綠色物流外文翻譯3

1、<p>　　摘要：本文的目的是介紹綠色物流領(lǐng)域及描述通過組合優(yōu)化制定中出現(xiàn)的一些問題。本文重點(diǎn)介紹了逆向物流、 廢物管理和物流配送車輛調(diào)度等問題。</p><p>　　關(guān)鍵字: 綠色物流、逆向物流 、組合優(yōu)化 、廢物管理、危險(xiǎn)物品</p><p><b>　　1 引言</b></p><p>　　綠色物流主要關(guān)注的是可持續(xù)的生產(chǎn)方式和

2、貨物的銷售，重點(diǎn)考慮到環(huán)境和社會的因素。因此，綠色物流的目標(biāo)并不只是關(guān)注物流政策的執(zhí)行對經(jīng)濟(jì)的影響，還關(guān)注對社會具有的更加廣泛的影響，如對環(huán)境污染的影響。綠色物流活動(dòng)包括測量不同分銷策略對環(huán)境的影響，減少物流活動(dòng)中的能源使用量，減少廢物，管理和處理物流對環(huán)境的影響。近年來關(guān)于人們在地球的活動(dòng)和物流實(shí)踐對環(huán)境造成的影響越來越受到關(guān)注。很多組織和企業(yè)開始測量他們碳的排放量，以便可以監(jiān)視他們的活動(dòng)對環(huán)境的影響。政府現(xiàn)正考慮減少排放和其它環(huán)保措

3、施。因此不管是公司還是政府對綠色物流越來越感興趣。傳統(tǒng)物流模式的生產(chǎn)和分配都集中在約束業(yè)務(wù)成本，將其降至最低。但是考慮到更加長遠(yuǎn)的目標(biāo)和與綠色物流有關(guān)的問題，就必須有新的工作方法和模式，其中也包含了一些有趣的，最新應(yīng)用的研究模型。闡述這一領(lǐng)域內(nèi)所有的研究模型將需要很長篇幅的文章，所以本文的重點(diǎn)是集中于一些在綠色物流的應(yīng)用中出項(xiàng)的新的或者是修訂的組合優(yōu)化模型。對于這些組合優(yōu)化的工作，希望對于那些組合優(yōu)化的新模型將帶來有趣的新挑戰(zhàn)，同時(shí)該工

4、作也可能對環(huán)境帶來重大影響。這份文件的原始版本可以在史賓斯和列更斯（2007年)找</p><p><b>　　2 逆向物流</b></p><p>　　在文獻(xiàn)中可以找到各種逆向物流的定義。例如，弗萊希曼等人（1997年） 稱逆向物流是”涵蓋了在物流活動(dòng)中從使用的產(chǎn)品”，用戶不再需要的產(chǎn)品及在市場中再利用產(chǎn)品的過程。道拉圖沙斯（2000年)逆向物流解釋為”制造商有系統(tǒng)

5、地從消費(fèi)者手中回收以前所提供的產(chǎn)品或部件來再循環(huán)、 再制造或處置的一個(gè)進(jìn)程”。后來，歐洲工作小組在逆向物流的研究中，列維朗，德克爾等人 (2004年）給出這一定義：在規(guī)劃的過程中，實(shí)施和控制原材料的落后流動(dòng)，在制品庫存中，包裝和成品從制造，分銷到使用，恢復(fù)或適當(dāng)處置的過程。在他們的書中，羅杰斯和連布克 (1999年） 簡要地考慮逆向物流與綠色物流的區(qū)別。逆向物流應(yīng)該從消費(fèi)者手中獲得一些商品或產(chǎn)品回到商品流供應(yīng)鏈的早期階段從而減少了廢物，

6、這肯定意味著逆向物流應(yīng)列入綠色物流。例如，德布里托和范德蘭（2003年） 說必須估計(jì)產(chǎn)品返回檢查庫存管理問題。但是會有的只涉及向前流動(dòng)的其它類型那么就不可以被稱為逆向物流，但如果它們包括環(huán)境方面的考慮，也將被列入綠色物流貨物的物流活動(dòng)。例如，蒙德沙因和席勒庫特（1997年) 通過描述混合的整數(shù)線性規(guī)劃模型來確定在智利銅工業(yè)的最優(yōu)投資策略。通過</p><p>　　2.1 區(qū)位模型在逆向物流中的應(yīng)用</p&g

