铁路多式联运的服务设计模型【外文翻译】 .doc

外文翻译原文Service Design Models for Rail Intermodal TransportationMaterial Source: University of Quebec in Montreal Author: Teodor Gabriel Summary.Intermodal transportation forms the backbone of the world trade and exhibits significant growth resulting in modifications to the structure of maritime and land-based transportation systems,as well as in the increase of the volume and value of intermodal traffic moved by each individual mode.Railroads play an important role within the intermodal chain. Their own interests and environment-conscious public policy have railroads aiming to increase their market share.To address the challenge of efficiently competing with trucking in offering customers timely,flexible,and "low"-cost transportation services,railroads propose new types of services and enhanced performances.From an Operations Research point of view,this requires that models be revisited and appropriate methods be devised.The paper discusses some of these issues and developments focusing on tactical planning issues and identifies challenging and promising research directions.Key words: Intermodal transportation, Freight rail carriers, Tactical planning, Full-asset-utilization policies, Intermodal shuttle networks, Design-balanced service net-work design1 IntroductionIntermodal transportation forms the backbone of the world trade and exhibits significant growth. The value of multimodal shipments in the U.S., include parcel, postal service, courier, truck-and-rail, truck-and-water, and rail-and-water, increased from about 662 billion US dollars to about 1.1 trillion in a period of nine years(1993 to 200331). In the same period, the total annual world container traffic grew from some 113.2 millions of TEU(20 feet equivalent container units) to almost 255 millions, reaching an estimated 304 millions of TEUs by 2005.Intermodal transportation involves, sometimes integrates, at least two modes and services of transportation to improve the efficiency of the door-to-door distribution process. The growth in intermodal traffic thus resulted in significant modification to the structure of maritime and land-based transportation systems as well as in major increase of the volumes and value of intermodal traffic moved by each individual mode. Thus,for example, in 2003, for the first time ever, intermodal freight surpassed coal as a source of revenue for major, Class I,U.S. railroads, representing 23% of the carriers' gross revenue 31. The growth of intermodal rail traffic in the U.S., which reached 11 million trailers (26% of total) and containers (76%) in 2004,is the direct result of the rapid growth in the use of containers for international trade,imports accounting for the majority of the intermodal activity 31.Governmental policy may also contribute to re-structuring intermodal transportation and shifting parts of the land part of the journey from trucking toward rail and water (interior and coastal navigation). This is, for example, the main focus of the European Union as stated in its 2001 White Paper on transportation 20. The reason for this is to reduce road congestion and promote environmentally friendlier modes of transportation. The instruments favored to implement such policies vary from road taxes to penalize truk-based transportation to the support of new rail services for intermodal traffic.The performance of intermodal transportation depends directly on the performance of the key individual elements of the chain, navigation companies, railroads, motor carriers, ports, etc., as well as on the quality of their interactions regarding operations, information, and decisions. The Intelligent Transportation Systems and Internet-fueled electronic business technologies provide the framework to address the latter challenges. Regarding the former, carriers and terminals, on their own or in collaboration, strive to continuously improve