歐洲和中國(guó)之間的交通聯(lián)系早在共同時(shí)代之前就已廣為人知。當(dāng)時(shí)這條路線長(zhǎng)約12000公里,被稱為“絲綢之路”。起點(diǎn)是從中國(guó)之前的首都——西安省直到通往地中海路線。上述貨物運(yùn)輸路線使用頻繁,一直使用直到被一條新的海上航線取代。2013年,中國(guó)政府決定重振“絲綢之路”理念,稱之為“一帶一路”倡議。它將通過(guò)鐵路運(yùn)輸和其他不同的運(yùn)輸方式,即公路或航空運(yùn)輸,連接中國(guó)和歐洲。這啟發(fā)了研究關(guān)于重組波蘭境內(nèi)兩個(gè)聯(lián)運(yùn)樞紐的想法�，F(xiàn)有的樞紐位于波蘭東部和南部。東部的已經(jīng)開(kāi)始運(yùn)營(yíng)和接收從中國(guó)運(yùn)來(lái)的貨物而南部仍在建設(shè)中但即將全面運(yùn)行。如今,從中國(guó)運(yùn)輸?shù)讲ㄌm的貨物大約需要14天。本文的主要研究?jī)?nèi)容是展現(xiàn)如何以波蘭為門(mén)戶重新組織亞歐兩大洲的交通運(yùn)輸過(guò)程特別是中歐之間的關(guān)系。它將考慮從中國(guó)到波蘭的整個(gè)貨物運(yùn)輸過(guò)程的總持續(xù)時(shí)間和最終成本。本文所用的數(shù)據(jù)顯示了中國(guó)與波蘭兩個(gè)聯(lián)運(yùn)樞紐之間目前正在完成的運(yùn)輸過(guò)程的時(shí)間和成本。這種計(jì)算將成為這些成本和時(shí)間對(duì)比的可能。本文介紹了波蘭兩個(gè)樞紐的服務(wù)方式,不僅在馬扎維茨,而且在Slawkow,如何開(kāi)發(fā)和重新組織服務(wù)方式。通過(guò)這些步驟,可以增加中國(guó)的貨運(yùn)列車(chē)數(shù)量;增加使用通過(guò)波蘭的跨歐洲... 

【文章來(lái)源】：北京交通大學(xué)北京市 211工程院校 教育部直屬院校

【文章頁(yè)數(shù)】：81 頁(yè)

【學(xué)位級(jí)別】：碩士

【文章目錄】：
ACKNOWLEDGEMENT
中文摘要
ABSTRACT
PREFACE OF THESIS
1 Introduction
    1.1 Background
        1.1.1 Significance of study
        1.1.2 Current situation
    1.2 Literature review
        1.2.1 Intermodal transportation
        1.2.2 Container Transportation
        1.2.3 Railway Intermodal transportation
        1.2.4 Goods classification
        1.2.5 One Belt One Road Initiative
    1.3 Objectives
    1.4 Structure chart
2 Related theories
    2.1 Graph Theory
    2.2 Theory of Optimization
    2.3 Shortest path model (Dijkstra's algorithm)
    2.4 Theory of Simulation
3 Mathematical model and simulation
    3.1 Problem statement
    3.2 Coast optimization
        3.2.1 Parameters and Variables
        3.2.2 Mathematical model
    3.3 Dijkstra's algorithm
    3.4 FlexSim Simulation
4 Case study
    4.1 General information about Lublin region
    4.2 General information about Silesian region
    4.3 Transportation network in Lublin region
        4.3.1 Road and air infrastructure
        4.3.2 Railway network
    4.4 Transportation in Silesian region
        4.4.1 Road and air infrastructure
        4.4.2 Railway network
    4.5 Mataszewicze intermodal hub
    4.6 Stawkow intermodal hub
    4.7 Calculations
        4.7.1 Cost optimizing
        4.7.2 Time and cost
    4.8 Comparison and justification that the theory is good
5 Conclusion
    5.1 Innovation point
    5.2 Recommendation for further research
References
Table of figures
Appendix A
Index
Author Profile and Research Achievements Obtained during the Study for A Master's
Dataset for the Master's Thesis



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