The cargo fare class mix (CFCM) problem aims to find the optimal fare class mix for a given intermodal transportation network based on known client demands. It is based on a revenue management problem for aviation passengers, the fare class mix problem, but considering intermodal cargo transportation, two major differences apply. Firstly, the CFCM’s premise is that long-term commitments to customers must be provided, such that a customer has a guaranteed daily capacity. Secondly, cargo may be rescheduled or rerouted, as long as the customer’s delivery due date is met. Our goal is to balance revenue maximisation and capacity utilisation by optimally combining two delivery service levels. Therefore, the optimisation problem is to select fare class limits at a tactical level up to which transportation demand will be accepted on a daily basis at the operational level. Any accepted demand that does not fit on the available network capacity during operation, must be transported by truck at increased expenses for the network operator. In this paper, we propose a faster method than the previously proposed solution method for a single corridor network and we provide proofs for the optimality of the result. Using this, we extend the problem to an intermodal network of multiple corridors. We provide numerical results for different settings, in which we compare the baseline of individual corridor optimums with the result of using rerouting. Finally, we apply the methods in a case study for an intermodal transportation network in North-West Europe.

货运票价组合（CFCM）问题旨在根据已知的客户需求为给定的多式联运网络找到最佳的票价组合。它基于航空旅客的收入管理问题，票价类别混合问题，但是考虑到联运货物运输，存在两个主要区别。首先，CFCM的前提是必须提供对客户的长期承诺，以使客户具有每日的保证容量。其次，只要满足客户的交货到期日期，货物就可以重新安排或改道。我们的目标是通过最佳地组合两个交付服务级别来平衡收益最大化和容量利用率。因此，最优化的问题是在战术级别上选择票价等级限制，每天在运营级别上接受运输需求。在运行过程中，任何不适合可用网络容量的已接受需求都必须由卡车运输，这会增加网络运营商的费用。在本文中，我们提出了一种比以前提出的用于单走廊网络的解决方案方法更快的方法，并且为结果的最优性提供了证明。使用此方法，我们将问题扩展到多个走廊的联运网络。我们提供了针对不同设置的数值结果，其中我们将各个走廊最优路线的基线与使用重新路由的结果进行了比较。最后，我们将这些方法应用于西北北欧多式联运网络的案例研究中。