铁道运输外文翻译--基于多目标规划的铁路枢纽客运站布局优化研究
铁路运输常用英语词汇
铁路运输railway transportation；railway traffic铁路运输管理railway transport administration铁路运营railway operation铁路运输组织railway traffic organization铁路运输质量管理quality control of railway transportation 铁路旅客运输规程regulations for railway passenger traffic 铁路货物运输规程regulations for railway freight traffic铁路重载运输railway heavy haul traffic铁路高速运输railway high speed traffic铁路保险运输insured rail traffic铁路保价运输value insured rail traffic铁路军事运输railway military service铁路旅客运输railway passenger traffic铁路客运组织railway passenger traffic organization行李luggage；baggage包裹parcel广厅public hall；concourse行李房luggage office；baggage office售票处booking office；ticket；office候车室waiting room；waiting hall高架火车厅overhead waiting hall问讯处information office；inquiry office客流passenger flow直通客流through passenger flow管内客流local passenger flow市郊客流suburban passenger flow客流量passenger flow volume客流调查passenger flow investigation客流图passenger flow diagram旅客发送人数number of passenger despatched；number of passengers originated 旅客到达人数number of passengers arrived旅客运送人数number of passengers transported旅客最高聚集人数maximum number of passengers in peak hours车票ticket客票passenger ticket加快票fast extra ticket特快加快票express extra ticket卧铺票berth ticket站台票platform ticket减价票reduced-fare ticket学生票student ticket小孩票child ticket残废军人票disabled army man ticket国际联运旅客车票passenger ticket for international through traffic册页客票；联票coupon ticket代用票substituting ticket定期票periodical ticlet公用乘车证service pass行李票luggage ticket；baggage ticket车票有效期ticket availability行李包裹托运consigning of luggages and parcels行李包裹承运acceptance of luggages and parcels行李包裹交付dilivery of luggages and parcels旅客换乘passenger transference变更径路route diversion错乘takeng wrong train漏乘missing a train越站乘车overtaking the station旅客列车乘务组passenger train crew旅客列车乘务制度crew working system of passenger train旅客列车轮乘制crew poolng system of passenger train旅客列车包乘制assigning crew system of passsenger train旅客列车包车制responsibility crew system of passenger train列车员train attendant列车长train conductor乘警train police客运密度passenger traffic density旅客列车直达速度through speed of passenger train旅客列车车底周转时间turnround time of passenger train set列车车底需要数number of passenger train set required客车平均日车公里average car-kilometers per car-day列车平均载客人数average number of passengers carried per train列车客座利用率percentage of passenger seats utilization per train客车客座利用率percentage of passenger seats utilization per car铁路货物运输railway freight traffic铁路货运组织railway freight traffic organization综合性货运站general freight station；general goods station专业性货运站specialized freight station零担货物中转站less-than-carload freight transhipment station；part-load transhipmint station 营业站operating station非营业站non-operating station货场freight yard；goods yard尽头式货场stub-end type freight yard通过式货场through-type freight yard混合式货场mixed-type freight yard装卸线loading and unloading track轨道衡线weight bridge track货区freight area；goods area场库storage yard and warehouse堆货场storage yard货物站台freight platform；goods platform货棚freight shed；goods shed仓库warehouse货位freight section；goods section企业自备车private car月度货物运输计划monthly freight traffic plan旬间装车计划ten day car loading plan要车计划表car planned requisition list日要车计划表daily car requisition plan货物品类goods category计划内运输planned freight traffic计划外运输out-of-plan freight traffic；unplanned freight traffic 直达运输through traffic成组装车car loading by groups合理运输rational traffic对流运输cross-haul traffic过远运输excessively long-distance traffic重复运输repeated traffic迂回运输round about traffic；circuitous traffic无效运输ineffective traffic整车货物car load freight零担货物less-than-carload freight大宗货物mass freight散装货物bulk freight堆装货物stack-loading freight成件包装货物packed freight鲜活货物fresh and live freight罐装货物tank car freight易燃货物inflammable freight易冻货物freezable freight轻浮货物light and bulk freight重质货物heavy freight整车分卸car load freight unloaded at two or more stations一批货物consignment货物运到期限freight transit period货物运单consignment note货票way bill；freight invoice货车装载清单car loading list货物托运consigning of freight货物承运acceptance of freight货物交付dilivery of freight货主owner of freight；consignor；consignee货物发送作业freight operation at originated station货物到达作业freight operation at destination station货物途中作业freight operation en route货物标记freight label运输条件traffic condition运输限制traffic limitation；traffic restriction货车施封car seal货物换装整理transhipment and rearrangement of goods货物运输变更traffic diversion货源freight traffic source货流freight flow货流量freight flow volume货流图freight flow diagram货物发送吨数tonnage of freight despatched货物到达吨数tonnage of freight arrived货物运送吨数tonnage of freight tranaported计费吨公里tonne-kilometers charged运营吨公里tonne-kilometers operated货运密度density of freight traffic货车标记载重量marked loading capacity of car货车静载重static load of car货车动载重dynamic load of car货车载重量利用率coefficient of utilization for car loading capacity 货车日产量serviceable work-done per day超限货物out-of-gauge freight超限货物等级classification of out-of-gauge freight超限货物检查架examining rack for out-of-gauge freight阔大货物exceptional dimension freight超常货物exceptional length freight货物转向架freight turning rack货物转向架支距distance between centers of freight turning rack 跨装straddle车钩缓冲停止器device for stopping buffer action游车idle car货物重心的横向位移lateral shift for center of gravity of goods货物重心的纵向位移longitudinal shift for center of gravity of goods 集重货物concentrated weight goods重车重心center of gravity for car loaded重车重心高center height of gravity for car loaded危险货物dangerous freight；dangerous goods易腐货物perishable freight冻结货物frozen freight冷却货物cooled freight加冰所re-icing point控温运输transport under controlled temperature保温运输insulated trainsport冷藏运输refrigerated transport加温运输heating transport通风运输ventilated transport容许运输期限permissive period of transport国际货物联运international through freight traffic铁路的连带责任joint responsibility of railway发送路originating railway到达路destination railway过境路transit railway国际铁路协定agreeement of frontier railway国际铁路货物联运协定agreement of international railway throangh freight traffic国际联运货物票据international through freight shipping documents国际联运货物交接单acceptance and delivery list of freight for international through traffic国际联运车辆交接单acceptance and delivery list of car for international through traffic国际联运货物换装transhipment of international through goods国际联运车辆过轨transferring of car from one railway to another for international through traffic 货物交接所freight transfer point铁路行车组织organization of train operation铁路行车组织规则rules for organization of train operation车站行车工作细则instructions for train operation at station列车train车列train set旅客列车编组passenger train formation旅客列车passenger train旅客快车fast passenger train旅客特别快车express train旅客直达特别快车through express train国际联运旅客特别快车interantional express train直通旅客列车through passenger train管内旅客列车local passenger train市郊旅客列车suburban passenger train混合列车mixed train旅游列车tourist train临时旅客列车extra passenger train；additional passenger train军用列车military train；troop train货物列车freight train；goods train始发直达列车through train originated from one loading point阶梯直达列车through train originated from several adjoining loading points空车直达列车through train with empty cars循环直达列车shuttled block train单元列车unit train组合列车combined train技术直达列车technical through train直通列车transit train区段列车district train摘挂列车pick-up and drop train区段小运转列车district transfer train枢纽小运转列车junction terminal transfer train路用列车railway service train列车重量标准railway train load norm车辆换算长度converted car length铁路站场与枢纽车站工作组织organization of station operation站界station limit车站等级class of station无调中转车transit car without resorting有调中转车transit car with resorting本站作业车local car接发列车train reception and departure行车闭塞法train block system空间间隔法space-interval method时间间隔法time-interval method书面联络法written liaison method行车凭证running token办理闭塞blocking进路route准备进路preparation of the route列车进路train route调车进路shunting route通过进路through route接车进路receiving route发车进路departure route平行进路parallel route敌对进路conflicting route]开放信号clearing signal关闭信号closing signal调车进路shunting；resorting；car classification解体调车break-up of trains编组调车make-up of trains摘挂调车detaching and attaching of cars取送调车taking-out and placing-in of cars推送调车push-pull shunting溜放调车fly-shunting；coasting；jerking驼峰调车humping有调中转车停留时间detention time of car in transit with resorting集结时间car detention time under accumulation无调中转车停留时间detention time of car in transit without resorting中转车平均停留时间average detention time of car in transit双重作业double freight operations一次货物作业平均停留时间average detention time of local car for loading or unloading 车站办理车数number of inbound and outbound car handled at station车站技术作业表station technical working diagram现在车cars on hand运用车serviceable car；car for traffic use；cars open to traffic非运用车non-serviceable car；car not for traffic use列车编组顺序表train consist list；train list列车预报train list information in advance列车确报train list information after depature车流car flow车流组织organization of car flow货物列车编组计划freight train formation plan车流径路car flow routing列车去向train destination列车编成辆数number of cars in a train列车运行时刻表timetable列车运行线train path上行方向up direction下行方向down direction列车车次train number核心车次scheduled train number机车周转图locomotive working diagram平行运行图parallel train diagram非平行运行图non-parallel train diagram单线运行图train diagram for singletrack双线运行图train diagram for doubletrack成对运行图train diagram in pairs不成对运行图train diagram not in pairs追踪运行图train diagram for automatic block signals基本运行图primary train diagram分号运行图variant train diagram车站间隔时间time interval between two adjacent train at station不同时到达间隔时间time interval between two opposing trains arriving at station not at the same time 会车间隔时间time interval for two meeting train at station同方向列车连发间隔时间time interval for two trains despatching in succession in the same direction 追踪列车间隔时间time interval between trains spaced by automatic block signals运输能力transport capacity通过能力carrying capacity输送能力traffic capacity货运波动系数fluctuating coefficient of freight traffic能力储备系数coefficient of reserved capacity区间通过能力carrying capacity of the block section运行图周期period in the train diagram通过能力限制区间restriction section of carrying capacity列车扣除系数coefficient of train removal运输工作技术计划plan of technical indices for freight traffic装车数number of car loadings卸车数number of car unloadings接运重车数number of loaded cars received交出重车数number of loaded cars delivered接入空车数number of empty cars received交出空车数number of empty cars delivered运用车工作量number of serviceable cars turnround管内工作车local cars to be unloaded移交车loaded cars to be delivered at junction stations空车走行率percentage of empty to loaded car kilometers货车周转距离average car-kilometers in one turnround货车中转距离average car-kilometers per transit operation管内装卸率local loading and unloading rate货车周转时间car turnround time运用车保有量number of serviceable cars held kept货车日车公里car kilometers per car per day列车密度train density技术速度technical speed旅行速度travelling speed；commerial speed列车出发正点率percentage of punctuality of trains despatched to total trains 列车运行正点率percentage of punctuality of trains running to total trains铁路运输调度railway train control；railway traffic dispatching调度所traffic controller’s office ；dispatcher’s office调度区段train dispatching section；train control section调度命令traffic [dispatching] order；train [dispatching] order车流调整adjustment of car flow装车调整adjustment of car loading空车调整adjustment of empty cars备用货车reserved cars运输工作日常计划day-to-day traffic working plan调度日班计划daily and shift traffic plans运行图天窗‘sky-light’ in the train diagram；‘gap’ in the train diagram车站作业计划station operating plan车站班计划station shift operating plan车站阶段计划station stage operating plan调车作业计划shunting operation plan列车运行调整train operation adjustment运转车长train guard列车等级train class反向行车train running in reverse direction列车运缓train running delay列车等线train waiting for a receiving track列车保留train stock reserved列车停运withdrawal of train列车加开running of extra train运输方案traffic program分界点train spacing point线路所block post辅助所auxiliary block post车站station会让站passing station越行站overtaking station中间站intermediate station区段站district station横列式区段站transversal type district station纵列式区段站longitudinal type district station编组站marshalling station；marshalling yard路网性编组站network marshalling station区域性编组站regional marshalling station地方性编组站local marshalling station单向横列式编组站unidirectional transversal type marshalling station 单向纵列式编组站unidirectional longitudinal type marshalling station 单向混合式编组站unidirectional combined type marshalling station 双向横列式编组站bidirectional tranxversal type marshalling station 双向纵列式编组站bidirectional longitudinal type marshalling station 双向混合式编组站bidirectional combined type marshalling station主要编组站main marshalling station辅助编组站auxiliary marshalling station自动化编组站automatic marshalling station客运站passenger station通过式客运站through-type passenger station尽头式客运站stub-end passenger station客货运站mixed passenger and freight station货运站freight station尽头式货运站stub-end freight station直通式货运站through-type freight station换装站transhipment station工业站industrial station港湾站harbour station国境站frontier station国际联运站international through traffic station联轨站junction station技术站technical station铁路枢纽railway junction terminal三角形枢纽triangle-type junction terminal十字形枢纽cross-type junction terminal顺列式枢纽longitudinal arrangement type junction terminal并列式枢纽parallel arrangement type junction terminal环形枢纽loop-type junction terminal混合形枢纽combined type junction terminal尽端式枢纽stub-end type junction terminal站线siding；station track；yard track到发线arrival and departure track到达线receiving track；arriving track出发线departure track编发线marshalling-departure track调车线shunting track；classification track牵出线switching lead；shunting neck；lead track存车线storage siding机车走行线locomotive running track机待线locomotive waiting track安全线catch siding避难线refuge siding尽头线stub-end siding专用线private siding客车洗车线washing siding for passenger vehicle联络线connecting line迂回线round about line环线loop枢纽直径线diametrical line of junction terminal段管线depot siding整备线servicing siding线路中心线central lines of track驼峰推送线pushing track of hump驼峰溜放线hump lead；rolling track of hump驼峰迂回线uound about line of hump难行线hard running track易行线easy running track线束track group线路全长total track length线路有效长effective track length坡度牵出线draw-out track at grade道岔绝缘段insulated switch section道岔配列switch layout禁溜车停留线no-humping car storage车场yard到达场receiving yard；arriving yard出发场departure yard到发场receiving-departure yard直通场through yard调车场marshalling yard；shunting yard；classification yard 辅助车场auxiliary yard箭翎线herringbone track调车设备marshalling facilities；classification facilities。
铁路多式联运的服务设计模型外文翻译
中文3211字外文翻译原文Service Design Models for Rail Intermodal Transportation Material Source: University of Quebec in Montreal Author: Teodor Gabriel Summary.Intermodal transportation forms the backbone of the world trade and exhibits significant growth resulting in modifications to the structure of maritime and land-based transportation systems,as well as in the increase of the volume and value of intermodal traffic moved by each individual mode.Railroads play an important role within the intermodal chain. Their own interests and environment-conscious public policy have railroads aiming to increase their market share.To address the challenge of efficiently competing with trucking in offering customers timely,flexible,and "low"-cost transportation services,railroads propose new types of services and enhanced performances.From an Operations Research point of view,this requires that models be revisited and appropriate methods be devised.The paper discusses some of these issues and developments focusing on tactical planning issues and identifies challenging and promising research directions.Key words: Intermodal transportation, Freight rail carriers, Tactical planning, Full-asset-utilization policies, Intermodal shuttle networks, Design-balanced service net-work design1 IntroductionIntermodal transportation forms the backbone of the world trade and exhibits significant growth. The value of multimodal shipments in the U.S., include parcel, postal service, courier, truck-and-rail, truck-and-water, and rail-and-water, increased from about 662 billion US dollars to about 1.1 trillion in a period of nine years(1993 to 2003[31]). In the same period, the total annual world container traffic grew from some 113.2 millions of TEU(20 feet equivalent container units) to almost 255 millions, reaching an estimated 304 millions of TEUs by 2005.Intermodal transportation involves, sometimes integrates, at least two modesand services of transportation to improve the efficiency of the door-to-door distribution process. The growth in intermodal traffic thus resulted in significant modification to the structure of maritime and land-based transportation systems as well as in major increase of the volumes and value of intermodal traffic moved by each individual mode. Thus,for example, in 2003, for the first time ever, intermodal freight surpassed coal as a source of revenue for major, Class I,U.S. railroads, representing 23% of the carriers' gross revenue [31]. The growth of intermodal rail traffic in the U.S., which reached 11 million trailers (26% of total) and containers (76%) in 2004,is the direct result of the rapid growth in the use of containers for international trade,imports accounting for the majority of the intermodal activity [31].Governmental policy may also contribute to re-structuring intermodal transportation and shifting parts of the land part of the journey from trucking toward rail and water (interior and coastal navigation). This is, for example, the main focus of the European Union as stated in its 2001 White Paper on transportation [20]. The reason for this is to reduce road congestion and promote environmentally friendlier modes of transportation. The instruments favored to implement such policies vary from road taxes to penalize truk-based transportation to the support of new rail services for intermodal traffic.The performance of intermodal transportation depends directly on the performance of the key individual elements of the chain, navigation companies, railroads, motor carriers, ports, etc., as well as on the quality of their interactions regarding operations, information, and decisions. The Intelligent Transportation Systems and Internet-fueled electronic business technologies provide the framework to address the latter challenges. Regarding the former, carriers and terminals, on their own or in collaboration, strive to continuously improve their performance. Railroads are no exception. Indeed, for intermodal as for general traffic, railroads face significant challenges to efficiently compete with trucking in offering customers timely, flexible, and "low"-cost, long-haul transportation services.Railroads are rising to the challenge by proposing new types of services and enhanced performances. Thus, North-American railroads have created intermodal subdivisions that operate so-called "land-bridges" providing efficient container transportation by long, double-stack train between the East and the West coasts and between these ports and the industrial core of the continent (so-called "mini" land bridges). Most North-American railroads are now enforcing some form of scheduledservice. In Europe, where congestion has long forced the scheduling of trains, the separation of the infrastructure ownership from service providing increases the competition and favors the emergence of new carriers and services. Moreover, the expansion of the Community to the east provides the opportunity to introduce new services that avoid the over-congested parts of the European network. New container and trailer-dedicated shuttle-train networks are thus being created within the European Community.The planning and management processes of these new railroad-based intermodal systems and operations are generally no different from those of "traditional" systems in terms of issues and goals, profitability, efficiency, and customer satisfaction. The "new" operating policies introduce, however, elements and requirements into the planning processes which, from an Operations Research point of view, require that models be revisited and appropriate methods be devised.This paper aims to discuss some of these issues and developments. It focuses on the tactical planning of rail intermodal services in North America and Europe and is based on a number of observations and on-going projects. Its goal is to be informative, point to challenges, and identify opportunities for research aimed at both methodological developments and actual applications.2 Intermodal and Rail-Based TransportationMany transportation systems are multimodal, their infrastructure supporting various transportation modes, such as truck, rail, air, and ocean/river navigation, carriers operating and offering transportation services on these modes. Then, broadly defined, intermodal transportation refers to the transportation of people or freight from their origin to their destination by a sequence of at least two transportation modes. Transfers from one mode to the other are performed at intermodal terminals, which may be a sea port or an in-land terminal, e.g., rail yards, river ports, airports, etc. Although both people and freight can be transported using an intermodal chain, in this paper, we focus on the latter.The fundamental idea of intermodal transportation is to consolidate loads for efficient long-haul transportation performed by large ocean vessels and, on land, mostly by rail and truck. Local pick-up and delivery is usually performed by truck. Mostly of the freight intermodal transportation is performed by using containers. Intermodal transportation is not restricted, however, to containers and intercontinental exchanges. For instance, the transportation of express and regularmail is intermodal, involving air and land long-haul transportation by rail or truck, as well as local pick up and delivery operations by truck [16]. Moving trailers on rail is also identified as intermodal. In this paper, we focus on container and trailer-based transportation by railroads.Intermodal transportation systems and railroads may be described as being based on consolidation. A consolidation transportation system is structured as a hub-and-spoke network, where shipments for a number of origin-destination point may be transferred via intermediate consolidation facilities, or hubs, such as airports, seaport container terminals, rail yards, truck break-bulk terminals, and intermodal platforms. An example of such a network with three hubs and seven regional are first moved from their origins to a hub where traffic is sorted (classified) and grouped(consolidated). The aggregated traffic is then moved in between hubs by efficient, "high" frequency and capacity, services. Loads are then transferred to their destination points from the hubs by lower frequency high, direct services may be run between a hub and a regional terminal.译文铁路多式联运的服务设计模型资料来源：蒙特利尔魁北克大学作者：特奥多尔维奥加布里埃尔综述：多式联运造就了世界贸易的主干网，加上贸易的显著增长，造成了以海上和陆上运输系统结构的改变，就如个人模式导致了联运的数量和价值的改变。
铁路相关词汇英语翻译
铁路相关词汇英语翻译elevated railway, overhead railway, aerial railway 高架铁路mine railway 矿区铁路funicular (railway) 缆索铁路, 登山铁路light railway line 轻便铁道urban railway 市区铁路railway network 铁路网railway transport 铁路运输trial run 试车open to traffic 通车porter 搬运工人ticket inspector 查票员ticket 车票single ticket, oneway ticket 单程票return ticket, roundtrip ticket 来回票platform ticket 站台票railway station 车站station hall 车站大厅information desk 服务台waiting room 候车室passenger station 客车站time-table 时刻表arrival time-table 到站时刻表departure time-table 发车时刻表ticket-collector, gateman 收票员ticket office, booking office 售票处junction 枢纽站rail and water terminal 水陆联运站platform bridge 天桥luggage barrow 推行李车enquiry office, information desk 问讯处way station 小站label 行李标签luggage office 行李房left-luggage office 行李暂存处platform-ticket 验票口barrier 栅栏门platform 站台(electric) platform truck 站台车platform tunnel 站台地道platform roofing 站台顶棚station-master 站长terminal; terminus 终点站escalator 自动扶梯the train leaves the station at..., the train is due out at... 火车在（某时）离站to have one's ticket punched （给检票员）检票10 minutes behind schedule 晚点十分钟to change trains at ... 在（某地）换车the train is due at ... 在（某时）到达to break the journey 中途下车dining car, restaurant car, diner 餐车pantry 餐车食品室open wagon, (railway) wagon, (railway) truck 敞车carriage, coach, car 车厢roof 车顶concertina walls (车厢通道两侧的）伸缩篷step; foot board (车厢门口的）踏板gangway (车厢的）通道lidded ashtray 带盖烟灰盒tank wagon 罐车mixed train 混合列车freight train, goods train 货物列车engine, locomotive 机车window seat 靠窗座位coach, passenger train 客车express train, express 快车refrigerator wagon 冷藏车car attendant; train attendant 列车员guard, conductor 列车长slow train, way train 慢车covered wagon van, box car 棚车ordinary train 普通列车sleeping carriage with cushioned berths 软卧客车up train 上行车livestock wagon 牲畜车sleeping car, sleeper 卧车down train 下行车luggage van, baggage car 行李车rack, baggage rack 行李架sleeping carriage with semicushioned berths 硬卧客车ordinary seat 硬席carriage with semicushioned seats 硬座车mail car 邮政车mail and luggage van 邮政行李车through train 直达车special train 专车pointsman, switchman 道岔工人signal for blocking the track, block signal 闭塞信号semaphore signal, home signal 臂板信号warehouse 仓库siding, sidetrack 侧线, 旁轨turnout 岔道weighing machine 秤重机derailing （火车）出轨single line (track) rail 单线points, switches 道岔switch lock, point lock 道岔锁wait sign, wait signal 等候标志（信号）marshalling yard, shunting yard 调车场dispatching 调度dispatcher 调度员crossover 渡线, 转线轨道rail 钢轨track 轨道sleeper, railroad tie 轨枕rail chair 轨座buffer stop, bumping post 缓冲桩goods shed, freight depot 货棚goods station 货运站, 货站container 集装箱locomotive (engine) shed 机车库station warning sign 进站预告标clearance 净空(signal) gantry ?(铁路上支持信号装置的）跨线桥barrier （道口）拦路木section 路段reduce speed sign(al) 慢行标志（信号）bell and whistle sign, whistle sign 鸣笛预告标platform car, flat car 平车, grade crossing, level crossing, （道路与铁路的）平面交叉track-laying machine, tracklayer 铺轨机double line (track) rail 双线volume of railway freight 铁路货运量railway connections 铁路交叉点, 铁路联络线railway warning sign 铁路警告标志railway clearance 铁路净空railroad bed 铁路路基railway curve 铁路曲线（弯道）railway tunnel 铁路隧道railway line, railroad line 铁路线stop sign(al) 停车标志（信号）danger sign(al) 危险标志（信号）unprotected crossing 无防护设备的道口signal light (lamp) 信号灯signal box, signalman's cabin 信号房signalman 信号员wing rail (of frog) 翼轨distant signal, disk signal, target 圆盘信号机back-turning section 折返段frog 辙叉, 岔心turn-table 转车台, 旋车盘point (box), switch (box) 转辙器switch signal, point indicator 转辙信号。
南宁铁路枢纽客运站布局优化研究
万人/年
2.4.2 备选车站规模 各备选站由于设备不同，办理作业主要有两
类：客运机车牵引的旅客列车和动车组列车，备选 站的办理规模如表 2 所示。
表 1 备选站主要工程投资表
亿元
备选站方案
投资金额
表 4 出行小区到备选站出行费用表
元
小区 1 小区 2 小区 3 小区 4 小区 5 小区 6
备选站 1 15 10 15 30 15 5
备选站 2 30 20 5 10 10 25
备选站 3 25 20 15 20 5 5
备选站 1 备选站 2 备选站 3
南宁铁路枢纽客运站布局优化研究 王顺利 等
铁道运输与经济
站场枢纽
J
min
f
=
X
+
Y
+(
∑
j=1
Zj
)
/T
(6)
式中：f —分散式客运站布局工程及运营等总费
用；Zj — j 站建设的工程投资费用；T —客运站平 均投资回收期，模型资金采用静态计算，铁路大型
项目投资回收期一般取10年。
2 南宁铁路枢纽客运站布局优化研究
南宁—凭祥直通越南增建二线，设计速度 200 km /h，规划从江西村方向引入南宁枢纽。 2.2 南宁铁路枢纽客运站布局模式确定
根据我国《铁路“十一五”规划》，我国将建 设南宁、兰州等 10 个区域性铁路客运中心，形成 区域性的机客车检修整备基地。
根据规划，2010年、2020年南宁市区人口将 分别达到690万人、780万人；中心城区人口2010 年控制在210万人，2020年控制在290万人。铁路 枢纽既有布局呈环状式，既有客运站 (南宁站) 由 于受到地形、地物及拆迁工作的限制，已经无 法进行大规模改扩建，客运作业集中在一个客运 站，将对城市交通产生巨大压力，因此南宁铁路 枢纽客运站布局应为多中心分散模式。
铁路枢纽内客运站布局优化分析
整个运输系统的效率具有重要影响， 因而 ， 铁路枢纽 内客运 站 的布局优化是 铁路发展 的关 键 。
１ 客运 站布 局研 究概述
客运 站布 局 主要 涉 及 到 以下 几 个 方 面 的 内容 ： 客运 量 预测 和 客 流 分 析 、 站 的分 布 、 运 站 的设 车 客 计 和引人 枢纽 客 运站 的布 局 。 目前 ， 运 站 布 局研 客 究 主要是 从 基 于 运 输 组 织 角 度 、 于枢 纽 角 度 、 基 基
铁路客运站 作 为最基 层 的旅 客运 输 的生产 组 织 基地 和运 输网络 中 客源集 散 、 运 的节 点 ， 转 具有 运 输 组织与管理 、 中转换乘 、 辅助服 务等 功能 ， 布局位 置 其 及方式不 仅影响着旅客 的 出行 ， 还对铁 路 的运营 以及
度 的设 计 和 配 比 以及 列 车发 车 间 隔 时 间 的 确 定 等
摘
要： 铁路枢 纽内容运站布局 的优化 ， 对铁路 的运营发展 以及整个运输 系统效率 的发 挥具有 重要 意义 。在 总结 有
关研 究的基础 上 ， 通过对客运站布局影响 因素 的分析和优 化 问题 的相 关描 述 ， 将整 个 网络 系统 简化 ， 略去从 一个客 运站到另外一个客运站的运输过程 ， 仅考虑 向客 流消失地疏散或从 产生地集 中到 客运站 的旅客 出行过程 ， 建立铁路 枢纽 内客 运站布局优化模型 ， 并设计相应的算 法。 关键词 ： 铁路枢 纽； 客运站 ； 车站布局 中图分类号 ： ９ Ｕ４ ２ 文献标 志码 ： Ａ 文章编号 ：０ ８５ ９ （０ １ ０— １７０ １０ —６ ６ ２ １ ）６０ １—３
ｏ ｍｅ ｔａ ｄ ｔ ｅｅｆｃｅ ｃ ｆｅ ｔｒ ｒ ｎ ｐ ｒ ｙ ｔ ｍ．Ｂａ ｅ ｎ ｓ ｍ ｍａ ｉｉｇ ｏ ｈ ｅａ ｅ ｅ ｅ ｒ ｈ，ａ ａｙ ｐ ｎ ｎ ｈ ｆｉｉｎ ｙｏ ｎ ｉｅｔａ ｓ ｏ ｔｓ ｓｅ ｓ ｄｏ ｕ ｒｚｎ ｆｔ ｅｒ ｌｔｄ ｒｓ ａ ｃ ｎ ｌ— ｓｓｏ ｈ ｆｅｔｎ ａ ｔ ｒ ｎ ｅ ｃｉｔｏ ｆｔ ｅ ｏ ｔ ｉａ ｉｎ ｐ ｏ ｌｍ ｓ ｔ ｅ ａ ｔ ｏ ｍｉ ｔ ｅ ｔａ ｓ ｏ ｔ ｉ ｆ ｔ ｅ ａｆ ｃｉ ｇ ｆ ｃｏ ｓ ａ ｄ ｄ ｓ ｒｐ ｉｎ ｏ ｈ ｐ ｉ ｚ ｔ ｒ ｂ ｅ ， ｈ ｕ ｈ ｒ ｏ ｔ ｈ ｒ ｎ ｐ ｒ ｍ ｏ
物流资源分配的多目标优化模型英文原文及翻译
MULTI-TARGET OPTIMIZATION MODEL OF LOGISTICSRESOURCESALLOCATIONZI-KUI LIN 1，LEI CHEN2Department of logistics management, Beijing Jiao tong University, Beijing 100044,ChinaE-MAIL: zklin@，chenlei8522@Abstract:Considering the balance between the cost of enterpriselogistics resource and service levels, and took into account theinternal and external enterprise resources, establishing amulti-objective model with the decision about resourceoutsourcing. Solving the model with restriction method, thepossible solution is acquired and evaluated. Displaying thebest outsourcing decision in different objectives ofcircumstances the same is the optimal allocation of resourcesprogrammer. Finally, the example shows the application of themodel in decision programming.Key words:Logistics resources; Resource Allocation; Optimization;Multi-target programming1. IntroductionWith the intense competition in the global economy,enterprises pursue more effective development to ensuretheir status in the market. Logistics is also getting more andmore attention from enterprises. Both logistics enterprisesand internal logistics of enterprises have played importantroles in the business development strategy. It has become amatter which need careful consideration that how toallocate the logistics resources rationally to ensure theirown cost savings as well as customers’ satisfaction to thelogistics services. This paper would establish a Multi-targetprogramming model to study how to allocate the logisticsresources rationally with two target s: logistics costs andcustomers’ satisfaction to logistics services [1].Enterprise resources in the form of material can bedivided into tangible and intangible knowledge resources.Material resources include physical resources, humanresources and financial resources. The logistics of resourceallocation will be studied from the perspective of materialresources in this article [2].The allocation of resources refers to allocatingresources among different uses. Selection of resources forfuture use determines the composition of social products.The fact that allocation of resources has become a problemis due to two reasons. First, the supply of social resources islimited (namely the scarcity of resources), while the desireof human demands is unlimited; Secondly, certainresources often have many different options for use. Theinternal logistics of enterprises face such a problem:logistics resources of enterprises are limited, but whenfaced with the case that different projects need logisticsservices, how to allocate the resources? Similarly, thelogistics enterprises often have such a problem as well:when facing different customers, how to arrange thelogistics resources to meet the customers’ needs andachieve maximum gains at the same time?In the field of logistics there are many examples whichcan be generally called "anti-back" phenomena. As a sort ofservice, logistics itself needs to consume resources,resulting in business costs. Its cost is inevitable, butcan bereduced and controlled through reasonable plans. We havefound that the phenomenon of Antinomy exist betweenlogistics servi ce and logistics cost. Customers’ satisfactionwith the achievement of logistics services would inevitablyresult in an increase in logistics cost. On the other hand, theincreased logistics cost, which means sufficient logisticsresources will make customers be satisfied with logisticsservices. Therefore, considering the logistics costs and thetargets of logistics services, it is meaningful to study tostudy logistics distribution of resources and to achieve thebalance of the two targets.2. Multi-target Optimization Model of LogisticsResources Allocation2.1. Model DescriptionThe model pursues these two goals: the lowest totalcosts of enterprises and the highest level of service.Resources of Logistics enterprises mainly includeequipment, facilities and staff; logistics enterprises dealwith not a single item, but several projects with differentdemands so as to reach the two contradictory goalssimultaneously with limited resources [3]. Model structureas shown in Figure 1:In addition to the basic structure in Figure 1, logisticsresources of enterprises are divided into internal resourcesand external resources, which take into account ofoutsourcing decision-making of enterprises and decidewhether to use external resources in certain projects byweighing these two targets in the decision making process.Improvement of the model shown in Figure 2:2.2. Assumptions1) Resources in logistics enterprises are limited, andare divided into internal resources and external resources.The main resources in this model are: equipment, facilities and staff.2) The faced projects can be counted from 1 to n.Their demands for all types of resources vary from theupper limit to the lower limit. Each project has to becompleted before the deadline. The model assumes that thelower time limit for projects to have access to resources canbe completed by the deadline; and the upper limit, withinthe shortest possible time; the project demands forresources have saturation, reaching the upper limit meansthat the demands have been fully satisfied, and access tomore resources makes no sense.3) The resource allocation of logistics has the twotargets: cost and service level. The phenomenon named"anti-back" exists among the benefits. Total costs consist ofvarious costs caused by using resources for all projects.This model weighs the level of service by means ofmeasuring the time to complete the project. It is assumedthat the more were there resources, the faster could wecomplete projects. Consequently, the service level could beweighed according to the degree of saturation.4) Also this model considers whether adopt theoutsourcing. For each project, outsourcing means thatresources of the entire projects should all be attained byoutsource, but not that part of resources are provided withinenterprises while others leased through outsource.5) Supposing various resources are independent toeach other, their impacts on the target were not relevant.2.3. Model EstablishmentThe mathematical model of multi-target programmingcan be established as[4,5,6]:min ()Z x , max ()R x{:,()0,()0,0,,}n i i j X x x R g x h x x i j =∈≤=≥∀x is an N-dimensional vector variable. ()Z x isobjective function in logistics system. ()R x is objectivefunction of customer satisfaction. The constraint inequalityis 1()0,1,2,;i g x i m ≤=⋅⋅⋅.The constraintequationis 2()0,1,2,,;i h x i m ==⋅⋅⋅In the N-dimensional space,the viable solution for the domain is X , which has1 212m m +-restrictive conditions and non-binding negative.Two-objective functions of logistics optimize theallocation resources can be expressed asmin ()Z x = [(1)(1)]pq ipqi pq ipq i i i p q p q c xc x F δδδ+-+-∑∑∑∑∑ (1) max ()R x = [(1)]ipq ipq i iipq i ipq i p q m nipq ipq x x b b ωδωδω+-∑∑∑∑∑ (2) ipq x , expressed as the quantity whose number is q in own logistics resources whose quantity is p .Thoseresources are obtained by the project i . pq c ,expressed as the costs whose number is q inthe sort ofresources whose number is p ., expressed as the quantity whose number is q in outsourcing logistics resources whose quantityis p .Those resources are obtained by the project i .pq c , expressed as the costs whose number is q inthe sort of outsourcing resources whose number is p . i F , expressed as fixed costs in outsourcing by theProject i (such as the costs of negotiation).i δ, expressed as the variable between 1 and 0 whichmeans whether adopt outsourcing.i ω, expressed as the weight of service level of project i in all L.O.S evaluations.ipq ω, expressed as the weight of the No.q kind ofresources whose sort is p of project i in all L.O.Sevaluations.pq S , expressed as the total quantity of the No. q kindof own resources whose sort is p . The outsourcingresources are enough.ipq a , expressed as the minimum limit of the No.q kind of resources whose sort is p demanded by projecti .ipq b , expressed as the maximum limit of the No.q kind of resources whose sort is p demanded by project i .So there are constraints as follow:;ipq pq i p xS ≤∑∑(3);ipq ipq ipq a x b ≤≤(4) ;ipq ipqipq a x b ≤≤(5)1;i iω=∑(6) 1;ipq p q ω=∑∑(7)0,0;ipq ipq x x ≥≥(8){0,1}.i δ∈(9) Formula (1) is expressed as a function that minimizesthe total costs. Total costs constitute of various kinds ofcosts prepared for all projects. Project-outsourcing is liableto occur and it will take some fixed costs such as costs usedfor negotiation. Formula (2) is with the purpose tomaximize customer satisfaction and with the quantifiedlevel of customer service instead of customer satisfaction.The model is mainly measured by the access to theresources of projects .This model figures out that the moreresources obtained the faster efficiency of the sum ofcompletion projects, so the access to resources saturationcan be used to measure the level of customer satisfaction.Formula (3) is expressed as quantitative restriction ofvarious own resources. It also considers that limitation ofresources doesn’t exist when we adopt outsourcing.Formula (4) and formula (5) are expressed asminimumrequirements of the demands made by various resourcesand the quantity that has reached the degree of saturation.Formula (6) and formula (7) can be expressed as weight.Formula (8) can be expressed as nonnegative restriction.Formula (9) is used to decide whether we adopt outsourcing.When we set the value as 0, it means that the project isoutsourcing.2.4. Model SettlementI Analysis for SolutionIn view of the choices of outsourcing, this model canserve as a basis which could conclude whether there isenough own resources of enterprises. The three possiblesolutions of the model are as follows:1. All projects all use their own resources and have a higherlevel of service. This result shows that enterprises own sufficientresources, but we think, from the management perspective,enterprises’ resources h ave not been fully utilized, and enterprisesdon’t make full use external resources.2. Most of the projects use their own resources,meanwhile a few projects use outsourcing resources. Thisresult shows that the enterprise’ resources owned are moreadequate, and also make full use of the external resources.At this point, we need to assess which items should useowned resources, and which ones use the outsourcingresources to achieve the level of service required and alsothe most reasonable cost.3. A small part of projects use their own resources,meanwhile the most use outsourcing resources. This showsthat enterprises are short of owned resources, can not copewith too many projects, and need to expand the size of theirown resources or change their corporate strategy not to beblind to undertake projects. This model mainly investigatesin the second case to look for a reasonable balance betweenthe two targets that conflict each other.II Methods for solutionMulti-target programming can deal with two or moreconflicted goals at the same time, so the solution of theMulti-target programming is the Pareto optimal vector. Themulti-target programming solution denotes that a set ofquantized targets study out several sets of no-inferiorsolutions by means of mathematical programming in arestrict condition [7]. This model will generate a set ofno-inferior solutions by means of ε Constraint Method[8].We usually hunt out for a set of no-inferior solutionsin solving process to solve problems by means oftranslating Multi-target optimization into Single-objectiveoptimization. In case of function space that be made up of ()Z x and ()R x , if we add constraint condition to one ofobject functions （()Z x ε≤，εis set as an initializationof ()Z x , for example.Then, Multi-target optimizationcan be translated into Single-objective optimization thataims at ()R x . We could use Linear Programming Theorywhich could get a maximum or minimum value. If wechange the value of ε within the limits of maximum orminimum values, we’ll get the entire confines ofestablished space. And for the same reason, we’ll get theconfines of space ()Z x by means of holding infunction ()R x . No-inferior solutions always fluctuateamong a segment of confines. We could get optimumsolution within the set of no-inferior solutions to satisfy thedecision maker.There are two targets conflicting with each other, sowe can’t entirely get a optimum solution by using quantizedmodel. If we use εConstraint Method to solve the model,we could figure out the scope of targets in consecutivemode to offer decision makers a much more reasonableblue-print.This paper uses the lingo software [9] to find outvarious programs for the model.3. Example3.1. DescriptionEnterprises have their own logistics resources, andenterprises can also choose to outsource to third parties andmake use of external resources. Of course, the cost ofoutsourcing resources is inevitable higher than that of usingits own resources. But under the condition of the lack oftheir owned resources, in order to reach a certain level ofcustomer satisfaction, outsourcing will have to be chose.Then we will give an example to verify the practicality ofthe model.In this example, the enterprise has three projects.Three types of logistics resources (forklift, staff, andstoreroom) are needed to complete the project. Parametersfor the example are shown in the tablebelow.The maximum and minimum limit of demandsprepared for all projects could be obtained by analyzingvarious ingredients according to physical truth in Table 1.The data in Table 2 could be figured out according tohistorical data. The data in Table 3 could be figured out byinvestigation. The weighing data in Table 4 and Table 5could be figured out according to quantitative analysis andqualitative analysis. This case aims at proving thepracticability of this model, of which data are thesimulation data.3.2. To solve the case byεConstraint MethodLogistics enterprises usually carry on projectsdepending on their consistent service level. They’ll offerdifferent service according to different projects. Now, let’ssolve the case by ε Constraint Method: in the∈), we’ll figure out the optimum solution to get thefinal chart of solution of two-targets condition(x XZ x reaches the minim um,accordingly, we’ll get the value of optimization shown inTable 7.When the value of()R x reaches the maximum, R x which isexpressed as the degree of customer satisfaction. When thevalue of()()Z x which is expressed as the totalcosts.accordingly, we’llget the value of()Enterprises will offer different service according todifferent projects. We translate Multi-target optimizationinto Single-objective optimization by means of regardingcost function ()Z x as objective function in the restrictcondition of ()R x ε≥and the range （65.8%-100%）of ε . Then we set r a proper value to make sure how manyno-inferior solutions the system generates. When weset r = 4, there’ll be 4 sets of no -inferior solutions.With the value of ε increased, we set step width as10%. This model will figure out the optimum solution ofsingle-target function in cases of the same value of ε. Theresult is shown in Table 8:The result indicates that the enterprise has to adoptoutsourcing to increase its service level because of lack ofresources. It also displays the “anti -back” of total costs andservice level at the same time. Decision -makers shoulddecide the proper scheme to make full use of internal andexternal resources according to the fixed targets, differentservice level and different costs.4. ConclusionThis paper considers two conflicting objectives thecost and service level, we can get how to achieve theoptimal allocation of resources in the conflicting objectivesthrough the establishment of multi-targetprogrammingmodel. In the model, we take into account the enterprise'sowned resources and external resources at the same time,and resolve the problem whether the project is outsourcedor not under different circumstances. This model can beconsidered as a qualitative factor when the project isoutsourced. Combining with various qualitative factors，eventually we can obtain a reasonable outsourcingdecision-making.Results can be educed from the model can be drawn:one, in different service levels, the best outsourcing, whichare as follows. First, in the different levels of services, theoptimal decision-making and allocation of resources resultin the optimal cost. Second, under the requirement ofdifferent cost, the best outsourcing decision-making and theoptimal allocation of resources result in the highest level ofservice. The enterprise’s management strategies shouldhave a focus between the costs and service level.Decision-making can be based on business strategy, and usethis model to find out the optimal solution. The model canbe further refined in this article, and the deep researches canbe made from several aspects, such as the outsourcingdecision-making, logistics resource pricing, the weight ofthe project resources and so on. These aspects all can beimproved and researched on the basis of this model.References[1]ZhitaiWang，The New Modern Logistics [M], TheCapital University of Economics and BusinessPress ,Beijing, 2005.[2]Ning Chen and Xueyan Zhang, “Model of ResourceAllocation Efficiency in EnterpriseMulti-project Management” [J]. Industrial Engineering，V ol 9，No.5,pp.92-96, Sep.2006.[3]VaidyanathanJayaraman, “A Multi-objectiveLogistics Model for a Capacitated Ser vice FacilityProblem” [J],Int J of Physical Distribution andLogistics Management，V ol 29, No.1, pp.65-81．1999[4]Qinglan Han, “Multi-target Optimization Model ofLogistics Establishment Programming” [J].ControlandDecision, V ol.21, No.8, pp.957-960, 2006.[5]Chaoyuan Sun and Bin Shuai, “Optimized LogisticsCost Decisions under the Conditions ofEnterprise'sLogistics Service”[J], Journal of Electronic Scienceand Technology of China, V ol.36, No.2, 2007.[6] Yunquan Hu, Operation Research [M]. TsinghuaUniversity Press, Beijing, 2000.[7] Nozick. L. K and Turnquist M A, “Inventory,Transportation, Service Quality and the LocationofDistribution Centers”[J], European J of OperationalResearch, V ol.129, No.2, pp.362-371, 2001.[8] Joy Kochi A, HansenD R and Dukstin L, Analysis andAppliance of Muti-target Desion in EngineeringandEconomic [M], translated by Yanchu Wang,Aviation Industry Press, 1987.[9] JinxingXie and Xue Yi, Optimal Modeling andLINDO/LINGO Software [M]. Tsinghua UniversityPress,Beijing, 2005.物流资源分配的多目标优化模型ZI-KUI LIN 1，LEI CHEN2中国北京交通大学物流管理系E-MAIL: zklin@，chenlei8522@[摘要]考虑到企业的物流资源和服务水平的成本之间的平衡，并考虑到内部和外部的企业资源，建立一个多目标模型的资源外包的决定。
铁道信号专业英语考试短语翻译
铁道信号专业英语考试短语翻译The total volume of goods货物总量the freight volume 货运总量Railway transport铁路运输transport economics 运输经济学Commercial transport商业运输public transport 公共交通Railway-network company 路网公司heavy-duty train 重载列车Transport sector 运输部门loading capacity 装载量Passenger transport 客运freight transport 货运Railway trade union 铁路公会high-speed rail 高速铁路Rolling stock车辆urban mass transport system城市轨道交通系统Security screen 安全网traffic congestion 交通拥挤Side effect 副作用tilting train 摆式列车Conventional wheeled train 传统的轮式车market segmentation 市场细分Peak travel times 旅游旺季intercity transport 城际交通Commuter communities通勤社区Monorail 单轨铁路straddle-beam monorail 跨坐式单轨铁路Suspended monorail 悬挂式单轨铁路rubber-tired carriage 轮胎式客车Turnouts 道岔rescue train 营救列车Fire engine 消防车light rail system 轻轨系统Heavy train 重载铁路rapid transit高速铁路交通Industrial rail 工业铁路people mover 行人运输系统Grade separation 立体交叉electrical power 电力Street intersections 街道交叉口frequent service 经常服务Wheeled mass transit system轮轨运输系统electromagnetic energy 电磁能Load-carrying ability 装载能力magnetic field 磁场Particle accelerator 粒子加速器grade separation 等级分离Mass transit公共交通the volume of passenger客流量Service frequency 频繁服务high-grade service优质服务Subgrade 路基trackbed 道床Ballast bed 有砟轨道monolithic track bed 整体道床Sleeper/tie/crosstie 轨枕wooder sleeper 木枕Concrete sleeper 混凝土枕anticreeper 防爬器Spike道钉lag screw方头螺钉subgrade shoulder 路肩Main line 主干线dedicate line 专用线Sidetrack 侧线speed-up turnout 提速道岔High-speed turnout 高速道岔simple turnout 单开道岔Bilateral turnout 对称道岔three-throw turnout 三开道岔Scissors crossover交叉渡线slip switch 交分道岔Stock rail 基本轨switch point 尖轨Lead curve 导曲线轨straight rail 直合拢轨Curred/diverging rail 弯合拢轨wing rail 翼轨Gap in the frog 有害区间solid manganese steel frog 高锰钢整铸辙岔Bolted rigid frog 钢轨组合辙岔morable-point frog 可动心轨辙岔Railway switch 铁路道岔the straight track 直轨the diverging track 弯轨switch rails or point blades 尖轨A facing-point movement 对向运行 a trailing-point movement 顺向运行Right-hand switch 右开道岔left-hand switch 左开道岔Guard rail (check rail)护轨frog(common crossing)辙岔Switch motor 转辙机feed end 送电端Receiving end 受电端single feeding end 一送多受A-c continuous track circuit 交流连续式25hz phase detecting track circuit相敏轨道电路Leakage current 泄露电流relay energized 继电器吸起Relay released 继电器释放all-relay interlocking 继电器电气集中联锁Computer-controlled interlocking 计算机联锁。
铁路运输中英文对照
铁路运输中英文对照铁路运输railway transportation；railway traffic铁路运输管理railway transport administration 铁路运营railway operation铁路运输组织railway traffic organization铁路运输质量管理quality control of railway transportation铁路旅客运输规程regulations for railway passenger traffic铁路货物运输规程regulations for railway freight traffic铁路重载运输railway heavy haul traffic铁路高速运输railway high speed traffic铁路保险运输insured rail traffic铁路保价运输value insured rail traffic铁路军事运输railway military service铁路旅客运输railway passenger traffic铁路客运组织railway passenger traffic organization行李luggage；baggage包裹parcel广厅public hall；concourse行李房luggage office；baggage office售票处booking office；ticket office候车室waiting room；waiting hall高架火车厅overhead waiting hall问讯处information office；inquiry office客流passenger flow直通客流through passenger flow管内客流local passenger flow市郊客流suburban passenger flow客流量passenger flow volume客流调查passenger flow investigation客流图passenger flow diagram旅客发送人数number of passenger despatched；number of passengers originated 旅客到达人数number of passengers arrived旅客运送人数number of passengers transported旅客最高聚集人数maximum number of passengers in peak hours车票ticket客票passenger ticket加快票fast extra ticket特快加快票express extra ticket卧铺票berth ticket站台票platform ticket减价票reduced-fare ticket学生票student ticket小孩票child ticket残废军人票disabled armyman ticket国际联运旅客车票passenger ticket for international through traffic册页客票；联票coupon ticket代用票substituting ticket定期票periodical ticlet公用乘车证service pass行李票luggage ticket；baggage ticket车票有效期ticket availability行李包裹托运consigning of luggages and parcels行李包裹承运acceptance of luggages and parcels行李包裹交付dilivery of luggages and parcels 旅客换乘passenger transference变更径路route diversion错乘takeng wrong train漏乘missing a train越站乘车overtaking the station旅客列车乘务组passenger train crew旅客列车乘务制度crew working system of passenger train旅客列车轮乘制crew poolng system of passenger train旅客列车包乘制assigning crew system of passsenger train旅客列车包车制responsibility crew system of passenger train列车员train attendant列车长train conductor乘警train police客运密度passenger traffic density旅客列车直达速度through speed of passenger train旅客列车车底周转时间turnround time of passenger train set列车车底需要数number of passenger train set required客车平均日车公里average car-kilometers per car-day列车平均载客人数average number of passengers carried per train列车客座利用率percentage of passenger seats utilization per train客车客座利用率percentage of passenger seats utilization per car铁路货物运输railway freight traffic铁路货运组织railway freight traffic organization综合性货运站general freight station；general goods station专业性货运站specialized freight station零担货物中转站less-than-carload freight transhipment station；part-load transhipmint station营业站operating station非营业站non-operating station货场freight yard；goods yard尽头式货场stub-end type freight yard通过式货场through-type freight yard混合式货场mixed-type freight yard装卸线loading and unloading track轨道衡线weight bridge track货区freight area；goods area场库storage yard and warehouse堆货场storage yard货物站台freight platform；goods platform 货棚freight shed；goods shed仓库warehouse货位freight section；goods section企业自备车private car月度货物运输计划monthly freight traffic plan 旬间装车计划ten day car loading plan要车计划表car planned requisition list日要车计划表daily car requisition plan货物品类goods category计划内运输planned freight traffic计划外运输out-of-plan freight traffic；unplanned freight traffic直达运输through traffic成组装车car loading by groups合理运输rational traffic对流运输cross-haul traffic过远运输excessively long-distance traffic重复运输repeated traffic迂回运输round about traffic；circuitous traffic无效运输ineffective traffic整车货物car load freight零担货物less-than-carload freight大宗货物mass freight散装货物bulk freight堆装货物stack-loading freight成件包装货物packed freight鲜活货物fresh and live freight罐装货物tank car freight易燃货物inflammable freight易冻货物freezable freight轻浮货物light and bulk freight重质货物heavy freight整车分卸car load freight unloaded at two or more stations一批货物consignment货物运到期限freight transit period货物运单consignment note货票way bill；freight invoice货车装载清单car loading list货物托运consigning of freight货物承运acceptance of freight货物交付dilivery of freight货主owner of freight；consignor；consignee 货物发送作业freight operation at originated station货物到达作业freight operation at destination station货物途中作业freight operation en route货物标记freight label运输条件traffic condition运输限制traffic limitation；traffic restriction 货车施封car seal货物换装整理transhipment and rearrangement of goods货物运输变更traffic diversion货源freight traffic source货流freight flow货流量freight flow volume货流图freight flow diagram货物发送吨数tonnage of freight despatched货物到达吨数tonnage of freight arrived货物运送吨数tonnage of freight tranaported计费吨公里tonne-kilometers charged运营吨公里tonne-kilometers operated货运密度density of freight traffic货车标记载重量marked loading capacity of car货车静载重static load of car货车动载重dynamic load of car货车载重量利用率coefficient of utilization for car loading capacity货车日产量serviceable work-done per day超限货物out-of-gauge freight超限货物等级classification of out-of-gauge freight超限货物检查架examining rack for out-of-gauge freight阔大货物exceptional dimension freight超常货物exceptional length freight货物转向架freight turning rack货物转向架支距distance between centers of freight turning rack跨装straddle车钩缓冲停止器device for stopping buffer action游车idle car货物重心的横向位移lateral shift for center of gravity of goods货物重心的纵向位移longitudinal shift for center of gravity of goods集重货物concentrated weight goods重车重心center of gravity for car loaded重车重心高center height of gravity for car loaded危险货物dangerous freight；dangerous goods 易腐货物perishable freight冻结货物frozen freight冷却货物cooled freight加冰所re-icing point控温运输transport under controlled temperature保温运输insulated trainsport冷藏运输refrigerated transport加温运输heating transport通风运输ventilated transport容许运输期限permissive period of transport国际货物联运international through freight traffic铁路的连带责任joint responsibility of railway 发送路originating railway到达路destination railway过境路transit railway国际铁路协定agreeement of frontier railway国际铁路货物联运协定agreement of international railway throangh freight traffic国际联运货物票据international through freight shipping documents国际联运货物交接单acceptance and delivery list of freight for international through traffic国际联运车辆交接单acceptance and delivery list of car for international through traffic国际联运货物换装transhipment of international through goods国际联运车辆过轨transferring of car from onerailway to another for international through traffic货物交接所freight transfer point铁路行车组织organization of train operation 铁路行车组织规则rules for organization of train operation车站行车工作细则instructions for train operation at station列车train车列train set旅客列车编组passenger train formation旅客列车passenger train旅客快车fast passenger train旅客特别快车express train旅客直达特别快车through express train国际联运旅客特别快车interantional express train直通旅客列车through passenger train管内旅客列车local passenger train市郊旅客列车suburban passenger train混合列车mixed train旅游列车tourist train临时旅客列车extra passenger train；additional passenger train军用列车military train；troop train货物列车freight train；goods train始发直达列车through train originated from one loading point阶梯直达列车through train originated from several adjoining loading points空车直达列车through train with empty cars循环直达列车shuttled block train单元列车unit train组合列车combined train技术直达列车technical through train直通列车transit train区段列车district train摘挂列车pick-up and drop train区段小运转列车district transfer train枢纽小运转列车junction terminal transfer train路用列车railway service train列车重量标准railway train load norm车辆换算长度converted car length铁路站场与枢纽车站工作组织organization of station operation 站界station limit车站等级class of station无调中转车transit car without resorting有调中转车transit car with resorting本站作业车local car接发列车train reception and departure行车闭塞法train block system空间间隔法space-interval method时间间隔法time-interval method书面联络法written liaison method行车凭证running token办理闭塞blocking进路route准备进路preparation of the route列车进路train route调车进路shunting route通过进路through route接车进路receiving route发车进路departure route平行进路parallel route敌对进路conflicting route]开放信号clearing signal关闭信号closing signal调车进路shunting；resorting；car classification解体调车break-up of trains编组调车make-up of trains摘挂调车detaching and attaching of cars取送调车taking-out and placing-in of cars推送调车push-pull shunting溜放调车fly-shunting；coasting；jerking驼峰调车humping有调中转车停留时间detention time of car in transit with resorting集结时间car detention time under accumulation无调中转车停留时间detention time of car in transit without resorting中转车平均停留时间average detention time of car in transit双重作业double freight operations一次货物作业平均停留时间average detentiontime of local car for loading or unloading车站办理车数number of inbound and outbound car handled at station车站技术作业表station technical working diagram现在车cars on hand运用车serviceable car；car for traffic use；cars open to traffic非运用车non-serviceable car；car not for traffic use列车编组顺序表train consist list；train list列车预报train list information in advance列车确报train list information after depature 车流car flow车流组织organization of car flow货物列车编组计划freight train formation plan 车流径路car flow routing列车去向train destination列车编成辆数number of cars in a train列车运行时刻表timetable列车运行线train path上行方向up direction下行方向down direction列车车次train number核心车次scheduled train number机车周转图locomotive working diagram平行运行图parallel train diagram非平行运行图non-parallel train diagram单线运行图train diagram for singletrack双线运行图train diagram for doubletrack成对运行图train diagram in pairs不成对运行图train diagram not in pairs追踪运行图train diagram for automatic block signals基本运行图primary train diagram分号运行图variant train diagram车站间隔时间time interval between two adjacent train at station不同时到达间隔时间time interval between two opposing trains arriving at station not at the same time会车间隔时间time interval for two meeting train at station同方向列车连发间隔时间time interval for twotrains despatching in succession in the same direction追踪列车间隔时间time interval between trains spaced by automatic block signals运输能力transport capacity通过能力carrying capacity输送能力traffic capacity货运波动系数fluctuating coefficient of freight traffic能力储备系数coefficient of reserved capacity 区间通过能力carrying capacity of the block section运行图周期period in the train diagram通过能力限制区间restriction section of carrying capacity列车扣除系数coefficient of train removal运输工作技术计划plan of technical indices for freight traffic装车数number of car loadings卸车数number of car unloadings接运重车数number of loaded cars received交出重车数number of loaded cars delivered接入空车数number of empty cars received交出空车数number of empty cars delivered运用车工作量number of serviceable cars turnround管内工作车local cars to be unloaded移交车loaded cars to be delivered at junction stations空车走行率percentage of empty to loaded car kilometers货车周转距离average car-kilometers in one turnround货车中转距离average car-kilometers per transit operation管内装卸率local loading and unloading rate货车周转时间car turnround time运用车保有量number of serviceable cars held kept货车日车公里car kilometers per car per day列车密度train density技术速度technical speed旅行速度travelling speed；commerial speed 列车出发正点率percentage of punctuality oftrains despatched to total trains列车运行正点率percentage of punctuality of trains running to total trains铁路运输调度railway train control；railway traffic dispatching调度所traffic controller’s office ；dispatcher’s office调度区段train dispatching section；train control section调度命令traffic [dispatching] order；train [dispatching] order车流调整adjustment of car flow装车调整adjustment of car loading空车调整adjustment of empty cars备用货车reserved cars运输工作日常计划day-to-day traffic working plan调度日班计划daily and shift traffic plans运行图天窗‘sky-light’ in the train diagram；‘gap’ in the train diagram车站作业计划station operating plan车站班计划station shift operating plan车站阶段计划station stage operating plan调车作业计划shunting operation plan列车运行调整train operation adjustment运转车长train guard列车等级train class反向行车train running in reverse direction列车运缓train running delay列车等线train waiting for a receiving track列车保留train stock reserved列车停运withdrawal of train列车加开running of extra train运输方案traffic program分界点train spacing point线路所block post辅助所auxiliary block post车站station会让站passing station越行站overtaking station中间站intermediate station区段站district station横列式区段站transversal type district station 纵列式区段站longitudinal type district station编组站marshalling station；marshalling yard 路网性编组站network marshalling station区域性编组站regional marshalling station地方性编组站local marshalling station单向横列式编组站unidirectional transversal type marshalling station单向纵列式编组站unidirectional longitudinal type marshalling station单向混合式编组站unidirectional combined type marshalling station双向横列式编组站bidirectional tranxversal type marshalling station双向纵列式编组站bidirectional longitudinal type marshalling station双向混合式编组站bidirectional combined type marshalling station主要编组站main marshalling station辅助编组站auxiliary marshalling station自动化编组站automatic marshalling station客运站passenger station通过式客运站through-type passenger station 尽头式客运站stub-end passenger station客货运站mixed passenger and freight station 货运站freight station尽头式货运站stub-end freight station直通式货运站through-type freight station换装站transhipment station工业站industrial station港湾站harbour station国境站frontier station国际联运站international through traffic station联轨站junction station技术站technical station铁路枢纽railway junction terminal三角形枢纽triangle-type junction terminal十字形枢纽cross-type junction terminal顺列式枢纽longitudinal arrangement type junction terminal并列式枢纽parallel arrangement type junction terminal环形枢纽loop-type junction terminal混合形枢纽combined type junction terminal尽端式枢纽stub-end type junction terminal站线siding；station track；yard track到发线arrival and departure track到达线receiving track；arriving track出发线departure track编发线marshalling-departure track调车线shunting track；classification track牵出线switching lead；shunting neck；lead track存车线storage siding机车走行线locomotive running track机待线locomotive waiting track安全线catch siding避难线refuge siding尽头线stub-end siding专用线private siding客车洗车线washing siding for passenger vehicle联络线connecting line迂回线round about line环线loop枢纽直径线diametrical line of junction terminal段管线depot siding整备线servicing siding线路中心线central lines of track驼峰推送线pushing track of hump驼峰溜放线hump lead；rolling track of hump 驼峰迂回线uound about line of hump难行线hard running track易行线easy running track线束track group线路全长total track length线路有效长effective track length坡度牵出线draw-out track at grade道岔绝缘段insulated switch section道岔配列switch layout禁溜车停留线no-humping car storage车场yard到达场receiving yard；arriving yard出发场departure yard到发场receiving-departure yard直通场through yard调车场marshalling yard；shunting yard；classification yard辅助车场auxiliary yard箭翎线herringbone track调车设备marshalling facilities；classification facilities。
铁路客运站候车区运用多目标优化模型研究
图1 列车检票时间交叉形式Fig.1 Train check-in time crossing form t 1s t 2s t 1e t 2e b 检票时间部分重合b Check-in time overlap a 检票时间完全重合a Check-in time coincide
t 1s t 2s t 1e t 2e
因此，在列车i 候车时间段[t i b ，t i e ]内，候车区任意t r 时刻列车i 到达的旅客人数P i r 可由公式 表示为P i r = p i ·t i b t
r f i (t ) d t ⑷由于单个候车区内任一时刻可能会存在多次列车同时候车的情况，且旅客候车具有一定的任意，因此设满足t z b ∈ [t i b ，t i s ]，且t z b < t r 的列车集合Z (t r )，并设0-1变量y i 表示满足条件的列车取1反之取0，则任意t r 时刻候车区内到达的旅客总人数可由公式 ⑸ 表示为P r 到 = i = 1z
y i ·P i r ⑸图2 客运站候车区旅客聚集分布规律Fig.2 Passenger distribution law in the waiting area of passenger station t 1t 2t 3聚集分
布
列车1列车2列车3
时间。
基于目标最优化的大件运输路径选择研究
基于目标最优化的大件运输路径选择研究乔建刚;刘轩;方靖【摘要】With the development of China's economy and the acceleration of global economic integra-tion ,more and more large-scale petrochemical ,power ,Heavy project began construction in the coun-try ,making the domestic international exceed the standard dimensions and weight of large equipment transport devices become increasingly frequent .In order to improve the safety and efficiency of large transport ,through a lot of investigation ,based on the supply and demand of large transport ,combi-ning of traffic engineering knowledge and the characteristics of the large transport ,considering of the feasible and economically viable ,timeliness ,extended four aspects of a comprehensive analysis are choosen to determine the principles of the large transport line selection .Objective optimization theory is applyed to preferably the east-west and the north-south highway transport route ,which provides a theoretical basis to build a large transport intermodal network in the country .%为了提高大件运输的安全性和效率，通过大量的实际调查，以大件运输的供需出发，结合交通工程学的知识和大件运输的特点，从可行、经济、时效、扩展四方面进行综合分析确定大件运输选线的原则，并应用目标最优化理论，优选出东西、南北方向的公路运输线路线。
铁路运输货物转运中心规划与设计优化研究
铁路运输货物转运中心规划与设计优化研究随着全球经济的快速发展和贸易的不断增加，铁路运输作为一种高效、节能、环保的运输方式，得到了越来越广泛的应用和重视。
为了进一步提高铁路运输货物的转运效率和降低物流成本，铁路运输货物转运中心的规划与设计优化成为一个值得关注的研究课题。
铁路运输货物转运中心是铁路与其他运输方式的接口，起到重要的枢纽作用。
为了优化转运中心的规划与设计，我们需要从多个角度考虑，包括物流需求分析、设施规划、运营模式和信息技术支持等方面。
首先，物流需求分析是转运中心规划与设计的基础。
需要了解货物流向、品种、数量等信息，以便确定转运中心的规模和功能布局。
在物流需求分析的基础上，我们可以通过研究货物流向和需求预测来确定转运中心的位置和规模。
其次，设施规划是转运中心设计的核心内容。
转运中心需要包括货物的装卸区、仓储区、配送区等功能区域。
在设施规划过程中，需要充分考虑货物种类、容量、装卸方式、流程等因素，合理划分功能区域，并确定合适的设施布局。
运营模式是转运中心设计的另一个重要方面。
当前，传统的手工操作已经无法满足高效运输的需求，因此需要引入自动化和智能化技术，提高操作效率和减少人力成本。
同时，还可以采用集约化运营模式，整合资源，提高效益。
信息技术在转运中心规划与设计中也起到了重要的作用。
通过信息技术的支持，可以实现对货物流向、库存、装卸效率等数据的实时监测和分析，从而提高物流的可控性和响应能力。
此外，信息技术还可以实现转运中心与其他环节的信息互通，实现物流的无缝对接。
除了以上几个方面，还需要考虑转运中心的可持续发展。
在规划和设计过程中，需要充分考虑环保因素，合理利用资源，减少能耗和污染。
同时，也需要考虑转运中心的可扩展性，以适应未来的增长和发展。
在转运中心规划与设计的优化过程中，需要综合考虑以上各个方面的因素，以实现效益最大化和资源优化。
此外，还需要借鉴国内外先进的经验和技术，不断创新和改进。
总之，铁路运输货物转运中心的规划与设计是一个复杂且关键的问题。
铁路枢纽内客运站布局优化分析
铁路枢纽内客运站布局优化分析
谭政红
【期刊名称】《交通科技与经济》
【年(卷),期】2011(013)006
【摘要】铁路枢纽内客运站布局的优化,对铁路的运营发展以及整个运输系统效率的发挥具有重要意义。
在总结有关研究的基础上,通过对客运站布局影响因素的分析和优化问题的相关描述,将整个网络系统简化,略去从一个客运站到另外一个客运站的运输过程,仅考虑向客流消失地疏散或从产生地集中到客运站的旅客出行过程,建立铁路枢纽内客运站布局优化模型,并设计相应的算法。
【总页数】3页(P117-119)
【作者】谭政红
【作者单位】西南交通大学交通运输与物流学院,四川成都610031
【正文语种】中文
【中图分类】U492
【相关文献】
1.铁路枢纽客运站布局优化研究 [J], 王顺利;王正彬;陈东
2.客运专线条件下铁路枢纽客运站布局优化 [J], 王南;朱志国;胡岩
3.枢纽内铁路客运站布局方案比选研究 [J], 王青亚
4.南宁铁路枢纽客运站布局优化研究 [J], 王顺利;吴刚;孙景冬
5.枢纽内铁路客运站布局方案评价方法研究 [J], 马芳
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铁道运输外文翻译--基于多目标规划的铁路枢纽客运站布局优化研究
Study on Layout Optimization of Passenger Stationbased on Multi-objective PlanningAbstract—This paper study on the optimal layout of passenger station and the basic principle of selection location. There are both quantitative index and qualitative index existing in the evaluation indexes of the layout of passenger station. To unify the evaluation indexes, this paper establishes a multi-objective planning optimization model of the layout of passenger station, by using the basic idea of multi-objective planning and introducing the effect of targets of the evaluation indexes. In Nanning railway terminal for example, four evaluation indexes: construction investment、operation cost in railway terminal、cost of passenger trip and the other social benefits are determined. Calculate respectively all effect of targets of the evaluation indexes and then determine the optimal scheme of the layout of passenger station in Nanning railway hub by the total effect of targets after being weighted.Keywords-component; multi-objective; passenger station; Layout OptimizationIn the past, paying much attention to improving line carrying capacity and neglecting the carrying capacity of hubs or stations in China leaded to the shortage of passenger capacity and the difficulty in meeting the demand of transport market. At present, China is in the primary stage of high-speed railway construction. High-speed railway being introduced into existing railway terminal will break the transport pattern of existing railway hub and will dramatically change the original railway hub transportation structure、transportation operation mode and transportation path. It is an important question in railway terminal planning to reasonably determine the locations and the number of the high-speed passenger stations in hub and optimize the layout of passenger stations in terminal.I Layout Optimization model of Passenger Station in railway hubA. Layout of passenger station in railway hub and basic principle of selection location（1）For human-oriented, make the trip distance and time of passenger from the starting point to passenger station shortest、the travel cost lowest、the riding most convenient and reduce the passenger transfer or make it more convenient. (Includingthe transfer between one or multiple transport modes)（2）Take the market as the direction and make the benefits as the center. Passenger station in city is kind of large infrastructure. Inputs and outputs should be the standard of the evaluation of railway operation benefit. At the same time, removal expense which is relative to the selection location of passenger station 、investment of civil engineering 、completion time of project and some cost related to project should be brought into the constraint condition of selection location of passenger station. It still needs to compare the operating costs of different schemes of selection location of passenger station.（3）The development of city should be combined with the city planning. It includes urban master planning 、urban public transport planning 、urban rail transit network planning and so on. Their evaluation indexes are different. In a word, it should reflect the compatibility between railway station and the city, and guide and advance the development of the transportation of the city. [ 3 ]On above foundation of all basic principles, alternatives should be in accordance with the natural distributed discipline of passenger flow, and be beneficial to hub passenger train. They also should make full use of the railway existing equipment and the urban existing collecting and distributing centre. At the same time, they should have both good geological conditions and economic environment. B. Layout Optimization model of Passenger Station in railway hubThe economic evaluation indexes of layout optimization model of passenger station in railway hub have both quantitative indexes such as engineering investment 、operating costs and so on and some qualitative indexes which can’t be quantified directly such as cooperation with the development planning of city 、environment protection and so on. To be convenient to unify quantitative indexes and qualitative indexes, establish layout optimization model of passenger station below by applying the theory and method of multi-objective planning.1max Ii i i f w f ==∑ （1）In formula:i —Quantitative indexes and qualitative indexes of all design schemes. I evaluation indexes in all;i f —Effect of targets of all evaluation indexes （01i f ≤≤）. It is introduced for beconvenient to unify the dimension of quantitative and qualitative indexes. For the effect of targets of quantitative indexes, determine the corresponding value of zero and one, and then evaluate the value through insertion method. For the qualitative indexes, use the six-degree standard to quantify: Best —1、Better —0.8、General —0.6、bad —0.4、worse —0.2、worst —0.i w —Weight of all evaluation indexes. It can be confirmed by the means ofinvestigation and argumentation and experts. In addition,11Iii w==∑.f —Total effect of targets of all design schemes. Its value determines the finalgood or bad ranking of all design schemes.II Construction scheme of passenger station in Nanning railway hub A. Present situation and future planning of Nanning railway hubNanning railway hub is the important regional terminal in southwest railway network. At present, it is connected with three railway main lines: Hunan-Guilin line 、Nanning-Kunming line and Nanning-Fangchenggang line. The constructing line: Liuzhou-Nanning passenger dedicated line 、Nanning-Litang railway 、Yunnan-Guilin railway and Nanning-Qinzhou railway all introduced into Nanning hub. Recently, there will be Jinchengjiang-Nanning railway 、Naning-Pingxiang railway and so on introduced into Nanning terminal. At that time, the number of intersection railway lines will be nine in Nanning hub.In terminal , there’re only one passenger station—Nanning Station. It has five receiving-departure lines for passenger trains (including main line)、one freight through line 、four receiving-departure concurrently storage sidings 、four shunting lines.The population of Nanning in downtown is planning to be 69 million in 2010 and 78 million in 2020. The population of the center is planning to be below 21 million in 2010 and below 29 million in 2020.The existing layout of railway terminal is in loop mode. Affected by geological condition and features 、the limit of removal working, existing p assenger station can’t be reconstructed in large scale. All of passenger working being concentrated in a station leads large pressure to city traffic. Therefore, the layout mode should be thatdisperse several centers in different places. That needs new passenger stations to satisfy the operating demand.B. Scheme of passenger station in Nanning railway hubThe recent passenger volume in Nanning terminal is 8 billion per year and the long-term will be 17 billion per year. Affected by geological condition, Nanning station cannot satisfy the passenger demand of terminal. With the construction of south-north intercity railroad in Nanning railway terminal, the terminal passenger system will gradually form the “loop” pattern of “The main in north and the minor in south” by south -north loop line.According to the principle of selection and location of passenger station in hub, come up with three alternatives for the south-north passenger station: reconstructing Nanning station （1）、new building Nahuang station （2）、new building Fengling station （3）. [ 3 ]III Evaluation index of construction scheme of passenger station in Nanning railway terminalA. Costs of engineering investment 1zCalculate the investment of line 、demolition 、land expropriation 、bridge 、tunnels of the construction scheme of passenger station. The costs of engineering investment of all schemes are presented in table 1.Table 1 Main engineering investment of alternative stations （10 thousand Yuan ）2()2111 2JKLjkl jkl l j k l z u S λ====∑∑∑In formula:j —The number of passenger stations in hub; k —The direction in hub;l —Different trains in hub, including high-speed train and normal-speed train;jklu —The number of passengers in l kind train which is from j station to kdirection of hub;jklS —The distance of l kind train which is from j station to k direction of hub interminal;l λ—The unit operating cost of l kind train.In accordance with the cost of one person per kilometer, the operating cost of taking normal passenger train is 0.078Yuan per person in one kilometer. The operating cost of taking high-speed train-set is 0.094Yuan per person in one kilometer.For three alternative stations, the distance of different kinds of trains to each direction is listed in table 2 and the operating costs of different passenger station in hub are presented in table 3.Table 2 The shortest path of alternative stations in accordance with direction（km ）3()311 3IJij ij i j z c u ===∑∑In formula:3z —Cost of passenger going to station; iju —Total number of passengers from i district to j station for taking differentkinds of trains (including high-speed train and normal-speed train);ijc —Unit cost of passenger trips from i district to j station for taking trains.Table 3 Operating costs in hub (10 thousand Yuan)distribution of railways and rivers, Nanning can be distributed into six residents trip districts.Table 4 Costs from trip districts to alternative station (Yuan)thousand person per year)table 7.D. The other social benefits 4zBy applying the three-station scheme （1、2、3）, it is convenient to arrange the task of different stations in hub .The car flows travel smoothly in hub and it is convenient for passengers to take trains. The two-station scheme （1、2）can’t consider partial regions of the city and the contact between stations is not frequent and it is not convenient for passengers to go out.Table 6 The number of intercity passengers of trip districts (10 thousand personper year)hubA. Costs of engineering investment 1dTable 8 Costs of engineering investment（10 thousand Yuan ）11passenger station by using linear model. Supposed when 1z =520 billion Y uan, 1d equals zero and when 1z =200 billion Yuan, 1d equals one. Then layout schemes1d of all passenger stations will be evaluated. The results are listed in table 9.B. Operating costs in hub 2dOperating costs of layout schemes of passenger station in hub are presented in table 3. Supposed when 2z =12 billion, 2d equals zero and when 2z =6 billion,2d equals one. Then calculate the layout scheme 2d of passenger station by linearrelationship. The results are listed in table 10.Table 9 Effect of targets of engineering investment 1d23Costs of passenger trip are shown in table 7. Supposed when 2z =150 billion,3d equals zero and when 2z =80 billion, 3d equals one. Then calculate the layoutscheme 3d of passenger station by linear relationship. The results are listed in table 11.Table 11 Effect of targets of passenger trip 3d4E. Determine the weight of each evaluation indexBy combining all evaluation indexes with a certain nu mber of experts’ suggestions, the weight of each evaluation index is determined: 1w —0.5、2w —0.1、3w —0.3、4w —0.1.F. The optimal layout scheme of passenger stationComprehensive above results, evaluate the total effect of targets of layout scheme of passenger station in Nanning railway terminal. The results are listed in table 13.Table 12 Effect of targets of the other social benefitsd4three-station scheme, the optimal scheme is two-station scheme. That is reconstructing Nanning station and new building Nahuang station.The reconstruction and removal engineering are in large scale. To control the scale of Nanning station effectively, add five intermediate platforms and ten arrival-departure tracks to form fifteen mesas in scale. At the same time, build passenger coach preparing station and motor train-set application station. In Nahuang station, construct five arrival-departure tracks(including main line)、one basic platform、one intermediate platform、eight long-term reservation arrival-departure tracks 、four intermediate platforms and reserve motor train-set storage yard towards the station house.基于多目标规划的铁路枢纽客运站布局优化研究摘要：本文研究铁路枢纽内客运站布局及选址基本原则，客运站布局评价指标既有定量指标也有定性指标，为统一评价指标，本文运用多目标规划的基本思想，引入了评价指标的目标效应值，建立了多目标规划的客运站布局优化模型。
铁路运输中英文对照
铁路运输中英文对照铁路运输railway transportation；railway traffic铁路运输管理railway transport administration铁路运营railway operation铁路运输组织railway traffic organization铁路运输质量管理quality control of railway transportation 铁路旅客运输规程regulations for railway passenger traffic 铁路货物运输规程regulations for railway freight traffic铁路重载运输railway heavy haul traffic铁路高速运输railway high speed traffic铁路保险运输insured rail traffic铁路保价运输value insured rail traffic铁路军事运输railway military service铁路旅客运输railway passenger traffic铁路客运组织railway passenger traffic organization行李luggage；baggage包裹parcel广厅public hall；concourse行李房luggage office；baggage office售票处booking office；ticket office候车室waiting room；waiting hall高架火车厅overhead waiting hall问讯处information office；inquiry office客流passenger flow直通客流through passenger flow管内客流local passenger flow市郊客流suburban passenger flow客流量passenger flow volume客流调查passenger flow investigation客流图passenger flow diagram旅客发送人数number of passenger despatched；number of passengers originated 旅客到达人数number of passengers arrived旅客运送人数number of passengers transported旅客最高聚集人数maximum number of passengers in peak hours车票ticket客票passenger ticket加快票fast extra ticket特快加快票express extra ticket卧铺票berth ticket站台票platform ticket减价票reduced-fare ticket学生票student ticket小孩票child ticket残废军人票disabled armyman ticket国际联运旅客车票passenger ticket for international through traffic册页客票；联票coupon ticket代用票substituting ticket定期票periodical ticlet公用乘车证service pass行李票luggage ticket；baggage ticket车票有效期ticket availability行李包裹托运consigning of luggages and parcels行李包裹承运acceptance of luggages and parcels行李包裹交付dilivery of luggages and parcels旅客换乘passenger transference变更径路route diversion错乘takeng wrong train漏乘missing a train越站乘车overtaking the station旅客列车乘务组passenger train crew旅客列车乘务制度crew working system of passenger train旅客列车轮乘制crew poolng system of passenger train旅客列车包乘制assigning crew system of passsenger train旅客列车包车制responsibility crew system of passenger train 列车员train attendant列车长train conductor乘警train police客运密度passenger traffic density旅客列车直达速度through speed of passenger train旅客列车车底周转时间turnround time of passenger train set 列车车底需要数number of passenger train set required客车平均日车公里average car-kilometers per car-day列车平均载客人数average number of passengers carried per train列车客座利用率percentage of passenger seats utilization per train客车客座利用率percentage of passenger seats utilization per car铁路货物运输railway freight traffic铁路货运组织railway freight traffic organization综合性货运站general freight station；general goods station 专业性货运站specialized freight station零担货物中转站less-than-carload freight transhipment station；part-load transhipmint station 营业站operating station 非营业站non-operating station货场freight yard；goods yard尽头式货场stub-end type freight yard通过式货场through-type freight yard混合式货场mixed-type freight yard装卸线loading and unloading track轨道衡线weight bridge track货区freight area；goods area场库storage yard and warehouse堆货场storage yard货物站台freight platform；goods platform货棚freight shed；goods shed仓库warehouse货位freight section；goods section企业自备车private car月度货物运输计划monthly freight traffic plan旬间装车计划ten day car loading plan要车计划表car planned requisition list日要车计划表daily car requisition plan货物品类goods category计划内运输planned freight traffic计划外运输out-of-plan freight traffic；unplanned freight traffic 直达运输through traffic成组装车car loading by groups合理运输rational traffic对流运输cross-haul traffic过远运输excessively long-distance traffic重复运输repeated traffic迂回运输round about traffic；circuitous traffic无效运输ineffective traffic整车货物car load freight零担货物less-than-carload freight大宗货物mass freight散装货物bulk freight堆装货物stack-loading freight成件包装货物packed freight鲜活货物fresh and live freight罐装货物tank car freight易燃货物inflammable freight易冻货物freezable freight轻浮货物light and bulk freight重质货物heavy freight整车分卸car load freight unloaded at two or more stations 一批货物consignment货物运到期限freight transit period货物运单consignment note货票way bill；freight invoice货车装载清单car loading list货物托运consigning of freight货物承运acceptance of freight货物交付dilivery of freight货主owner of freight；consignor；consignee货物发送作业freight operation at originated station货物到达作业freight operation at destination station货物途中作业freight operation en route货物标记freight label运输条件traffic condition运输限制traffic limitation；traffic restriction货车施封car seal货物换装整理transhipment and rearrangement of goods 货物运输变更traffic diversion货源freight traffic source货流freight flow货流量freight flow volume货流图freight flow diagram货物发送吨数tonnage of freight despatched货物到达吨数tonnage of freight arrived货物运送吨数tonnage of freight tranaported计费吨公里tonne-kilometers charged运营吨公里tonne-kilometers operated货运密度density of freight traffic货车标记载重量marked loading capacity of car货车静载重static load of car货车动载重dynamic load of car货车载重量利用率coefficient of utilization for car loading capacity 货车日产量serviceable work-done per day超限货物out-of-gauge freight超限货物等级classification of out-of-gauge freight超限货物检查架examining rack for out-of-gauge freight阔大货物exceptional dimension freight超常货物exceptional length freight货物转向架freight turning rack货物转向架支距distance between centers of freight turning rack跨装straddle车钩缓冲停止器device for stopping buffer action游车idle car货物重心的横向位移lateral shift for center of gravity of goods 货物重心的纵向位移longitudinal shift for center of gravity of goods 集重货物concentrated weight goods重车重心center of gravity for car loaded重车重心高center height of gravity for car loaded危险货物dangerous freight；dangerous goods易腐货物perishable freight冻结货物frozen freight冷却货物cooled freight加冰所re-icing point控温运输transport under controlled temperature保温运输insulated trainsport冷藏运输refrigerated transport加温运输heating transport通风运输ventilated transport容许运输期限permissive period of transport国际货物联运international through freight traffic铁路的连带责任joint responsibility of railway发送路originating railway到达路destination railway过境路transit railway国际铁路协定agreeement of frontier railway国际铁路货物联运协定agreement of international railway throangh freight traffic国际联运货物票据international through freight shipping documents国际联运货物交接单acceptance and delivery list of freight for international through traffic国际联运车辆交接单acceptance and delivery list of car for international through traffic国际联运货物换装transhipment of international through goods国际联运车辆过轨transferring of car from one railway to another for international through traffic货物交接所freight transfer point铁路行车组织organization of train operation铁路行车组织规则rules for organization of train operation车站行车工作细则instructions for train operation at station 列车train车列train set旅客列车编组passenger train formation旅客列车passenger train旅客快车fast passenger train旅客特别快车express train旅客直达特别快车through express train国际联运旅客特别快车interantional express train直通旅客列车through passenger train管内旅客列车local passenger train市郊旅客列车suburban passenger train混合列车mixed train旅游列车tourist train临时旅客列车extra passenger train；additional passenger train军用列车military train；troop train货物列车freight train；goods train始发直达列车through train originated from one loading point 阶梯直达列车through train originated from several adjoining loading points空车直达列车through train with empty cars循环直达列车shuttled block train单元列车unit train组合列车combined train技术直达列车technical through train直通列车transit train区段列车district train摘挂列车pick-up and