优化运输资源提升战略装车点规模效应

2009年以来，西安铁路局不断优化运输资源，在推进战略装车点建设的同时，加强内部绩效管理考核，不断提升运输效率与效益，2009年前4个月西安铁路局战略装车点发货量占全局总量的54．45％，规模效应明显。西安铁路局对战略装车点规划建设实施统一管理，成立战略装车点规划建设管理委员会，形成了27个覆盖陕南、陕北、关中、四川北部的战略装车点，全年运量将达4840万t。目前，西安铁路局正在加紧建设万源、瑶曲、咸阳西、     

对建设遵义车务段战略装车点的认识与思考

战略装车点是全面改进货运作业流程的高效运输与管理模式。结合遵义车务段规划、建设战略装车点的实践,探讨如何通过科学选点和布局、改善作业设施、充分运用现代信息技术,建设战略装车点,提高运输综合效率。     

现代化铁路战略装车基地有力支持了内蒙古大发展

2009年5月12日，内蒙古自治区主席巴特尔与包头市委书记莫建成及自治区经委、国土资源厅等有关部门负责人，走进紧临黄河的古城湾万吨煤炭环保装车基地考察，认真听取了呼和浩特铁路局局长林奋强的介绍。呼和浩特铁路局按照铁道部党组关于加快战略装车基地建设的要求，以科学规划一批、快速建设一批、高质运营一批、扎实改造一批的思路，统筹规划建设了六大战略装车基地群。     

洛阳车务段战略装车点建设规划

分析洛阳车务段建设战略装车点的有利性,指出需要注意的问题:保证运输能力;形成建设合力;考虑近远期结合;体现综合效益;推介共赢的合作理念。并对建设战略装车点提出具体规划:东线战略,利用铁生沟专用线建设巩义站新货场;中线战略,建设南岗村站;西线战略,建设三门峡西站。     

我国北部地区陆路口岸铁路物流中心规划研究

通过分析我国北部地区主要陆路口岸物流现状及物流业存在的主要问题,提出影响我国陆路口岸物流中心规划建设的重要因素,包括与既有物流设施的合理分工、与相关规划的衔接、地形及自然条件的影响、不同轨距系统的疏解等.结合满洲里国际物流中心规划建设方案,提出合理规划物流园区铁路准宽轨系统、 "量身打造"个性化汽车供应链、建设综合大宗物资的战略装车基地等建设国际物流中心的经验.     

煤炭战略装车点建设质量的对策分析

通过阐述呼和浩特铁路局煤炭战略装车点建设的现状,根据煤炭战略装车点建设的形式,分析了贯通单线直列式、贯通多线直列式和贯通环线式的优势和不足,从战略装车点建设标准、既有货物线站台改造标准、装卸机具及作业人员配备标准、货车超载及轨道衡管理考核标准和完善轨道衡用管修制度的角度,提出了煤炭战略装车点建设质量的对策。     

完善铁路战略装车点运输组织方式的思考

针对全路大规模建设战略装车点的实际,围绕实现战略装车点运输效率、效益最大化的目标,从车流组织、货源组织、货运计划、装车组织、行车组织,分析考核6个方面对完善铁路战略装车点运输组织方式进行论述,并对战略装车点的经营效果进行了分析.     

铁路大型装车点发展与货运物流化研究

从国外铁路货运发展、物流中心规划建设和运营管理3方面分析说明物流化是铁路货运发展的基本趋势。根据我国铁路大型装车点与货运物流化发展状况,认为铁路大型装车点是发展现代物流的重要基础。结合货运物流化,提出结合物流中心规划建设,逐步形成大型装车点;利用大型装车点优势,打造铁路物流服务品牌;结合既有线改造,统筹建设大型装车点;适应货运重载化趋势,加强大型装卸车点装备配置等建设大型装车点的主要措施。     

实施战略装车点建设及路企直通运输战略的思考

明确了战略装车点与路企直通运输的基本含义和主要内容,分析了战略装车点建设和路企直通运输战略的内涵及其目的,紧密路企间战略合作关系,为重点客户提供更加优质的服务,提高路网中"点"的运输能力,实现货流与列流的直接对接,贯彻供应链管理思想的核心理念,提出实施战略装车点建设和路企直通运输战略的发展措施.     

