1月8日上午，在江阴海关的监管下，一艘国际航行船舶从江阴出发前往荷兰，标志着“江阴-荷兰”首条外贸集装箱直航航线顺利开通。
伴随着一声鸣笛，“天乐”号国际航行船舶满载着350个特种集装箱缓缓驶离江阴苏南国际集装箱码头，朝着目的地荷兰鹿特丹港驶去。
据了解，该航线是继去年7月“江阴-挪威”航线之后，江阴开通的第2条外贸集装箱直航航线。新航线将主要为江阴及周边外贸进出口企业提供新能源汽车、特种集装箱等货物的直航服务。
武汉港可通航多大的远洋集装箱船？答案：上海外高桥港能到的最大吨位的船
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yellowcranetower
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Re: 武汉港可通航多大的远洋集装箱船？答案：三千标箱核动力远洋集装箱船
6月3日，浙江台州方振船业为香港聚全海运建造的全球首款江海直达DP2多用途双体甲板运输船“风海达”号顺利吉水。
该船总长139.8米，型宽41米，甲板有效长度123米，载重量15000吨，入级CCS船级社，无限航区航行加取冰区加强船级符号。在主机额定功率下，航速约为12.0节。
据了解，该船是目前全球首艘最大、最先进的双体甲板运输船，也是首艘带DP2动力定位的双体运输船，具有江海直达的特性，配置艏艉锚适航于江河湖海更多港口，可执行港口对港口的远洋洲际航行，也可以执行港口对机位点的短程接驳航行。
该船总长139.8米，型宽41米，甲板有效长度123米，载重量15000吨，入级CCS船级社，无限航区航行加取冰区加强船级符号。在主机额定功率下，航速约为12.0节。
据了解，该船是目前全球首艘最大、最先进的双体甲板运输船，也是首艘带DP2动力定位的双体运输船，具有江海直达的特性，配置艏艉锚适航于江河湖海更多港口，可执行港口对港口的远洋洲际航行，也可以执行港口对机位点的短程接驳航行。
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yellowcranetower
- 帖子： 1186
- 注册时间： 周二 7月 14, 2020 5:30 pm
Re: 武汉港可通航多大的远洋集装箱船？答案：三千标箱核动力远洋集装箱船或新能源双体船
中国首艘双体集装箱船试航成功
2020-09-23 09:02:54
来源：国际船舶网 编辑： 国际船舶网 我有话要说
中国首艘双体集装箱船试航成功
中国首艘双体集装箱船试航成功
近日，由湖北天龙高速船业股份有限公司研发设计的中国首艘快速双体集装箱船“天龙18”号试航成功。
“天龙18”号是目前中国第一艘体量最大的快速双体集装箱船，满载排水量达3400吨，填补了的国内河船舶的多项空白。该产品与市场现有的船舶相比具有五大优点：
1、双体：安全且稳定性好，甲板面积宽，货物不落仓，装卸方便利用率高，比常规的货船装载量多15%以上；
2、吃水浅：吃水2.7—3.5米，枯水期亦正常航行。
3、航速快：快一倍以上。最高航速达16.5节（30.55）/小时公里。
4、低波低阻：对防洪堤岸损害小，且不影响周边船只行驶；
5、低能耗：节能减排、环保高效，经济效益高(比常规船节油15%～20%)。
目前我国水运承袭传统一贯船型，无法突破波浪和航速的制约，普通货船速度始终维持在5至8节之间；航行波浪对堤岸及其它船舶冲击，存在重大安全隐患。若航速提高了而又不能做到做到低波低阻，那么就会影响其它船舶无法实现航行安全和堤岸的保护。只有克服阻力和波浪的难题，才能实现高速及安全的需要。
天龙高速船业公司在以董事长周益祥为核心的管理团队和以资深专家王彩当教授为首席的专家团队多年努力下，在2006年已获得国家专利《低波低阻高速双体货船》（专利号20066200999741.07）技术，（专利号20066200999741.07）的基础上，产品进行了完善开发和规划并实施建造。该项目申请了六项发明专利，包括一种低波低阻双体货船的线型；一种快速双体货船；一种低波低阻双体船；一种双体货船片体连接结构；一种快速江海直达双体滚装船；一种快速江海直达双体集装箱船。
历经多年，该项目完成了从产品的概念开发、产品线型水池试验和产品生产技术设计，载荷、强度结构缩比测试实验及理论计算论证等大量工作。并于2016年8月2日，完成了由中国船级社主导结构等方面的全国专家评审会和设计方法评估。武汉中国船级社武汉审图中心负责全套图纸的审批。
天龙高速船业的专利产品是唯一能够保证航速提高航运、河道安全的新型船舶。经过试航“天龙18”号船型在合理增大速度的情况下，速度越高波浪越小，这将验证了之前所做的大量试验的效果体现出来了。公司沿袭这条路线的技术改进和开发，也是该产品的技术优势所在。
该产品正式投产制造，开启了我国内河快速双体集装箱船的先河，创新性的变革了内河集装箱船型理念，通过采用低波低阻快速的双体船型，实现了水上集装箱快速运输，可解决大宗货物对快速运输的需求。为实现习主席提出的提高长江经济带的发展，实现一带一路国家战略的推进和加快长江黄金水道开发利用，提供了高性能高质量，全新高效的现代船舶装备。
2020-09-23 09:02:54
来源：国际船舶网 编辑： 国际船舶网 我有话要说
中国首艘双体集装箱船试航成功
中国首艘双体集装箱船试航成功
近日，由湖北天龙高速船业股份有限公司研发设计的中国首艘快速双体集装箱船“天龙18”号试航成功。
“天龙18”号是目前中国第一艘体量最大的快速双体集装箱船，满载排水量达3400吨，填补了的国内河船舶的多项空白。该产品与市场现有的船舶相比具有五大优点：
