Clay mineral distribution in surface sediments of the South China Sea and its significance for in sediment sources and transport

Clay minerals of surface sediments in the South China Sea (SCS) are analyzed with X-ray diffraction, and their transport is explored with a grain size trend analysis (GSTA) model. Results show that clay mineral types in various sedimentary environments have different sediment sources and transport routes. Sediments in the northern SCS (north of 20°N) between the southwest of Taiwan Island and the outer mouth of the Pearl River have high contents of illite and chlorite, which are derived mainly from sediments on Taiwan Island and/or the Yangtze River. Sediments from the Pearl River are characterized by high kaolinite and low smectite content, and most are distributed in the area between the mouth of the Pearl River and northeast of Hainan Island and transported vertically from the continental shelf to the slope. Characterized by high illite content, sediments from Kalimantan Island are transported toward the Nansha Trough. Sediments from Luzon Island are related with volcanic materials, and are transported westwards according to smectite distribution. On the Sunda Shelf, sediments from the Mekong River are transported southeast in the north while sediments from the Indonesian islands are transported northward in the south. Ascertaining surface sediment sources and their transport routes will not only improve understanding of modern transportation and depositional processes, but also aid paleoenvironmental and paleoclimatic analysis of the SCS.

Role of Ekman Transport Versus Ekman Pumping in Driving Summer Upwelling in the South China Sea

Relative roles of Ekman transport and Ekman pumping in driving summer upwelling in the South China Sea(SCS) are examined using QuikSCAT scatterometer wind data.The major upwelling regions in the SCS are the coastal regions east and southeast of Vietnam(UESEV),east and southeast of Hainan Island(UESEH),and southeast of Guangdong province(USEG).It is shown that the Ekman transport due to alongshore winds and Ekman pumping due to offshore wind stress curl play different roles in the three upwelling systems.In UESEV,Ekman pumping and Ekman transport are equally important in generating upwelling.The Ekman transport increases linearly from 0.49 Sv in May to 1.23 Sv in August,while the Ekman pumping increases from 0.36 to 1.22 Sv during the same period.In UESEH,the mean estimates of Ekman transport and Ekman pumping are 0.14 and 0.07 Sv,respectively,indicating that 33% of the total wind-driven upwelling is due to Ekman pumping.In USEG,the mean Ekman transport is 0.041 Sv with the peak occurring in July,while Ekman pumping is much smaller(0.003 on average),indicating that the upwelling in this area is primarily driven by Ekman transport.In the summers of 2003 and 2007 following El Ni o-Southern Oscillation(ENSO) events,both Ekman transport and Ekman pumping decrease in UESEV due to the abnormally weak southwest monsoon.During the same events,however,Ekman transport is slightly enhanced and Ekman pumping is weakened in UESEH and USEG.

Responses of estuarine salinity and transport processes to sea level rise in the Zhujiang(Pearl River) Estuary

Understanding the changes of hydrodynamics in estuaries with respect to magnitude of sea level rise is important to understand the changes of transport process. Based on prediction of sea level rise over the 21st century, the Zhujiang（Pearl River） Estuary was chosen as a prototype to study the responses of the estuary to potential sea level rise. The numerical model results show that the average salt content, saltwater intrusion distance, and stratification will increase as the sea level rises. The changes of these parameters have obvious seasonal variations. The salt content in the Lingdingyang shows more increase in April and October（the transition periods）. The saltwater intrusion distance has larger increase during the low-flow periods than during the highflow periods in the Lingdingyang. The result is just the opposite in Modaomen. The stratification and its increase are larger during the low-flow periods than during the high-flow periods in Lingdingyang. The response results of transport processes to sea level rise demonstrate that：（1） The time of vertical transport has pronounced increase.The increased tidal range and currents would reinforce the vertical mixing, but the increased stratification would weaken the vertical exchange. The impact of stratification changes overwhelms the impact of tidal changes. It would be more difficult for the surface water to reach the bottom.（2） The lengthways estuarine circulation would be strengthened. Both the offshore surface residual current and inshore bottom residual current will be enhanced.The whole meridional resident flow along the transect of the Lingdingyang would be weakened. These phenomena are caused by the decrease of water surface slope（WWS） and the change of static pressure with the increase of water depth under sea level rise.