包西高速铁路引入鄂尔多斯地区方案研究

包西高速铁路作为我国"八纵八横"高速铁路通道中重要的纵向通道之一,建成后呼包鄂城市群和关中平原城市群将实现有效连接。鄂尔多斯市为典型的"一城双核"城市,包西高速铁路的引入将对地区客运布局产生较大影响,根据鄂尔多斯地区城市及铁路现状、城市总体规划及交通规划,结合地区客运量及特点,提出地区内包西高速铁路引入方案及车站设置方案,确定合理的引入及客站布点,研究地区内高速铁路客站布局,结合地区客流特点,确定高速铁路车站分工;合理确定引入地区线、站位方案将有助于完善鄂尔多斯铁路枢纽的客运铁路布局,有助于完善鄂尔多斯地区高速铁路网络,提升呼包鄂城市群的辐射效应,促进城市建设和经济发展。     

Modelling planner–carrier interactions in road freight transport: Optimisation of road maintenance costs via overloading control

A bi-level modelling approach is proposed to represent the interaction between the vehicle loading practices of road freight transport carriers, and the decisions of a road planning authority responsible both for road maintenance and for the enforcement of overloading control. At the lower (reactive) level, the overloading decisions of the carriers impact on road maintenance expenditure, while at the upper (anticipatory) level the planner decides fine and enforcement levels by anticipating the responses of the carriers. A case study using data from Mexico is used to illustrate the method.     

Effects of cargo types and load efficiency on airline cargo revenues

Numerous factors affect air cargo revenue management. Air cargo companies base their cargo charges on whichever is the greater of gross weight or volumetric weight. We developed a cargo consolidation model based on air cargo characteristics, and investigated the effect of cargo density, the Density Ratio of Heavy cargo to Light cargo (DRHL), and the percentage of small cargo on the chargeable weights and revenues of airlines. The empirical results show that a higher DRHL indicates greater chargeable weight, and that as the DRHL climbs to a certain level, the extent of chargeable cargo weights tends to stabilize gradually. The closer the cargo density approaches the most suitable loading density for a flight, the greater the chargeable weight is. A higher proportion of small cargo loaded on an aircraft means higher airline revenue. Our results can effectively combine types of air cargo to increase loading rates and revenues for airlines.     

Strategic Planning and Community Involvement as Contributors to Sustainable Tourism Development

This paper is concerned with the role of stakeholder driven strategic planning as a contributor to the ultimate sustainability of tourism development. An initial literature review describes the evolution of theory related to three specific issues in the study of tourism – sustainability of tourism development as a desirable goal, stakeholder participation as a contributor to sustainability, and strategic planning as an appropriate framework within which stakeholder driven development activity can occur. The review concludes that these concepts are well supported in the literature, with little empirical evidence available on which to base any meaningful level of support. It is therefore argued that the value of these propositions may exist more strongly in theory than in practice. After discussing a number of factors which may negatively impact upon the practical implementation of these theoretical constructs, the paper proposes a quantitative instrument by which a specific tourism development planning process can be assessed for its conformity with desirable principles of sustainability in tourism development. Closing paragraphs indicate an intention to test this instrument across a variety of regional settings.     

The evidence base for parking policies—a review

Parking policy is one of the key links between transport and land-use policy. Parking policies are often compromised in their effectiveness due to the perceived tension between three of the objectives that parking supports: regeneration, restraint and revenue. In particular the belief that parking restraint measures could damage the attractiveness of city centres to both retail and commercial enterprises limits the political acceptability of pricing policies and planning.This paper presents a review of the evidence base upon which commuter, leisure and shopping and residential parking policies are based. Whilst underdeveloped, the literature suggests that greater attention should be given to analysing and presenting the accessibility impacts that different parking restraint measures have on travelers of all modes. The research base in many instances does not support, or provides evidence counter to, the assumption that parking restraint makes centres less attractive. Further disaggregate work is needed to understand how context specific these findings might be.     

Price planning for time-definite less-than-truckload freight services

Price planning simultaneous determines the service demand (with associated prices) and an operational plan to maximize a carrier’s profit. We modeled this integral-constrained concave program in the link formulation and proposed an implicit enumeration embedded with Lagrangian Relaxation upper bounds to determine the optimal prices. Computations on Taiwan’s time-definite less-than-truckload freight market showed that the carrier needs to simultaneously re-evaluate its network capacity while determining prices. The common practice of distance-based pricing that sets price by a base rate over direct shipment distance underestimates operating cost, specifically operating losses for short distance shipments.     