1、双体：安全且稳定性好，甲板面积宽，货物不落仓，装卸方便利用率高，比常规的货船装载量多15%以上；
2、吃水浅：吃水2.7—3.5米，枯水期亦正常航行。
3、航速快：快一倍以上。最高航速达16.5节（30.55）/小时公里。
4、低波低阻：对防洪堤岸损害小，且不影响周边船只行驶；
5、低能耗：节能减排、环保高效，经济效益高(比常规船节油15%～20%)。
目前我国水运承袭传统一贯船型，无法突破波浪和航速的制约，普通货船速度始终维持在5至8节之间；航行波浪对堤岸及其它船舶冲击，存在重大安全隐患。若航速提高了而又不能做到做到低波低阻，那么就会影响其它船舶无法实现航行安全和堤岸的保护。只有克服阻力和波浪的难题，才能实现高速及安全的需要。
天龙高速船业公司在以董事长周益祥为核心的管理团队和以资深专家王彩当教授为首席的专家团队多年努力下，在2006年已获得国家专利《低波低阻高速双体货船》（专利号20066200999741.07）技术，（专利号20066200999741.07）的基础上，产品进行了完善开发和规划并实施建造。该项目申请了六项发明专利，包括一种低波低阻双体货船的线型；一种快速双体货船；一种低波低阻双体船；一种双体货船片体连接结构；一种快速江海直达双体滚装船；一种快速江海直达双体集装箱船。
历经多年，该项目完成了从产品的概念开发、产品线型水池试验和产品生产技术设计，载荷、强度结构缩比测试实验及理论计算论证等大量工作。并于2016年8月2日，完成了由中国船级社主导结构等方面的全国专家评审会和设计方法评估。武汉中国船级社武汉审图中心负责全套图纸的审批。
天龙高速船业的专利产品是唯一能够保证航速提高航运、河道安全的新型船舶。经过试航“天龙18”号船型在合理增大速度的情况下，速度越高波浪越小，这将验证了之前所做的大量试验的效果体现出来了。公司沿袭这条路线的技术改进和开发，也是该产品的技术优势所在。
该产品正式投产制造，开启了我国内河快速双体集装箱船的先河，创新性的变革了内河集装箱船型理念，通过采用低波低阻快速的双体船型，实现了水上集装箱快速运输，可解决大宗货物对快速运输的需求。为实现习主席提出的提高长江经济带的发展，实现一带一路国家战略的推进和加快长江黄金水道开发利用，提供了高性能高质量，全新高效的现代船舶装备。
-
yellowcranetower
- 帖子： 1186
- 注册时间： 周二 7月 14, 2020 5:30 pm
Re: 武汉港可通航多大的远洋集装箱船？答案：三千标箱核动力远洋集装箱船或新能源双体船
Is this the world’s best ship design? The Austal 102 trimaran
August 07, 2009
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Capable of speeds of 39 nautical miles per hour, the Austal 102 will provide smooth sailing in even the heaviest seas
Capable of speeds of 39 nautical miles per hour, the Austal 102 will provide smooth sailing in even the heaviest seas
VIEW 6 IMAGES
VIEW GALLERY - 6 IMAGES
Shipbuilder Austal first came to Gizmag’s attention in 2005 with the launch of the world’s largest aluminum vessel, the 127 meter Benchijigua Express. The company then started building Littoral Combat Ships (LCS) for the US Navy, based on the same trimaran design. And, now, Austal is launching an even more refined version that improves sea-keeping, passenger comfort and fuel efficiency. This week, Tony Armstrong, Austal’s head of R&D, spoke exclusively to Gizmag about potentially building 20% of the US Navy fleet, how they reduced fuel consumption by a quarter, what sick bags can tell you, and much more.
The Benchijigua Express was the world’s first high-speed trimaran, capable of moving 1350 passengers, 340 cars and over 400 freight lane meters at a rate of 40 knots. Constructed for Spanish ferry operator, Fred. Olsen, S.A., the Benchijigua operates long, arduous routes around the Canary Islands.
