我国铁路快捷货运发展的问题与建议

铁路发展快捷货运既是社会经济发展的必然要求,也是铁路行业积极参与市场竞争的客观需要.从快捷货运的含义、服务对象和特征出发,定义铁路快捷货运的基本内涵,并在系统分析铁路快捷货运发展现状和存在问题的基础上,提出推进铁路快捷货运发展的相关建议.     

铁路快捷货运网络布局研究

构建铁路快捷货运网络,提高铁路市场竞争力,对提高铁路运输经济效益和社会效益具有重要意义.综合考虑城市规模、快捷货物运输需求、对外通道连接情况等多种影响因素,提出构建由铁路快捷货运枢纽中心、快捷货运集散中心和快捷货运集散点组成的分层次城市节点网络;结合铁路网中长期规划和建设情况,探讨构建覆盖快捷货运城市节点的分层次铁路快捷货运通道网络布局方案.     

基于快铁融合的上海铁路集装箱快运站选址研究

快铁融合可以充分发挥快递企业和铁路运输的优势,有效提升物流作业效率,达到运输资源分配平衡的效果,是多元化运输的发展方向。在既有和计划建设的铁路货运站中选择铁路集装箱快运站与快递企业集散网络衔接,以快递企业时间满意度和集散运输成本为目标,构建基于时间满意度的铁路集装箱快运站选址模型,以上海铁路集装箱快运站为例进行实证分析,提出保证铁路集装箱快运站与快递企业合理衔接的对策,为铁路集装箱运输融入快递市场提供决策支持,加速快铁融合的实施。     

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。     

基于市场竞争均衡态势的铁路快捷货运经营体系构建

针对铁路局快捷货运经营的不足,提出铁路快捷货运经营体系应由“门到门”运输子系统、营业网点子系统、市场营销子系统、物流信息子系统等四项子系统组成。基于物流市场竞争均衡态势,构建成都铁路局快捷货运经营体系模型。并运用模型进行求解,得出了相应的结果。     

铁路货运客户关系管理系统的研究与应用

根据铁路货运市场主要表现为服务性产业市场的性质,说明客户关系管理对于铁路货运市场营销的重要性,是关系营销的核心。重点研究设计了铁路分局(公司)基于货票数据库的铁路客户关系管理系统,并在有关部门已经应用。同时提出了基于电子商务系统的客户管理系统的更加完善的形式。     

Land development implications of the British rail freight renaissance

The post-war era saw a dramatic decline in both the volume and market share of freight transported by rail in Britain. This decline was associated with the closure of thousands of rail freight facilities and reduction by one third in the route mileage of the national railway network. However, as a result of railway privatisation and increasing constraints on the competitiveness of the road haulage industry, the long decline has halted and rail freight traffic is growing. This article reviews the implications of this change for the demand for rail freight facilities and for extra capacity in the railway network, and considers how the land-use planning and transport planning systems might respond.     

我国发展铁路快捷货运战略思考

在快捷货运需求快速增长的背景下,发展铁路快捷货运不仅是满足经济社会发展和适应经济发展方式转变的需要,也是构建现代物流体系和提高铁路经济效益的需要.尽管近年来铁路快捷货运取得较快发展,但总体滞后于公路、民航.在对铁路快捷货运发展进行态势分析,详解其外部环境、内部条件、铁路优劣势以及面临机遇和挑战的基础上,提出我国发展铁路快捷货运的战略选择和战略重点.分析阐明铁路只要积极实施“扭转型战略”,抓住机遇,突出重点,加快发展,完全有条件扭转在快捷货运市场竞争中的被动局面.     

Liquidity effects and FFA returns in the international shipping derivatives market

The study examines the impact of liquidity risk on freight derivatives returns. The Amihud liquidity ratio and bid–ask spreads are utilized to assess the existence of liquidity risk in the freight derivatives market. Other macroeconomic variables are used to control for market risk. Results indicate that liquidity risk is priced and both liquidity measures have a significant role in determining freight derivatives returns. Consistent with expectations, both liquidity measures are found to have positive and significant effects on the returns of freight derivatives. The results have important implications for modeling freight derivatives, and consequently, for trading and risk management purposes.     

