Operation optimization of container train liner based on railway freight capacity

LIAN Feng; DU Yi-ying; YANG Zhong-zhen

doi:10.19818/j.cnki.1671-1637.2022.02.022

Volume 22 Issue 2

Apr. 2022

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LIAN Feng, DU Yi-ying, YANG Zhong-zhen. Operation optimization of container train liner based on railway freight capacity[J]. Journal of Traffic and Transportation Engineering, 2022, 22(2): 277-286. doi: 10.19818/j.cnki.1671-1637.2022.02.022

Citation:

LIAN Feng, DU Yi-ying, YANG Zhong-zhen. Operation optimization of container train liner based on railway freight capacity[J]. Journal of Traffic and Transportation Engineering, 2022, 22(2): 277-286. doi: 10.19818/j.cnki.1671-1637.2022.02.022

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Operation optimization of container train liner based on railway freight capacity

doi: 10.19818/j.cnki.1671-1637.2022.02.022

Collage of Maritime and Transportation, Ningbo University, Ningbo 315211, Zhejiang, China

Funds:

National Natural Science Foundation of China 72072097

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Author Bio:
LIAN Feng(1965-), female, professor, PhD, lianfeng@nbu.edu.cn

YANG Zhong-zhen(1964-), male, professor, PhD, yangzhongzhen@nbu.edu.cn
Received Date: 2021-11-03
Publish Date: 2022-04-25

Abstract

Abstract

The OD passenger flows between railway stations were estimated by the big data mining method, and the choice preferences of railway passengers for high-speed and non-high-speed railways were analyzed by investigation, and thus the supply-demand relationship and equilibirum of passenger transportation on non-high-speed railways after the opening of high-speed railways were determined. The passenger flows of non-high-speed railways were converted into the corresponding number of passenger trains, and the carrying capacity of non-high-speed railways occupied by passenger transportation was estimated. The total carrying capacity of non-high-speed railway links was measured, the remaining freight capacity of non-high-speed railway links was calculated based on the deduction coefficient method, and the alternatives of railway container liner terminals were given based on the container's arrival volumes. The train departure frequency of the alternatives was taken as a discrete endogenous variable, the optimization model of terminal locations and the departure frequency was built based on the trunk highway network and non-high-speed railway network in the reality, and the economic and technical indexes of container railway service network were determined by solving the model. The Shanghai Port, Ningbo Port, and their hinterlands were taken as examples to carry out a numerical analysis. Calculation results show that in terms of the non-high-speed railway links within the hinterlands of the two ports, the minimum average daily carrying capacity is 79 trains while the maximum is 137 trains. Based on the remaining freight capacity of non-high-speed railway links, the calculation result shows that the minimum average daily departure frequency of container trains of liner terminals is 6 trains while the maximum is 19 trains. From the calculated flows of the non-high-speed railway links, the average daily containers transported by the railway to Shanghai Port and Ningbo Port are 13 677 and 12 094 TEUs, respectively, accounting for 25% and 33% of their total daily arrivals, respectively, which is a significant increase compared with the current 5%-7%. 9 tabs, 2 figs, 27 refs.
- railway transportation,
- freight capacity,
- container transportation,
- network optimization,
- user equilibrium,
- frequency of dispatching

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References(27)

References

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Operation optimization of container train liner based on railway freight capacity

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