the second row of quays and is set back 20m, using a 40m×9m pontoon;

[0208] The fourth row of quays consists of two 40m×9m pontoons, which are staggered with the third row of quays. The fourth row of quays is arranged 15m downstream of the third row of quays, and the front line of the quay is 14m behind the extension line of the front line of the third row of quays.

[0209] The 3rd and 4th row docks are accessible via the pontoon passage at the rear edge of the pontoon.

[0210] There are 5 berths arranged inside the fixed wharf, and the turning water area is set at the downstream side of the 2nd and 3rd row of wharfs. Ships at the rear edge of the fixed wharf and the inner berths enter and exit the main channel through the 80m wide gate on the downstream side of the fixed wharf.

[0211] Ship entry and exit warning devices are installed on the upstream and downstream sides of the gate;

[0212] Principles of loading and unloading process design:

[0213] (1) The design of loading and unloading process should comply with relevant national policies and regulations;

[0214] (2) The loading and unloading process should be advanced, smooth and practical, and the loading and unloading process operation links should be reduced as much as possible;

[0215] (3) Equipment selection should focus on standardized products, and equipment with simple operation, reliable performance, low energy consumption and convenient maintenance should be selected;

[0216] Main technical parameters:

[0217] Types of goods:

[0218] Special buoys for the Nanjing section of the Yangtze River waterway;

[0219] Cargo volume:

[0220] The Nanjing Management Office of the Yangtze River Nanjing Navigation Administration needs to replace buoys that cannot be repaired on site from time to time, and promptly replenish buoys lost due to invisible factors;

[0221] According to statistics, the maximum weight of a single buoy in the Nanjing section of the Yangtze River is 10 tons, and the maximum buoy carrying capacity of existing navigation work vessels in a single voyage is 8 pieces;

[0222] Design representative ship type:

[0223] 1,000-ton beacon work vessel;

[0224] Terminal operation standards and annual operating days:

[0225] (1) Ship loading and unloading operation standards:

[0226] The permissible wind, rain, fog, snow and thunderstorm levels for berthing and loading and unloading operations are:

[0227] Wind: ≤ level 6;

[0228] Rain: no more than moderate rain;

[0229] Fog: horizontal visibility not less than 1 km;

[0230] Snow: Stop operations on heavy snow days;

[0231] Thunderstorm: No.

[0232] (2) Annual terminal operation days:

[0233] According to the terminal loading and unloading operation standards, a statistical analysis of various factors affecting terminal operations was conducted. Generally, the number of days affected by bad weather is 45 days;

[0234] After deducting the days affected by operation, the annual operation days of this terminal are 320 days;

[0235] Process solution:

[0236] This project is a comprehensive law enforcement base. The main function of the water wharf is to meet the needs of navigation marks and law enforcement personnel. Considering that navigation marks are not major items and the actual maintenance intensity of navigation marks in the Nanjing section of the Yangtze River, frequent navigation mark lifting operations will not be carried out at the front of the riverside wharf. After the buoy arrives at the port, it is usually lifted from the ship to the wharf surface by a ship crane. Therefore, no lifting equipment for professional loading and unloading is configured on the wharf. Only small loading and unloading equipment is considered to meet the daily navigation mark lifting requirements;

[0237] According to this, a lifting technology plan is proposed for the arrival of the buoy based on the use experience, and two lifting technology plans are proposed for the departure of the buoy for comparison;

[0238] (1) Buoy to port: ship crane is used, and the horizontal transportation machinery between the buoy from the dock to the rear land is a 20t truck, and the base yard uses a 16t tire crane to complete the lifting operation;

[0239] (2) Buoy departure:

[0240] Option 1: Use a 16t tire crane and a 20t truck as the horizontal transport machine between the buoy from the rear land to the riverside wharf;

[0241] Option 2: Use a GQ16t-20m fixed crane, and use a 20t truck as the horizontal transportation machinery between the buoy from the rear land to the riverside wharf;

