一种基于联运产品服务效率的运输收益清算方法
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摘要
既有多式联运收益清算一般按照各方式运输距离及费率确定,未充分考虑运输时间效率和外部性(如碳排放)对于联运服务竞争力的影响,导致收益清算与联运服务竞争力的分离,限制了联运服务的发展.本文据此提出了基于各方式运输时间效率及碳排放的收益清算方法,该方法考虑了各方式运输时间及运输时间比例的变化,并通过权重系数来满足不同联运环境下收益清算的需要."渝新欧"多式联运的实例结果表明,本文方法可提高运输效率较高、绿色低碳方式的收益占比,如当公路时间不变,铁路运输时间由目前的14.9 d缩短至9.0 d时,其收益由95.0%提升至98.9%.运输时间及其比例的权重系数案例显示,其他条件一定时,不同的权重系数下铁路的收益占比相差约3%,因此需根据实际联运环境确定合理的权重系数.
The profit allocation of multimodal transportation is generally determined according to transportation distance and rate of each mode. However, the impact of transportation time efficiency and externality(such as carbon emission) on the competitiveness of multimodal services is not fully considered. As a result, the profit allocation and service competitiveness are separating, and then limiting the development of multimodal services.Therefore, this paper proposed a profit allocation model based on transportation time efficiency and carbon emission, which considered the effect of transportation time and its ratio on profit allocation simultaneously.Weight coefficient was adopted to meet the needs of profit allocation in different situations. The case study of Yuxinou multimodal transportation shows that the proposed method improves the proportion of profit with high transportation efficiency and green low-carbon mode. For example, when road transportation time remains unchanged and railway transportation time shortens from the current 14.9 days to 9.0 days, the proportion of railway profit increases from 95.0% to 98.9%. The transportation time and its weighting coefficient of proportion shows that when other conditions remain unchanged, the profit ratio of railway differs about 3% under different weight coefficients. Therefore, a reasonable weighting coefficient should be determined according to the actual multimodal situation.
The profit allocation of multimodal transportation is generally determined according to transportation distance and rate of each mode. However, the impact of transportation time efficiency and externality(such as carbon emission) on the competitiveness of multimodal services is not fully considered. As a result, the profit allocation and service competitiveness are separating, and then limiting the development of multimodal services.Therefore, this paper proposed a profit allocation model based on transportation time efficiency and carbon emission, which considered the effect of transportation time and its ratio on profit allocation simultaneously.Weight coefficient was adopted to meet the needs of profit allocation in different situations. The case study of Yuxinou multimodal transportation shows that the proposed method improves the proportion of profit with high transportation efficiency and green low-carbon mode. For example, when road transportation time remains unchanged and railway transportation time shortens from the current 14.9 days to 9.0 days, the proportion of railway profit increases from 95.0% to 98.9%. The transportation time and its weighting coefficient of proportion shows that when other conditions remain unchanged, the profit ratio of railway differs about 3% under different weight coefficients. Therefore, a reasonable weighting coefficient should be determined according to the actual multimodal situation.
引文
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[7]许奇,何天健,毛保华.我国铁路集装箱多式联运现状与发展[J].交通运输系统工程与信息, 2018, 18(6):194-200.[XU Q, HO T K, MAO B H. The development and current status of railway container intermodal transport in China[J]. Journal of Transportation Systems Engineering and Information Technology, 2018, 18(6):194-200.]
[8]张德超.基于Shapley值的多式联运收益分配研究[J].交通科技与经济, 2015, 17(6):35-40.[ZHANG D C.The benefit assignment mechanism research on multimodal transport based on Shapley value[J].Technology&Economy in Areas of Communications,2015, 17(6):35-40.]
[9] LIN B, LIU C, WANG H, et al. Modeling the railway network design problem:A novel approach to considering carbon emissions reduction[J].Transportation Research Part D:Transport and Environment, 2017(56):95-109.
[10] NORDHAUS WILLIAM D. Revisiting the social cost of carbon[J]. Proceedings of the National Academy of Sciences, 2017, 114(7):1518-1523.
[2]宋炳良.国际集装箱多式联运与东部港口竞争力分析[J].中国航海, 2003(3):63-66.[SONG B L. Analysis of international multi-modal transportation and eastern coastal ports competitiveness[J]. Navigation of China,2003(3):63-66.]
[3]唐继孟.我国集装箱公铁联运争力分析及其提升策略研究[D].北京:北京交通大学, 2018.[TANG J M.Competitiveness of rail-road intermodal transport and its improving strategies in China[D]. Beijing:Beijing Jiaotong University, 2018.]
[4]汪原也,郭杨,吴国强.基于时间成本分析多式联运在中美洲航线的优势[J].水运管理, 2014, 36(11):16-19.[WANG Y Y, GUO Y, WU G Q. Analysis of the advantage of multi-modal transportation in central America service based on transport time cost[J].Shipping Management, 2014, 36(11):16-19.]
[5] JANIC M. An assessment of the performance of the European long intermodal freight trains(LIFTS)[J].Transportation Research Part A:Policy and Practice,2008, 42(10):1326-1339.
[6] FAHIMNIA B, REISI M, PAKSOY T, et al. The implications of carbon pricing in Australia:An industrial logistics planning case study[J].Transportation Research Part D:Transport and Environment, 2013(18):78-85.
[7]许奇,何天健,毛保华.我国铁路集装箱多式联运现状与发展[J].交通运输系统工程与信息, 2018, 18(6):194-200.[XU Q, HO T K, MAO B H. The development and current status of railway container intermodal transport in China[J]. Journal of Transportation Systems Engineering and Information Technology, 2018, 18(6):194-200.]
[8]张德超.基于Shapley值的多式联运收益分配研究[J].交通科技与经济, 2015, 17(6):35-40.[ZHANG D C.The benefit assignment mechanism research on multimodal transport based on Shapley value[J].Technology&Economy in Areas of Communications,2015, 17(6):35-40.]
[9] LIN B, LIU C, WANG H, et al. Modeling the railway network design problem:A novel approach to considering carbon emissions reduction[J].Transportation Research Part D:Transport and Environment, 2017(56):95-109.
[10] NORDHAUS WILLIAM D. Revisiting the social cost of carbon[J]. Proceedings of the National Academy of Sciences, 2017, 114(7):1518-1523.