Optimization of end line network with door to door operation mode of highway passenger transport
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摘要: 为解决高铁时代公路客运难的问题, 提出门到门的公路客运运营模式, 并构建了双层规划模型, 上层模型以公路客运服务商的日运营总利润最大为目标, 优化门到门模式下公路客运的末端线网, 下层模型计算均衡状态下交通网络上的客流量, 最后基于大连至沈阳运输区段的实际数据进行了案例分析。计算结果表明: 公路客运的日运营总利润随末端线路数的增加先升后降, 运营4条末端线路、日发车25班最佳; 高铁开通后原有运营模式下公路客运服务商的日运营总利润为7 270元, 票价为99元, 日均客流量为130人次; 门到门运营模式下公路客运服务商的日运营总利润为37 755元, 票价区间为[88, 105]元, 日均客流量将达到778人次。可见, 公路客运门到门运营模式可以有效提高公路客运的市场份额和运营利润, 在保证公路客运服务商利润的前提下, 大幅度提高整体客运服务水平。Abstract: In order to solve the problem of operation dilemma for highway passenger transport in high-speed railway era, the door to door operation mode of highway passenger transport was proposed, and a bi-level programming model was built.The maximum total daily operating profit of highway passenger transport provider was taken as the object to optimize the end line network of highway passenger transport with the door to door mode in the upper model.The lower model calculated the passenger flow of transport network at equilibrium state.Case analysis was carried out based on real data from Dalian to Shenyang transport section.Calculation result shows that the total daily operating profit of highway passenger transport increases firstly and then decreases with the increase of end line number.Operating 4 lines and dispatching 25 coaches daily are best.The total daily operating profit of highway passenger transport provider with original operation mode after the opening of high-speed railway is 7 270 yuan with 99 yuan for ticket price and 130 person-time for average daily passenger flow.The total daily operating profit of highway passenger transport provider with door to door operation mode is 37 755 yuan with [88, 105]yuan for ticket price region and 778 person-time for average daily passenger flow.The door to door operation mode of highway passenger transport can effectively improve the market share and operating profit of highway passenger transport.With the profit of highway passenger transport provider guaranteed, this mode can significantly improve overall service level of passenger transport.
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图 3 公路客运末端线网的走行方向和站点设置
Figure 3. Travel directions and site setting of end line network for highway passenger transport
图 5 公路客运末端线网的优化方案
Figure 5. Optimized schemes of end line network for highway passenger transport
图 6 不同F值下的线网日运营总利润
Figure 6. Total daily operating profits of line networks with different F values
表 2 公路客运末端线网的优化结果
Table 2. Optimized result of end line network for highway passenger transport
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表 4 大连某公路客运公司三种运营情况下各项指标的变化
Table 4. Index variations of one highway passenger transport company in Dalian under three operation situations
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