their performance. Railroads are no exception. Indeed, for intermodal as for general traffic, railroads face significant challenges to efficiently compete with trucking in offering customers timely, flexible, and "low"-cost, long-haul transportation services.Railroads are rising to the challenge by proposing new types of services and enhanced performances. Thus, North-American railroads have created intermodal subdivisions that operate so-called "land-bridges" providing efficient container transportation by long, double-stack train between the East and the West coasts and between these ports and the industrial core of the continent (so-called "mini" land bridges). Most North-American railroads are now enforcing some form of scheduled service. In Europe, where congestion has long forced the scheduling of trains, the separation of the infrastructure ownership from service providing increases the competition and favors the emergence of new carriers and services. Moreover, the expansion of the Community to the east provides the opportunity to introduce new services that avoid the over-congested parts of the European network. New container and trailer-dedicated shuttle-train networks are thus being created within the European Community.The planning and management processes of these new railroad-based intermodal systems and operations are generally no different from those of "traditional" systems in terms of issues and goals, profitability, efficiency, and customer satisfaction. The "new" operating policies introduce, however, elements and requirements into the planning processes which, from an Operations Research point of view, require that models be revisited and appropriate methods be devised.This paper aims to discuss some of these issues and developments. It focuses on the tactical planning of rail intermodal services in North America and Europe and is based on a number of observations and on-going projects. Its goal is to be informative, point to challenges, and identify opportunities for research aimed at both methodological developments and actual applications.2 Intermodal and Rail-Based TransportationMany transportation systems are multimodal, their infrastructure supporting various transportation modes, such as truck, rail, air, and ocean/river navigation, carriers operating and offering transportation services on these modes. Then, broadly defined, intermodal transportation refers to the transportation of people or freight from their origin to their destination by a sequence of at least two transportation modes. Transfers from one mode to the other are performed at intermodal terminals, which may be a sea port or an in-land terminal, e.g., rail yards, river ports, airports, etc. Although both people and freight can be transported using an intermodal chain, in this paper, we focus on the latter.The fundamental idea of intermodal transportation is to consolidate loads for efficient long-haul transportation performed by large ocean vessels and, on land, mostly by rail and truck. Local pick-up and delivery is usually performed by truck. Mostly of the freight intermodal transportation is performed by using containers. Intermodal transportation is not restricted, however, to containers and intercontinental exchanges. For instance, the transportation of express and regular mail is intermodal, involving air and land long-haul transportation by rail or truck, as well as local pick up and delivery operations by truck 16. Moving trailers on rail is also identified as intermodal. In this paper, we focus on container and trailer-based transportation by railroads.Intermodal transportation systems and railroads may be described as being based on consolidation. A consolidation transportation system is structured as a hub-and-spoke network, where shipments for a number of origin-destination point may be transferred via intermediate consolidation facilities, or hubs, such as airports, seaport container terminals, rail yards, truck break-bulk terminals, and intermodal platforms. An example of such a network with three hubs and seven regional are first moved from their origins to a hub where traffic is sorted (classified) and grouped(consolidated). The aggregated traffic is then moved in between hubs by efficient, "high" frequency and capacity, services. Loads are then transferred to their destination points from the hubs by lower frequency high, direct services may be run between a hub and a regional terminal.