关于高速铁路开展快捷货物运输的探讨

随着我国经济社会持续快速发展以及产业结构调整,轻型化、小批量、多批次的高附加值货物运输需求增长迅速,快速铁路网建设为铁路开展快捷货物运输创造了良好的基础条件。阐述高速铁路开展快捷货物运输的必要性,从铁路线路、机车车辆、装卸设施以及经济效益等方面,分析高速铁路开展快捷货物运输的可行性,提出应尽快开展相关问题研究,统筹规划,稳步推进,并加强与国内外知名物流公司合作的建议。     

Container freight rates and the role of surcharges

This paper demonstrates that the structure of ocean container freight rates has become more complex. A growing number of surcharges are being imposed by the carriers on their customers, surcharges that are not only adding significant extra costs but are highly variable over time. These elements are examined based on a data set of export rates from ports on the Northern European Range that have been compiled from a major global carrier. The paper compares the surcharges to the base rates and discusses some of the implications for shippers who face increasing uncertainty in planning supply chains. Some of the issues for academic research on freight rates is also examined and points to the need to clearly identify what is included in the freight rate data employed. In addition, questions are raised concerning the suitability of many of the variables traditionally used to explain or predict freight rates.     

Long-term route traffic forecasts and flight schedule pattern for a medium-sized European airport

This paper develops a methodology for assessing the future route network and flight schedule at a medium-sized European airport. The starting point is the existing origin and destination demand from the base airport across the world. This is expanded using growth rates by country or region for the period up to year 2015. The future origin and destination demand is then converted into route traffic, subject to a threshold for direct service. Where demand falls below this level, traffic is reallocated via various appropriate hubs. A model of frequency and aircraft size is applied to estimate the future air service on each route and a schedule created, allocating these flights to specific times of day. The scenario where the base airport operates as a hub is then investigated. This involves identifying a suitable hub model, considering geographical and competitive issues. The origin and destination demand is increased, resulting in an enlarged network of routes. Flights are then scheduled within the constraints of an optimal wave pattern. The outputs are of considerable interest in long-term airport planning and also offer an insight into future airline network strategies and opportunities.     

Socially optimal replacement of conventional with electric vehicles for the US household fleet

In this study, a framework is proposed for minimizing the societal cost of replacing gas-powered household passenger cars with battery electric ones (BEVs). The societal cost consists of operational costs of heterogeneous driving patterns' cars, government investments for charging deployment, and monetized environmental externalities. The optimization framework determines the timeframe needed for conventional vehicles to be replaced with BEVs. It also determines the BEVs driving range during the planning timeframe, as well as the density of public chargers deployed on a linear transportation network over time. We leverage data sets that represent US household driving patterns, as well as the automobile and the energy markets, to apply the model. Results indicate that it takes 8 years for 80% of our conventional vehicle sample to be replaced with electric vehicles, under the base case scenario. The socially optimal all-electric driving range is 204 miles, with chargers placed every 172 miles on a linear corridor. All public chargers should be deployed at the beginning of the planning horizon to achieve greater savings over the years. Sensitivity analysis reveals that the timeframe for the socially optimal conversion of 80% of the sample varies from 6 to 12 years. The optimal decision variables are sensitive to battery pack and vehicle body cost, gasoline cost, the discount rate, and conventional vehicles' fuel economy. Faster conventional vehicle replacement is achieved when the gasoline cost increases, electricity cost decreases, and battery packs become cheaper over the years.     

基于轨道交通整体网络的市域铁路线路规划研究

随着我国城市化进程不断推进,市域铁路发展需求不断增加,科学制定市域铁路线路规划,对推进新型城镇化市域铁路发展具有重要意义。在阐述市域铁路线路规划影响因素及结构模式选择的基础上,综合线路选择模型与线网规划模型的特点,建立市域铁路线路规划两阶段联合模型,先通过基于自身建设目标的线路规划模型中所得到较优备选线路集合,再联合基于轨道交通整体网络的线路比选模型的二次筛选,得出一个综合优化的市域铁路线路选择方案。以成德市域铁路线路规划为例,验证线路规划结果,为市域铁路线路规划研究提供借鉴。