drop train区段小运转列车district transfer train枢纽小运转列车junction terminal transfer train 路用列车railway service train列车重量标准railway train load norm车辆换算长度converted car length铁路站场与枢纽车站工作组织organization of station operation 站界station limit车站等级class of station无调中转车transit car without resorting有调中转车transit car with resorting本站作业车local car接发列车train reception and departure行车闭塞法train block system空间间隔法space-interval method时间间隔法time-interval method书面联络法written liaison method行车凭证running token办理闭塞blocking进路route准备进路preparation of the route列车进路train route调车进路shunting route通过进路through route接车进路receiving route发车进路departure route平行进路parallel route敌对进路conflicting route]开放信号clearing signal关闭信号closing signal调车进路shunting；resorting；car classification解体调车break-up of trains编组调车make-up of trains摘挂调车detaching and attaching of cars取送调车taking-out and placing-in of cars推送调车push-pull shunting溜放调车fly-shunting；coasting；jerking驼峰调车humping有调中转车停留时间detention time of car in transit with resorting集结时间car detention time under accumulation无调中转车停留时间detention time of car in transit without resorting中转车平均停留时间average detention time of car in transit 双重作业double freight operations一次货物作业平均停留时间average detention time of local car for loading or unloading车站办理车数number of inbound and outbound car handled at station车站技术作业表station technical working diagram现在车cars on hand运用车serviceable car；car for traffic use；cars open to traffic非运用车non-serviceable car；car not for traffic use列车编组顺序表train consist list；train list列车预报train list information in advance列车确报train list information after depature车流car flow车流组织organization of car flow货物列车编组计划freight train formation plan车流径路car flow routing列车去向train destination列车编成辆数number of cars in a train列车运行时刻表timetable列车运行线train path上行方向up direction下行方向down direction列车车次train number核心车次scheduled train number机车周转图locomotive working diagram平行运行图parallel train diagram非平行运行图non-parallel train diagram单线运行图train diagram for singletrack双线运行图train diagram for doubletrack成对运行图train diagram in pairs不成对运行图train diagram not in pairs追踪运行图train diagram for automatic block signals基本运行图primary train diagram分号运行图variant train diagram车站间隔时间time interval between two adjacent train at station不同时到达间隔时间time interval between two opposing trains arriving at station not at the same time会车间隔时间time interval for two meeting train at station同方向列车连发间隔时间time interval for two trains despatching in succession in the same direction追踪列车间隔时间time interval between trains spaced by automatic block signals运输能力transport capacity通过能力carrying capacity输送能力traffic capacity货运波动系数fluctuating coefficient of freight traffic能力储备系数coefficient of reserved capacity区间通过能力carrying capacity of the block section运行图周期period in the train diagram通过能力限制区间restriction section of carrying capacity列车扣除系数coefficient of train removal运输工作技术计划plan of technical indices for freight traffic 装车数number of car loadings卸车数number of car unloadings接运重车数number of loaded cars received交出重车数number of loaded cars delivered接入空车数number of empty cars received交出空车数number of empty cars delivered运用车工作量number of serviceable cars turnround管内工作车local cars to be unloaded移交车loaded cars to be delivered at junction stations空车走行率percentage of empty to loaded car kilometers货车周转距离average car-kilometers in one turnround货车中转距离average car-kilometers per transit operation管内装卸率local loading and unloading rate货车周转时间car turnround time运用车保有量number of serviceable cars held kept货车日车公里car kilometers per car per day列车密度train density技术速度technical speed旅行速度travelling speed；commerial speed列车出发正点率percentage of punctuality of trains despatched to total trains 列车运行正点率percentage ofpunctuality of trains running to total trains铁路运输调度railway train control；railway traffic dispatching 调度所traffic controller’s office ；dispatcher’s office调度区段train dispatching section；train control section调度命令traffic [dispatching] order；train [dispatching] order 车流调整adjustment of car flow装车调整adjustment of car loading空车调整adjustment of empty cars备用货车reserved cars运输工作日常计划day-to-day traffic working plan调度日班计划daily and shift traffic plans运行图天窗‘sky-light’ in the train diagram；‘gap’ in the train diagram车站作业计划station operating plan车站班计划station shift operating plan车站阶段计划station stage operating plan调车作业计划shunting operation plan列车运行调整train operation adjustment运转车长train guard列车等级train class反向行车train running in reverse direction列车运缓train running delay列车等线train waiting for a receiving track列车保留train stock reserved列车停运withdrawal of train列车加开running of extra train运输方案traffic program分界点train spacing point线路所block post辅助所auxiliary block post车站station会让站passing station越行站overtaking station中间站intermediate station区段站district station横列式区段站transversal type district station纵列式区段站longitudinal type district station编组站marshalling station；marshalling yard路网性编组站network marshalling station区域性编组站regional marshalling station地方性编组站local marshalling station单向横列式编组站unidirectional transversal type marshalling station 单向纵列式编组站unidirectional longitudinal type marshalling station 单向混合式编组站unidirectional combined type marshalling station 双向横列式编组站bidirectional tranxversal type marshalling station 双向纵列式编组站bidirectional longitudinal type marshalling station 双向混合式编组站bidirectional combined type marshalling station 主要编组站main marshalling station辅助编组站auxiliary marshalling station自动化编组站automatic marshalling station客运站passenger station通过式客运站through-type passenger station尽头式客运站stub-end passenger station客货运站mixed passenger and freight station货运站freight station尽头式货运站stub-end freight station直通式货运站through-type freight station换装站transhipment station工业站industrial station港湾站harbour station国境站frontier station国际联运站international through traffic station联轨站junction station技术站technical station铁路枢纽railway junction terminal三角形枢纽triangle-type junction terminal十字形枢纽cross-type junction terminal顺列式枢纽longitudinal arrangement type junction terminal 并列式枢纽parallel arrangement type junction terminal 环形枢纽loop-type junction terminal混合形枢纽combined type junction terminal尽端式枢纽stub-end type junction terminal站线siding；station track；yard track到发线arrival and departure track到达线receiving track；arriving track出发线departure track编发线marshalling-departure track调车线shunting track；classification track牵出线switching lead；shunting neck；lead track存车线storage siding机车走行线locomotive running track机待线locomotive waiting track安全线catch siding避难线refuge siding尽头线stub-end siding专用线private siding客车洗车线washing siding for passenger vehicle联络线connecting line迂回线round about line环线loop枢纽直径线diametrical line of junction terminal段管线depot siding整备线servicing siding线路中心线central lines of track驼峰推送线pushing track of hump驼峰溜放线hump lead；rolling track of hump驼峰迂回线uound about line of hump难行线hard running track易行线easy running track线束track group线路全长total track length线路有效长effective track length坡度牵出线draw-out track at grade道岔绝缘段insulated switch section道岔配列switch layout禁溜车停留线no-humping car storage车场yard到达场receiving yard；arriving yard出发场departure yard到发场receiving-departure yard直通场through yard调车场marshalling yard；shunting yard；classification yard 辅助车场auxiliary yard箭翎线herringbone track调车设备marshalling facilities；classification facilities。
铁道方向毕业文献翻译
Influence of track conditions and wheel wear state on the loads imposed on the infrastructure by railway vehicles J. Pombo a,J. Ambrósio a, M. Pereira a, R. Verardi b, C. Ariaudo b, N. Kuka ba IDMEC/Instituto Superior Técnico, Technical University of Lisbon, Lisbon, Portugalb Railway Dynamics, Experts, ALSTOM Ferroviaria, Savigliano (CN), Italy【Abstract】Nowadays, one of the most sensible issues in the railway industry is the damage on vehicles caused by the track conditions and the infrastructure deterioration due to the trains’ passage. Therefore, it is essential to acquire a better understanding on how the operation conditions influence the wear evolution of the railway wheels and the consequences of their changing profiles on vehicle–track interaction forces. In this work, a computational tool is used to simulate the dynamic performance of integrated railway systems and to predict the wear evolution of wheel profiles. The tool is applied to realistic operational scenarios with the purpose to evaluate the influence of the track conditions, defined by the track geometry and by its irregularities, on the wear progression of railway wheels. The loads imposed to the railway infrastructure by a trainset running at different velocities, on a track with and without irregularities,and equipped with wheelsets having new and worn profiles is also studied. The studies performed here show that the levels of track irregularities considered have a negligible influence on the wear progression.Furthermore, the loads imposed to the track during trainset operation are not affected by the wear state of the wheels. On the other hand, the track imperfections can affect significantly the vehicle–track interaction forces.【Keywords】:Railway dynamics，Vehicle–track interaction，Track irregularities，Wheel–rail contact，Wheel profiles wearArticle history:Received 9 November 2009Accepted 10 May 2011Available online 2 June 2011《Computers and Structures》1.IntroductionThe dynamic analysis of the loads imposed to the railway infrastructure by trainsets and, conversely, the damages on vehicles provoked by the track conditions has been attracting the attention of railway community in recent years. The raising interest on this subject has occurred mainly due to the development of new high-speed railway lines and to the common drive to upgrade the existing infrastructures. The increasing demands on railway transportation require improvements of the network capacity, which can be achieved either by increasing the speed of the traffic or by increasing the axle loads. However, both of these options place pressures on the existing infrastructures and the effects of these changes have to be carefully considered.In general, the increasing demand for safer, more efficient and better cost-effective railway transport is satisfied by two alternative approaches. In the first one, dedicated high-speed lines are built to carry passenger-only traffic (e.g. France and Japan) or mixed passenger-freight traffic (e.g. Germany, Italy and UK). This approach significantly increases the lines capacity as the traditional tracks can be freed of the intercity passenger trains, leaving more room for freight and regional passenger traffic. Nevertheless, this solution is also very costly as it requires building completely new high-quality lines with the accompanying infrastructure.A second alternative approach consists of upgrading the existing infrastructures to allow for faster passenger trains and heavier freight trains. This approach was adopted, for instance, in Sweden (Stockholm–Malmo line) and in the UK (West Coast Main Line from London to Glasgow) where tilting passenger trains operate on modernised tracks at speeds up to 200 km/h. Despite this solution is much less efficient in terms of increasing the line capacity, it is used when the efficiency improvements are required within a shorter time-frame or when the demand does not justify high expenses on building new lines.The latter approach is currently being implemented in several European countries (e.g. Portugal and Ireland) where the railway networks are undergoing modernisation to cope with the ever increasing demand on railway transportation. However, a great part of these infrastructures date back to the second half of the 19th century and to the first half of the 20th. Clearly, they were designed to carry loads different from those they are subjected to today. Furthermore, the dynamic effects were not fully recognized and appreciated at the time the structures were designed and built. This raises concerns regarding the dynamic response of these tracks caused by the current and planned enhancements of the network capacity. In particular, the dynamic effects caused by the increase in the speed and axle loads of trains and by the introduction of new types of the rolling stock are under question. These dynamic effects include excessive vibrations, risk of resonance, stability of the track and running safety of rolling stock, among others.The improvement of the modelling capabilities and the understanding of the dynamic response of vehicle–track interaction can provide refined methods of analysis and assessment of existing railway systems. These, will help to address the ageing problems of rolling stock and of infrastructures and will allow the development of more cost-efficient maintenance and modernisation procedures. In addition, enhancements to the capacity of railway networks can be achieved if the dynamic effects, resulting from increased speeds and loads of trains, are accurately predicted and evaluated.During trainset operation, the wheels of railway vehicles are subjected to wear. When the worn state of the profiles reaches a limit value defined by international standards [1], the wheels have to be re-profiled. Furthermore, the railway wheels only can be re-profiled 3 or 4 times and the wheelset substitution is a very expensive maintenance procedure. Therefore, it is also important to acquire a better understanding on how the track conditions influence the wear evolution and the vehicle-track interaction forces. Such evaluation is an important contribute to reduce the operation and maintenance costs, by increasing the life cycle of both vehicles and tracks.In the literature, several approaches to estimate wheel and rail ear using dynamic simulations are available [2–6]. However, less emphasis has been placed on the consequences of that wear on the performance of the railway vehicles and on the loads imposed to the infrastructure. The work reported by Nielsen et al. [7] focus on the train-track interaction and mechanisms of irregular wear. These authors discuss the causes, consequences and suggest solutions to minimize the problems for several types of wheel and rail wear. Hur et al. [8] use a 1/5 scaled roller rig bogie prototype to analyze the influence of the wheel profile wear on the running stability (critical speed) of railway vehicles. Froling [9] addresses the asymmetric wheel profile wear and analyses the consequential damages to the wheels, rails, turnouts and bogie components. Wu [10] discusses the effects of wheel and rail profiles on vehicle curving and lateral stability through the evaluation of the North American freight railways wheel profile. Fergusson et al. [11] tackle the wheel wear problem in another perspective. They present a methodology to minimize the wheel wear by optimising the primary suspension stiffness and the centre plate friction of a self-steering three-piece bogie without compromising the vehicle stability.In the work presented here, a computational tool, based on a multibody formulation, is used to simulate the dynamic performance of integrated railway systems that include the vehicle, the track and their interaction. The tool is also able to predict the wear evolution of the wheel profiles as a function of the distance run. In this work, the tool is first applied to realistic operational scenarios in order to study how the wheel wear progression is affected by the track conditions, defined by its geometry and irregularities. Then, special attention is given to the comparison of the vehicle-track interaction forces obtained during the operation of a trainset, running atdifferent velocities, on tracks with and without irregularities. These simulations are performed with the railway vehicle assembled with wheels having new and worn profiles in order to evaluate how the wear state influences the loads transmitted to the railway infrastructure.2.Description of the computational toolThe computational tool used here is composed of two parts. The first one is the railway dynamics block that uses the commercial software V AMPIRE [12,13] to study the dynamic behaviour of railway vehicles. This software uses a multibody formulation [14–19] to simulate the dynamic performance of integrated railway systems that include the vehicle, the track and the wheel–rail contact interaction. The code allows simulating accurately the vehicle, including the masses and inertias of the structural elements, and the characteristics of suspensions. It is also possible to represent accurately the track geometry, which is defined by its layout (macro-geometry) and by the track irregularities. This allows including, in the railway dynamic studies, the perturbations arising from the track imperfections. The vehicle–track interaction is studied through an appropriate wheel–rail contact formulation [20–26]that is used to compute the normal and tangential forces that develop in the contact area. Here, in particular, the fully non-linear creep law from V AMPIRE tool [12,13], with non-linear contact forces and non-linear contact geometry, is used.The second block of the computational tool is a purpose-built code [27–31] that is used to manage the pre and post-processing data of the first block in order to compute the wheel profiles wear or a given railway system. The strategy consists of providing an initial profile to all wheels of the trainset and running a simulation, for a pre-defined travel distance using the commercial multibody software. Then, the wear prediction block collects the necessary data from the dynamic analysis results and calculates the wear, i.e. the amount of material to be removed from the wheel surfaces. The resulting updated profiles are then used as input for a new railway dynamic analysis. This methodology, represented in Fig. 1, is repeated as many times as necessary to reach the distance required for the wear study.Fig. 1. Outline of the computational tool.The core of the wear prediction block is the wear computation rocedure thatcalculates the amount of worn material to be removed from the wheel surfaces. This block is composed of the contact model and of the wear function. The contact model processes the dynamic analysis results to obtain the wheel-rail contact parameters. The wear function uses these contact parameters as input to compute the quantity of worn material to be removed from the wheel surfaces.3.Influence of track conditions on wheels wearIn the following, the computational tool described here is used to evaluate the influence that the track conditions, defined by its geometry and irregularities, have on the wear evolution of railway wheels.3.1．