7、t;<p>　　對于一般設(shè)施選址的理論研究已有很多。然而，我們發(fā)現(xiàn)在文獻(xiàn)中關(guān)于逆向物流（RL）這一主題的論文卻相對較少。庫勒德庫（1998）提出RL網(wǎng)絡(luò)設(shè)計(jì)模型。他設(shè)計(jì)了一個(gè)為多產(chǎn)品和多級的情況下的模型。在必要時(shí)該模型允許添加附有相應(yīng)的費(fèi)用函數(shù)的新設(shè)施。他建議將網(wǎng)絡(luò)圖的設(shè)計(jì)與交通圖一同作為他的模型輸入的依據(jù)。巴羅斯等人（1998）考慮在荷蘭（回收建筑廢料的子產(chǎn)品）砂的回收問題。他們提出了兩個(gè)級別的砂的選址模型問題，并考慮采

8、用啟發(fā)式過程對其進(jìn)行優(yōu)化。弗萊希曼等人（2000年）審查了九個(gè)發(fā)表的關(guān)于產(chǎn)品在不同行業(yè)的回收物流網(wǎng)絡(luò)設(shè)計(jì)的案例研究，確定了一些產(chǎn)品回收網(wǎng)絡(luò)的一般性特點(diǎn)，并與傳統(tǒng)的物流結(jié)構(gòu)進(jìn)行比較。他們產(chǎn)品分類回收網(wǎng)絡(luò)在三個(gè)子地區(qū)：可重復(fù)使用的項(xiàng)目網(wǎng)絡(luò)，再制造網(wǎng)絡(luò)，和回收網(wǎng)絡(luò)。 其他處理這個(gè)主題的相關(guān)引用（例如 ，克里克1998；薩爾基斯2001；弗萊施曼2001）。在這個(gè)領(lǐng)域中大多數(shù)模型的開發(fā)都類似于傳統(tǒng)的選址問題， 在特定位置的分配模型中（可

9、以看到克朗和夫里延斯1995；安蒙斯等1999；斯彭勒等1997；馬林和貝利格林 1998；賈亞拉曼等1999；克里克等1999， 2001；弗萊施曼</p><p>　　2.2 動(dòng)態(tài)批量問題</p><p>　　關(guān)于它的動(dòng)態(tài)形式有很多種，其中最簡單的是，從設(shè)施方面考慮，在有限的資源條件下，倉庫或者零售商，面臨著單個(gè)項(xiàng)目的動(dòng)態(tài)需求。（見瓦格納，于1958年圣靈降臨節(jié)）。該項(xiàng)目的設(shè)施場所是根

10、據(jù)供應(yīng)機(jī)構(gòu)的訂單來決定的。比如說，這是一個(gè)有無限量產(chǎn)品的制造商或供應(yīng)商。該模型假設(shè)成本是按照一個(gè)固定順序（所設(shè)置的）來支出的，采購成本為一個(gè)單位的線性支出，在單位時(shí)間內(nèi)，庫存都是具有線性持有成本的?？紤]到時(shí)間的價(jià)值以及成本參數(shù)，問題在于在每個(gè)階段的什么時(shí)候以及怎樣訂購設(shè)施才能使得在滿足生產(chǎn)需要的同時(shí)使得成本最小化。</p><p>　　動(dòng)態(tài)調(diào)整很多問題得到了很好的研究，因?yàn)樗堑谝粋€(gè)推出了超過四十年前的方法。精確