[0242] Loading and unloading process:

[0243] (1) From buoy to port: navigation work ship → ship crane → wharf → 20t truck → land → 16t tire crane → yard;

[0244] (2) Buoy departure:

[0245] Solution 1: Land yard → 16t tire crane → 20t truck → wharf → 16t tire crane → beacon work boat;

[0246] Option 2: Land yard → 16t tire crane → 20t truck → wharf → fixed crane → beacon work boat;

[0247] Configuration of main loading and unloading machinery and equipment:

[0248] The main loading and unloading machinery and equipment of the two schemes are shown in Tables 1 and 2;

[0249] Table 1 Main loading and unloading machinery and equipment (Scheme 1)

[0250]

[0251]

[0252] Table 2 Main loading and unloading machinery and equipment (Scheme 2)

[0253]

[0254] Calculation of berth annual throughput capacity:

[0255] Calculate berth availability time:

[0256] The annual berth availability time is usually measured in hours, as shown in formula (2):

[0257] T_{year}=365\times24\timesU (2);

[0258] Where: (T_{year}) is the berth available time in hours per year;

[0259] (U) is the berth utilization percentage;

[0260] Calculate the turnaround time for a single vessel:

[0261] The calculation formula of ship turnaround time (T_{turn}) is shown in formula (3):

[0262] T_{turn}=T_{arrival}+T_{operation}+T_{departure} (3);

[0263] Where: (T_{arrival}) is the ship's berthing time in hours;

[0264] (T_{operation}) is the ship loading and unloading operation time in hours;

[0265] (T_{departure}) is the departure time of the ship in hours;

[0266] Calculate the loading and unloading operation time for a single vessel:

[0267] The loading and unloading operation time can be calculated based on the loading and unloading efficiency and the cargo volume, as shown in formula (4):

[0268] T_{operation}=\frac{Q}{E} (4);

[0269] Where: (Q) is the total amount of cargo loaded and unloaded by the ship in tons;

[0270] (E) is the loading and unloading efficiency in tons / hour;

[0271] Calculate the annual berth capacity:

[0272] The annual berth capacity is shown in formula (5):

[0273] C_{year}=\frac{T_{year}}{T_{turn}}\t imesQ_{avg} (5);

[0274] Where: (C_{year}) is the berth annual throughput capacity in tons / year or ships / year;

[0275] (Q_{avg}) is the average cargo loading and unloading volume in tons for a single ship;

[0276] Scheme comparison and recommended scheme:

[0277] The two schemes of this project differ only in the type of loading and unloading equipment in front of the wharf;

[0278] Solution 1 uses a 16t tire crane. The advantages are that the position of the crane can be flexibly adjusted according to the berthing method of the ship, the ship has good adaptability, the front and rear cranes can be shared, and the equipment investment is low;

[0279] The disadvantage is that the tire crane needs to be placed in a position with rack support during loading and unloading, which is less safe.

[0280] Option 2 uses a GQ16t-20m fixed crane. The advantage is that the fixed crane uses an independent pile foundation pier foundation for the hydraulic structure type of this project, which has better safety.

[0281] The disadvantage is that the applicability of ships is not strong, ships need to be adjusted for operation, and navigation work ships are equipped with ship cranes. When buoys arrive at the port, they are generally lifted to the dock by ship cranes, and the actual utilization rate of fixed cranes is not high;

[0282] After comprehensive consideration, the first option is recommended for loading and unloading technology.

[0283] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. The overall layout method of the port support and security system terminal is characterized by: The following steps are involved: S1. General layout; S2. Design main scale; S3. Loading and unloading process design; S4. Design methods of hydraulic structures; S5. Berth annual capacity assessment; S6. Recommended solutions; S7. Report generation and summary; S8. Key parameter setting; S9. Carry out optimization design and follow-up work.

