چكيده به لاتين
The simulation of truck traffic congestion in container terminals and their surrounding dock areas has received considerable attention in the last two decades. Many researchers have adopted sophisticated methods such as discrete event simulation, agent-based modeling, and optimization algorithms to better understand and alleviate congestion issues in container terminals. One of the main challenges in the management and planning of port traffic is related to the lack of flow of port traffic and the creation of congestion and queues at the entrance and exit gates of the port and finding a solution to remove the obstacles and traffic bottlenecks in the gate as the most important traffic node of the port. Although these problems seem simple and most of the managers use experimental methods to solve these obstacles and sometimes without expert studies, but there have been various scientific methods to analyze the performance of the gate, among which, the use of theory or queuing theory is very common and It is practical. In this research, using this theory, the factors of truck traffic congestion in the container terminal and around the Emam Khomeini port wharf were simulated. Imam Khomeini (RA) port is the shortest and most reliable communication bridge with the countries of Iraq, Turkey, the Caucasus and Eastern Europe. This port is the closest southern port to the country's industrial and population centers and benefits from the connection to the country's main transit roads and railways. Imam Khomeini Port has the necessary potential to develop the re-export of goods, it plays an effective role in the national economy and foreign trade as the second most important port of the country. With the presence of dedicated, container, general terminals, petroleum products and minerals, benefiting from advanced port and marine equipment in order to provide fast and safe services to ships and goods, this port has important components for the development and improvement of the port. The title of the study sample has been chosen in this thesis. The results of port land traffic prediction with models based on land use indicate that the hourly traffic of the northern support land plan of the port assuming 100% allocation is equal to 528 vehicles per hour in one direction and according to the criteria proposed by the Japanese standard, the minimum number of lanes The necessary passage for the main roads of the internal network of these lands is 2 lanes in each direction. As a result, a four-lane cross section and a two-lane transverse cross section is enough for the main routes of the northern Pishtibani lands. Also, the results indicate that the road network arcs do not have a problem in responding to the demand equivalent to the port capacity. Also, the simulation results show that the implementation of all the proposals of the physical development plan (mechanization of grain storage in silos, construction of grain terminals in the east of the port along with uneven intersections) can improve traffic indicators.
