物流中心位置選擇相關(guān)外文翻譯（節(jié)選）

1、<p>　　2300單詞，13500英文字符，4900漢字</p><p>　　出處：?ak J, W?gliński S. The Selection of the Logistics Center Location Based on MCDM/A Methodology ☆[J]. Transportation Research Procedia, 2014, 3(19):555-564.</

2、p><p><b>　　原文 </b></p><p>　　The Selection of the Logistics Center Location Based on MCDM/A Methodology</p><p>　　Rowling Keyes</p><p>　　Introduction </p>

3、<p>　　The “l(fā)ocation problem”(Owen, Daskin, 1998; Farahani, Hekmatfar, 2009) consists in determining a proper placement of an infrastructural component (ground, site, facility) in a considered area, taking into acco

4、unt the decision maker’s (DM’s) preferences and existing constraints. It has a universal character and may refer to different categories of sites/facilities (Farahani, Hekmatfar, 2009; Farahani, et al, 2010). Many mathem

5、atical formulations and approaches to solving this problem have been rep</p><p>　　One of the typical logistics location problems refers to the proper placement of logistics centers (Van Thai, Grewal, 2005; K

6、ayikci, 2010). The logistics center (LC) is a separate entity operating in a secured area, within which all logistics activities (transportation and forwarding, material handling, warehousing, inventory management, cross

7、-docking, intermodal trans-shipment, physical distribution of goods) are carried out on a commercial basis. In the modern concepts of 3PL and 4PL (Rushton,</p><p>　　The paper is composed of six sections. The

8、 first one includes introductory remarks and the background of the LC location problem. In the second section the literature review concerning the location problem of logistics facilities is presented. Third section desc

9、ribes the methodology of MCDM/A. In the next section, the decision problem focused on the evaluation of macro-regions, being the first component of the LC location problem, is formulated. The variants – regions, evaluati

10、on criteria and DM</p><p>　　Location problem in transportation and logistics </p><p>　　Location problem is a widely discussed topic in transportation and logistics (Owen, Daskin, 1998; Chen, et

11、al, 2007; Daganzo, 1996; zcan, et al, 2011) and refers to the selection of specific locations of such facilities as (Van Thai, Grewal, 2005; Drezner, Hamacher, 2002; Fierek, et al, 2007; Church, Murray, 2009; Farahani, H

12、ekmatfar, 2009): warehouses, distribution centres, transportation hubs, passenger and cargo terminals, material inventory and cross – docking areas, parking lots, passengers</p><p>　　In general, the logistic

13、s-oriented location problems can be classified based on different allocation criteria into the following categories (Farahani, et al, 2010; Klose, Drexl, 2005): </p><p>　　- The applied approach to the formul

14、ation of the decision problem (ranking and mathematical programming –optimization problems).</p><p>　　- The proposed number of evaluation criteria (single and multiple - objective location problems). </p&

15、gt;<p>　　- The proposed approach to handling risk and uncertainty (deterministic and non-deterministic problems). </p><p>　　- The topographic character of the network and the resulting approach to sel

16、ecting the location of facilities (continuous and discrete location problems). </p><p>　　Klose and Drexl (2005) present a comprehensive analysis of different logistics-oriented location problems, formulated

17、as mathematical programming (optimization) problems. Farahani, et al (2010) present a review of location problems formulated as multiple criteria decision problems. </p><p>　　It is worth emphasizing that, to

18、 the best of the authors knowledge, a multistage, multiple criteria location analysis for logistics centre (LC) have not been reported in the literature. Thus, the proposed approach seems to be original and corresponds t

19、o the current agenda of investigations in this area. </p><p>　　The MCDM/A methodology </p><p>　　MCDM/A is a field of study focused on the development of mathematical procedures and advanced comp

20、uter based methods that support the DM in solving multiple criteria decision problems (Figueira, et al, 2005; Vincke, 1992). A multiple criteria decision problem is a situation in which, having defined a set of actions/v

