鐵路多式聯(lián)運(yùn)的服務(wù)設(shè)計(jì)模型外文翻譯

中文 3211 字 外文翻譯 原文 Service Design Models for Rail Intermodal Transportation Material 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 design 1 Introduction Intermodal 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 Transportation Many 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. 譯文 鐵路多式聯(lián)運(yùn)的服務(wù)設(shè)計(jì)模型 資料來(lái)源：蒙特利爾魁北克大學(xué) 作者：特奧多爾維奧加布里埃爾 綜述：多式聯(lián)運(yùn)造就了世界貿(mào)易的主干網(wǎng)，加上貿(mào)易的顯著增長(zhǎng)，造成了以海上和陸上運(yùn)輸系統(tǒng)結(jié)構(gòu)的改變，就如個(gè)人模式導(dǎo)致了聯(lián)運(yùn)的數(shù)量和價(jià)值的改變。鐵路在多式聯(lián)運(yùn)鏈中發(fā)揮著重要作用。鐵路自身利益驅(qū)動(dòng)和環(huán)境保護(hù)政策的要求使得其把目標(biāo)投向占有更多的市場(chǎng)份額。為了有效應(yīng)對(duì)卡車(chē)提供給顧客的快速、靈活和低成本的運(yùn)輸服務(wù)所帶來(lái)的競(jìng)爭(zhēng)挑戰(zhàn)，鐵路把目標(biāo)投在發(fā)展新的服務(wù)模式提升服務(wù)水平上。從運(yùn)籌學(xué)的角度來(lái)看，這種模式要求重新 審議和適當(dāng)?shù)姆椒ū辉O(shè)計(jì)出來(lái)。本文討論了這些問(wèn)題和戰(zhàn)術(shù)規(guī)劃問(wèn)題為重點(diǎn)的發(fā)展規(guī)劃，并確定了一些挑戰(zhàn)和發(fā)展的研究方向。 關(guān)鍵詞：多式聯(lián)運(yùn)，空鐵聯(lián)運(yùn)承運(yùn)人，戰(zhàn)術(shù)規(guī)劃，全資產(chǎn)利用政策，網(wǎng)絡(luò)聯(lián)運(yùn)班車(chē)，均衡服務(wù)網(wǎng)絡(luò)工作設(shè)計(jì) 1 介紹 多式聯(lián)運(yùn)造就了世界貿(mào)易的主干網(wǎng)促使了貿(mào)易的顯著增長(zhǎng)。在美國(guó)多式聯(lián)運(yùn)的份額，包括包裹、郵政服務(wù)、郵件、公鐵聯(lián)運(yùn)、公海聯(lián)運(yùn)、海鐵聯(lián)運(yùn)，在 1993 到 2003 這九年時(shí)間里從大約 662 億美元增加到大約 1.1 萬(wàn)億美元。在同一時(shí)期，每年世界集裝箱運(yùn)輸量從大約 1.132 億標(biāo)箱（ 20 英尺貨柜為單位）到 2.55億 標(biāo)箱，預(yù)計(jì) 2005 年將達(dá)到 3.04 億標(biāo)箱。 多式聯(lián)運(yùn)涉及整合至少有兩種模式和服務(wù)的運(yùn)輸來(lái)提高門(mén)對(duì)門(mén)配送過(guò)程的效率。多式聯(lián)運(yùn)的增長(zhǎng)導(dǎo)致了海上和路上運(yùn)輸體系結(jié)構(gòu)的重大改變，就如個(gè)人模式導(dǎo)致了聯(lián)運(yùn)的數(shù)量和價(jià)值的改變。