本文選題：開(kāi)行方案 + 網(wǎng)絡(luò)化運(yùn)輸組織��； 參考：《北京交通大學(xué)》2017年碩士論文

【摘要】：近年來(lái),隨著我國(guó)產(chǎn)業(yè)結(jié)構(gòu)調(diào)整及供給側(cè)改革的推進(jìn),出口貨源結(jié)構(gòu)和物流需求驟變;與此同時(shí),中歐貿(mào)易的蓬勃發(fā)展對(duì)我國(guó)國(guó)際貨運(yùn)組織模式提出了更高的要求,更多高附加值產(chǎn)品需要快速、便捷、穩(wěn)定的運(yùn)抵中亞和歐洲各國(guó)。在激增的市場(chǎng)需求和良好的政策環(huán)境下,中歐班列應(yīng)運(yùn)而生,2011年3月19日“渝新歐”班列首發(fā),打通了中歐間鐵路快運(yùn)大通道,大大改善了傳統(tǒng)遠(yuǎn)洋運(yùn)輸時(shí)效性和穩(wěn)定性差的缺點(diǎn),拉開(kāi)了我國(guó)鐵路走向世界物流的序幕。在國(guó)家“一帶一路”發(fā)展戰(zhàn)略及相關(guān)政策的推動(dòng)下,我國(guó)與“一帶一路”沿線各國(guó)經(jīng)貿(mào)往來(lái)越發(fā)密切,中歐班列開(kāi)行規(guī)模成倍增長(zhǎng),面臨著前所未有的發(fā)展機(jī)遇和挑戰(zhàn)。但是,目前班列存在的獨(dú)立組織難保常態(tài)、班期不定頻次不高、各自為戰(zhàn)爭(zhēng)搶貨源、重去空回成本居高等核心問(wèn)題,嚴(yán)重制約著班列持續(xù)健康發(fā)展,亟需從班列組織模式上著手破解。本文在中國(guó)鐵路總公司和國(guó)家發(fā)改委相關(guān)課題研究的基礎(chǔ)上,結(jié)合現(xiàn)場(chǎng)調(diào)研和理論分析,以提高中歐班列開(kāi)行穩(wěn)定性和時(shí)效性為優(yōu)化目標(biāo),從以下幾個(gè)方面對(duì)中歐班列網(wǎng)絡(luò)化運(yùn)輸組織模式及開(kāi)行方案進(jìn)行重點(diǎn)研究:(1)總結(jié)了國(guó)內(nèi)外網(wǎng)絡(luò)化運(yùn)輸組織模式的發(fā)展經(jīng)驗(yàn),提煉了網(wǎng)絡(luò)化運(yùn)輸組織的內(nèi)涵、特點(diǎn)和關(guān)鍵技術(shù)環(huán)節(jié),并針對(duì)中歐班列網(wǎng)絡(luò)化運(yùn)輸組織總結(jié)借鑒和啟示。(2)基于現(xiàn)場(chǎng)調(diào)研和數(shù)據(jù)分析,確定中歐班列開(kāi)行情況、運(yùn)行路徑、運(yùn)行里程、途徑站點(diǎn)、班期、開(kāi)行頻次、貨源結(jié)構(gòu)等核心要素,結(jié)合班列運(yùn)行數(shù)據(jù)分析提煉目前制約中歐班列持續(xù)健康發(fā)展的6方面核心問(wèn)題,為班列網(wǎng)絡(luò)化運(yùn)輸組織及分層布局班列集結(jié)中心網(wǎng)絡(luò)提供需求基礎(chǔ)。(3)結(jié)合中歐班列自身特點(diǎn),兼顧班列需求特征、供給條件和市場(chǎng)競(jìng)爭(zhēng)三方面因素,以提高中歐班列開(kāi)行穩(wěn)定性和時(shí)效性為優(yōu)化目標(biāo),設(shè)計(jì)中歐班列網(wǎng)絡(luò)化開(kāi)行方案測(cè)算方法,核心包括測(cè)算方法步驟、基于整數(shù)規(guī)劃的開(kāi)行方案推算模型和班期匹配模型;從需求的角度對(duì)班列集結(jié)中心進(jìn)行功能定位,研究確定班列集結(jié)中心選址布局的考慮因素與測(cè)算方案,為班列網(wǎng)絡(luò)化開(kāi)行提供設(shè)施保障和技術(shù)支撐。(4)在中國(guó)鐵路總公司和國(guó)家發(fā)改委相關(guān)課題調(diào)研及數(shù)據(jù)的基礎(chǔ)上,以中歐班列西通道為例,將數(shù)據(jù)按照設(shè)計(jì)步驟帶入模型分析測(cè)算得到班列網(wǎng)絡(luò)化開(kāi)行方案和集結(jié)中心分層布局方案,最后通過(guò)對(duì)新開(kāi)行方案和班列開(kāi)行現(xiàn)狀的定量評(píng)估比較,驗(yàn)證網(wǎng)絡(luò)化開(kāi)行方案的合理性和有效性。
[Abstract]:In recent years, with the adjustment of China's industrial structure and the promotion of supply-side reform, the export supply structure and logistics demand have suddenly changed. At the same time, the vigorous development of China-EU trade has put forward higher requirements for China's international freight transport organization model. More high-value products need to be shipped quickly, easily and steadily to Central Asia and Europe. In the context of surging market demand and favorable policy environment, China-EU Banlie emerged as the times require. On March 19, 2011, "Chongqing, New Europe," the first class, opened the China-EU Railway Express Passage. It greatly improves the shortcomings of the traditional ocean transportation, such as poor timeliness and stability, and draws back the prelude of China's railway towards the world logistics. With the development strategy of "Belt and Road" and related policies, the economic and trade relations between China and the countries along the "Belt and Road" are getting