21、ariants/solutions A and a consistent family of criteria F the DM tends to (Vincke, 1992; Zak, 2005): </p><p>　　a) determine the best subset of actions/variants/solutions in A according to F (choice problem),

22、 </p><p>　　b) divide A into subsets representing specific classes of actions/variants/solutions, according to concrete classification rules (sorting problem), </p><p>　　c) rank actions/variants/

23、solutions in A from the best to the worst, according to F (ranking problem). </p><p>　　Based on the above quoted definition one can easily determine major components of each multiple criteria decision proble

24、m, i.e., a set of actions/variants/solutions A and a consistent family of criteria F (Roy, 1990a; Vincke, 1992; Figueira, et al, 2005). </p><p>　　According to the MCDM/A methodology, the following major bodi

25、es participate in the above described solution procedure, often called a decision making process: the decision maker (DM), the analyst and interveners/stakeholders (Figueira, et al, 2005; Vincke, 1992). </p><p

26、>　　In this paper the above presented solution procedure is applied and the most representative multiple criteria ranking method of the European school of MCDM/A, ELECTRE III/IV, is used to evaluate the alternative reg

27、ions constituting the areas for placing the LC on their territory. A short description of the method is presented below. </p><p>　　Formulation of the regions’ selection problem </p><p>　　The con

28、sidered decision problem consists in selecting the most desirable area/region for placing the LC on its territory. It is formulated as a multiple criteria ranking problem and involves a multiple dimensional evaluation of

29、 the considered regions, including different: technical, economic, social, market-oriented and environmental aspects. </p><p>　　The decision under consideration is important for many groups of interest (stak

30、eholders), including: local community (residents), local business environment – companies and business units, including logistics service operators. The decision concerning the selection of the LC location and the associ

31、ated with it choice of regions/areas is made by an investor or a group of investors. In the decision process the DM has to take into account contradictory interests of the above mentioned stakeholders.</p><p&g

32、t;　　Due to the above mentioned features of the regions’ ranking problem it has a multiple objective character. Thus, a universal procedure of solving the multiple criteria decision problem (Roy, 1990a; Zak, 2005) has bee

33、n applied and customized to solve it (see section 3.1). The decision problem has a generic character and has been formulated and solved in universal terms. The presented case study refers to local conditions in Poland. &

34、lt;/p><p>　　As previously described the decision problem constitutes the first component of the LC location problem. The decision under consideration is important for many groups of interest (stakeholders), inc

35、luding: local community (residents), local business environment – companies and business units, including logistics service operators. The decision concerning the selection of the LC location and the associated with it c

36、hoice of regions/areas is made by an investor or a group of investors. In the deci</p><p>　　Based on methodological principles presented in section 3 the authors have proposed a set of 9 measures, denominate

37、d by C1, C2,…, C9 that includes criteria representing different aspects of evaluation and interests of different stakeholders. All 9 criteria are presented below. </p><p>　　C1 - Condition of transportation i

38、nfrastructure. This maximized criterion is defined as a density of road and rail infrastructure in the considered region. It measures logistics accessibility of the region and transportation efficiency for distributing g

39、oods. The criterion is expressed as a ratio of the overall length of public roads and standard gauge railway lines and the total area of the region. </p><p>　　C2 - Economic development. This maximized criter

40、ion is defined as an annual value of GDP per capita in the analyzed region. It measures economic potential of a region, which is a critical factor influencing on investors’ decisions concerning the placement of an invest

41、ment. </p><p>　　C3 - Investment cost. This minimized criterion together with criterion C5 measures investment attractiveness of a region and it is defined as an estimated unit cost of developing 1 sq. meter

42、of the LC in the considered region. The aggregated cost includes: land purchase, territorial development, building materials, standard equipment and labor expenses. </p><p>　　C4 - Level of transportation and