运用现代物流理念推进铁路货运发展

我国加入WTO后,国外运输企业进入中国运输市场,将给我国铁路货物运输带来发展机遇,也带来竞争压力。因此,我国铁路运输企业,必须运用现代物流理念,加快规模化发展,建设高标准、高质量、大能力的“八纵八横”铁路主干道,提高列车运行速度,加快货物快运体系建设,保证货物准时、快捷送达,并按照现代物流要求,加快集装箱基础设施建设和发展货运代理服务,还要完善信息技术,实现货物运输实时追踪,并不断提高人员素质,才能适应现代物流的需求,推进我国铁路运输企业的发展。     

The potential of horizontal collaboration in airport ground freight services

Since the global economic crisis of 2007–2011, the increasingly dynamic and challenging air cargo market in Europe has forced freight forwarders to improve their performance. In addition to improving their internal transport efficiency, they have also started to look at previously unexplored opportunities for horizontal collaboration in landside airport transport. The aim of this study is to reveal the potential of air cargo transport collaboration on a horizontal level, i.e. between multiple freight forwarders within a single airport. Reviewing existing literature on horizontal collaboration, with a focus on the air cargo industry, we propose a conceptual framework for transport collaboration in the air cargo industry. Based on a comprehensive study on air cargo transport movements within Schiphol, using a simulation model based on company data of 10,747 shipments (6977 tons of cargo) for a period of 30 days, we find several interesting results. Our main finding is that horizontal collaboration can improve the transport performance, by maintaining a high frequency of transport movements and maintaining an acceptable throughput time for air cargo shipments, and at the same time reduce transport costs by up to 40%. For smaller freight forwarders, the frequency of transport deliveries can even increase, while still allowing them to improve the average load factor of transport movements.     

Seasonality patterns in dry bulk shipping spot and time charter freight rates

This paper investigates the nature of seasonality (deterministic and/or stochastic) in dry bulk freight rates, and measures and compares it across freight rates of different vessel sizes (Capesize, Panamax and Handysize), contract duration (spot, 1-year and 3-year time charters) and market conditions (peaks and troughs). Although, there is no evidence of stochastic seasonality, deterministic seasonality in freight rates is found to be varying from −18.2% to 15.3% in individual months within a year. Spot rates for larger vessels exhibit higher seasonal fluctuations compared to smaller vessels, although differences in seasonal fluctuations between sectors are eliminated as the contract duration increases. Also, for each vessel size, the seasonality declines as the contract duration rises. Asymmetries in seasonal fluctuations in freight rates over different market conditions are attributed to the high and low elasticities of supply expected under the respective market conditions. The results have implications for tactical shipping operations such as timing of dry-docking, chartering strategies and switching between freight markets.     

The influence of charterers and owners on bulk shipping freight rates

We propose a model for freight rate formation in individual contracts that incorporates charterer and owner heterogeneity and owner–charterer match effects. We estimate fixed effect regressions and implement a variance decomposition for 2863 VLCC tanker and 1789 Capesize fixtures between 2011 and 2014. Although market conditions and routes remain the most influential covariates, the characteristics of charterers, owners and of their matches are also significant microeconomic determinants of the freight rate level. The contribution of the charterer fixed effect is large in the VLCC market, while the charterer and match effects are large contributors to the Capesize spot freight rate.     