11、解技術(shù)，稱為基于動(dòng)態(tài)規(guī)劃的瓦格納瓦錫 算法，是眾所周知的生產(chǎn)規(guī)劃與庫存控制。有關(guān)此模型的詳細(xì)信息，請參閱由布拉默爾和辛智列維書（1997年），約翰遜和蒙哥馬利（1974年)和銀等(1996年)。各種啟發(fā)式方法還提議，例如銀粉銀和餐中所述的啟發(fā)式算法（1973)托特等人（2006年）認(rèn)為很多規(guī)模模型是一種維修庫存也可以是在制造的操作，利用回收和生產(chǎn)維修庫存與新制造的庫存并無區(qū)別。再制造的例子包括一次性使用的相機(jī)和復(fù)印機(jī)?？芍^是再制造庫存系

12、統(tǒng)圖。</p><p>　　1.研究的模型進(jìn)行了以下假設(shè)：</p><p>　　—— 沒有回報(bào)的處理方案；</p><p>　　—— 持有成本為服務(wù)成本大于持有成本的回報(bào)率 ；</p><p>　　—— 變制造與再制造費(fèi)用不包括在內(nèi)。</p><p>　　我們的目標(biāo)是再次盡量減少設(shè)置成本和持有成本的總和。這被認(rèn)為是兩種

13、變體。第一個(gè)變量是假定建立兩個(gè)程度相當(dāng)?shù)穆?lián)合生產(chǎn)線，這將花費(fèi)適當(dāng)?shù)刭M(fèi)油。第二個(gè)變量是假定制造與再制造費(fèi)用單獨(dú)設(shè)置。</p><p><b>　　3 廢物管理</b></p><p>　　由于固定廢物生產(chǎn)被廣泛認(rèn)為有所增加再加上環(huán)境問題被日益關(guān)注，所以近年來，各國政府廢物管理政策集中在避免產(chǎn)生廢物、再利用和回收利用。因此在這些管理領(lǐng)域，特別是對于較發(fā)達(dá)的國家方面取得了重

14、大進(jìn)展。在環(huán)境方面廢物管理指有關(guān)廢物材料的運(yùn)輸活動(dòng)，顯然這是綠色物流議程的一部分。</p><p><b>　　4 車輛路徑與調(diào)度</b></p><p>　　車輛路徑與調(diào)度問題(VRSP)涉及到確定路線和車隊(duì)的時(shí)間表以滿足客戶的需求?？梢园匆韵路绞矫枋鲋萍s車輛路徑基本能力的問題(CVRP)。我們在已知位置和要求的中央倉庫設(shè)置車輛流量Q，以滿足從中央倉庫交貨的要求。車

15、輛的每個(gè)路徑必須滿足每個(gè)交付客戶的需求，且不能超過車輛的能力。其目的是確定車輛，確定總成本最低的路線。如果車輛的數(shù)量是固定的，可能還包括一個(gè)額外的任期，如果路線的數(shù)量不同，那么與車輛數(shù)目成正比。 CVRP 和及其各種形式也曾澤范和拉姆澤 (1959年)中推出了文學(xué)研究。其確切的解決方案是很難確定大規(guī)模的問題，這是一個(gè)很難解決的問題。專門的算法能夠始終如一的為高達(dá)50家客戶找到最優(yōu)的解決方案；雖然更大的問題已經(jīng)解決，但是在某些情

16、況下，往往最優(yōu)性的代價(jià)就是花費(fèi)相當(dāng)長的時(shí)間。在實(shí)踐中，其他的變化和附加約束，通常必須考慮到使車輛路徑以及其最優(yōu)性。有許多的解決方案過程基于啟發(fā)式算法，旨在提供良好可行的解決方案，在可接受的計(jì)算時(shí)間內(nèi)，但不保證最優(yōu)性。</p><p>　　有幾本書和調(diào)查文章來匯總不同的方法，并且在文章中有所引用（例如，黃金與阿薩德 1988年；托特和維 2001年)，這些在雜志撰寫的文章中被大量引用。同時(shí)有很多關(guān)于CVRP的研究工

17、作。對于此問題已定制的確切的幾種方法 （如拉波特和諾貝特； 1987年阿格沃爾等1989 年； 里斯加德2004 年；深澤 等l2006 年）。有人建議用近似方法和啟發(fā)式技術(shù)來解決復(fù)雜的問題和算出合理的時(shí)間（請參見 戈德諾等.2002 年；拉波特和塞姆特 2002年；科爾多和拉波特 2004年；科爾多 等2005 年）。大多數(shù)的這些做法基于本地搜索技術(shù)。</p><p>　　大多數(shù)論文認(rèn)為車廠和客戶之間行駛費(fèi)用和

