【摘要】：為了增加內(nèi)支線集裝箱班輪航線網(wǎng)絡(luò)的貨運(yùn)需求量,以最大船型限制、航線運(yùn)營補(bǔ)貼與干支線配合為約束條件,以航線網(wǎng)絡(luò)結(jié)構(gòu)、適配船型與班期密度為決策變量,構(gòu)建了考慮貨主偏好的集裝箱內(nèi)支線班輪航線網(wǎng)絡(luò)規(guī)劃模型;為了評估規(guī)劃航線對不同偏好貨主的吸引力,在獲得航線的集裝箱運(yùn)輸時(shí)間與價(jià)格后,基于Logit模型計(jì)算了規(guī)劃航線與市場現(xiàn)有航線的貨主選擇比例;設(shè)計(jì)了求解模型的智能啟發(fā)式算法,在規(guī)劃方案評價(jià)過程中計(jì)算了航次時(shí)間、航線成本、單箱運(yùn)價(jià)與貨運(yùn)需求,在方案改善過程中調(diào)整了航線的掛靠港口與掛靠順序;設(shè)定大連港為干線港口,渤海灣內(nèi)12個(gè)港口為支線港口,規(guī)劃了內(nèi)支線集裝箱班輪航線網(wǎng)絡(luò)。計(jì)算結(jié)果表明:12個(gè)支線港共開設(shè)了7條航線,市場貨運(yùn)總需求為5 208TEU,規(guī)劃航線的貨運(yùn)需求量為4 420TEU;規(guī)劃航線的貨主選擇比例達(dá)到85%;無論貨主偏好運(yùn)輸時(shí)間或成本,規(guī)劃航線在各支線港的貨主選擇比例皆超過60%�？梢�,考慮貨主偏好的內(nèi)支線班輪航線網(wǎng)絡(luò)規(guī)劃模型是有效的;開設(shè)直達(dá)航線有助于吸引時(shí)間偏好貨主;開設(shè)串掛航線與提高運(yùn)營補(bǔ)貼有助于吸引成本偏好貨主;采用貨主選擇過程代替到港時(shí)間窗約束會(huì)提升模型優(yōu)化效果。
[Abstract]:In order to increase the freight demand of the container liner network of the inner branch line, the maximum ship type restriction, the coordination of the line operating subsidy with the trunk branch line, the network structure of the route, the adaptation of the ship type and the duration density are taken as the decision variables. The network planning model of container inner branch liner route considering the cargo owner's preference is constructed. In order to evaluate the attractiveness of the planned route to the different preferred cargo owners, after obtaining the container shipping time and price of the route, based on the Logit model, the selection ratio of the planned route and the existing market route is calculated. An intelligent heuristic algorithm is designed to solve the model. The flight time, route cost, single container freight rate and freight demand are calculated in the process of planning scheme evaluation. Dalian Port is set as trunk port and 12 ports in Bohai Bay as branch ports. The results show that there are 7 routes in 12 regional ports, the total market demand for freight is 5208 TEU, the freight demand for planned route is 4 420 TEU, and the proportion of cargo owner selection for the planned route is 85%. Regardless of the cargo owner's preference for shipping time or cost, the proportion of cargo owners who choose the planned route in each branch port exceeds 60%. It can be seen that the network planning model of the inner branch liner route considering the cargo owner's preference is effective; the direct route is helpful to attract the time preference of the cargo owner; the opening of the serial link route and the increase of the operating subsidy are helpful to attract the cost preference of the cargo owner; The model optimization effect can be improved by using the cargo owner selection process instead of the arrival time window constraint.
【作者單位】： 大連海事大學(xué)交通運(yùn)輸管理學(xué)院;
【基金】：國家自然科學(xué)基金項(xiàng)目(71572022,61473053) 交通運(yùn)輸部軟科學(xué)研究項(xiàng)目(2015332225470) 教育部哲學(xué)社會(huì)科學(xué)研究重大課題攻關(guān)項(xiàng)目(13JZDH040)
【分類號】：U692.31;U695.22

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