因此，例如，在 2003 年，有史以來(lái)第一次改變了多式聯(lián)運(yùn)以承運(yùn)煤作為收入的主要來(lái)源，美國(guó)鐵路為個(gè)體經(jīng)商戶提供的運(yùn)輸收入占到了總收入的 23%31。美國(guó)軌道交通多式聯(lián)運(yùn)的增長(zhǎng)，在 2004年達(dá)到了 0.11 億拖車(chē)（占 26%）和集裝箱（占 76%），導(dǎo)致這一增長(zhǎng)的直接原因是在國(guó)際貿(mào)易總利用集裝箱運(yùn)輸?shù)娘@著增長(zhǎng)， 其中進(jìn)口占多式聯(lián)運(yùn)活動(dòng)的大多數(shù)。 政府的政策可能也可能導(dǎo)致重新構(gòu)建多式聯(lián)運(yùn)體系，改變以往以卡車(chē)運(yùn)輸?shù)牟糠洲D(zhuǎn)變?yōu)楹ｈF聯(lián)運(yùn)。例如，歐洲聯(lián)盟把精力主要集中在 2001 年申明的白皮書(shū)中的運(yùn)輸這一部分。這樣做的原因是減少道路交通擁堵和促進(jìn)環(huán)境友好型的交通運(yùn)輸方式的發(fā)展。受青睞的執(zhí)行這些政策的方案有很多，如利用公路稅收來(lái)鎮(zhèn)壓以卡車(chē)為基礎(chǔ)的交通運(yùn)輸從而支持了新的鐵路聯(lián)運(yùn)服務(wù)。 多式聯(lián)運(yùn)的績(jī)效直接取決于多式聯(lián)運(yùn)鏈中主要涉及到的個(gè)體元素，船公司、鐵路部門(mén)、卡車(chē)承運(yùn)人、港口等的績(jī)效，以及他們?cè)谶\(yùn)營(yíng)、信息和決策上的互動(dòng)質(zhì)量。智能交 通系統(tǒng)和網(wǎng)上電子商務(wù)技術(shù)為電子商務(wù)的開(kāi)展提供了應(yīng)對(duì)方案。對(duì)于前者，運(yùn)營(yíng)商和終端承運(yùn)人，無(wú)論是在自身或是合作上都在力求提升他們的績(jī)效。鐵路也不例外。事實(shí)上作為多式聯(lián)運(yùn)中重要的運(yùn)輸組成部分，鐵路面臨著有效應(yīng)對(duì) 卡車(chē)提供給顧客的快速、靈活和低成本的長(zhǎng)途運(yùn)輸服務(wù)的 重大挑戰(zhàn)。 鐵路靠提供新的服務(wù)和運(yùn)營(yíng)模式來(lái)應(yīng)對(duì)日益嚴(yán)重的競(jìng)爭(zhēng)挑戰(zhàn)。因此，北美鐵路公司創(chuàng)造了一種聯(lián)運(yùn)模式叫“陸橋運(yùn)輸”，它靠在東西海岸之間和各個(gè)港口到大陸核心產(chǎn)業(yè)區(qū)域之間（因此叫小路橋）建立較長(zhǎng)的且雙層的火車(chē)來(lái)提供高效的集裝箱運(yùn)輸。大多數(shù)北美鐵路現(xiàn)在都是執(zhí)行集 裝箱班列服務(wù)。在歐洲， 擁堵已經(jīng)持續(xù)地迫使火車(chē)班列的調(diào)整，服務(wù)的基礎(chǔ)設(shè)施所有權(quán)的分離促使了有效競(jìng)爭(zhēng)，有利于新的承運(yùn)商和服務(wù)的出現(xiàn)。此外，歐洲共同體向東的擴(kuò)張為引進(jìn)能夠避免歐洲交通網(wǎng)絡(luò)過(guò)渡擁擠的新的服務(wù)模式提供了機(jī)會(huì)。新的集裝箱拖車(chē)和火車(chē)班列構(gòu)筑的鐵路網(wǎng)正在歐洲共同體內(nèi)被建立。 