译文铁路多式联运的服务设计模型资料来源：蒙特利尔魁北克大学 作者：特奥多尔维奥加布里埃尔综述：多式联运造就了世界贸易的主干网，加上贸易的显著增长，造成了以海上和陆上运输系统结构的改变，就如个人模式导致了联运的数量和价值的改变。铁路在多式联运链中发挥着重要作用。铁路自身利益驱动和环境保护政策的要求使得其把目标投向占有更多的市场份额。为了有效应对卡车提供给顾客的快速、灵活和低成本的运输服务所带来的竞争挑战，铁路把目标投在发展新的服务模式提升服务水平上。从运筹学的角度来看，这种模式要求重新审议和适当的方法被设计出来。本文讨论了这些问题和战术规划问题为重点的发展规划，并确定了一些挑战和发展的研究方向。关键词：多式联运，空铁联运承运人，战术规划，全资产利用政策，网络联运班车，均衡服务网络工作设计1介绍多式联运造就了世界贸易的主干网促使了贸易的显著增长。在美国多式联运的份额，包括包裹、邮政服务、邮件、公铁联运、公海联运、海铁联运，在1993到2003这九年时间里从大约662亿美元增加到大约1.1万亿美元。在同一时期，每年世界集装箱运输量从大约1.132亿标箱（20英尺货柜为单位）到2.55亿标箱，预计2005年将达到3.04亿标箱。多式联运涉及整合至少有两种模式和服务的运输来提高门对门配送过程的效率。多式联运的增长导致了海上和路上运输体系结构的重大改变，就如个人模式导致了联运的数量和价值的改变。因此，例如，在2003年，有史以来第一次改变了多式联运以承运煤作为收入的主要来源，美国铁路为个体经商户提供的运输收入占到了总收入的23%31。美国轨道交通多式联运的增长，在2004年达到了0.11亿拖车（占26%）和集装箱（占76%），导致这一增长的直接原因是在国际贸易总利用集装箱运输的显著增长，其中进口占多式联运活动的大多数。政府的政策可能也可能导致重新构建多式联运体系，改变以往以卡车运输的部分转变为海铁联运。例如，欧洲联盟把精力主要集中在2001年申明的白皮书中的运输这一部分。这样做的原因是减少道路交通拥堵和促进环境友好型的交通运输方式的发展。受青睐的执行这些政策的方案有很多，如利用公路税收来镇压以卡车为基础的交通运输从而支持了新的铁路联运服务。多式联运的绩效直接取决于多式联运链中主要涉及到的个体元素，船公司、铁路部门、卡车承运人、港口等的绩效，以及他们在运营、信息和决策上的互动质量。智能交通系统和网上电子商务技术为电子商务的开展提供了应对方案。对于前者，运营商和终端承运人，无论是在自身或是合作上都在力求提升他们的绩效。铁路也不例外。事实上作为多式联运中重要的运输组成部分，铁路面临着有效应对卡车提供给顾客的快速、灵活和低成本的长途运输服务的重大挑战。铁路靠提供新的服务和运营模式来应对日益严重的竞争挑战。因此，北美铁路公司创造了一种联运模式叫“陆桥运输”，它靠在东西海岸之间和各个港口到大陆核心产业区域之间（因此叫小路桥）建立较长的且双层的火车来提供高效的集装箱运输。大多数北美铁路现在都是执行集装箱班列服务。在欧洲，拥堵已经持续地迫使火车班列的调整，服务的基础设施所有权的分离促使了有效竞争，有利于新的承运商和服务的出现。此外，欧洲共同体向东的扩张为引进能够避免欧洲交通网络过渡拥挤的新的服务模式提供了机会。新的集装箱拖车和火车班列构筑的铁路网正在欧洲共同体内被建立。这些新的以铁路为基础的多式联运体系的规划、管理过程和运营上在问题、目标、盈利能力、效率和客户满意度这些方面大体与传统运输体系没有差别。但是“新”的经营策略介绍，从运筹学的角度，在流程规划中的运营个体和要求需要重新审议模型和制定适当的方法。本文旨在讨论这些问题和发展措施。重点关注海铁联运服务在北美和欧洲的战术规划，主要是基于一系列的政策意见和正在建设的项目。本文的目标是提供信息，指出面临的挑战，并且旨在为方法发展和实际应用鉴定机会。2多式联运和铁路为主的运输很多运输系统都是多式联运，他们的组织结构支持各种运输方式，如卡车、铁路、空运和海运/内河航运等的运输，包括这些运输方式的运营商经营模式和提供的运输服务。广泛的定义是，多式联运指的是通过至少两种运输方式把人或货物从他们的起点运到目的地的一种运输方式。从一种运输方式转换到另一种运输方式的操作是在联运场站，可能是沿海码头或是内陆终端，如铁路场站，内河港口，机场等。尽管人和货物都能用多式联运链来运输，在本文，我们主要研究后者。多式联运的基本思想是，巩固在海上由远洋轮船和在陆上大多通过铁路和卡车的所组成的高效长途大型运输的负荷能力。当地领取和交付通常是由卡车来完成。绝大多数货物多式联运的实施都是通过集装箱来完成的。多式联运的定义是没有限制的，除了要使用集装箱运输和一国运至另一国的要求。例如，快递和普通邮件运输是多式联运，它包括了空运和陆上靠铁路和卡车支持的大型长途运输以及通过卡车的当地领取和配送运输16。铁路运输里的拖车也被认定为多式联运。在本文中，我们把重点放在以集装箱和拖车支持的铁路运输。多式联运和铁路运输系统也许可以被描述为基础的交通设施。一个巩固的交通系统的结构应该是一个枢纽辐射型的网络，在这个网络中，从出发地到目的地的运输能够通过多种交通运输工具来运输，或是一些枢纽集散区，如机场、港口集装箱码头、铁路场站、卡车疏散场站和多式联运平台。举这样的一个有三个枢纽和七个区域的运输网络为例，首先从货物的出发地到一个枢纽之间的交通是被排序（分类）和分组（综合）的。然后汇总选择枢纽之间高效率、高频率和拥有强大能力和服务水平的运输。然后这些载荷被一些小型车以较低的频率从枢纽转移到其目标点，当需求的水平足够高，枢纽和目的地之间可能会利用直达服务。铁路提供的绝大多数的服务是基于发生在铁路枢纽，一个所谓分类或编组站里的一系列活动的双巩固政策。第一次聚集操作是聚集货物，通过一列列车进入铁路码头。一个区块是由具有不同出发地和目的地的火车组成的，它们作为一个单独的单元穿梭于码头。因此，其唯一的运行操作是在码头里的场站完成的，它们的目的不是连接已个服务到另一个服务。第二次巩固性的操作是在编组站里完成的，就是我们知道的把火车装满的地方，把聚集在片区里的货物装上火车。虽然一个中心和处理网络的构成结构能够更有效地利用资源和降低货主成本，但是这也导致了由于较长的距离和在码头进行的这些操作导致更多的货物被延误。因此承运商在面对这一系列的问题和挑战，在使自己公司更有利润和效益时又要提供给客户一个高质量低成本的服务。运筹学作了一系列有用的模型和方法在不同层次的规划和管理方面来协助解决这些问题和挑战，经典的被使用的有战略（长期），战术（中期）和业务（短期）。更深入地处理这些议题可能会发现，例如，在Cordeau，Toth和Vigo 11，Crainic12，13，Crainic 和 Laporte 17，和Crainic 和Kim 16这些文章中的观点。在本文中，我们着重于战术规划问题。3 新的铁路多式联运服务铁路运输系统发展根据一个国家和地区的地理、人口、经济和社会学特征。北美和欧洲的铁路也不例外。然而，最近，出现类似的一些趋势。传统的美国铁路经营政策是基于对大宗商品的大批量的长期合同。每吨/英里（或公里）成本是主要的绩效指标，只需要花费很小的注意事项就能确保交付。因此，铁路服务在北美，而且大多在世界各地一样，把货物聚在一起，以客户指示的截止时间制定一个宽松的时刻表，“装满才出运“的经营政策，并且对编组站进行较大的编组。这导致，这种服务模型使铁路多式联运运送货物增加了必要的时间达到57之长，同时产生的低效资产利用和市场份额的损失。这种模式仍然不满足北美铁路多是联运行业的要求:（1）通过一系列的兼并、收购和联盟来重组行业结构，这些虽然还有很长的一段路要走，但是已经大大的减少了参与的公司，成立了几个大的参与者。（2）创建一个独立的部门，以解决联运的需要。即经营汽车和船队，及配送设（即使位于有人控制的堆场）。利用双层列车，来确保横跨美国的货柜运输效率。（3）所有的运行朝着预定的计划和操作模式和预定系统和全面的资产利用率经营政策的出台演变。