Mass transport deposits and processes in the north slope of the Xisha Trough,northern South China Sea

Triple mass-transport deposits （MTDs） with areas of 625, 494 and 902 km^2, respectively, have been identified on the north slope of the Xisha Trough, northern South China Sea margin. Based on high-resolution seismic reflection data and multi-beam bathymetric data, the Quaternary MTDs are characterized by typical geometric shapes and internal structures. Results of slope analysis showed that they are developed in a steep slope ranging from 5° to 35°. The head wall scarps of the MTDs arrived to 50 km in length （from headwall to termination）. Their inner structures include well developed basal shear surface, growth faults, stepping lateral scarps, erosion grooves, and frontal thrust deformation. From seismic images, the central deepwater channel system of the Xisha Trough has been filled by interbedded channel-levee deposits and thick MTDs. Therefore, we inferred that the MTDs in the deepwater channel system could be dominated by far-travelled slope failure deposits even though there are local collapses of the trough walls. And then, we drew the two-dimensional process model and three- dimensional structure model diagram af the MTDs. Combined with the regional geological setting and previous studies, we discussed the trigger mechanisms of the triple MTDs.

Characteristics of Light Transmission in Summer and Winter and Its Relation to Sediment Transport in the East China Sea

Light transmission data collected from June to July 1987 and from February to March 1997 by the R/V Kexue 1 in the East China Sea were used to analyze its distribution characteristics and its relation to the sediment transport in this sea. Some results obtained were: (1) The Taiwan Warm Current flowing northwards seemed to be a barrier preventing suspended matter discharged from the Changjiang River Estuary from continuously moving southeastward and causing the suspended matter to flow along a path near 123°30′E in summer and 123°00′E in winter. (2) Suspended matter in the area adjacent to the Changjiang River Estuary could not be transported southward along the coast in summer due to opposing offshore currents including the Taiwan Warm Current flowing northward and the Changjiang Diluted Water turning northeastward. (3) The thermocline and temperature front bar suspended matter from crossing through.

A numerical study of the South China Sea deep circulation and its relation to the Luzon Strait transport

A fine-resolution MOM code is used to study the South China Sea basin-scale circulationand its relation to the mass transport through the Luzon Strait. The model domain includes the South China Sea, part of the East China Sea, and part of the Philippine Sea so that the currents in the vicinity of the Luzon Strait are free to evolve. In addition, all channels between the South China Sea and the Indonesian seas are closed so that the focus is on the Luzon Strait transport. The model is driven by specified Philippine Sea currents and by surface heat and salt flux conditions. For simplicity, no wind-stress is applied at the surface.The simulated Luzon Strait transport and the South China Sea circulation feature a sandwich vertical structure from the surface to the bottom. The Philippine Sea water is simulated to enter the South China Sea at the surface and in the deep ocean and is carried to the southern basin by western boundary currents. At the intermediate depth, the net Luzon Strait transport is out of the South China Sea and is fed by a western boundary current flowing to the north at the base of the thermocline. Corresponding to the western boundary currents, the basin circulation of the South China Sea is cyclonic gyres at the surface and in the abyss but an anti-cyclonic gyre at the intermediate depth. The vorticity balance of the gyre circulation is between the vortex stretching and the meridional change of the planetary vorticity. Based on these facts, it is hypothesized that the Luzon Strait transports are determined by the diapycnal mixing inside the entire South China Sea. The South China Sea plays the role of a 'mixing mill' that mixes the surface and deep waters to return them to the Luzon Strait at the intermediate depth. The gyre structures are consistent with the Stommel and Arons theory (1960), which suggests that the mixing-induced circulation inside the South China Sea should be cyclonic gyres at the surface and at the bottom but an anti-cyclonic gyre at the intermediate depth. The simulated gyre circulation at the intermediate depth has been confirmed by the dynamic height calculation based on the Levitus hydrography data. The sandwich transports in the Luzon Strait are consistent with recent hydrographical observations.Model results suggest that the Kuroshio tends to form a loop current in the northeastern South China Sea. The simulated Kuroshio Loop Current is generated by the pressure head at the Pacific side of the Luzon Strait and is enhanced by the β-plane effects. The β - plane appears to be of paramount importance to the South China Sea circulation and to the Luzon Strait transports. Without the β-plane, theLuzon Strait transports would be greatly reduced and the South China Sea circulation would be complete-ly different.