18、時(shí)間是已知的，固定的。他們一般就是用表或者圖形或者網(wǎng)絡(luò)計(jì)算最小路徑。然而在實(shí)踐中，時(shí)間和最短路徑可能有所不同，尤其是通過一天的時(shí)間。</p><p><b>　　5 結(jié)論</b></p><p>　　本白皮書描述了綠色物流所涉領(lǐng)域，并描述了一些新的問題出現(xiàn)時(shí)，所考慮的并不僅僅是經(jīng)濟(jì)，而是更加涉及到環(huán)境和社會因素。有許多不同類型的模型在處理綠色物流問題中，扮演了關(guān)鍵角色

19、，但在本文中，我們都集中在描述用組合優(yōu)化模型解決及設(shè)計(jì)方案。據(jù)預(yù)計(jì)由于環(huán)境因素承擔(dān)的重要性日益增加，組合優(yōu)化模型和技術(shù)將面臨更多的挑戰(zhàn)。在英國，綠色物流模式有許多對不同方面有研究的聯(lián)合會和在綠色物流項(xiàng)目的網(wǎng)站上可以找到詳細(xì)信息 。綠色物流項(xiàng)目包括涵蓋的這項(xiàng)討論了逆向物流和物流配送車輛調(diào)度，綠色物流議程上的政策的影響等有關(guān)主題的幾個(gè)模塊。</p><p>　　Abstract:The purpose of this

20、 paper is to introduce the area of Green Logistics and to describe some of the problems that arise in this subject which can be formulated as combinatorial optimization problems. The paper particularly considers the topi

21、cs of reverse logistics, waste management and vehicle routing and scheduling.</p><p>　　Keywords:Green Logistics, Reverse logistics, Combinatorial optimization, Waste management, Hazardous materials</p>

22、<p>　　1 Introduction</p><p>　　Green Logistics is concerned with producing and distributing goods in a sustainable way,taking account of environmental and social factors. Thus the objectives are not on

23、ly concerned with the economic impact of logistics policies on the organization carrying them out,but also with the wider effects on society, such as the effects of pollution on the environment. Green Logistics activitie

24、s include measuring the environmental impact of different distribution strategies, reducing the energy usage i</p><p>　　2 Reverse Logistics</p><p>　　There are various definitions of Reverse Logi

25、stics to be found in the literature. For example,Fleischmann et al. (1997) say that reverse logistics is “a process which encompasses the logistics activities all the way from used products no longer required by the user

26、 to products again usable in a market”. Dowlatshahi (2000) explains Reverse Logistics as “a process in which a manufacturer systematically accepts previously shipped products or parts from the point for consumption for p

27、ossible recycli</p><p>　　2.1 Location models used in Reverse Logistics</p><p>　　There is a huge amount of research in facility location theory in general. However, in the literature we found rel

28、atively few papers on this topic applicable to Reverse Logistics (RL). Krikke (1998) proposes some models for RL network design. He designs a model for a multi-product and multi-echelon situation. The model allows new fa

29、cilities to be added with the corresponding cost functions when necessary. He proposes the design of a network graph and a transportation graph as basic inputs for hi</p><p>　　Other references deal with this

30、 topic (e.g., Krikke 1998; Sarkis 2001; Fleischmann 2001). Most of the models developed in this field are similar to the traditional location problems,in particular location-allocation models (see Kroon and Vrijens 1995;

31、 Ammons et al. 1999;Spengler et al. 1997; Marìn and Pelegrìn 1998; Jayaraman et al. 1999; Krikke et al. 1999,2001; Fleischmann et al. 2000). In most of the models, transportation and processing costs were minim

32、ized while the environmental costs asso</p><p>　　2.2 Dynamic lot-sizing problem</p><p>　　The dynamic lot sizing problem in its simplest form considers a facility, possibly a warehouse or a retai