Austal are now approaching completion of their next generation trimaran, the Auto Express 102. Now in week 18 of construction, the 102 meter boat is due to launch in October. The bald facts are interesting – it will carry 1165 passengers, 245 cars and 190 lane meters for trucks, travel at 39 knots, and has a 630 nautical mile range – but the story behind the ship is fascinating. Our first question was, why trimarans?
Monohull v catamaran v trimaran. A primer
To achieve real speed and comfort in a ship, the aim is, as Tony Armstrong puts it, “long and thin. But the problem with long and thin is they tend to fall over. They lack what naval architects call stability, which is the ability to come upright. Catamarans get around that beautifully, of course, by putting two long thin hulls side-by-side. And even though there are two, they still have less drag than the equivalent monohull.”
The inherent stability of a catamaran is, however, also its biggest drawback – it rolls very quickly and uncomfortably. “If you’re not careful with the design of the catamaran, the roll period becomes very similar to the pitch period and then the boat tends to operate like a corkscrew as it goes along, which is most uncomfortable.”
“The trimaran is a slightly different approach in that it’s long and thin but to stop it from falling over we’ve put two training wheels on the side like a kid’s bicycle. You’re very slippy in the water with low drag, but you don’t have the high roll accelerations that a catamaran would have. It combines the wave cutting ability of a mono-hull with the stability of a multi-hull.”
The unexpected pleasures of the trimaran
In developing the trimaran, Austal discovered a number of unexpected pluses along the way. “It’s got greater speed for the same cargo weight and the same power compared to a monohull and a catamaran. It’s got better passenger comfort, by which I mean less sea-sickness. It’s got a better sea-keeping ability – able to operate in higher sea states without something breaking.”
Austal also found the trimaran could operate at high speed in much higher wave heights. ”When you go out in waves as opposed to a flat, calm water it’s better than a catamaran, “ says Tony. “And, of course, that’s a practical application because, in reality, most boats are operating in waves.”