STUDY ON DEVELOPMENT STRATEGY OF SHIPPING CENTERS AND TRANSPORTATION NETWORKS IN THE YELLOW SEA RIM

It is very important to establish cooperative mechanism to guarantee all members to develop their economies in the Yellow Sea Rim. In this paper, th e development strategies of shipping centers and transportation network are disc ussed based on economic globalization tendency. The results argue that a united transportation network should be built in order to promote the economic competit ion of Northeast Asia in the world. As a key component of the economic cooperati on, a hierarchical shipping centers network should be established with Hong Kong , Shanghai, Pusan, Kobe, and Tokyo as cores. The authorities of China, Japan,R. O. Korea and D. P. R. Korea should make more efforts to build a set of cooperat ion institutions based on raising the transportation efficiency.

The relationship between tidal current field and sediment transport in the Huanghai Sea and the Bohai Sea

-Based on a two-dimensional numerical M2 tidal model of the Huanghai and Bohai Seas, sediment transport of particles with different sizes in the computational area is given. It is concluded that tidal currents play an important role in sediment transport and deposition in the Huanghai and Bohai Seas.

STUDY OF WATER-TRANSPORT THROUGH SOME MAIN STRAITS IN THE EAST CHINA SEA AND SOUTH CHINA SEA

OCCAM global ocean model results were applied to calculate the monthly water transport through 7 straits around the East China Sea (ECS) and the South China Sea (SCS). Analysis of the features of velocity profiles and their variations in the Togara Strait, Luzon Strait and Eastern Taiwan Strait showed that: 1) the velocity profiles had striped pattern in the Eastern Taiwan Strait, where monthly flux varied from 22.4 to 28.1 Sv and annual mean was about 25.8 Sv; 2) the profiles of velocity in the Togara Strait were characterized by core structure, and monthly flux varied from 23.3 to 31.4 Sv, with annual mean of about 27.9 Sv; 3) water flowed from the SCS to the ECS in the Taiwan Strait, with maximum flux of 3.1 Sv in July and minimum of 0.9 Sv in November; 4) the flux in the Tsushima Strait varied by only about 0.4 Sv by season and its annual mean was about 2.3 Sv; 5) Kuroshio water flowed into the SCS in the Luzon Strait throughout the year and the velocity profiles were characterized by multi core structure. The flux in the Luzon Strait was minimum in June (about 2.4 Sv) and maximum in February (about 9.0 Sv), and its annual mean was 4.8 Sv; 6) the monthly flux in the Mindoro Strait was maximum in December (3.0 Sv) and minimum in June (only 0.1 Sv), and its annual mean was 1.3 Sv; 7) Karimata Strait water flowed into the SCS from May to August, with maximum inflow flux of about 0.75 Sv in June and flowed out from September to April at maximum outflow flux of 3.9 Sv in January. The annual mean flux was about 1.35 Sv.

Water transports through the four main straits around the South China Sea

A quasi-global high-resolution HYbrid Coordinate Ocean Model (HYCOM) is used to investigate seasonal variations of water transports through the four main straits in the South China Sea. The results show that the annual transports through the four straits Luzon Strait, Taiwan Strait, Sunda Shelf and Mindoro Strait are -4.5, 2.3, 0.5 and 1.7 Sv (1 Sv=106 m3s-1), respectively. The Mindoro Strait has an important outflow that accounts for over one third of the total inflow through the Luzon Strait. Furthermore, it indicates that there are strong seasonal variations of water transport in the four straits. The water transport through the Luzon Strait (Taiwan Strait, Sunda Shelf, Mindoro Strait) has a maximum value of -7.6 Sv in December (3.1 Sv in July, 2.1S v in January, 4.5Sv in November), a minimum value of -2.1 Sv in June (1.5 Sv in October, -1.0 Sv in June, -0.2 Sv in May), respectively.

