鐵路多式聯(lián)運的服務(wù)設(shè)計模型外文翻譯

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)運的服務(wù)設(shè)計模型 資料來源：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)運造就了世界貿(mào)易的主干網(wǎng)，加上貿(mào)易的顯著增長，造成了以海上和陸上運輸系統(tǒng)結(jié)構(gòu)的改變，就如個人模式導(dǎo)致了聯(lián)運的數(shù)量和價值的改變。鐵路在多式聯(lián)運鏈中發(fā)揮著重要作用。鐵路自身利益驅(qū)動和環(huán)境保護政策的要求使得其把目標投向占有更多的市場份額。為了有效應(yīng)對卡車提供給顧客的快速、靈活和低成本的運輸服務(wù)所帶來的競爭挑戰(zhàn)，鐵路把目標投在發(fā)展新的服務(wù)模式提升服務(wù)水平上。從運籌學(xué)的角度來看，這種模式要求重新 審議和適當(dāng)?shù)姆椒ū辉O(shè)計出來。本文討論了這些問題和戰(zhàn)術(shù)規(guī)劃問題為重點的發(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，空鐵聯(lián)運承運人，戰(zhàn)術(shù)規(guī)劃，全資產(chǎn)利用政策，網(wǎng)絡(luò)聯(lián)運班車，均衡服務(wù)網(wǎng)絡(luò)工作設(shè)計 1 介紹 多式聯(lián)運造就了世界貿(mào)易的主干網(wǎng)促使了貿(mào)易的顯著增長。在美國多式聯(lián)運的份額，包括包裹、郵政服務(wù)、郵件、公鐵聯(lián)運、公海聯(lián)運、海鐵聯(lián)運，在 1993 到 2003 這九年時間里從大約 662 億美元增加到大約 1.1 萬億美元。在同一時期，每年世界集裝箱運輸量從大約 1.132 億標箱（ 20 英尺貨柜為單位）到 2.55億 標箱，預(yù)計 2005 年將達到 3.04 億標箱。 多式聯(lián)運涉及整合至少有兩種模式和服務(wù)的運輸來提高門對門配送過程的效率。多式聯(lián)運的增長導(dǎo)致了海上和路上運輸體系結(jié)構(gòu)的重大改變，就如個人模式導(dǎo)致了聯(lián)運的數(shù)量和價值的改變。因此，例如，在 2003 年，有史以來第一次改變了多式聯(lián)運以承運煤作為收入的主要來源，美國鐵路為個體經(jīng)商戶提供的運輸收入占到了總收入的 23%31。美國軌道交通多式聯(lián)運的增長，在 2004年達到了 0.11 億拖車（占 26%）和集裝箱（占 76%），導(dǎo)致這一增長的直接原因是在國際貿(mào)易總利用集裝箱運輸?shù)娘@著增長， 其中進口占多式聯(lián)運活動的大多數(shù)。 政府的政策可能也可能導(dǎo)致重新構(gòu)建多式聯(lián)運體系，改變以往以卡車運輸?shù)牟糠洲D(zhuǎn)變?yōu)楹ｈF聯(lián)運。例如，歐洲聯(lián)盟把精力主要集中在 2001 年申明的白皮書中的運輸這一部分。這樣做的原因是減少道路交通擁堵和促進環(huán)境友好型的交通運輸方式的發(fā)展。受青睞的執(zhí)行這些政策的方案有很多，如利用公路稅收來鎮(zhèn)壓以卡車為基礎(chǔ)的交通運輸從而支持了新的鐵路聯(lián)運服務(wù)。 多式聯(lián)運的績效直接取決于多式聯(lián)運鏈中主要涉及到的個體元素，船公司、鐵路部門、卡車承運人、港口等的績效，以及他們在運營、信息和決策上的互動質(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)的開展提供了應(yīng)對方案。