There also proved to be less slamming – water hitting the hull – which causes huge loads on a catamaran’s structure and leads to a very noticeable ‘bang’ and the whole structure vibrating. “It’s just not an issue on a trimaran because we don’t have that cross-structure.”
Curiously, the trimaran turned out to produce very little wash. “The waves that it makes – which, of course, impacts on the environment when they come into shore – were fractions of those made by a catamaran. Maybe one-third, one-quarter, something like that. So it’s got that big environmental advantage.”
Tony can think of only one disadvantage to the trimaran: “It’s a little more complex shape to build which, of course, reflects in an increased cost. We’re talking five percent more to build it.”
Learning from the Benchijigua Express
When Austal delivered the world’s fastest and largest aluminum boat to the Canary Islands in 2005, the work didn’t stop there. Benchijigua operated for over a year with a lot of instrumentation on board, gathering data. And, fortunately, the same operator runs two catamarans in the same area, so Austal could make direct comparisons.
“Now, you’ve got to appreciate that Austal sell both, but we found that power consumption is reduced about 20% when operating in a seaway compared to a catamaran in that area. And reduced by as much as 50% when compared with a monohull operating in waves. Which is substantial, because all those power reductions equate directly to fuel consumption reductions.
“We found the vertical accelerations, which are related to motion sickness, reduced about 30% over a monohull. And this one is a sort of non-scientific comparison but one that I’m sure the general public can identify with – the general store of the ship operator issues only one tenth of the sick-bags to the trimaran that it does to the catamaran.”
A perfect platform for going to war
According to Tony, the attack on the USS Cole in the Yemeni port of Aden in 2000 led the US Navy to seriously rethink their priorities. Eschewing traditional warships, which are sitting ducks in foreign ports, they decided to pursue the idea of Littoral Combat Ships (LCS) – fast, maneuvrable and relatively small craft that can operate close to shore. Austal’s trimaran platform was an obvious choice.
“It’s about a three meter draft and you’re talking ten meters plus for a military warship usually, so it’s a huge advantage there,” Tony explains, but that’s just the start. “On the LCS, although it’s only 120 meter in length, quite small compared to other vessels in the US Navy, it nevertheless has the largest helicopter deck of any US warship. It also has the highest helicopter deck above the waterline of any US warship and that’s important because you don’t want to ingest spray in to the helicopter engines.”
In the long term, the US Navy wants 55 of these vessels. On top of that, Austal has an order for two JHSV catamaran troop carriers. “If they build all of the boats that they’re promising to build, by 2014 we will have built 20% of the US Navy’s fleet,” says Tony, “Which is quite astonishing for a West Australian company.”
Coming soon - the new, improved Auto Express 102
A number of refinements will make the 102 an even better ride. Chief among these is the radical use of T-foil stabilizers – horizontal wings on struts that help control pitching – on each “corner “ of the boat. “In effect, we’ve got three underwater wings at the apexes of the boat to give us the greatest control over the ship’s motion. We have sensors on board that sense that one corner’s coming up, so it sends a signal to the wing to provide a force down. All the numbers suggest that that will give a much superior ride compared to even Benchijigua Express, which was good enough.”
Tony and his team also rethought their approach to power. “We’ve got three engines, whereas Benchijigua Express had four, and we’ve done that for reasons of fuel economy. Benchijigua could carry 750 tons with 36mW. The 102 meter can carry a weight of 700 tons and has only three-quarters of the power of Benchijigua, 27mW. So its fuel consumption is less, even though it’s only carrying 50 tons less and it performs in the same area of speed, about 39 knots.”
We’ll soon be able to see the results ourselves, with the 102 due to launch in October. According to marketing, the vessel is already attracting international attention, particularly in China and Taiwan where the trimaran would be well-suited to the challenging sea conditions of the Taiwan Strait.