這些新的以鐵路為基礎(chǔ)的多式聯(lián)運(yùn)體系的規(guī)劃、管理過(guò)程和運(yùn)營(yíng)上在問(wèn)題、目標(biāo)、盈利能力、效率和客戶滿意度這些方面大體與傳統(tǒng)運(yùn)輸體系沒(méi)有差別。但是“新”的經(jīng)營(yíng)策略介紹，從運(yùn)籌學(xué)的角度，在流程規(guī)劃中的運(yùn)營(yíng)個(gè)體和要求需要重新審議模型和制定適當(dāng)?shù)姆椒?。 本文旨在討論這些問(wèn)題和發(fā)展措施。重點(diǎn)關(guān)注海鐵聯(lián)運(yùn)服務(wù)在北美和歐洲的戰(zhàn)術(shù)規(guī)劃，主要是基于一系列的政策意見(jiàn)和正在建設(shè)的項(xiàng)目。本文的目標(biāo)是提供信息，指出面臨的挑戰(zhàn)，并且旨在為方法發(fā)展和實(shí)際應(yīng)用鑒定機(jī)會(huì)。 2 多式聯(lián)運(yùn)和鐵路為主的運(yùn)輸 很多運(yùn)輸系統(tǒng)都是多式聯(lián)運(yùn)，他們的組織結(jié)構(gòu)支持各種運(yùn)輸方式， 如卡車(chē)、鐵路、空運(yùn)和海運(yùn) /內(nèi)河航運(yùn)等的運(yùn)輸，包括這些運(yùn)輸方式的運(yùn)營(yíng)商經(jīng)營(yíng)模式和提供的運(yùn)輸服務(wù)。廣泛的定義是，多式聯(lián)運(yùn)指的是通過(guò)至少兩種運(yùn)輸方式把 人或貨物從他們的起點(diǎn)運(yùn)到目的地的一種運(yùn)輸方式。從一種運(yùn)輸方式轉(zhuǎn)換到另一種運(yùn)輸方式的操作是在聯(lián)運(yùn)場(chǎng)站，可能是沿海碼頭或是內(nèi)陸終端，如鐵路場(chǎng)站，內(nèi)河港口，機(jī)場(chǎng)等。盡管人和貨物都能用多式聯(lián)運(yùn)鏈來(lái)運(yùn)輸，在本文，我們主要研究后者。 多式聯(lián)運(yùn)的基本思想是，鞏固在海上由遠(yuǎn)洋輪船和在陸上大多通過(guò)鐵路和卡車(chē)的所組成的高效長(zhǎng)途大型運(yùn)輸?shù)呢?fù)荷能力。當(dāng)?shù)仡I(lǐng)取和交付通常是由卡車(chē)來(lái)完成。絕大多數(shù)貨物多式聯(lián)運(yùn)的實(shí)施都是通過(guò)集裝箱來(lái)完成的。多式聯(lián)運(yùn)的定義是沒(méi)有限制的，除了要使用集裝箱運(yùn)輸和一國(guó)運(yùn)至另一國(guó)的要求。例如，快遞和普通郵件運(yùn)輸是多 式聯(lián)運(yùn)，它包括了空運(yùn)和陸上靠鐵路和卡車(chē)支持的大型長(zhǎng)途運(yùn)輸以及通過(guò)卡車(chē)的當(dāng)?shù)仡I(lǐng)取和配送運(yùn)輸 16。鐵路運(yùn)輸里的拖車(chē)也被認(rèn)定為多式聯(lián)運(yùn)。在本文中，我們把重點(diǎn)放在以集裝箱和拖車(chē)支持的鐵路運(yùn)輸。 多式聯(lián)運(yùn)和鐵路運(yùn)輸系統(tǒng)也許可以被描述為基礎(chǔ)的交通設(shè)施。一個(gè)鞏固的交通系統(tǒng)的結(jié)構(gòu)應(yīng)該是一個(gè)樞紐輻射型的網(wǎng)絡(luò)，在這個(gè)網(wǎng)絡(luò)中，從出發(fā)地到目的地的運(yùn)輸能夠通過(guò)多種交通運(yùn)輸工具來(lái)運(yùn)輸，或是一些樞紐集散區(qū)，如機(jī)場(chǎng)、港口集裝箱碼頭、鐵路場(chǎng)站、卡車(chē)疏散場(chǎng)站和多式聯(lián)運(yùn)平臺(tái)。舉這