43、 logistics competitiveness. This minimized criterion is defined as a percentage share of logistics service providers (transportation, forwarding and warehousing companies) operating in the region in the total number of s

44、uch entities in the country. The criterion is minimized to guide the DM (investor) towards the selection of less competitive environments. </p><p>　　C5 - Investment attractiveness. This maximized criterion i

45、n combination with criterion C3 measures the overall attractiveness of a region. It is defined as a total area of all Special Economic Zones (SEZ) in the region. Thus, it helps to estimate potential benefits for the LC r

46、esulting from special rules, including income tax releases, VAT reductions, reduced land use and employee’s’ social benefits fees). </p><p>　　C6 - Transportation and logistics attractiveness. This maximized

47、criterion measures the industry attractiveness of each region, expressed in terms of the total annual amount of load being transported in each region by all logistics service providers. Criterion C6 is calculated as a pr

48、oduct of the total distance covered in a region by all carriers in a year and the total weight of load being carried on that distance. </p><p>　　C7 - Social attractiveness – [points]. This maximized criterio

49、n measures on the scale of 1-10 points the overall level of social satisfaction and challenges in each region. It is defined based on two major components social status of the residents (unemployment rate) and their oppo

50、rtunities for education and career development (number of higher education institutions/ per 100000 residents). </p><p>　　C8 - Environmental-friendliness – [points]. This maximized criterion defines the envi

51、ronmental friendliness and the existing condition of environment in each region. It includes three components: level of noise, level of Environmental pollution and the total area of protected territories (e.g. national p

52、arks). </p><p>　　C9 – Safety and security. This maximized criterion refers to both road and industrial as well as situational security. Criterion C9 is defined based on the following elements characteristic

53、for the region: number of traffic accidents (fatal, injuries), number of industrial accidents per 1000 employees, number of crimes and offences (thefts, robberies, vandalism). </p><p>　　The model of the DM’s

54、 and stakeholders’ preferences has been constructed based on interviews and surveys carried out with representatives of: investors, local residents, local companies and logistics service providers. Initially, preferences

55、 of each individual, concerning the importance of the criteria and the sensitivity of each person with respect to the changes of the criteria values, have been determined. Afterwards individual preferences and expectatio

56、ns have been aggregated and transferred</p><p>　　Conclusions </p><p>　　As presented in this paper the selection of the location of the LC is a complex, multi-stage process. As indicated by the a

57、uthors it can be split into two phrases, including: 1) the macro-analysis of the regions being the potential areas for placing the LC-s on their territory; 2) the micro-analysis of specific locations in the selected regi

58、on. In this paper the authors have presented the first stage of this procedure, which has involved the definition of variants and the consistent family of cr</p><p>　　The original output of this research is

59、as follows: </p><p>　　- Division of the LC location problem into two phases. </p><p>　　- Formulating the regions’ evaluation problem as a multiple criteria ranking problem with the definition of

60、 an original family of evaluation criteria. </p><p>　　- Generating the ranking of the regions with the application of ELECTRE III/IV method. </p><p>　　- Proving the applicability of ELECTRE III/

61、IV method to the analysis of the LC location problem. </p><p>　　The proposed methodology has a universal character and can be applied in selecting any location of the LC and any other elements of the logisti

62、cs infrastructure, including warehouses, shopping centers, transportation hubs. After certain customization it can be also used in solving other categories of location problems. From a practical point of view the results

63、 of this project can be summarized as follows: </p><p>　　- The best regions for placing the LC-s on their territory are variants V_8 and V_9. The first one is more attractive from an investor point of view,

64、due to low investment cost, large SEZ areas as well as social and environmental friendliness. The second one has well developed transportation infrastructure and it is featured by high levels of economic development and

65、logistics attractiveness. </p><p>　　- In the regions’ evaluation process preferences of various stakeholders differentiate significantly. The interests of local residents focus on social, environmental and s

66、afety aspects, while investors, logistics operators and local companies consider primarily economic and market-oriented issues. </p><p>　　This research should be further extended and conducted in three areas

67、, focused on: </p><p>　　- Formulating and solving the second sub-problem of the LC location problem. This second stage should involve the micro analysis and should be focused on selecting specific locations

68、for the LC in the selected region. </p><p>　　- Extension and customization of the proposed approach towards other categories of the location problem, including the recognition of the best location for such i

69、nfrastructural elements as: Park & Ride parking lots, passenger and cargo terminals, airports and harbors. </p><p>　　- Comparison of a two stage multiple criteria, ranking oriented methodology and multip

70、le objective mathematical programming oriented approach of solving the LC location problem. The analysis of the results generated by both approaches could be very enlightening and should provide interesting indications o

71、n further research concerning the location problem. </p><p><b>　　譯文 </b></p><p>　　基于多準(zhǔn)則決策分析法的物流中心位置選擇</p><p>　　羅琳·凱斯 引言 羅琳·凱斯</p><p><b>　　引言

72、 </b></p><p>　　“選址問題”(歐文，達斯汀，1998;法拉哈尼，赫克馬特琺，2009)，主要就是要確定一個合適的位置，這個位置區(qū)域包含一些必要的基礎(chǔ)設(shè)施組件(場地、設(shè)施)。在考慮選址問題時，需要考慮到?jīng)Q策者的偏好和現(xiàn)有條件的約束。它有一個很普遍的特性，并且可能涉及到不同類別的場地和設(shè)施(法拉哈尼，赫克馬特琺,2009; 法拉哈尼等，2010)。有許多數(shù)學(xué)公式和方法可疑用來解決這個問題，

73、包括:數(shù)學(xué)規(guī)劃法(克洛澤, 2005)，物流中心的位置評估和安排。物流中心選址問題在物流中扮演著一個至關(guān)重要的角色，它是指尋找擁有最理想物流設(shè)施的場所位置 (見第二節(jié))。 </p><p>　　一個典型的物流中心選址問題指的是物流中心的合理布局( 格雷瓦爾，2005; 卡伊茨，2010)。物流中心(LC)是一個獨立的實體操作單位，處于一個安全區(qū)域，所有的物流活動(運輸和轉(zhuǎn)發(fā)、物料搬運、倉儲、庫存管理、交叉對接、聯(lián)

74、運的運輸、貨物物流)等等物流活動都是在這個區(qū)域內(nèi)進行的。在現(xiàn)代第三方物流和第四方物流的概念中，拉什頓等在 2006 年認(rèn)為:物流中心在物流服務(wù)集成商中扮演著一個重要的角色，即為客戶提供全面、優(yōu)質(zhì)的服務(wù)以及整合所有可能的運輸方式(公路、鐵路、水運和空運)。 </p><p>　　本文主要由六個部分組成。第一部分包括引言和物流中心選址的背景問題。第二部分則是關(guān)于物流選址問題中的基本設(shè)施問題的文獻綜述。第三部分則描述了

75、多準(zhǔn)則決策分析法。在第四個部分，決策問題的聚焦點在于對目標(biāo)選址位置的全方面評估，這是影響物流選址問題的第一個重要組成部分。變量——目標(biāo)地區(qū)，本節(jié)中定義了評估標(biāo)準(zhǔn)和物流中心決策者們的偏好等。第五部分，則包含了實驗的計算結(jié)果，而最后一個部分主要提出了結(jié)論和進一步的研究方向。 </p><p>　　運輸和物流中的選址問題 </p><p>　　運輸和物流中心的選址問題是一個廣泛討論的話題，備受專

76、家和學(xué)者們的關(guān)注(歐文 1998; 陳等,2007; 達甘索,1996; 扎克等,2011)，它主要指的是物流實施、場地等具體位置的選擇等 (格雷瓦爾 2005 年;德雷茲勒，2002; 福瑞克 等，2007; 丘奇,穆雷, 2009; 法拉哈尼，2009)，設(shè)計到:倉庫、配送中心、運輸中心、客運和貨運碼頭、倉儲庫存和跨區(qū)域?qū)?、停車場、交易終端等等。在大多數(shù)情況下，物流設(shè)施的布局問題，是一個戰(zhàn)略性問題，以及物流中心的選址方案/決策會對

77、物流中心未來的成長產(chǎn)生長期的影響。 </p><p>　　一般來說，以物流功能為導(dǎo)向的物流中心選址規(guī)劃問題，(法拉哈尼等,2010; 克洛澤 ,2005)基于不同的分配標(biāo)準(zhǔn)，可以分成以下幾個類別: </p><p>　　——做出選址決策應(yīng)用的方法問題 (排序和數(shù)學(xué)規(guī)劃優(yōu)化問題)。 </p><p>　　——提出的評估標(biāo)準(zhǔn)(單個和多個目標(biāo)選址區(qū)域位置問題)。 <

78、/p><p>　　——本文提出的處理方法，風(fēng)險和不確定性 (確定性和非確定性問題)。 </p><p>　　——選址場地的地形特征，以及由此產(chǎn)生的選址方法 (連續(xù)和離散位置的問題)。 </p><p>　　克洛澤和德瑞克于 2005 年提出了一個不同物流中心選址問題的綜合分析，包含數(shù)學(xué)規(guī)劃(優(yōu)化)問題。法拉哈尼等在 2010 年，就物流中心的選址問題制定了一個多標(biāo)準(zhǔn)決策

79、分析法。 </p><p>　　值得強調(diào)的是，按照作者的構(gòu)想，關(guān)于物流中心(LC)的多級多目標(biāo)選址分析，目前基本還沒有專門的研究文獻講述此問題。因此，從目前來說，本文提出的方法似乎第一次提出來的新的物流中心選址分析方法。 </p><p><b>　　多準(zhǔn)則分析方法 </b></p><p>　　多準(zhǔn)則決策分析方法，也稱為多目標(biāo)決策分析方法，他

80、是基于數(shù)學(xué)計算方法以及先進的計算機支持系統(tǒng)的發(fā)展，這種決策分析法就是多準(zhǔn)則決策分析方法( 菲格拉等，2005; 溫克，1992)。多準(zhǔn)則決策法，定義了一組操作/變量/解決方案，以及一系列的標(biāo)準(zhǔn) (溫克，1992;扎克,1992): </p><p>　　(a)根據(jù)所需決策的問題，確定最佳的子集/變量/解決方案; </p><p>　　(b)將這些最佳的子集/變量/方案，根據(jù)具體的分類規(guī)則進

81、行優(yōu)先排序; </p><p>　　(c)對這些變量/解決方案的優(yōu)先性排名，按最好到最差依次進行排列。 </p><p>　　基于上述的關(guān)于多準(zhǔn)則決策分析方法的定義，可以很容易地確定多標(biāo)準(zhǔn)決策問題的一個主要組件,即:一組子集/變量/解決方案，和一組標(biāo)準(zhǔn) (羅伊，1990年; 溫克，1990; 菲格拉等，2005)。 </p><p>　　根據(jù)多準(zhǔn)則決策分析法，有以下

82、幾個主要的機構(gòu)新需要參與到上述解決方案 制定過程中，通常被稱為一個決策過程，參與者包括:決策者(DM)、分析師和 干預(yù)者/利益相關(guān)者(菲格拉等,2005;溫克為,1992)。 </p><p>　　本文中，應(yīng)用了上述提出的解決方案，以及最具代表性的多個標(biāo)準(zhǔn)排序法用的是多準(zhǔn)則決策分析法，用于評估目標(biāo)選址區(qū)域，下面是對此方法的一個簡短的描述。 </p><p>　　物流中心選址規(guī)劃問題 <

83、;/p><p>　　選址規(guī)劃決策問題需要考慮的方面，主要在于要選擇一個最理想的區(qū)域/地區(qū)，將之作為物流中心的場地所在。需要運用多準(zhǔn)則決策分析方法，制定多個標(biāo)準(zhǔn)，確定一組最佳的備選方案，并根據(jù)具體的標(biāo)準(zhǔn)，對這些方案的優(yōu)先性進行排序。涉及到的多個維度，這些都需要進行考慮，包括:技術(shù)、經(jīng)濟、社會、市場和環(huán)境等方面。 </p><p>　　正如前面所描述的，選址決策問題構(gòu)成了物流中心選址的第一個重要組

84、成部分。對于許多的利益相關(guān)團體來說，決策所需考慮的是他們自身的利益問題(利益相關(guān)者)，這些利益相關(guān)者包括:當(dāng)?shù)厣鐓^(qū)(居民)、當(dāng)?shù)厣虡I(yè)公司和業(yè)務(wù)單位，這其中就包括物流服務(wù)運營商。由投資者或一群投資者決定物流中心的選址區(qū)域位置，因為他們是最主要的利益相關(guān)者，也是物流中心項目的投資人，決策權(quán)在他們手中。在決策過程中，必須要充分考慮到上述利益相關(guān)者之間的利益矛盾問題。要設(shè)法取得一個平衡，讓各方利益相關(guān)者都能接受，尋找最令人滿意的——各方妥協(xié)性的

85、解決方案。投資者的決定是非常重要的，當(dāng)?shù)卣恼w利益就在于從這些投資者手中拉得投資項目和資金，促進本地區(qū)的開發(fā)和經(jīng)濟發(fā)展，以及創(chuàng)造新的就業(yè)機會和崗位。 </p><p>　　對于決策，所需考慮的是利益相關(guān)者的重要利益，這些利益相關(guān)者中就包括:當(dāng)?shù)厣鐓^(qū)(居民)、當(dāng)?shù)厣虡I(yè)公司和業(yè)務(wù)單位，包括物流服務(wù)運營商。對于物理中心的位置決策需要充分考慮到物流中心投資者的意見及偏好。在決策過程中，決策制定者們必須考慮并且協(xié)調(diào)好上

86、述利益相關(guān)者利益矛盾。他/她必須保持各方利益相關(guān)者的利益平衡，做出一定的取舍，以及找到最令人滿意的，也是各方妥協(xié)的解決方案。對于當(dāng)?shù)卣恼w利益來說，投資者的決定也是非常重要的，如果在當(dāng)?shù)亟⑽锪髦行模敲淳湍芎芎玫貛舆@一地區(qū)的發(fā)展，以及為當(dāng)?shù)厣鐣?chuàng)造很多新的就業(yè)機會和崗位。 </p><p>　　由于上文上所述的目標(biāo)區(qū)域有限性排名問題，可以通過多目標(biāo)決策分析法來解決。因此，解決多準(zhǔn)則決策問題的通用程序已經(jīng)被

87、應(yīng)用到物流選址規(guī)劃中(羅伊，1990;扎克 2005)。決策問題都有一個通用的特點，并且通過制定通用術(shù)語來解決。本文選取的案例研究，主要選擇的是波蘭的當(dāng)?shù)貐^(qū)域。 </p><p>　　基于第三節(jié)所說的方法論原則，作者提出了九項措施, 通過 C1,C2,…C9 來表示，這些都代表了不同的利益相關(guān)者利益的不同方面。這九項內(nèi)容如下: </p><p>　　C1 -交通基礎(chǔ)設(shè)施條件。(公共道路和標(biāo)

88、準(zhǔn)軌距鐵路的總長度和該地區(qū)的總面積的比值)，主要是要考慮到公路和鐵路等基礎(chǔ)設(shè)施的密度。它衡量的是物流中心的可訪問性，以及分銷產(chǎn)品和交通運輸?shù)男?。具體表示為一個比例，即公共道路和標(biāo)準(zhǔn)軌距鐵路的總長度和該地區(qū)的總面積的比值。 </p><p>　　C2 - 經(jīng)濟發(fā)展水平。這主要是要考慮到當(dāng)?shù)孛磕甑娜司?GDP 的價值，它表明該地是否是一個具備經(jīng)濟潛力的地區(qū)，這是一個關(guān)鍵的因素，它直接影響了投資者關(guān)于物流中心選址投資

89、的決定。 </p><p>　　C3 -投資成本(美元/立方米)。這第五項要考慮的內(nèi)容是投資成本的最小化準(zhǔn)則和該地區(qū)的吸引力，它被定義為 1 平方米的單位成本。綜合成本包括:購買土地、土地開發(fā)、建設(shè)材料、標(biāo)準(zhǔn)設(shè)備和勞動力費用等。 </p><p>　　C4 -運輸和物流競爭力水平。這項內(nèi)容主要考慮的是當(dāng)?shù)氐钠渌锪鞣?wù)提供商的數(shù)量最小化準(zhǔn)則，物流服務(wù)提供商包括(運輸、貨運和倉儲等物流性質(zhì)的

90、公司) 在該地區(qū)經(jīng)營實體等的總數(shù)要少，只有這樣才能確保物流中心建立后，面臨的競爭力最小化。 </p><p>　　C5 -投資吸引力。這要考慮的是當(dāng)?shù)貙ν顿Y者的吸引力的最大化準(zhǔn)則，充分考慮到目標(biāo)地區(qū)的整體吸引力。它指的是所有經(jīng)濟特區(qū)的總面積(經(jīng)濟特區(qū))的整體吸引力。因此，它有助于評估物流中心的特殊規(guī)則所帶來的潛在益處，包括:削減所得稅、增值稅、以及減少土地使用和員工的社會福利費用等)。 </p>&

91、lt;p>　　C6 -運輸和物流的吸引力。這最主要來考慮的是本地區(qū)發(fā)展物流的吸引力，本地的綜合優(yōu)勢能否吸引投資者來投資。 </p><p>　　C7 -社會吸引力。這主要考慮的是當(dāng)?shù)鼐用駶M意度的最大化標(biāo)準(zhǔn)，重點考慮目標(biāo)選址地區(qū)的社會滿意度水平。它主要基于兩個最重要組成部分 :當(dāng)?shù)厣鐣用竦?失業(yè)率)和他們的教育和就職機會，以及每 100000 位居民安排的高等教 育機構(gòu)數(shù)量。 </p><

92、;p>　　C8 -環(huán)境的友好性(環(huán)保)。這最主要考慮的是環(huán)境情況，要確保當(dāng)?shù)氐沫h(huán)境能夠滿足建立物流中心的要求，這就要充分考慮目標(biāo)地區(qū)的現(xiàn)有環(huán)境條件。它主要包括三部分內(nèi)容:噪聲級、環(huán)境污染級別和國家保護性土地面積(如:國家公園)。 </p><p>　　C9 -安全和安保。這主要考慮的是，道路、工業(yè)以及環(huán)境安全。這些主要考慮到以下內(nèi)容: 交通事故(死亡、傷害),每 1000 名員工的事故、犯罪和犯罪(偷竊、搶

93、劫、破壞)的數(shù)量。 </p><p>　　決策制定模型以及利益相關(guān)者的偏好，基于訪談和對代表進行的調(diào)查，已經(jīng)確立為以下幾個主體:投資者、當(dāng)?shù)鼐用?、?dāng)?shù)毓竞臀锪鞣?wù)提供商。最初，確定了每個個人的偏好，關(guān)于決策標(biāo)準(zhǔn)的重要性和每個人對標(biāo)準(zhǔn)變化值的敏感性。后來個人偏好和期望聚合轉(zhuǎn)移到一個連貫的偏好模型。 </p><p><b>　　結(jié)論 </b></p>&