2. The overall layout method of the port support and security system terminal according to claim 1 is characterized in that: The specific implementation steps of step S1 are: S1.

1. Layout Overview: The general plan of the wharf in the proposed project waters is arranged in a "comb-teeth" shape, with four rows of wharves arranged in sequence from the river to the shore, and the entrance and exit gates of the inner berths are arranged on the downstream side of the first row of wharves; a total of one 1,000-ton navigation mark work ship berth, two patrol boat berths, and four law enforcement boat berths are arranged; S1.

2. Terminal Arrangements: The first row of docks: The front line is consistent with the Longtan Phase V and Phase VI projects, located near the -18.0m depth line, and adopts a fixed structure; the platform is 110m long and 20m wide, and considers berthing on both sides: a 1,000-ton navigation work boat berth is arranged at the front, and 3 law enforcement boats are also docked; a law enforcement boat berth is arranged at the rear edge; the fixed dock is connected to the shore through a fixed approach bridge with a width of 9m and a total length of 177m; The second row of piers: The front line is parallel to the rear line of the fixed pier and is set back 25m. It uses a 60m×11m pontoon, berthed on both sides, and is connected to the shore approach bridge of the fixed pier through a 30m long steel approach bridge; The third row of piers: the front line is parallel to the rear line of the second row of piers and is set back 20m, using a 40m×9m pontoon; The fourth row of docks: consists of two 40m×9m pontoons, which are staggered with the third row of docks. The fourth row of docks is arranged 15m downstream of the third row of docks; the front line is located 14m behind the extension of the front line of the third row of docks; the third and fourth rows of docks are both accessible via the pontoon passage at the rear edge of the pontoons; Turning water area: It is located on the downstream side of the 2nd and 3rd row of docks. Ships at the rear edge and inner berths of the fixed dock enter and exit the main channel through the 80m wide gate on the downstream side of the fixed dock. Ship entry and exit warning devices are installed on the upstream and downstream sides of the gate.

3. The overall layout method of the port support and security system terminal according to claim 2 is characterized in that: The specific implementation steps of step S2 are: S2.

1. Berth length: The berth length of the wharf should meet the requirements of safe berthing and unberthing of ships and mooring. The berth length calculation formula is: [L b1 =L+d][L b2 =L+1.5d] Where: (L b )—berth length (m); (L b1 )—the end berth length of multiple consecutive berths (m); (L b2 )—the length of the middle berth of multiple consecutive berths (m); (L)—the length of the designed ship type (m); (d)—the surplus length of the berth (m), which is 8 to 10m for navigation work boats and 5m for law enforcement work boats; The specific calculation method of the berth length is as follows: Berth length of the riverside wharf: calculated based on the berthing of one navigation work vessel, (L b =10+85+10=105m); Calculated based on 3 law enforcement boats docked at the same time, (L b =5+30\times3+5\times2+5=110m); according to the actual use requirements, the length of the river side wharf is taken as 110m; Law enforcement boat floating dock berth length: (L b =5+30+5=40m), select a pontoon with a length of not less than 40m; Patrol boat floating dock berth length: (L b =5+36+5=46m), select a pontoon with a length of not less than 46m; S2.

2. Design of wharf width: The riverside wharf is considered to be berthed along the front and rear edges, and the operating surface needs to be wider. The wharf width is taken as 20m. The inner harbor floating wharf is only for pedestrians. The width of the law enforcement boat wharf is taken as 9m, and the width of the patrol boat wharf is taken as 11m. S2.

3. Design water depth at the front of the wharf The design water depth at the front of the wharf is calculated as shown in formula (1): D = T + Z1 + Z2 + Z3 + Z4 (1); Where: (D)—designed water depth at the front of the wharf (m); (T)—designed full-load draft of the ship type (m); (Z1)—minimum surplus water depth under the keel (m), 0.4m for 1000-ton ships and 0.3m for 100-ton ships; (Z2)—wave surplus depth (m), (Z2=KH4%–Z1=0); (Z3)—the stern draft value increased by uneven loading of the ship (m), take 0m; (Z4)—surplus depth for siltation (m), take 0.6m; S2.