Spatiotemporal characteristics of sea ice transport in the Baffin Bay and its association with atmospheric variability

Sea ice export through the Baffin Bay plays a vital role in modulating the sea ice cover variability in the Labrador Sea.In this study,satellite-derived sea ice products are used to obtain the sea ice area flux(SIAF)through the three passages in the Baffin Bay(referred to as A,B,and C for the north,middle,and south passages,respectively).The spatial variability of the monthly sea ice drift in the Baffin Bay is presented.The interannual variability and trends in SIAF via the three passages are outlined.The connection to several large-scale atmospheric circulation modes is assessed.Over the period of 1988-2015,the average annual(October to the following September)SIAF amounts to 555×10^(3) km^(2),642×10^(3) km^(2),and 551×10^(3) km^(2) through Passages A,B,and C,respectively.These quantities are less than that observed through the Fram Strait(FS,707×10^(3) km^(2))of the corresponding period.The positive trends in annual SIAF,on the order of 53.1×10^(3) km^(2)/(10 a)and 43.2×10^(3) km^(2)/(10 a)(significant at the 95%confidence level),are identified at Passages A and B,respectively.The trend of the south passage(C),however,is slightly negative(-13.3×10^(3) km^(2)/(10 a),not statistically significant).The positive trends in annual SIAF through the Passages A and B are primarily attributable to the significant increases after 2000.The connection between the Baffin Bay sea ice export and the North Atlantic Oscillation is not significant over the studied period.By contrast,the association with the cross-gate sea level pressure difference is robust in the Baffin Bay(R equals 0.69 to 0.71,depending on the passages considered),but relatively weaker than that over FS(R=0.74).

Seasonal variation of water transport through the Karimata Strait

Four trawl-resistant bottom mounts, with acoustic Doppler current profilers(ADCPs) embedded, were deployed in the Karimata Strait from November 2008 to June 2015 as part of the South China Sea-Indonesian Seas Transport/Exchange and Impact on Seasonal Fish Migration(SITE) Program, to estimate the volume and property transport between the South China Sea and Indonesian seas via the strait. The observed current data reveal that the volume transport through the Karimata Strait exhibits significant seasonal variation. The winteraveraged(from December to February) transport is –1.99 Sv(1 Sv=1×10~6 m^3/s), while in the boreal summer(from June to August), the average transport is 0.69 Sv. Moreover, the average transport from January 2009 to December2014 is –0.74 Sv(the positive/negative value indicates northward/southward transport). May and September are the transition period. In May, the currents in the Karimata Strait turn northward, consistent with the local monsoon. In September, the southeasterly trade wind is still present over the strait, driving surface water northward, whereas the bottom flow reverses direction, possibly because of the pressure gradient across the strait from north to south.

TRANSPORT OF SUSPENDED MATTER FROM THE CHANGJIANG RIVER TO THE EAST CHINA SEA SHELF

Suspended matter (SM) in the East China Sea (ECS) shelf seawater was investigated during Oct. 1993, Apr. and Oct. 1994. Results showed that the high total suspended matter(TSM) region (>7200)mg/L) was limted to near the estuary and reduced rapidly to <10 mg/L at 122 °30’E. The high TSM contour extended mainly NE in surface water but SE in near bottom Water,i. e., SM transport from the Changjiang River was characterized by "stratification and different transport directions in different layers’. TSM distribution on sections showed that the up-climbing Kuroshio water prevents Changjiang River SM in middle and bottom water from transporting to the Okinawa Trough. Vertical distributions of the TSM showed a suspended-cline that appeared in the inner and middle shelf TSM below it was dense and formed a turbid water laper, TSM above it was less dense, so the water was reatively clear. Formation of the suspended-cline correlated with high density current and resuspension of bottom sediment.

Study of relationship between wave transport and sea surface temperature anomaly(SSTA) in the tropical Pacific

Large-scale water transport is one of the key factors that affect sea surface temperature anomaly（SSTA） in the eastern equatorial Pacific（EEP）.The relationship between the wave transport in the tropical Pacific and the SSTA in the EEP is examined by different methods,including band-pass filtering,period analysis,correlation analysis,significant analysis,and empirical orthogonal function（EOF） analysis.We have found that the eastward shift of the wave transport anomaly in the tropical Pacific,with a period of 2 a and enhancing the transport of warm waters from the western Pacific warm pool,precedes the increase of sea surface temperature（SST） in the EEP.The wave transport and the SSTA in the EEP have a maximum correlation of 0.65 with a time-lag of 6 months（transport variation precedes the temperature）.The major periods（3.7 a and 2.45 a） of the wave transport variability,as revealed by the EOF analysis,appear to be consistent with the SSTA oscillation cycle in the EEP.Based on the first occurrence of a significant SSTA in the Ni？o 3 region（5°S–5°N,90°–150°W）,two types of warm events are defined.The wave transport anomalies in two types present predominantly the west anomaly in the tropical Pacific,it is that the wave transport continues transport warm water from west to east before the onset of the warm event.The impact of wave-induced water transport on the SSTA in the EEP is confirmed by the heat flux of the wave transport.The wave transport exerts significant effect on the SSTA variability in the EEP and thus is not neglectable in the further studies.

