交通运输系统工程与信息

交通运输系统工程与信息 ›› 2023, Vol. 23 ›› Issue (2): 217-224.DOI: 10.16097/j.cnki.1009-6744.2023.02.023

• 系统工程理论与方法 • 上一篇    下一篇

重载铁路回程运输组织与定价综合优化

童瑞咏a，毛保华*a,b，杜鹏a,b，魏润斌a，黄俊生a   

  1. 北京交通大学，a. 交通运输学院；b. 综合交通运输大数据应用技术交通运输行业重点实验室，北京 100044
  • 收稿日期:2022-08-08 修回日期:2022-09-20 接受日期:2022-09-21 出版日期:2023-04-25 发布日期:2023-04-19
  • 作者简介:童瑞咏(1997- )，女，江苏扬州人，博士生
  • 基金资助:
    国家自然科学基金(71971021)

Comprehensive Optimization of Operation Planning and Pricing of Backhaul for Heavy-haul Railways Transportation

TONG Rui-yonga, MAO Bao-hua*a,b, DU Penga,b, WEI Run-bina, HUANG Jun-shenga   

  1. a. School of Traffic and Transportation, b. Key Laboratory of Transport Industry of Big Data Application Technologies for Comprehensive Transport, Beijing Jiaotong University, Beijing 100044, China
  • Received:2022-08-08 Revised:2022-09-20 Accepted:2022-09-21 Online:2023-04-25 Published:2023-04-19
  • Supported by:
    National Natural Science Foundation of China(71971021)

PDF

摘要： 重载铁路运输是一种针对单一货物、单方向上的高效运输模式，往往面临着回程运力浪费的问题。为有效提高重载铁路回程方向的铁路分担率，提升铁路部门收益和降低对环境的影响，本文构建上层以铁路部门收益最大、运输线路上CO2减排率最高为目标，下层以托运人广义费用最低为目标的多目标双层规划模型，结合某企业自有重载铁路的案例，采用带精英策略的非支配排序遗传算法(NSGA-Ⅱ)求解得到运输组织与定价优化方案，进而研究政府补贴、碳税的设置对求解结果的影响。研究发现：算法可求得多组帕累托前沿解，提供多个优化方案供铁路、政府部门选择，铁路部门的收益值与重载铁路回程运输线路上的碳减排率呈显著的负相关；当公路运价为0.500元·吨公里-1时，铁路部门获得最大收益所对应的运价为0.285元·吨公里-1，此时相较于纯公路运输的情景，碳减排率提升 40.62%；政府给予铁路部门的补贴额由0元·吨公里-1提高至 0.10元·吨公里-1，铁路部门最大收益值提升 51.65%，最大值对应的运价由 0.285元·吨公里-1降至 0.225 元·吨公里-1，碳减排率由 40.62%提升至 49.11%；碳税从 0.0004 元·gCO2-1提升至0.0012元·gCO2-1，碳减排率增长0.26%，铁路部门的收益增加9.06%。合理的运价、政府补贴、碳税方案可有效提升重载铁路回程运输的收益及碳减排率。

关键词: 铁路运输, 定价, NSGA-Ⅱ, 重载铁路回程运输, 运输组织, 双层规划

Abstract: Heavy-haul railway is an efficient method for single cargo one-direction transportation but there is a waste of capacity in backhaul. This paper proposes a bi-level multi-objective model to improve the railway sharing rate, increase revenues of railway sector, and reduce the environmental impact. The upper layer of the model aims to maximize railway sector's revenues and the carbon dioxide emission reduction rate. The lower layer minimizes shippers' generalized cost. Taking the heavy-haul railway from one company as an example, the study uses non-dominated sorting genetic algorithm with elite strategy (NSGA-Ⅱ) to solve the model and obtain the optimized plans for operation planning and pricing. Besides, the influences of government subsidies and carbon tax are also considered for the optimization. The results show that the algorithm obtains multiple sets of Pareto frontiers, and provides multiple optimization plans for decision makers. The revenues of railway sector are significantly negatively correlated with the carbon emission reduction rate on the routes of backhaul for heavy-haul railways. When road freight rate is 0.500 yuan per ton-kilometer, heavy-haul railway freight rate corresponding to maximum revenues is 0.285 yuan per ton-kilometer. Compared with scenario of roadway transportation, carbon emission reduction rate is increased by 40.62%. Moreover, when the value of government subsidies for railway sector is increased from 0 to 0.10 yuan per ton-kilometer, the maximum revenues of railway sector increase by 51.65%, and freight rates corresponding to the maximum revenues drops from 0.285 yuan per ton-kilometer to 0.225 yuan per ton-kilometer. In addition, carbon emission reduction rate increases from 40.62% to 49.11%. At last, when carbon tax increases from 0.0004 yuan per gram carbon emission to 0.0012 yuan per gram carbon emission, the carbon emission reduction rate increases by 0.26%, and the revenues of railway sector increases by 9.06% . Reasonable pricing plan, government subsidies and carbon tax schemes can effectively improve revenues and carbon emission reduction rates for heavy-haul railway backhaul transportation.

Key words: railway transportation, pricing method, Non-dominated Sorting Genetic Algorithm II (NSGA-II), backhaul for heavy-haul railway transportation, transportation organization, bi-level programming

中图分类号: