徐行方

(同濟(jì)大學(xué)交通運(yùn)輸工程學(xué)院教授，博士生導(dǎo)師)

近年來，我國快遞年業(yè)務(wù)量已逾千億件，居世界第二，且以20%～30%的年增率增長；我國高鐵線網(wǎng)已覆蓋了超過90%的50萬以上人口的城市，而高鐵承擔(dān)的快遞運(yùn)輸比例卻很低。由于客流在時(shí)間(從小時(shí)到季節(jié)不同時(shí)間維度)、空間(從區(qū)段、線路到地區(qū)不同空間維度)上的波動，導(dǎo)致高鐵線路時(shí)空運(yùn)能利用不均衡，部分運(yùn)能得不到充分利用，而時(shí)效性相對寬松的物流運(yùn)輸可以填補(bǔ)高鐵運(yùn)能利用的不足。

高鐵快遞物流利用已有高鐵線網(wǎng)資源，以高鐵客運(yùn)能力余量為基礎(chǔ)，采用一定的運(yùn)輸組織模式，從而發(fā)揮高鐵快捷、準(zhǔn)時(shí)、低碳的特性，為社會提供高質(zhì)量快遞服務(wù)?？梢娺\(yùn)輸組織模式是高鐵物流實(shí)施的關(guān)鍵要素之一，高鐵物流運(yùn)輸可分為“專列貨運(yùn)”和“非專列貨運(yùn)”兩大類，并細(xì)分為四種模式。以下對這四種模式及其可行性作一簡要分析。

“專列貨運(yùn)”是指開行專門的快遞列車，高鐵運(yùn)輸呈現(xiàn)“客貨混跑”模式。按照快遞列車開行時(shí)段的不同，可分為非客運(yùn)時(shí)段開行(模式一)和客運(yùn)非高峰時(shí)段開行(模式二)兩種運(yùn)輸組織模式。

模式一：非客運(yùn)時(shí)段開行。該模式是利用非客運(yùn)時(shí)段(通常為00:00～06:00)的非“天窗”時(shí)間集中開行快遞專列。所謂“天窗”，是綜合維修作業(yè)時(shí)間的形象化表述。這種模式是現(xiàn)有高鐵“確認(rèn)車”的拓展。所謂“確認(rèn)車”，就是利用“天窗”后早上開行的首趟“探路車”，它用于線路安全檢查，雖不載客但可以運(yùn)輸貨物。其優(yōu)勢在于有獨(dú)立的運(yùn)行時(shí)段，不受旅客列車運(yùn)行影響，停站裝卸作業(yè)時(shí)間較充分，對客運(yùn)作業(yè)干擾較小。缺點(diǎn)是夜間運(yùn)輸意味著高鐵快遞只能做到隔天送達(dá)，而且與“天窗”時(shí)段有較大沖突，可供開行的時(shí)間范圍較小(約2 h左右)。該模式的關(guān)鍵在于協(xié)調(diào)好快遞專列運(yùn)行與綜合維修天窗的關(guān)系，其難點(diǎn)是高鐵網(wǎng)絡(luò)維修天窗方案的優(yōu)化設(shè)置。

模式二：客運(yùn)非高峰時(shí)段開行。該模式是利用非高峰時(shí)段高鐵線路富余能力，開行一定數(shù)量的快遞專列。其優(yōu)勢在于可供專列開行時(shí)間范圍較廣，物流輸送能力有較大彈性。由于客貨混跑時(shí)段總列數(shù)的上升，將對旅客列車正常運(yùn)行產(chǎn)生一定干擾，增加了列車調(diào)度指揮的復(fù)雜性及難度。此模式下，車站除了需增設(shè)相應(yīng)的貨運(yùn)設(shè)施設(shè)備、部分車站增設(shè)越行線外，由于快遞專列與旅客列車同時(shí)段混跑運(yùn)營，需加強(qiáng)車站客貨運(yùn)流線組織，使客流區(qū)與物流區(qū)保持必要的安全距離。該模式的關(guān)鍵在于協(xié)調(diào)好混跑時(shí)段客貨列車的數(shù)量比例關(guān)系，減少車站裝卸作業(yè)對旅客列車正點(diǎn)運(yùn)行的影響。