Estimation of water volume transports through the main straits of the East China Sea

The structure of current speed and the variability of volume transports of the Kuroshio in the Tokara-kaikyo and Osumi-kaikyo are discussed on the basis of data of KER in the period from 1977 to 1984. The average geostrophic transport through these two straits is estimated to be 24. 5×106 m3/s and only 1/12 of the transport is through the Osumi-kaiky5. Countercurrents on both sides of the Kuroshio trunk are observed in the Tokara-kaikyo. Calculation indicates that the average geostrophic current speed is less than the GEK current speed, systematically. On the basis of the current measurements, the northward transports through the Taiwan Strait in winter and summer are estimated to be 1. 05×106and 3. 16×106m3/s, respectively. From Chu's data (1976) the average transport of the Kuroshio flowing into the East China Sea passing through the passage east of Taiwan is about 29. 3×106m3/s. From Miita and Ogawa's data (1984) the average transport through the Tsushima-kaikyo is 3. 6×106m3/s. Thus the volume transports through the above four straits are roughly in balance, the total outflowing transport is slightly larger than the total inflowing transport. The possible reasons resulting in the difference of transports are also discussed.

The winter western boundary current of the South China Sea:physical structure and volume transport in December 1998

The unique survey in December 1998 mapped the entire western boundary area of the South China Sea（SCS）,which reveals the three-dimensional structure and huge volume transport of the swift and narrow winter western boundary current of the SCS（SCSwwbc） in full scale. The current is found to flow all the way from the shelf edge off Hong Kong to the Sunda Shelf with a width around 100 km and a vertical scale of about 400 m. It appears to be the strongest off the Indo-China Peninsula, where its volume transport reached over 20×10~6 m^3/s. The current is weaker upstream in the northern SCS to the west of Hong Kong. A Kuroshio loop or detached eddy intruded through the Luzon Strait is observed farther east where the SCSwwbc no more exists. The results suggest that during the survey the SCSwwbc was fed primarily by the interior recirculation of the SCS rather than by the＂branching＂ of the Kuroshio from the Luzon Strait as indicated by surface drifters, which is likely a near-surface phenomenon and only contributes a minor part to the total transport of the SCSwwbc. Several topics related to the SCSwwbc are also discussed.

Volume and heat transports and material fluxesin the East China Sea during April 1994

A modified inverse method is ed to compute the volume transport (VT), the heat transport (HT) andthe horizontal meterial fluxes in the East China Sea with data of CTD, T2, DOC, PCO, etc. Obtained in April1994. In April 1994 VT and HT through Section PN in the East China As are 30.6×106 m3/s and 2.42× 1015 Wrespectively, and the horizontal fluxes of T2, DOC and POC through Section PN are 65× 106,2. 2×106 and 0. 17×106 mol/s respectively. This means that the Percentages of fluxes of T2 , DOC and POC in total C flux are about96.5%, 3.3% and 0.2% respectively. VT and HT through betion Ss(near the Tokara Strait) are 26. 7×106m3/sand 2. 14× 1015 W respectively, which are about 87% and 88% of VT and HT through Section PN respectively. Thehorizontal flux of T2 through sation % is 61×106 mol/s, which is about 93. 8 % of the flux of T2 through SectionPN, i. e., its percentage is close to that of VT and HT of betions S5 and PN. The horizontal fluxes of DOC and POCthrough Section S5 are 2. 5× 106 and 0.08×106 mol/s respectively. The sum of the horizontal influx and outflux ofTop through the boundaries of Box-2 is about-2×106 mol/s (outflux), which is about 3% of the flux of T2 through Section PN. This value is the same order of magnitude of the vertical flux caused by the downwelling or theupwelling. Tins means that the horizontal flux of T2 must be considered, when the vertical flux of T2 is computed,and so are the other material vertical fluxes (DOC, etc. ). Finally, the vertical velocity component is computed with adiagnostic model.