4. Calculation of the designed river bottom elevation in front of the wharf: The designed river bottom elevation in front of the wharf is calculated according to the following formula: [Designed river bottom elevation = designed low water level - designed water depth in front of the wharf].

4. The overall layout method of the port support and security system terminal according to claim 3 is characterized in that: The specific implementation steps of step S3 are: 3.

1. The cargo type is a special buoy for the Nanjing section of the Yangtze River waterway; S3.2.The main function is to meet the needs of navigation aids and law enforcement personnel; S3.

3. Equipment configuration uses small loading and unloading equipment to meet the daily lifting requirements of navigation marks; S3.

4. Design of loading and unloading process: The buoy arrives at the port in the following order: navigation work boat, ship crane, wharf, 20t truck, land area, 16t tire crane, and yard; The first buoy departure plan is land yard, 16t tire crane, 20t car, wharf, 16t tire crane, and beacon work boat. The second buoy departure plan includes land yard, 16t tire crane, 20t car, wharf, fixed crane and beacon work boat.

5. The overall layout method of the port support and security system terminal according to claim 4 is characterized in that: The specific implementation steps of step S4 are: S4.

1. Outer high-pile wharf: The fixed wharf platform adopts high-pile truss structure, with a total length of 110m and a width of 20m. It is divided into two structural sections. The platform frame spacing in each structural section is 7.0m. The pile foundation adopts Φ800mm PHC piles. Each frame is equipped with 2 straight piles and 2 pairs of fork piles. The upper structure consists of pile caps, prefabricated trusses and composite plates. A two-layer mooring platform is set at the front of the wharf. A shore approach bridge is set with a 9m wide shore approach bridge with a total length of 177m, of which the wharf overhead section is 134m long and the shore approach embankment section is 43m long. The main body of the overhead section adopts high-pile beam-slab structure, and the frame foundation adopts 3 Φ800mm PHC piles or Φ1000mm bored cast-in-place piles; S4.

2. Inner floating dock: The layout is to arrange 4 floating docks in total, with the second row using 60m×11m pontoons, and the third and fourth rows using 40m×9m pontoons. The positioning method is that the 60m×11m pontoon is positioned by anchor chain, and the 40m×9m pontoon is positioned by steel pipe piles.

6. The overall layout method of the port support and security system terminal according to claim 5 is characterized in that: The specific implementation steps of step S5 are: S5.

1. Calculation of berth availability time: The annual berth availability time is usually measured in hours, as shown in formula (2): T_{year}=365\times24\timesU (2); Where: (T_{year}) is the berth annual available time (hours); (U) is the berth utilization rate (percentage); S5.

2. Calculation of turnaround time for a single vessel: The calculation formula of the ship's turnaround time (T_{turn}) is shown in formula (3): T_{turn}=T_{arrival}+T_{operation}+T_{departure} (3); Where: (T_{arrival}) is the berthing time of the ship (hours); (T_{operation}) is the loading and unloading operation time of the ship (hours); (T_{departure}) is the departure time of the ship (hours); S5.

3. Calculation of loading and unloading time for a single vessel: The loading and unloading operation time can be calculated based on the loading and unloading efficiency and the cargo volume, as shown in formula (4): T_{operation}=\frac{Q}{E} (4); Where: (Q) is the total amount of cargo loaded and unloaded by the ship (tons); (E) is the loading and unloading efficiency (tons / hour); S5.

4. Calculate the annual berth capacity: The annual berth throughput capacity is shown in formula (5): C_{year}=\frac{T_{year}}{T_{turn}}\timesQ_{avg} (5); Where: (C_{year}) is the annual throughput capacity of the berth (tons / year or ships / year); (Q_{avg}) is the average cargo loading and unloading volume of a single ship (tons).