In the meantime, Tony Armstrong is philosophical about Austal’s relative invisibility. “I get a little frustrated that we do some pretty amazing engineering things here and most of the world doesn’t know about it. But we go on and design the next one and don’t worry about it.”
August 07, 2009
Capable of speeds of 39 nautical miles per hour, the Austal 102 will provide smooth sailing in even the heaviest seas
Capable of speeds of 39 nautical miles per hour, the Austal 102 will provide smooth sailing in even the heaviest seas
VIEW 6 IMAGES
VIEW GALLERY - 6 IMAGES
Shipbuilder Austal first came to Gizmag’s attention in 2005 with the launch of the world’s largest aluminum vessel, the 127 meter Benchijigua Express. The company then started building Littoral Combat Ships (LCS) for the US Navy, based on the same trimaran design. And, now, Austal is launching an even more refined version that improves sea-keeping, passenger comfort and fuel efficiency. This week, Tony Armstrong, Austal’s head of R&D, spoke exclusively to Gizmag about potentially building 20% of the US Navy fleet, how they reduced fuel consumption by a quarter, what sick bags can tell you, and much more.
The Benchijigua Express was the world’s first high-speed trimaran, capable of moving 1350 passengers, 340 cars and over 400 freight lane meters at a rate of 40 knots. Constructed for Spanish ferry operator, Fred. Olsen, S.A., the Benchijigua operates long, arduous routes around the Canary Islands.
Austal are now approaching completion of their next generation trimaran, the Auto Express 102. Now in week 18 of construction, the 102 meter boat is due to launch in October. The bald facts are interesting – it will carry 1165 passengers, 245 cars and 190 lane meters for trucks, travel at 39 knots, and has a 630 nautical mile range – but the story behind the ship is fascinating. Our first question was, why trimarans?
Monohull v catamaran v trimaran. A primer
To achieve real speed and comfort in a ship, the aim is, as Tony Armstrong puts it, “long and thin. But the problem with long and thin is they tend to fall over. They lack what naval architects call stability, which is the ability to come upright. Catamarans get around that beautifully, of course, by putting two long thin hulls side-by-side. And even though there are two, they still have less drag than the equivalent monohull.”
The inherent stability of a catamaran is, however, also its biggest drawback – it rolls very quickly and uncomfortably. “If you’re not careful with the design of the catamaran, the roll period becomes very similar to the pitch period and then the boat tends to operate like a corkscrew as it goes along, which is most uncomfortable.”
“The trimaran is a slightly different approach in that it’s long and thin but to stop it from falling over we’ve put two training wheels on the side like a kid’s bicycle. You’re very slippy in the water with low drag, but you don’t have the high roll accelerations that a catamaran would have. It combines the wave cutting ability of a mono-hull with the stability of a multi-hull.”
The unexpected pleasures of the trimaran
In developing the trimaran, Austal discovered a number of unexpected pluses along the way. “It’s got greater speed for the same cargo weight and the same power compared to a monohull and a catamaran. It’s got better passenger comfort, by which I mean less sea-sickness. It’s got a better sea-keeping ability – able to operate in higher sea states without something breaking.”
Austal also found the trimaran could operate at high speed in much higher wave heights. ”When you go out in waves as opposed to a flat, calm water it’s better than a catamaran, “ says Tony. “And, of course, that’s a practical application because, in reality, most boats are operating in waves.”
There also proved to be less slamming – water hitting the hull – which causes huge loads on a catamaran’s structure and leads to a very noticeable ‘bang’ and the whole structure vibrating. “It’s just not an issue on a trimaran because we don’t have that cross-structure.”
Curiously, the trimaran turned out to produce very little wash. “The waves that it makes – which, of course, impacts on the environment when they come into shore – were fractions of those made by a catamaran. Maybe one-third, one-quarter, something like that. So it’s got that big environmental advantage.”