Railway vehicleThe 3D model of the railway vehicle is build using a multibody approach [14–19]. This methodology allows representing accurately the mass and inertia properties of the structural elements that compose the vehicle. It also includes the kinematic joints, which control the relative motion between the bodies, and the force elements, that represent suspension components of vehicle.The trainset considered for the studies conducted here is a nonarticulated conventional trainset composed by seven vehicles interconnected by linking elements, as represented in Fig. 2.Fig. 2. Non-articulated conventional trainset.Due to the trainset configuration, it is assumed that, concerning the studies performed here, the dynamic behaviour of each vehicle has a non-significant influence on the others. According to this assumption, each vehicle of the trainset can be studied independently, as shown in Fig. 3. In this way, the vehicle model considered is composed only by one unit of the trainset. This composition is a motor vehicle that is assembled with two trailer wheelsets, represented in white in Fig. 3 and two motor wheelsets, represented in black. The vehicle is initially equipped with new wheels, having a diameter of 890 mm and a S1002 profile [1].Fig. 3. Motor vehicle of trainset3.2.Track conditionsThe dynamics behaviour of railway vehicles is dependent, on a great extent, of the track conditions. Also the loads transmitted to the infrastructure by the trainsets operation depend on the track geometry. The accurate description of the track is, therefore, essential for the dynamic analysis of railway systems.The computational tool used here allows creating realistic track models to run the railway dynamic studies. The track geometry is defined by the track layout, representing its macro-geometry, and by the track irregularities, representing its imperfections.3.2.1.Track layoutThe railway tracks are, in general, composed of straight (or tangent) sections, transition curves and circular curves. In the computational tool used here, the track layout is defined by the following design parameters [12,13]: (a) plan view curvature;(b) vertical offset; and (c) cross level offset. The plan view curvature c represents the curvature of the track in the horizontal plane, being defined as:c=1R(1) where R is the radius of the curve, as represented in Fig. 4a).When travelling in horizontal curves, railway vehicles are influenced by centrifugal forces, which act in a direction away from the center of the curve and tend to overturn the vehicles. In order to counteract this force, the outer rail in a curve is raised. This difference of heights between the two rails is called cross level offset h (or cant). The vertical offset zO represents the height of the track centerline in a curve. These two parameters are represented in Fig. 4(b).Fig. 4. Parameters to define the track layout: (a) plan view curvature; (b) vertical offset and cross level offset (cant).The track considered for the wear studies conducted here is from the Italian railway network, between the cities of Cuneo and Ventimiglia. This track has about 96 km length and it is particularly curved, with 61% of its curves having radii with less than 450 m, as represented in Fig. 5.Fig. 5. Curve radii distribution of the Cuneo–Ventimiglia track.The track model is assembled with UIC60 rails [32], with 1/20 cant, and has a track gauge of 1435 mm. The track flexibility is modelled here differently in the vertical and lateral directions. Laterally the rails can move independently of the sleepers, as represented in Fig. 6. The lateral model thus has rail to sleeper lateral flexibility as well as sleeper to ground flexibility. Vertically the rails are constrained to the sleepers and so the track model just has a vertical flexibility to ground. The track flexibility is represented here by stiffness and damping parameters with the following characteristics [12,13]:●Track stiffness:❍Sleeper-ground lateral stiffness: ky = 37.0 * 106 N/m.❍Rail-sleeper lateral stiffness: kr-y = 43.0 * 106 N/m.❍Sleeper-ground vertical stiffness: kz = 50.0 * 106 N/m.●Track damping:❍Sleeper-ground lateral damping: cy = 0.24 * 106 N s/m.❍Rail-sleeper lateral damping: cr-y = 0.24 * 106 N s/m.❍Sleeper-ground vertical damping: cz = 0.1 * 106 N s/m.Fig. 6. Track stiffness and damping.3.2.2.Track irregularitiesThe realistic description of a track requires not only the definition of its layout, as previously referred, but also the description of the irregularities. This data represents the deviations of the track from its design geometry and result mainly from construction imperfections, usage operations and change on the foundations. In the railway industry, the track irregularities are measured experimentally using special testing vehicles.In the studies carried out in this work, the track imperfections are characterized by several parameters [12,13]: (a) cross level (cant) irregularities; (b) curvature irregularities; (c) lateral irregularities; (d) vertical irregularities; and (e) gauge variation. The curvature irregularities contain the long wavelength lateral data,while the lateral irregularities define the short wavelength lateral displacements [12,13]. During the dynamic analysis, the railway vehicle follows the curvature data but not the lateral irregularity. The gauge variation gives the variation of the gauge about the nominal value and a positive value indicates increasing gauge.In Fig. 7 the absolute measured values of the irregularities parameters are presented for the first 2 km of the track. These values are representative of the irregularities that exist along the 96 km of track length. With the inclusion of irregularities in the whole track model, the complete characterization of the track Fig. 2. Non-articulated conventional trainset. Fig. 3. Motor vehicle of trainset.conditions is achieved. This allows performing railway dynamic studies considering the track perturbations.Fig. 7. Track irregularities parameters for the first 2000 m of track: (a) cross level (cant) irregularities; (b) curvature irregularities; (c) lateral irregularities; (d) vertical irregularities; (e) gauge variation.3.3.Wear study on the wheels of railway vehiclesIn order to evaluate the influence of the track imperfections on the wear evolution, two wear studies are carried out. In the first one, an ideal track model is considered, having a perfect design geometry, defined in Fig. 5, with no irregularities. In the second wear study, a realistic track model is adopted having the same layout of the previous one, but considering the measured track irregularities represented in Fig. 7. In both cases all remaining input data, used to study the railway dynamic problem, and analysis parameters, required for the wear computations, are equal.The comparative wear studies are carried out by performing several journeys of railway vehicle on both tracks until reaching the total distance of 5000 km. The vehicle velocity is defined according to the service conditions, varying between 80 and 95 km/h along the track length.The new and the worn profiles obtained in the two tracks, with and without irregularities, are presented in Fig. 8. These results correspond to the left and right wheels of leading wheelset. From these plots, no differences are perceptible among results obtained with the two tracks. In order to assess the differences with more detail,the wear depth results on the profiles of both wheels are also analysed.The comparison between the wear depth values obtained when travelling on the two tracks is shown in Fig. 9. The results are presented as a percentage of the maximum wear depth value obtained on both wheels. In this comparative study, no significant differences are observed between the wear depth results obtained with the tracks with and without irregularities. This means that the levels of imperfections considered in this track, represented in Fig. 7, do not affect the wear progression on the trainset wheels when operating this line. In other work by the same authors [28], a comparative wear study between two tracks with different layouts is performed. In that work it is demonstrated that the severed curved track, considered here and having the design characteristics represented in Fig. 5, originates levels of wear 20–40% higher than the ones obtained in a track with a mainly straight geometry.From Fig. 9 it is also interesting to note that the wear distribution along the profiles is slightly wider when travelling on the track with irregularities. This can be explained by the fact that the track imperfections originate more lateral oscillations of the wheelsets during trainset operation. Consequently, the lateral position of the wheel–rail contact points along the profiles has more amplitude. The wear results also show that, after 5000 km of trainset operation, the highest wear on the left wheel occurs on both tread and flange zones, while, on the right wheel, it occurs on flange.Fig. 8. Influence of track irregularities on wear: (a) Left wheel; (b) right wheel.4.Influence of wheel wear and of track irregularities on track loadsAn important and very sensitive issue in railway industry is the impact of train operations on the infrastructure and, conversely, the damages on vehicles provoked by the track conditions. This topic has a significant economical impact on the vehicles maintenance but also affects the life cycle costs of tracks. As a consequence, there is a growing tendency to define the track access charges, i.e. the prices billed by the infrastructure managers to the railway operators, according to the damage that the trainsets operation is supposed to cause to the tracks.In the following, the dynamic behaviour of a railway vehicle is studied in several service conditions. The purpose is to assess how the wear state of its wheels and the track imperfections influence the loads imposed to the infrastructure. These studies are performed considering different velocities for the trainset operation.Fig. 9. Wear depth results on: (a) left wheel; (b) right wheel.4.1.Railway vehicleThe railway vehicle used in the studies conducted here is represented in Fig. 3. It is the same as the one considered in the wear evolution studies described in the previous section.4.2.Track conditions4.2.1.Track layoutA section of the track described previously, and represented in Fig. 5, is considered here to study the influence of the wheel wear state and of track irregularities on track loads. The design geometry of this track section is depicted in Fig. 10. It corresponds to the first 2000 m between Cuneo and Ventimiglia, which is representative of the whole railway network between these two cities. The track layout is composed of a straight segment L1 followed by two circular curves L3 and L5, with radii R1 and R2, respectively, and finalized by a tangent segment L7.When trains are operated at normal speeds, a circular curve with cant cannot be followed directly by a tangent track, and vice-versa [20,21]. A transition between these two types of segments, designated by transition curve, is required in order to guarantee the curvature continuity and to minimize the change of lateral accelerations of the vehicles. Usually, the radius of a transition curve is changed continuously, decreasing from an infinite radius, at the tangent end, to a radius equal to that of the circular curve, at the other end. The transition curves are also used between circular curves with different radius. In Fig. 10 the track segments L2, L4 and L6, represented with dashed lines, are the transition curves of the track considered here.Also the cant is changed gradually over the transition length, leading to the so-called superelevation ramp. It represents the cant variation along the transition, ensuring a smooth cant evolution from a null value, at the straight track, to the nominal cant of the circular curve. The design characteristics of the track depicted in Fig. 10 are represented in Table 1.Fig. 10. Track layout.Table 1Design characteristics of the track.4.2.2.Track irregularitiesThe imperfections associated to the track layout depicted in Fig. 10 are also considered here. They are defined by the track irregularities parameters described before in this text and represented in Fig. 7.4.3.Influence of wheel wear state on track loadsThe purpose here is to analyse the dynamic behaviour of the railway vehicle in different operation conditions in order to assess how the wear state of its wheels influence the loads imposed to the infrastructure. For this purpose, the vehicle is assembled with wheelsets having the new and the worn wheel profiles, represented in Fig. 11, and comparative dynamic studies are carried out.The comparative studies with new and worn wheels are performed considering two different velocities for the trainset. The velocity of 95 km/h is adopted as it corresponds to the service conditions of the vehicle in this 2000 m section of the track.The velocity of 135 km/h is also considered since it represents the maximum velocity that a railway vehicle can operate a track having curves with the design characteristics presented in Table 1 [33].Fig. 11. New and worn wheel profiles: (a) left wheel; (b) right wheel.4.3.1.Track loads caused by the leading wheelsetThe first indicator considered here to assess the loads imposed to the track by the trainset operation is the wheelset ripage force FRipage. This force represents the total lateral force transmitted to the track by a wheelset, being obtained as the sum of the lateral contact forces exerted on the left and right rails. These forces are represented in Fig. 12 for the cases in which the wheelset is running on a straight track or negotiating a curve.The ripage force results, originated by the leading wheelset of the railway vehicle, are presented in Fig. 13. These results are obtained for running velocities of 95 and 135 km/h and with the vehicle assembled with new and worn wheels. According to the UIC 518 standard [33], these results should have two steps of signal post-processing. First, the lateral track forces data is processed with a sliding window 2 m running average filter. Then, a low pass filter with a cut-off frequency of 20 Hz and 2 poles is used to obtain the final results for the ripage force.The results from Fig. 13 show that, in curve, the lateral track forces obtained with the velocity of 135 km/h are about 150% higher than when running at 95 km/h. When comparing the results obtained with new and worn profiles, it is observed that the new wheels originate slightly higher lateral track forces on curve.It is also interesting to observe that in the tangent track after the curve, the vehicle assembled with new wheels and running at the velocity of 135 km/h exhibits a periodic lateral oscillation that originates low frequency lateral track forces. This phenomenon is known in the railway industry as vehicle lower sway and it only occurs when using new wheel profiles S1002 and new rail profiles UIC 60 with 1/20 cant. In such conditions, the equivalent conicity [20,34,35] of the wheelsets is very small and, consequently, after a perturbation the vehicle has more difficulty to center itself on the track. This phenomenon does not occur when using the worn wheel profiles since the equivalent conicity is higher and the wheelsets have a stronger tendency to center themselves on the track.Another indicator considered to evaluate the loads imposed to the track by the trainset operation is the vertical wheelset force on the left FL and on the right FR rails. These forces are represented in Fig. 12 for the cases in which the wheelset is running on straight and curved tracks.The vertical track forces results obtained on the left and right rails are presented in Figs. 14 and 15 , respectively. These results are defined in the wheelset axis and are filtered with a low pass filter with a cut-off frequency of 20 Hz and 2 poles, according to the UIC 518 standard [33]. When comparing the results obtained with new and worn profiles, no differences are perceptible among them. This means that the vertical track forces are not sensitive to the wear state of the wheels.The graphs of the vertical track forces also show that, in curve, the track forces on the inner (left) rail are lower when running with the velocity of 135 km/h. On the outer (right) rail, the opposite happens, i.e. the higher velocity originates higher vertical forces. These results show that the railway vehicle is running with cant deficiency, which is more pronounced at 135 km/h. This means that, for these velocities, the track cant is not sufficient to assure zero track plane acceleration and a resultant centrifugal force arises, pointing towards outside of the curve. Consequently, the passengers are pushed in that direction and the vertical contact forces are higher on the outer wheels.Fig. 12. Ripage (lateral) and vertical wheelset forces transmitted to the track: (a) tangent track; (b) curved track.。