33、ler, which faces dynamic demand for a single item over a finite horizon (see Wagner and Whitin 1958). The facility places orders for the item from a supply agency, e.g.,a manufacturer or a supplier, which is assumed to h

34、ave an unlimited quantity of the product.The model assumes a fixed ordering (setup) cost, a linear procurement cost for each unit purchased, and a linear holding cost for each</p><p>　　The dynamic lot-sizing

35、 problem has been well studied in the past since it was first introduced more than four decades ago. The exact solution technique, known as the Wagner- Whitin algorithm, based on Dynamic Programming is well known in prod

36、uction planning and inventory control. For more information about this model, see the books by Bramel and Simchi-Levi (1997), Johnson and Montgomery (1974) and Silver et al. (1996). A variety of heuristic methods have al

37、so been proposed, for example the Silv</p><p>　　In Teunter et al. (2006) a variant of the basic lot sizing model is considered where the serviceable stock may also be made using a remanufacturing operation t

38、hat utilizes returns and produces serviceable stock that is indistinguishable from the newly manufactured stock. Examples of remanufacturing include single-use cameras and copiers. An inventory system with remanufacturin

39、g can be described in Fig . 1. The model studied makes the following assumptions:</p><p>　　– no disposal option for returns;</p><p>　　– holding cost for serviceables is greater than holding cost

40、 for returns;</p><p>　　– variable manufacturing and remanufacturing costs are not included.</p><p>　　The objective is again to minimize the sum of the set-up costs and holding costs. Two variant

41、s are considered. In the first it is assumed that there is a joint set-up cost for manufacturing and remanufacturing which is appropriate when the same production line is used for both processes. The second variant assum

42、es separate set-up costs for manufacturing and remanufacturing. We review these models in the next two sections.</p><p>　　3 Waste management</p><p>　　The widely acknowledged increase in solid wa

43、ste production, together with the increased concern about environmental issues, have led local governments and agencies to devote resources to solid waste collection policy planning. Waste management is a key process to

44、protect the environment and conserve resources. In recent years, policies of governments towards waste management have focused on waste avoidance, reuse and recycling. As a result there has been significant progress in t

45、hese management </p><p>　　4 Vehicle routing and scheduling</p><p>　　The Vehicle Routing and Scheduling Problem (VRSP) concerns the determination of routes and schedules for a fleet of vehicles t

46、o satisfy the demands of a set of customers. The basic Capacitated Vehicle Routing Problem (CVRP) can be described in the following way.We are given a set of homogeneous vehicles each of capacity Q, located at a central

47、depot and a set of customers with known locations and demands to be satisfied by deliveries from the central depot. Each vehicle route must start and end </p><p>　　The CVRP and many of its variants have been

48、 well studied in the literature since its introduction by Dantzig and Ramser (1959). Its exact solution is difficult to determine for large-scale problems as it is a member of the class of NP-hard problems. Specialised a

49、lgorithms are able to consistently find optimal solutions for cases with up to about 50 customers; larger problems have been solved to optimality in some cases, but often at the expense of considerable computing time.In

50、practice, other v</p><p>　　There are several books and survey articles that summarize different approaches and provide references to the large number of journal articles that have been written on this topic

51、(e.g., Golden and Assad 1988; Toth and Vigo 2001). There are many other research works about the classical CVRP. Some exact methods have been tailored for this problem (e.g., Laporte and Nobert 1987; Agarwal et al. 1989;

52、 Lysgaard et al. 2004; Fukasawa et al.2006). Others have proposed approximate methods and heuristics</p><p>　　Most papers assume that the costs and times of traveling between the depot and the customers and

53、between customers are known and fixed. They are either given or calculated using a shortest path algorithm on the graph or network representing the locations. In practice,the times and shortest paths may vary, particular

54、ly by time of day.</p><p>　　5 Conclusions</p><p>　　This paper has described the field covered by Green Logistics and described some of the new problems that arise when the objectives considered

55、are not simply economic, but involve wider environmental and social considerations too. There are many different types of operational research models that have key roles to play in dealing with Green Logistics issues, bu