Tony can think of only one disadvantage to the trimaran: “It’s a little more complex shape to build which, of course, reflects in an increased cost. We’re talking five percent more to build it.”
Learning from the Benchijigua Express
When Austal delivered the world’s fastest and largest aluminum boat to the Canary Islands in 2005, the work didn’t stop there. Benchijigua operated for over a year with a lot of instrumentation on board, gathering data. And, fortunately, the same operator runs two catamarans in the same area, so Austal could make direct comparisons.
“Now, you’ve got to appreciate that Austal sell both, but we found that power consumption is reduced about 20% when operating in a seaway compared to a catamaran in that area. And reduced by as much as 50% when compared with a monohull operating in waves. Which is substantial, because all those power reductions equate directly to fuel consumption reductions.
“We found the vertical accelerations, which are related to motion sickness, reduced about 30% over a monohull. And this one is a sort of non-scientific comparison but one that I’m sure the general public can identify with – the general store of the ship operator issues only one tenth of the sick-bags to the trimaran that it does to the catamaran.”
A perfect platform for going to war
According to Tony, the attack on the USS Cole in the Yemeni port of Aden in 2000 led the US Navy to seriously rethink their priorities. Eschewing traditional warships, which are sitting ducks in foreign ports, they decided to pursue the idea of Littoral Combat Ships (LCS) – fast, maneuvrable and relatively small craft that can operate close to shore. Austal’s trimaran platform was an obvious choice.
“It’s about a three meter draft and you’re talking ten meters plus for a military warship usually, so it’s a huge advantage there,” Tony explains, but that’s just the start. “On the LCS, although it’s only 120 meter in length, quite small compared to other vessels in the US Navy, it nevertheless has the largest helicopter deck of any US warship. It also has the highest helicopter deck above the waterline of any US warship and that’s important because you don’t want to ingest spray in to the helicopter engines.”
In the long term, the US Navy wants 55 of these vessels. On top of that, Austal has an order for two JHSV catamaran troop carriers. “If they build all of the boats that they’re promising to build, by 2014 we will have built 20% of the US Navy’s fleet,” says Tony, “Which is quite astonishing for a West Australian company.”
Coming soon - the new, improved Auto Express 102
A number of refinements will make the 102 an even better ride. Chief among these is the radical use of T-foil stabilizers – horizontal wings on struts that help control pitching – on each “corner “ of the boat. “In effect, we’ve got three underwater wings at the apexes of the boat to give us the greatest control over the ship’s motion. We have sensors on board that sense that one corner’s coming up, so it sends a signal to the wing to provide a force down. All the numbers suggest that that will give a much superior ride compared to even Benchijigua Express, which was good enough.”
Tony and his team also rethought their approach to power. “We’ve got three engines, whereas Benchijigua Express had four, and we’ve done that for reasons of fuel economy. Benchijigua could carry 750 tons with 36mW. The 102 meter can carry a weight of 700 tons and has only three-quarters of the power of Benchijigua, 27mW. So its fuel consumption is less, even though it’s only carrying 50 tons less and it performs in the same area of speed, about 39 knots.”
We’ll soon be able to see the results ourselves, with the 102 due to launch in October. According to marketing, the vessel is already attracting international attention, particularly in China and Taiwan where the trimaran would be well-suited to the challenging sea conditions of the Taiwan Strait.
In the meantime, Tony Armstrong is philosophical about Austal’s relative invisibility. “I get a little frustrated that we do some pretty amazing engineering things here and most of the world doesn’t know about it. But we go on and design the next one and don’t worry about it.”