對于前者，運營商和終端承運人，無論是在自身或是合作上都在力求提升他們的績效。鐵路也不例外。事實上作為多式聯(lián)運中重要的運輸組成部分，鐵路面臨著有效應(yīng)對 卡車提供給顧客的快速、靈活和低成本的長途運輸服務(wù)的 重大挑戰(zhàn)。 鐵路靠提供新的服務(wù)和運營模式來應(yīng)對日益嚴重的競爭挑戰(zhàn)。因此，北美鐵路公司創(chuàng)造了一種聯(lián)運模式叫“陸橋運輸”，它靠在東西海岸之間和各個港口到大陸核心產(chǎn)業(yè)區(qū)域之間（因此叫小路橋）建立較長的且雙層的火車來提供高效的集裝箱運輸。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爭，有利于新的承運商和服務(wù)的出現(xiàn)。此外，歐洲共同體向東的擴張為引進能夠避免歐洲交通網(wǎng)絡(luò)過渡擁擠的新的服務(wù)模式提供了機會。新的集裝箱拖車和火車班列構(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)運體系的規(guī)劃、管理過程和運營上在問題、目標、盈利能力、效率和客戶滿意度這些方面大體與傳統(tǒng)運輸體系沒有差別。但是“新”的經(jīng)營策略介紹，從運籌學(xué)的角度，在流程規(guī)劃中的運營個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題和發(fā)展措施。重點關(guān)注海鐵聯(lián)運服務(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和正在建設(shè)的項目。本文的目標是提供信息，指出面臨的挑戰(zhàn)，并且旨在為方法發(fā)展和實際應(yīng)用鑒定機會。 2 多式聯(lián)運和鐵路為主的運輸 很多運輸系統(tǒng)都是多式聯(lián)運，他們的組織結(jié)構(gòu)支持各種運輸方式， 如卡車、鐵路、空運和海運 /內(nèi)河航運等的運輸，包括這些運輸方式的運營商經(jīng)營模式和提供的運輸服務(wù)。廣泛的定義是，多式聯(lián)運指的是通過至少兩種運輸方式把 人或貨物從他們的起點運到目的地的一種運輸方式。從一種運輸方式轉(zhuǎn)換到另一種運輸方式的操作是在聯(lián)運場站，可能是沿海碼頭或是內(nèi)陸終端，如鐵路場站，內(nèi)河港口，機場等。盡管人和貨物都能用多式聯(lián)運鏈來運輸，在本文，我們主要研究后者。 多式聯(lián)運的基本思想是，鞏固在海上由遠洋輪船和在陸上大多通過鐵路和卡車的所組成的高效長途大型運輸?shù)呢摵赡芰?。?dāng)?shù)仡I(lǐng)取和交付通常是由卡車來完成。絕大多數(shù)貨物多式聯(lián)運的實施都是通過集裝箱來完成的。多式聯(lián)運的定義是沒有限制的，除了要使用集裝箱運輸和一國運至另一國的要求。例如，快遞和普通郵件運輸是多 式聯(lián)運，它包括了空運和陸上靠鐵路和卡車支持的大型長途運輸以及通過卡車的當(dāng)?shù)仡I(lǐng)取和配送運輸 16。鐵路運輸里的拖車也被認定為多式聯(lián)運。在本文中，我們把重點放在以集裝箱和拖車支持的鐵路運輸。 多式聯(lián)運和鐵路運輸系統(tǒng)也許可以被描述為基礎(chǔ)的交通設(shè)施。一個鞏固的交通系統(tǒng)的結(jié)構(gòu)應(yīng)該是一個樞紐輻射型的網(wǎng)絡(luò)，在這個網(wǎng)絡(luò)中，從出發(fā)地到目的地的運輸能夠通過多種交通運輸工具來運輸，或是一些樞紐集散區(qū)，如機場、港口集裝箱碼頭、鐵路場站、卡車疏散場站和多式聯(lián)運平臺。舉這