closer and closer, and the scale of CEIBS has increased exponentially, and it is facing unprecedented development opportunities and challenges. However, at present, the existence of independent organizations in Banliao is difficult to keep normal, the frequency of shift periods is not high, the core issues such as fighting for the source of goods separately, and the high cost of returning to empty places seriously restrict the sustained and healthy development of Banlie. There is an urgent need to begin to crack from the organizational pattern of Banlee. On the basis of the research of China Railway Corporation and the National Development and Reform Commission, combined with field investigation and theoretical analysis, this paper aims to improve the stability and timeliness of the Banguang Bank. This paper focuses on the following aspects: (1) summing up the development experience of the network transport organization model at home and abroad, refining the connotation of the network transport organization. The characteristics and key technical links, and the summary and inspiration for the network transportation organization of CEIBS. (2) based on the field investigation and data analysis, the operation route, mileage, route station, shift period of CEIBS are determined. The core factors, such as the frequency of the bank, the source structure of goods, and so on, combined with the analysis of the operation data of the train operation, extracted the six core problems that currently restrict the sustained and healthy development of the Chinese and European banks. It provides the demand basis for the network transportation organization and hierarchical layout. (3) according to the characteristics of China and Europe, the demand characteristics, supply conditions and market competition are taken into account. In order to improve the stability and timeliness of CEIBS, the paper designs the calculation method of CEIBS network operation plan, the core of which includes the calculation method steps, the calculation model and the shift matching model based on integer programming. From the point of view of demand, the functional positioning of the Banlie assembly center is carried out, and the consideration factors and the calculation scheme of the location and layout of the Banlie assembly center are studied and determined. (4) on the basis of the investigation and data of related topics of China Railway Corporation and the State Development and Reform Commission, take the Banlexi Channel in Central Europe as an example. According to the design steps, the data are brought into the model to calculate and calculate the plan of network operation and the hierarchical layout of assembly center. Finally, through the quantitative evaluation and comparison of the new plan and the current situation of the bank, Verify the rationality and effectiveness of the network opening scheme.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2017
【分類號(hào)】：F532.4

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