“非專列貨運(yùn)”即不組織快遞專列，依賴于現(xiàn)有旅客列車完成快遞運(yùn)輸。根據(jù)貨物裝載車廂位置的不同，可分為“客車帶貨”(模式三)和“客貨混編”(模式四)兩種。

模式三：客車帶貨。該模式是在客車車廂內(nèi)設(shè)置少量專用物流空間，在客運(yùn)非高峰時(shí)段利用圖定旅客列車捎帶貨物，由于儲物空間有限，僅適用于少量零散輕小型快遞。其優(yōu)勢在于不必改變列車時(shí)刻表和高鐵行車組織，在不增加停站作業(yè)時(shí)間情況下，線路通過能力不受影響。為減少對客車定員的影響，物流空間不宜過大，因而對快遞物品的品類、體積、質(zhì)量有較大限制，物流運(yùn)能較小，無法滿足規(guī)模化高鐵物流需求。此外，客貨流線存在一定的交叉，需同時(shí)兼顧客貨運(yùn)輸?shù)陌踩?。此模式的關(guān)鍵是對現(xiàn)有客車進(jìn)行改造，合理確定快遞空間大小，并將其設(shè)置為活動空間，以便在客運(yùn)高峰期可恢復(fù)客運(yùn)功能。此外，要求較高的裝卸作業(yè)效率，以不增加停站作業(yè)時(shí)間。

模式四：客貨混編。該模式類似于傳統(tǒng)旅客列車編掛的行李車，物流空間以車廂為單位，在列車編組輛數(shù)一定的情況下，根據(jù)客貨運(yùn)量比例，調(diào)整列車端部1～2輛為快遞專用車。該模式優(yōu)勢在于不影響原列車運(yùn)行計(jì)劃，物流輸送能力大于模式三。除了始發(fā)終到站之間的點(diǎn)到點(diǎn)快遞物流外，沿途物流以裝卸作業(yè)不增加停站時(shí)間為限制條件，要求裝卸作業(yè)簡單、快捷，并使客貨運(yùn)流線分開，對站臺重新劃分客流區(qū)和物流區(qū)，兩區(qū)保持必要的安全距離。該模式除了需要平衡客運(yùn)運(yùn)能與物流效益的關(guān)系外，還須解決兩個(gè)問題：一是為了減少對車站客運(yùn)組織的影響，車站需改擴(kuò)建物流作業(yè)區(qū)域，劃出物流作業(yè)區(qū)供快遞物件的裝卸與堆放，避免客貨流線沖突；二是為了減少對線路通過能力的影響，應(yīng)開發(fā)快速裝卸作業(yè)的相關(guān)設(shè)備，從而縮短裝卸時(shí)間。

以上四種高鐵物流模式在技術(shù)上都具有可行性，可結(jié)合不同地區(qū)、不同線路、不同物流特征，從輸送能力、運(yùn)輸組織、運(yùn)營效益以及對客運(yùn)影響等方面進(jìn)行綜合評價(jià)，選擇合適的運(yùn)輸組織模式。

Commentary

High-speedRailwayLogisticsModeandFeasibility

XUXingfang

(Professor, PhD.Tutor at Institute of Rail Transit, Tongji University)

The yearly volume of delivery in China has exceeded 100 billion particles in recent years, ranking second place worldwide, rising by 20%～30% per year.High-speed line network in China has covered over 90% of the cities with population above 500 000, while high-speed railway is sharing low percentage of the deliveries.Since passenger flow fluctuates in time(temporal dimensions from hour to season)and space(spatial dimensions of section, route, and region), the spatial-temporal capacity of high-speed railway is not exerted to full extent, and logistics can make use of the deficient part because of its flexible timeliness.

High-speed railway logistics makes use of the existing high-speed line network, taking the margin of passenger transport capacity for basis, adopting certain organization mode for transportation, so as to prompt the benefits of speedy, timely and low-carbon of high-speed railway, providing premium delivery service for the society.Evidently, transportation organization mode is one of the key factors to enabling high-speed railway delivery business.High-speed railway logistics can be classified into two general types of ′specialized cargo freight′ and ′non-specialized cargo freight′, and four modes in detail.The four modes and their feasibility are analyzed respectively.