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yellowcranetower
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Re: 武汉港可通航多大的远洋集装箱船？答案：上海外高桥港能到的最大吨位的船
汉江陕西安康白河至湖北丹江口段正式复航
2023-12-22 15:07:20 来源：中国水运网 作者：兰培军
12月21日上午9时安康汉江白河至丹江口段“黄金水道”复航首航仪式在安康市白河县下卡子货运码头举行。随着一声长笛，“鄂郧西货0008”满载石材顺江而下驶向湖北丹江口。
汉江航运历史悠久，素有“黄金水道”之称，是连接长江经济带的重要通道。安康市境内汉江航道340公里，十堰市境内汉江航道257公里。随着丹江口水利枢纽、白河（夹河）电站、孤山电站的相继建成蓄水，过船设施逐步完善，安康至白河航道建成四级航道，白河至孤山35公里建成四级航道，孤山至丹江大坝185公里航道为库区航道，通航条件得到极大提升，汉江航运潜在优势凸显。
此次复航首航航线为安康白河下卡子码头至丹江口坝下陈家港物流园码头，航线全长216公里，历时2天，途径孤山航电枢纽和丹江口水利枢纽2通航设施。由“鄂郧西货0008”承载130吨白河产石材，水运销往襄阳老河口市。
为确保安十襄三地“汉江复航、白河先行”首航顺利进行，十堰市交通运输部门全力做好协调服务，积极保驾护航，保障通航安全。汉江白河至丹江口段的复航，对加快建设汉江生态经济带重要节点城市、积极融入长江经济带具有深远影响和重大意义。
2023-12-22 15:07:20 来源：中国水运网 作者：兰培军
12月21日上午9时安康汉江白河至丹江口段“黄金水道”复航首航仪式在安康市白河县下卡子货运码头举行。随着一声长笛，“鄂郧西货0008”满载石材顺江而下驶向湖北丹江口。
汉江航运历史悠久，素有“黄金水道”之称，是连接长江经济带的重要通道。安康市境内汉江航道340公里，十堰市境内汉江航道257公里。随着丹江口水利枢纽、白河（夹河）电站、孤山电站的相继建成蓄水，过船设施逐步完善，安康至白河航道建成四级航道，白河至孤山35公里建成四级航道，孤山至丹江大坝185公里航道为库区航道，通航条件得到极大提升，汉江航运潜在优势凸显。
此次复航首航航线为安康白河下卡子码头至丹江口坝下陈家港物流园码头，航线全长216公里，历时2天，途径孤山航电枢纽和丹江口水利枢纽2通航设施。由“鄂郧西货0008”承载130吨白河产石材，水运销往襄阳老河口市。
为确保安十襄三地“汉江复航、白河先行”首航顺利进行，十堰市交通运输部门全力做好协调服务，积极保驾护航，保障通航安全。汉江白河至丹江口段的复航，对加快建设汉江生态经济带重要节点城市、积极融入长江经济带具有深远影响和重大意义。
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hankowbund
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Re: 武汉港可通航多大的远洋集装箱船？答案：上海外高桥港能到的最大吨位的船
武汉都市圈（简称“武汉都”）武鄂黄黄2023年港口货物吞吐量逼近4.2亿吨，其中武汉港1.44亿吨、黄石港8338.5万吨、鄂州港约3800万吨、黄冈港（散装港）吞吐量约1.5亿吨。虽深居内陆腹地，却可靠泊万吨级货轮，可直达沿江、沿海各大港口，亦可直航日韩、东南亚、澳洲等。
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hankowbund
- 帖子： 740
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Re: 武汉港可通航多大的远洋集装箱船？答案：上海外高桥港能到的最大吨位的船
2023几个主要港口：武汉1.44亿吨，宜昌1.41亿吨，黄石8338.5万吨，荆州8011.4万吨，鄂州港3800万吨，黄冈约1.5亿吨。
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yellowcranetower