Searching for policy priorities in the formulation of a freight transport strategy: a canonical correlation analysis of freight industry attitudes

An efficient and effective freight transport strategy can be aided by early professional contributions from key stakeholders. One broad group who have historically been given limited opportunity to influence the drafting of a freight strategy, are commercial road users and shippers who manufacture and distribute goods. Utilising a data set collected in Australia in 1996 from a sample of organisations involved directly and indirectly in road freight transportation, views were sought on road infrastructure changes, new road infrastructure, non-road infrastructure needs and transport policies. An optimal scaling approach using non-linear canonical correlation is implemented to search for structural relationships between the underlying policy and infrastructure dimensions and the various industry categories. This framework provides a powerful mechanism for identifying differences among stakeholders in terms of their support for or opposition to specific policies. Results reveal the considerable differences in attitudes associated with the component parts of the freight industry.     

我国铁路快捷货运产品设计及组织优化的探讨

快运产品设计是铁路快捷货运普遍关注的问题.针对铁路快捷货运产品现状和存在的问题,提出铁路快捷货运业务流程再造的目的、内容和机理.基于流程再造,对快捷货运产品进行完善设计,提出细分和强化既有快运产品,开发诸如多式联运、高速、客车化、运输组织创新的快运新产品.以特快、快速、普快三类快运产品划分为标准,设计运输组织优化步骤,实现以市场为导向的铁路快捷货运产品设计和组织.     

中国铁路货运市场占有率发展趋势分析

分析中国铁路货运的发展形势,建立关于铁路、公路货运量在全社会货运量中所占市场份额的差分方程组模型,运算后得出铁路货运在整个货运市场中的占有率趋向。通过利用历史统计数据计算,得到铁路货运市场占有率的一个数值解。     

Challenges confronting new traction providers of rail freight in Germany

Germany is one of the most liberalised countries in Europe for rail freight. Since the market became deregulated in 1991, 299 companies have obtained licences to haul freight of these approximately 130 actively engage in providing traction, but 85% of the market is still dominated by Railion, the freight arm of DB. Many obstacles to market entry have been identified in the literature since liberalisation. The goal of this paper is to assess if these obstacles persist and what new challenges have arisen. The study, based on a survey of new rail traction providers, suggests that several of the challenges identified in the literature have been overcome, but major problems persist because of the dominance of DB through its control of infrastructure and its market power.     

我国高铁经营快递业务的探讨

基于我国高速铁路的迅速发展及快递业务量的持续增长,在分析国外铁路快运货物现状的基础上,结合我国高铁的特点及铁路货运改革,探讨了我国高铁经营快递业务的必要性及具体的经营思路,总结并提出了高铁经营快递业务过程中要解决的关键问题.     

An equilibrium price model of spot and forward shipping freight markets

We focus on non-storability, a characteristic of shipping freight that leads to an enormous gap between the widely-used no-arbitrage pricing theory and shipping freight derivative markets. Our main contribution is to modify and generalize the Bessembinder and Lemmon (2002) model. Equilibrium spot and forward price formulae are derived in a shipping freight market where shipowners, charterers, and speculators are non-homogeneous. From our formulae, we also obtain the properties of the forward risk premium and an optimal hedge ratio. In addition, we use the model to quantify the risk attitude of market participants.     

Air freight hubs in the FedEx system: Analysis of fuel use

This paper provides a data based analysis of FedEx air freighter activities from selected hub locations. The basic idea is that air freighters have a set of range and payload parameters and their corresponding fuel burn depends on weight and distance. Data from 2011 to 12 (FlightAware) are used for 180,000 + flights on origin, destination and aircraft type. The particular aircraft vary widely in payload, but additional parameters may be derived from industry web sites and BTS. The research uses flight activity at hubs such as Memphis and Indianapolis (among others) and computes the aggregate distance flown on specific aircraft. The linkage between the hub and aggregate fuel use (assuming that the out bound flights are allocated to the hub) will give some quantifiable measures of the costs allocated to the hub. The paper examines particular aspects of the air freight system that are especially vulnerable to a spike in the costs of aviation fuel. These observations suggest that traffic to regional air express and air freight hubs is likely to respond in complex ways to fuel costs.