Boundary Phosphate Transport of the East China Sea and Its Influence on Biological Process

The East China Sea (ECS) is one of the largest marginal seas in the Northwest Pacific, and also one of the most productive regions of the global ocean. Using a three-dimensional Pacific physical-biological model, we investigate the interannual variation of phosphate transport via Kuroshio intrusion (KIPT) in the eastern boundary of the East China Sea (ECS) and its influence on the ECS biological process during 1997 to 2016. The KIPT into the ECS mainly occurs in the northeast of Taiwan and southwest of Kyushu, with stronger interannual variability in the northeast of Taiwan. The variation of the KIPT is more significant in the near-bottom water, and is dominated by volume transport. On the interannual timescale, the KIPT changes in response to the shift of the Kuroshio axis and to the bottom upwelling in the ECS eastern boundary. When the Kuroshio axis is closer to (farther away from) the ECS shelf, the strength of the bottom upwelling increases (decreases). This process induces more (less) significant topographic beta spiral, which causes an anticyclonic (cyclonic) eddy-like bottom velocity feature in the northeast of Taiwan. Eventually, more phosphate is transported to the ECS inner shelf, which increases chlorophyll concentration around the Zhoushan Islands and Yangtze Estuary but reduces chlorophyll concentration in the ECS outer shelf. Conversely, the chlorophyll increases in the ECS outer shelf but decreases around the Zhoushan Islands and Yangtze Estuary when there is less phosphate transport. This study highlights the importance of Kuroshio intrusion in connecting the inner and outer shelves of the ECS on the interannual timescale. Phosphate transport into the East China Sea via Kuroshio intrusion shows great interannual variability in the northeast of Taiwan. On the interannual timescale, the variation of phosphate transport into the East China Sea via Kuroshio intrusion is dominated by volume transport. When the Kuroshio axis is closer to the East China Sea shelf, there is more phosphate transport into the East China Sea, and chlorophyll increases around the Zhoushan Islands and Yangtze Estuary.

Cross-shelf transport induced by coastal trapped waves along the coast of East China Sea

Cross-shelf transport is important due to its role in the transport of nutrients, larvae, sediments, and pollutants. The role of coastal trapped waves(CTWs) and their contribution to the cross-shelf transport is presently unknown. The impact of wind-driven CTWs on the structure of the cross-shelf currents and transport is investigated in the East China Sea(ECS) starting from theory. The cross-shelf currents are divided into four terms: the geostrophic balance(GB) term, the second-order wave(SOW) term, the bottom friction(BF) term and Ekman(EK) term, as well as three modes: the Kelvin wave(KW) mode, the first shelf wave(SW1) mode and the second shelf wave(SW2) mode. Comparison among these decompositions shows that(1) for the four terms, the effect of the GB and EK terms is continual, while that of the BF term is confi ned to 60–240 km of fshore, and the contribution of the SOW term can be ignored;(2) for the three modes, the KW and SW1 modes are dominant in cross-shelf transport. The results show that the total cross-shelf transport travels onshore under idealized wind stress on the order of 10^(-1), and it increases along the cross-shelf direction and peaks about-0.73 Sv at the continental shelf margin. With the increase of linear bottom friction coeffi cient, the cross-shelf transport declines with distance with the slope becoming more uniform.

考虑海铁联运的集装箱码头泊位分配优化

在海铁联运背景下,协同考虑到港船舶及铁路班列特点,优化集装箱码头泊位分配,对于提高港口作业效率至关重要。在满足码头岸线、泊位水深、岸桥等资源约束前提下,综合考虑船舶服务优先级和偏好泊位、铁路集装箱班列到发时间等约束,以船舶在港停留时间和泊位偏移惩罚时间最小为优化目标,建立海铁联运集装箱码头泊位分配优化模型;针对模型特点,设计自适应遗传算法进行求解,选取计划周期48 h内的到港船舶数据进行案例分析,通过MATLAB数值实验,得到符合船舶服务优先级和泊位偏好要求且契合铁路班列开行计划的海铁联运码头泊位分配方案。数值实验结果表明:在海铁联运协同优化条件下,船舶平均等泊时间为2.9 min,最大等泊时间为11.4 min,同时船舶的靠泊位置与偏好泊位之间的距离均不超过100 m,船舶在港的停留时间及偏好泊位差都得到了较好的控制。研究可进一步优化海铁联运集装箱码头泊位分配方案,有利于提高海铁联运集装箱在港转运效率。