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Re: 武汉港可通航多大的远洋集装箱船？答案：上海外高桥港能到的最大吨位的船
今年7月，黄石出台最新港口物流业奖补政策，其中新增“宁波舟山港至黄石江海直达（海进江）航线”奖补项目。对开通并运营“宁波舟山港—黄石新港”江海直达（海进江）航线的企业，按每个航次8万元的标准进行奖励。
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yellowcranetower
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Re: 武汉港可通航多大的远洋集装箱船？答案：上海外高桥港能到的最大吨位的船
据武汉市交通运输局消息，11月6日，武汉港林四房港区娲石码头改扩建工程通过湖北省交通运输厅工程质量监督局验收投用。这是长江武汉段首个标准万吨级泊位的专业码头，也是长江中上游最大泊位的散货码头。
娲石码头由娲石水泥集团投资兴建，由湖北工建集团旗下湖北省航道工程有限公司承建。该项目位于长江下游阳逻水道左岸，上距阳逻长江大桥约1公里，与武钢集团和中韩石化隔江相望。工程投资35905.57万元，将原有4个2000吨级件杂码头拆除，新建为1个10000吨通用泊位、2个10000吨级散货泊位，同步建设相应的装卸、供电照明、给排水、消防、环保及生产辅助建筑物等配套设施，运输货物为水泥、矿渣、机制砂、碎石、钢材等。
娲石码头是按国际标准设计的专业化散货码头，新建3个1万吨级高桩泊位(从上游到下游依次为1#通用泊位，2～3#散货泊位)及相应配套设施。码头设计年通过能力943万吨，设计年吞吐量820万吨(其中散货800万吨，件杂货20万吨)。
2021年5月，娲石码头改扩建工程开工，由湖北工建航道公司承建码头主体及配套工程。在此次建成通过验收投用后，3个万吨级码头成为长江武汉段首个万吨级码头，也是目前武汉港新建成的最大码头，有效地完善了武汉港林四房港区功能，提升了林四房港区码头的专业化和现代化。同时，按照规划，武汉港阳逻港区的11个5000吨级集装箱泊位今后也将全部改造升级为1万吨级的集装箱泊位，集装箱通过能力将达到400万标箱左右。在1万吨级泊位群升级完成后，武汉港娲石码头与阳逻集装箱码头将形成互补，推动形成“铁水公空管”互联互通武汉港，进一步释放黄金水道黄金效益。
娲石码头由娲石水泥集团投资兴建，由湖北工建集团旗下湖北省航道工程有限公司承建。该项目位于长江下游阳逻水道左岸，上距阳逻长江大桥约1公里，与武钢集团和中韩石化隔江相望。工程投资35905.57万元，将原有4个2000吨级件杂码头拆除，新建为1个10000吨通用泊位、2个10000吨级散货泊位，同步建设相应的装卸、供电照明、给排水、消防、环保及生产辅助建筑物等配套设施，运输货物为水泥、矿渣、机制砂、碎石、钢材等。
娲石码头是按国际标准设计的专业化散货码头，新建3个1万吨级高桩泊位(从上游到下游依次为1#通用泊位，2～3#散货泊位)及相应配套设施。码头设计年通过能力943万吨，设计年吞吐量820万吨(其中散货800万吨，件杂货20万吨)。
2021年5月，娲石码头改扩建工程开工，由湖北工建航道公司承建码头主体及配套工程。在此次建成通过验收投用后，3个万吨级码头成为长江武汉段首个万吨级码头，也是目前武汉港新建成的最大码头，有效地完善了武汉港林四房港区功能，提升了林四房港区码头的专业化和现代化。同时，按照规划，武汉港阳逻港区的11个5000吨级集装箱泊位今后也将全部改造升级为1万吨级的集装箱泊位，集装箱通过能力将达到400万标箱左右。在1万吨级泊位群升级完成后，武汉港娲石码头与阳逻集装箱码头将形成互补，推动形成“铁水公空管”互联互通武汉港，进一步释放黄金水道黄金效益。
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yellowcranetower
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Re: 武汉港可通航多大的远洋集装箱船？答案：上海外高桥港能到的最大吨位的船
跑武汉—厦门—珠三角航线的“西马江海3”号散货船（4055dwt）在2023年9月26号沿着西江航道抵达云浮。