Mode 1: Operating outside passenger transport hours.This mode uses non ′skylight′ time of the non-passenger transport hours(usually at 00:00～06:00)for continuously operating delivery specialized trains.As for ′skylight′ time, it is a metaphorical expression for the comprehensive maintenance hours.This mode is an extension of the high-speed railway ′confirmation train′.As for ′confirmation train′, it is the first ′patrolling train′ after ′skylight′ time in the morning.It operates for route safety check and is available for cargo.The advantage is that the operating hour is independent from passenger train hours.There′s enough time to load and unload, less disturbance to passenger transport operation.The disadvantage is that high-speed train can only deliver in 3 days and the overlapping with the ′skylight′ period makes the applicable time range too small(about 2 hrs).The key to this mode is to coordinate well between delivery specialized train and skylight for comprehensive maintenance.The difficulty is in optimizing skylight scheme for high-speed railway network maintenance.

Mode 2: Operating during passenger transport non-peak hours.This mode schedules certain number of delivery specialized trains during non-peak hours, making use of the margin capacity of high-speed railway.The advantage is wide time range, giving flexibility to the logistics organization and capacity.With the increase of total train numbers during the passenger-cargo mix operating hours, normal operation of passenger trains will be interfered, adding up the complexity and difficulty of train coordination and command.Under this mode, other than adding corresponding cargo freight equipment and overtaking lines at some stations, train operation organization for mix operation of delivery and passenger at each station needs to be reinforced as well so that safe distance is kept between passenger area and logistics area.The key to this mode is to balance the ratio of cargo and passenger trains during mix operation, minimizing impact of loading and unloading work on the timetable of passenger trains.

′Non-specialized cargo freight′ is to not involve delivery specialized train, and to utilize currently available passenger trains for delivery transport.According to the location of cargo compartment on the train, there can be ′passenger train delivery′(mode 3)and ′mix formation of passenger and cargo transportation′(mode 4).

Mode 3: Passenger train delivery.This mode is to spare a limited amount of space in passenger compartment for delivery, and the scheduled passenger trains transport cargo during non-peak hours.The limited storage space only allows small amount of individual pieces.The advantage is to maintain the current timetable and the train organization of the high-speed railway, while not interfering with station stopping time and line passing capacity.To minimize the impact on fixed number of passenger train, the logistics area shouldn′t be too spatial, and there are limitations to parcel category, volume, mass, and logistics capacity.All of these prevent the scaling up of high-speed railway logistics.In addition, there are certain crossovers of passenger and cargo flow lines, requiring consideration of safety of passenger and cargo freight simultaneously.The key to this mode is to upgrade the current passenger trains, rationally defining delivery area size to be a flexible space, so that it is available for passengers during peak hours as well.Besides, high efficiency of loading and unloading operation is required, so that there′s no extra station stop time.

Mode 4: Mix formation of passenger and cargo transportation.This mode is similar to the conventional luggage compartment connected to passenger train.The logistics space is counting compartment as per unit.When the number of trains in a formation is fixed, according to the ratio of passenger-cargo capacity, 1-2 compartments at the train end can be modified for delivery.The advantage is that the original train timetable is not disturbed while the logistics delivery capacity is larger than that of mode 3.Other than the point-to-point delivery between terminals, under the premises of taking no extra station stop time, logistics along the way requires simple and fast loading and unloading operation, separating passenger and cargo flow lines, as well as passenger and cargo areas on station platform, between which safe distance must be kept.Besides that this mode requires balance between passenger transport capacity and logistics efficacy, two other problems must be confronted as well: firstly, to reduce impact on station passenger transport organization, station must reconstruct and extend a logistics operation area, isolated for delivery loading and storage, avoiding conflict between passenger and cargo flow lines; secondly, to reduce impact on line passing capacity, equipment relevant to efficient loading and unloading work should be developed to guarantee time management.

All of the above four high-speed railway logistics modes are feasible from technical perspective.Considering the characteristics of different regions, routes and logistics, comprehensive evaluation can be carried out from aspects including transporting capacity, transport organization, operation efficacy and influence on passenger transport, so that appropriate transport organization mode is chosen.

TranslatedbyZHANGLiman