Search Results (3)

The mileage of China’s high-speed railways is increasing, and trains running only during the day cannot satisfy the need. In the existing train organization and maintenance modes, overnight trains and maintenance constructions strongly interact with each other and are difficult to coordinate. Although some overnight trains run on a high-speed railway (HSR), currently, they are all sunset-departure and sunrise-arrival trains, and none of them depart in the night by passenger’s habits. Only a one-way line is occupied by night, except rendezvous; the opposite direction line resources are idled. According to this feature, a double-track one-direction mode on the HSR was proposed based on the reverse running ability of the train control system to coordinate the train operation and maintenance. A mathematical model was established, and a heuristic algorithm based on simulated annealing was designed. The validity of the model was verified on the section from Xuzhoudong to Xi’anbei of Xuzhou-Lanzhou HSR, as an example. The results showed that 10 pairs of overnight sleeper trains and some freight trains can run, and the maintenance disruption is not less than 180 min. The proposed method can provide a new method to coordinate the overnight operation and maintenance of the HSR and increase the capacity of HSRs. Full article

Based on the associated network of passenger and freight transport in the New Western Land-Sea Corridor, the structure and characteristics of passenger and freight transport network in different years are analyzed using passenger volume and freight volume, and the resilience of the network is analyzed using the disturbance model. Finally, the coordinated development of passenger transport and logistics is discussed by applying a coupling coordination model. The results show that, from 2000 to 2018, the New Western Land-Sea Corridor has realized the evolution of the spatial pattern of passenger transport network from “two center and numerous branches” to “three centers and three auxiliaries”. Moreover, the evolution of the spatial pattern of the freight transport network changed from “two centers and one auxiliary” to “one center and multiple auxiliaries”. In terms of network tenacity, the disturbance strategy based on node degree value has the strongest damage to the performance of passenger and freight transport networks. The coupling coordination value is gradually rising from a low level and finally develops to an ordered trend. Therefore, it is proposed that passenger transport development could be supported from the “growth pole” and “zone” development modes, while the logistics development would adopt the “axis” development pattern and focus on the protection of the vital city nodes in the corresponding network. In this way, it can realize the effective connection of multiple paths, improve the tenacity of network and boost hub economy, consummate the regional coordination mechanism, and finally promote the advancement of the New Western Land-Sea Corridor. Full article

Studying the coordination of varied freight modes from the perspective of geographic regions is conducive to understanding the regional differences, and this can provide effective countermeasures and suggestions for the sustainable and coordinated development of freight transport. To reflect on the effects of regional differences in the coordination of freight modes, we divided China into four regions: The East, Central, West, and Northeast. We examined freight mode coordination in terms of region and analysed the coordination of freight modes from three aspects: one within a single freight mode system, between varied freight modes, and among freight modes and the economy in different regions. We selected 19 freight indexes based on China’s freight data from 2008 to 2017, and determined the relationship between the freight index and economic index gross domestic product (GDP) growth rate by means of stability, co-integration, and the Granger causality test. The coordination models within a single freight mode and among varied freight modes were established, and we conducted spatial autocorrelation between the freight mode and the economy. The results demonstrated that in the four regions of China, the single-freight mode had coordination of over 0.80; the coordination between waterway and aviation freight transport was over 0.83; and the coordination of varied freight modes in the Eastern region exceeded 0.78, with good overall coordination. Among the four regions, the spatial correlation between the Eastern and Western regions was not significant, while the correlation between the Central and Northeast regions was significant. The model and analysis methods established in this study were feasible and effective. In view of the universality of the model, it can be easily applied and generalized in or out of China. Full article