铁路货运站点整合布局优化研究
铁路货运站点整合布局优化研究王波;何世伟;黎浩东【期刊名称】《物流技术》【年(卷),期】2013(032)003【摘要】In this paper, considering the constraint in meeting freight transportation needs, the constraint of operational capacity of the railway freight terminals, and the constraint of resource integration of the terminals, and with minimized transportation cost and integration cost as the objective, we established the model for the integration and layout optimization of the railway freight terminals. Since this model was a mixed integer programming model, we used the ILOG software to solve it. Finally in a numerical example, we demonstrated that the idea and method of optimization proposed in this paper could provide reference in decision-making of the terminals.%考虑货运需求满足约束、铁路货运站点的作业能力约束和货运站点整合资源约束,以最小化运输费用和货运站点整合费用最小为目标,构建了铁路货运站点整合布局优化模型.鉴于该模型为混合整数规划模型,采用ILOG 优化软件进行求解.算例结果表明,提出的优化思想和方法可对铁路货运站点的布局优化提供决策依据.【总页数】3页(P239-240,348)【作者】王波;何世伟;黎浩东【作者单位】北京交通大学交通运输学院,北京100044;北京交通大学交通运输学院,北京100044;北京交通大学交通运输学院,北京100044【正文语种】中文【中图分类】U291.4【相关文献】1.基于GIS位置分配模型的公交站点布局优化研究——以武汉市南湖片区为例 [J], 白杨;刘稳2.城市开放空间中快递物流站点布局与优化研究 [J], 刘福智;赵丽萍3.上海枢纽铁路货运站功能布局优化研究 [J], 叶玉玲;贾咏明4.基于模糊VIKOR方法的合资铁路货运站点选址方案优化研究 [J], 王铁城5.昆山市动态不停车称重检测站点布局优化研究 [J], 肖飞;张振栋;杨柳;刘宇;吴海涛因版权原因，仅展示原文概要，查看原文内容请购买。
火车类论文外文翻译
InterlockingIn railway signaling, an interlocking is an arrangement of signal apparatus that prevents conflicting movements through an arrangement of tracks such as junctions or crossings。
The signaling appliances and tracks are sometimes collectively referred to as an interlocking plant。
An interlocking is designed so that it is impossible to give clear signals to trains unless the route to be used is proved to be safe。
In North America, the official railroad definition of interlocking is：" An arrangement of signals and signal appliances so interconnected that their movements must succeed each other in proper sequence "。
Interlocking typesInterlockings can be categorized as mechanical, electrical (relay-based), or electronic/computer-based。
Mechanical interlockingIn mechanical interlocking plants, a locking bed is constructed, consisting of steel bars forming a grid。
交通运输与物流专业英语(Unite 3)中英文
Unit Three Transportation PlanningText A Definition of transportation planningThere are many kinds of planning such as urban planning, economic planning, financial planning, industrial planning, and environmental planning. In the field of transportation, planning can be further divided into highway planning, urban transportation planning, airport planning and so on. It is obvious that planning plays an important role in modern society and that it is concentrated in particular areas, subjects, or systems no matter what this function is.（社会中）存在各种各样的规划，如城市规划、经济计划、金融计划、工业规划以及环境规划。
而在交通运输领域，交通规划又可以进一步细分为公路规划，城市交通规划以及机场规划等等。
明显地在现代社会中（各种）规划扮演者重要角色，不管最终（这些规划）的作用是什么，它都被用于某些特殊领域、学科和系统中。
We defined planning as the activity or process that examines the potential of future actions guide a system toward desired direction, for example, toward the attainment of positive goals, the avoidance of problems, or both. Being he conceptual, premeditative process, planning is a fundamental characteristic of all human beings.我们将规划定义为：规划是检验评估未来某项行动对于引导整个系统朝着预期方向（例如，实现积极的目标，避免出现问题等）发展可能性的一个过程。
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Study on Layout Optimization of Passenger Stationbased on Multi-objective PlanningAbstract—This paper study on the optimal layout of passenger station and the basic principle of selection location. There are both quantitative index and qualitative index existing in the evaluation indexes of the layout of passenger station. To unify the evaluation indexes, this paper establishes a multi-objective planning optimization model of the layout of passenger station, by using the basic idea of multi-objective planning and introducing the effect of targets of the evaluation indexes. In Nanning railway terminal for example, four evaluation indexes: construction investment、operation cost in railway terminal、cost of passenger trip and the other social benefits are determined. Calculate respectively all effect of targets of the evaluation indexes and then determine the optimal scheme of the layout of passenger station in Nanning railway hub by the total effect of targets after being weighted.Keywords-component; multi-objective; passenger station; Layout OptimizationIn the past, paying much attention to improving line carrying capacity and neglecting the carrying capacity of hubs or stations in China leaded to the shortage of passenger capacity and the difficulty in meeting the demand of transport market. At present, China is in the primary stage of high-speed railway construction. High-speed railway being introduced into existing railway terminal will break the transport pattern of existing railway hub and will dramatically change the original railway hub transportation structure、transportation operation mode and transportation path. It is an important question in railway terminal planning to reasonably determine the locations and the number of the high-speed passenger stations in hub and optimize the layout of passenger stations in terminal.I Layout Optimization model of Passenger Station in railway hubA. Layout of passenger station in railway hub and basic principle of selection location（1）For human-oriented, make the trip distance and time of passenger from the starting point to passenger station shortest、the travel cost lowest、the riding most convenient and reduce the passenger transfer or make it more convenient. (Includingthe transfer between one or multiple transport modes)（2）Take the market as the direction and make the benefits as the center. Passenger station in city is kind of large infrastructure. Inputs and outputs should be the standard of the evaluation of railway operation benefit. At the same time, removal expense which is relative to the selection location of passenger station 、investment of civil engineering 、completion time of project and some cost related to project should be brought into the constraint condition of selection location of passenger station. It still needs to compare the operating costs of different schemes of selection location of passenger station.（3）The development of city should be combined with the city planning. It includes urban master planning 、urban public transport planning 、urban rail transit network planning and so on. Their evaluation indexes are different. In a word, it should reflect the compatibility between railway station and the city, and guide and advance the development of the transportation of the city. [ 3 ]On above foundation of all basic principles, alternatives should be in accordance with the natural distributed discipline of passenger flow, and be beneficial to hub passenger train. They also should make full use of the railway existing equipment and the urban existing collecting and distributing centre. At the same time, they should have both good geological conditions and economic environment. B. Layout Optimization model of Passenger Station in railway hubThe economic evaluation indexes of layout optimization model of passenger station in railway hub have both quantitative indexes such as engineering investment 、operating costs and so on and some qualitative indexes which can’t be quantified directly such as cooperation with the development planning of city 、environment protection and so on. To be convenient to unify quantitative indexes and qualitative indexes, establish layout optimization model of passenger station below by applying the theory and method of multi-objective planning.1max Ii i i f w f ==∑ （1）In formula:i —Quantitative indexes and qualitative indexes of all design schemes. I evaluation indexes in all;i f —Effect of targets of all evaluation indexes （01i f ≤≤）. It is introduced for beconvenient to unify the dimension of quantitative and qualitative indexes. For the effect of targets of quantitative indexes, determine the corresponding value of zero and one, and then evaluate the value through insertion method. For the qualitative indexes, use the six-degree standard to quantify: Best —1、Better —0.8、General —0.6、bad —0.4、worse —0.2、worst —0.i w —Weight of all evaluation indexes. It can be confirmed by the means ofinvestigation and argumentation and experts. In addition,11Iii w==∑.f —Total effect of targets of all design schemes. Its value determines the finalgood or bad ranking of all design schemes.II Construction scheme of passenger station in Nanning railway hub A. Present situation and future planning of Nanning railway hubNanning railway hub is the important regional terminal in southwest railway network. At present, it is connected with three railway main lines: Hunan-Guilin line 、Nanning-Kunming line and Nanning-Fangchenggang line. The constructing line: Liuzhou-Nanning passenger dedicated line 、Nanning-Litang railway 、Yunnan-Guilin railway and Nanning-Qinzhou railway all introduced into Nanning hub. Recently, there will be Jinchengjiang-Nanning railway 、Naning-Pingxiang railway and so on introduced into Nanning terminal. At that time, the number of intersection railway lines will be nine in Nanning hub.In terminal , there’re only one passenger station—Nanning Station. It has five receiving-departure lines for passenger trains (including main line)、one freight through line 、four receiving-departure concurrently storage sidings 、four shunting lines.The population of Nanning in downtown is planning to be 69 million in 2010 and 78 million in 2020. The population of the center is planning to be below 21 million in 2010 and below 29 million in 2020.The existing layout of railway terminal is in loop mode. Affected by geological condition and features 、the limit of removal working, existing p assenger station can’t be reconstructed in large scale. All of passenger working being concentrated in a station leads large pressure to city traffic. Therefore, the layout mode should be thatdisperse several centers in different places. That needs new passenger stations to satisfy the operating demand.B. Scheme of passenger station in Nanning railway hubThe recent passenger volume in Nanning terminal is 8 billion per year and the long-term will be 17 billion per year. Affected by geological condition, Nanning station cannot satisfy the passenger demand of terminal. With the construction of south-north intercity railroad in Nanning railway terminal, the terminal passenger system will gradually form the “loop” pattern of “The main in north and the minor in south” by south -north loop line.According to the principle of selection and location of passenger station in hub, come up with three alternatives for the south-north passenger station: reconstructing Nanning station （1）、new building Nahuang station （2）、new building Fengling station （3）. [ 3 ]III Evaluation index of construction scheme of passenger station in Nanning railway terminalA. Costs of engineering investment 1zCalculate the investment of line 、demolition 、land expropriation 、bridge 、tunnels of the construction scheme of passenger station. The costs of engineering investment of all schemes are presented in table 1.Table 1 Main engineering investment of alternative stations （10 thousand Yuan ）2()2111 2JKLjkl jkl l j k l z u S λ====∑∑∑In formula:j —The number of passenger stations in hub; k —The direction in hub;l —Different trains in hub, including high-speed train and normal-speed train;jklu —The number of passengers in l kind train which is from j station to kdirection of hub;jklS —The distance of l kind train which is from j station to k direction of hub interminal;l λ—The unit operating cost of l kind train.In accordance with the cost of one person per kilometer, the operating cost of taking normal passenger train is 0.078Yuan per person in one kilometer. The operating cost of taking high-speed train-set is 0.094Yuan per person in one kilometer.For three alternative stations, the distance of different kinds of trains to each direction is listed in table 2 and the operating costs of different passenger station in hub are presented in table 3.Table 2 The shortest path of alternative stations in accordance with direction（km ）3()311 3IJij ij i j z c u ===∑∑In formula:3z —Cost of passenger going to station; iju —Total number of passengers from i district to j station for taking differentkinds of trains (including high-speed train and normal-speed train);ijc —Unit cost of passenger trips from i district to j station for taking trains.Table 3 Operating costs in hub (10 thousand Yuan)distribution of railways and rivers, Nanning can be distributed into six residents trip districts.Table 4 Costs from trip districts to alternative station (Yuan)thousand person per year)table 7.D. The other social benefits 4zBy applying the three-station scheme （1、2、3）, it is convenient to arrange the task of different stations in hub .The car flows travel smoothly in hub and it is convenient for passengers to take trains. The two-station scheme （1、2）can’t consider partial regions of the city and the contact between stations is not frequent and it is not convenient for passengers to go out.Table 6 The number of intercity passengers of trip districts (10 thousand personper year)hubA. Costs of engineering investment 1dTable 8 Costs of engineering investment（10 thousand Yuan ）11passenger station by using linear model. Supposed when 1z =520 billion Y uan, 1d equals zero and when 1z =200 billion Yuan, 1d equals one. Then layout schemes1d of all passenger stations will be evaluated. The results are listed in table 9.B. Operating costs in hub 2dOperating costs of layout schemes of passenger station in hub are presented in table 3. Supposed when 2z =12 billion, 2d equals zero and when 2z =6 billion,2d equals one. Then calculate the layout scheme 2d of passenger station by linearrelationship. The results are listed in table 10.Table 9 Effect of targets of engineering investment 1d23Costs of passenger trip are shown in table 7. Supposed when 2z =150 billion,3d equals zero and when 2z =80 billion, 3d equals one. Then calculate the layoutscheme 3d of passenger station by linear relationship. The results are listed in table 11.Table 11 Effect of targets of passenger trip 3d4E. Determine the weight of each evaluation indexBy combining all evaluation indexes with a certain nu mber of experts’ suggestions, the weight of each evaluation index is determined: 1w —0.5、2w —0.1、3w —0.3、4w —0.1.F. The optimal layout scheme of passenger stationComprehensive above results, evaluate the total effect of targets of layout scheme of passenger station in Nanning railway terminal. The results are listed in table 13.Table 12 Effect of targets of the other social benefitsd4three-station scheme, the optimal scheme is two-station scheme. That is reconstructing Nanning station and new building Nahuang station.The reconstruction and removal engineering are in large scale. To control the scale of Nanning station effectively, add five intermediate platforms and ten arrival-departure tracks to form fifteen mesas in scale. At the same time, build passenger coach preparing station and motor train-set application station. In Nahuang station, construct five arrival-departure tracks(including main line)、one basic platform、one intermediate platform、eight long-term reservation arrival-departure tracks 、four intermediate platforms and reserve motor train-set storage yard towards the station house.基于多目标规划的铁路枢纽客运站布局优化研究摘要：本文研究铁路枢纽内客运站布局及选址基本原则，客运站布局评价指标既有定量指标也有定性指标，为统一评价指标，本文运用多目标规划的基本思想，引入了评价指标的目标效应值，建立了多目标规划的客运站布局优化模型。