7. The overall layout method of the port support and security system terminal according to claim 6 is characterized in that: The specific implementation steps of step S6 are: S6.

1. Option 1: Use a 16t tire crane. The advantages are that the position of the crane can be flexibly adjusted according to the berthing method of the ship, the ship has good adaptability, the front and rear can share the crane, and the equipment configuration is less, and the investment cost is lower; S6.

2. Option 2: Use fixed cranes and fixed berths of navigation work boats for loading and unloading operations. Fixed cranes do not need to be frequently deployed, and loading and unloading operations are more efficient. Fixed equipment has better stability and high operation safety. S6.

3. Recommendation: Recommend a solution by taking into account flexibility, economy, operating efficiency and specific environment.

8. The overall layout method of the port support and security system terminal according to claim 7 is characterized in that: The summary content of step S7 is defined as that the design of the port support and security system dock fully considers the actual use needs and cost-effectiveness on the basis of meeting the requirements of navigation marks and law enforcement work, and the overall layout is in a "comb tooth" shape, with 4 rows of docks arranged in sequence from the river to the shore, and floating docks and fixed docks are flexibly configured to meet the berthing and operation needs of different types of ships.

9. The overall layout method of the port support and security system terminal according to claim 8, characterized in that: In step S8, the berth length is set to 110m for the riverside berth, 40m for the law enforcement boat pontoon, and 46m for the patrol boat pontoon. The berth width is set to 20m for the riverside berth, 9m for the law enforcement boat pontoon, and 11m for the patrol boat pontoon. The designed water depth at the front of the berth is 5.3m for the berth of the navigation work boat, 2.2m for the law enforcement boat berth, and 2.55m for the patrol boat berth. The designed riverbed elevation at the front of the berth is -4.90m for the navigation work boat berth and -2.20m for the inner berth. The equipment configuration adopts a 16t tire crane, and the annual throughput capacity of the berth is not calculated.

10. The overall layout method of the port support and security system terminal according to claim 9, characterized in that: The specific implementation steps of step S9 are: S9.

1. Design optimization: Understand the geological conditions of the construction area in detail to ensure that the design can adapt to the foundation conditions, analyze the hydrological data of water flow, tide and wave to ensure the stability of the wharf structure, evaluate the environmental impact and ensure that the design meets environmental protection requirements, optimize the structural design of the wharf based on the survey data to improve stability and durability, optimize the functional layout of the wharf to improve operation efficiency and convenience, select appropriate building materials, taking into account durability and economy, use simulation software to simulate the design scheme to verify the feasibility and safety of the design, make a physical model for testing, and further verify the design details; S9.

2. Conduct feasibility assessment, select construction methods suitable for site conditions to ensure smooth construction, evaluate required construction equipment and processes to ensure efficient construction, develop detailed construction schedules to ensure orderly progress of work at each stage, prepare human, material and financial resource plans to ensure sufficient construction resources, identify possible risk factors during construction, develop emergency plans to ensure rapid response and handling in emergencies; S9.

3. Quality control: formulate strict construction quality standards to ensure that each link meets the specifications, set up a quality supervision team to be responsible for on-site quality inspection and supervision, strictly inspect all building materials to ensure that they meet the design requirements, and conduct inspections after each construction process is completed to ensure that there are no quality risks; S9.

4. Connection and integration: design the interface between the new wharf and the existing project to ensure seamless connection; work closely with the management team of the existing project to coordinate the construction progress and arrangement; integrate the functions of the new wharf with the existing system to ensure the efficient operation of the overall system; integrate the management information system of the new wharf with the existing system to achieve information sharing; S9.

5. Acceptance and commissioning: comprehensively check the construction quality to ensure that all items meet the design requirements, test the various functions of the terminal to ensure normal operation, train the operators to ensure that they are familiar with the operation and management of the new terminal, and conduct safety drills to ensure that the operators can respond to emergencies.

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