94、lt;p>　　正如本文中所述，物流中心的選址問題是一個復(fù)雜的、多階段的過程，不能盲目，需要綜合考慮多種因素，對各指標(biāo)進行綜合評估。比如:本文中，作者將需要考慮的因素，從兩個方面進行分析，包括:(1)目標(biāo)選址地區(qū)的宏觀潛力分析; (2)所選地區(qū)的特定位置的微觀分析。在本文中，作者提出了該分析過程的第一階段，涉及到變量的定義和決策制定者、利益相關(guān)者的選址偏好，同時實施了一系列的運算實驗，來對目標(biāo)選址區(qū)域的優(yōu)勢進行了一個排名。作者已經(jīng)證

95、明，物流中心選址的多標(biāo)準(zhǔn)特征問題可能會導(dǎo)致選址決策者和利益相關(guān)者之間的利益沖突和矛盾，因此，就必須努力找到各方利益的一個平衡點，找出各方都能滿意的最佳選址方案。 </p><p>　　本研究的原始結(jié)果如下:</p><p>　　- 物流中心選址的位置問題，可以分成兩個階段。 </p><p>　　- 為目標(biāo)地區(qū)制定一系列的評價指標(biāo)，作為目標(biāo)地區(qū)優(yōu)勢排序的依據(jù)。 &l

96、t;/p><p>　　- 通過本文中所描述的選擇法，對目標(biāo)區(qū)域進行一個優(yōu)先性排名。 </p><p>　　- 將本文中所描述的選擇法用來分析物流中心選址規(guī)劃問題。 </p><p>　　本文提出的決策方法有一個普遍的特點，即這個方法可以應(yīng)用于其他各類選址問題的決策過程，對物流中心來說，可以很好地解決物流基地的選址問題，包括物流基礎(chǔ)設(shè)施建設(shè)安排等一系列的問題，包括:倉庫、

97、購物中心、交通中心等。 它也可以用于解決某些特定的其他類別的選址位置問題。 </p><p>　　從實用的角度來看，這項研究的結(jié)果可以概括如下: </p><p>　　- 在一個地區(qū)，選擇建立物流中心的最佳位置，需要考慮兩個方面的變量因素，第一個要考慮是，從投資者的角度來看，該區(qū)域位置要具備更多吸引力，相比于其他目標(biāo)區(qū)域，有更大的優(yōu)勢，比如:周邊環(huán)境、勞動力資源、交通水平等。必須要確保所選

98、擇的區(qū)域，其投資成本要足夠低、最好是國家政府大力推動實施的經(jīng)濟特區(qū)以及要具備良好的環(huán)境。第二個要考慮的重要因素就是，所選對的區(qū)域的交通基礎(chǔ)設(shè)施要足夠完善，能夠保證提供高水平的交通基礎(chǔ)設(shè)施，另外，本地區(qū)的經(jīng)濟發(fā)展要達到一定的水平，只有這些條件都具備了，才能吸引決策者和投資者來該區(qū)域建立物流中心。 </p><p>　　- 對目標(biāo)區(qū)域的評估過程，需要綜合考慮各方利益相關(guān)者的偏好。還要考慮到當(dāng)?shù)鼐用竦睦妫⑶谊P(guān)注社會

99、、環(huán)境和安全方面。盡管物流中心的投資者、物流運營商和當(dāng)?shù)氐纳虡I(yè)公司主要考慮的是經(jīng)濟和以市場為導(dǎo)向等問題。但是這項研究應(yīng)進一步地深入分析，物流中心選址規(guī)劃所需要考慮的各種因素。 </p><p>　　本研究需要在三個領(lǐng)域進行深入的探索，主要是以下三個方面: </p><p>　　- 制定措施解決物流選址問題的第二個子問題。這一階段應(yīng)著力于進行微觀分析，于此同時，應(yīng)重點對特定位置的物流中心選址