An important condition for improving management and optimization freight transport is to increase the scientific validity of decision-making methods at all levels of planning management. To successfully solve this problem, it is necessary to make a correct socio-economic justification for the effectiveness of the implementation of each progressive technical solution.

At enterprises road transport determining the effectiveness of implementation new technology, inventions and rationalization proposals carried out in accordance with certain methods, which should play the role of the most important management tool technical progress and its effectiveness. Road transport has specific goals to increase the volume of freight traffic, increase the intensity of use of rolling stock, save material and energy resources, reduce labor costs. To achieve these goals, it is necessary to make decisions to improve the management and optimization of cargo transportation, which creates the opportunity for the enterprise to influence the technical level of new equipment and production as a whole.

The logistics approach to the organization of road transportation determines a new methodological content, which consists in the fact that the main component of transportation should be the design of an optimal (rational) transportation process. This means the search for the best organizational and technically possible solutions that ensure maximum efficiency in the transportation of goods from the place of their production to the place of consumption.

Based on the above, to improve the cargo transportation system at the enterprise and increase the efficiency of using rolling stock, an event such as the development of a rational traffic route can be proposed Vehicle.

The organization of the movement of rolling stock on routes should ensure the highest productivity and the lowest cost of transportation. The route of movement is the path followed by the rolling stock during transportation. The routes can be pendulum or circular.

The length of the route is the path covered by the car from the starting point to the final point of the route.

The turnover of rolling stock on a route is a completed cycle of movement, i.e. movement along the entire route with a return to the starting point from which the movement began, with the implementation of all relevant operations (loading - unloading, paperwork, etc.).

A pendulum route is a route in which the movement between two points is repeated several times.

Schemes of pendulum routes are shown in Figure 3.1. (Appendix B)

Routing is the development of rolling stock routes that ensure the best use of vehicle mileage.

Thus, it is necessary to develop an optimal route for the main customer ATP-10 of the Pervomaisky reinforced concrete plant, which supplies reinforced concrete products to the Moscow City point.

The choice of route depends on the location of loading and unloading points, the type of cargo and the type of use of rolling stock. The type of cargo being transported influences the design of routes. In some cases, even in the presence of oncoming freight flows, empty running of rolling stock is inevitable. The type of rolling stock used also has an impact. Thus, when using specialized rolling stock (except for dump trucks), empty runs in most cases cannot be excluded.

The amount of cargo on a particular route often does not ensure that the rolling stock is fully loaded during the operating time. Therefore, in practice, there are very frequent cases when, during a shift, rolling stock is used to transport goods for several orders.

As alternatives for developing a rational route, the following routes can be proposed:

Pendulum route with reverse idle run, i.e. delivery of reinforced concrete products from the reinforced concrete plant to the destination “Moscow-City”, and then return to the reinforced concrete plant without cargo.

A pendulum route with a fully loaded return route, i.e. movement of vehicles with cargo in both directions.

The return route is not fully loaded. As a passing cargo for ATP vehicles, we can consider the supply of reinforced concrete structures (reinforcement) from Kashira reinforced concrete plant No. 1 to the Pervomaisky reinforced concrete plant.

Currently, the movement of vehicles along the route "Concrete Concrete Plant - Moscow City" is organized according to the first option.

As selection criteria best alternative we can distinguish such criteria as: maximum transport load; minimum empty mileage; reduction of costs for transportation of 1 ton of cargo; increasing the mileage utilization rate.

When developing routes, it is necessary to take into account that it is most appropriate to organize the movement of rolling stock along pendulum routes with a return run that is not fully loaded or with a loaded run in both directions. Circular routes are organized in cases where pendulum routes cannot be organized.

Correct planning of routes ensures the achievement of the highest mileage utilization rate, and, consequently, ensures a reduction in the cost of transportation.

Organizing a route with a return idle run is impractical, since only one trip with a load is made per vehicle revolution. In this case, the mileage utilization coefficient is equal to 0.5, there is no maximum transport load, and the costs per 1 ton of transported cargo are quite high. The use of a route with loaded mileage in both directions is not possible, since the Moscow-City point is not a cargo-generating point.

Consequently, it becomes most expedient to organize a return route that is not fully loaded. At the same time, the maximum load of vehicles is achieved, the escape utilization factor increases (>0.5) and the costs per 1 ton of transported cargo are reduced.

In this case, the work of the rolling stock will be organized as follows: KAMAZ 5410 vehicles with trailers are sent to the Pervomaisky reinforced concrete plant, where they are loaded with reinforced concrete products and sent to the destination Moscow City (transportation distance 200 km). Then, upon arrival, the vehicles are unloaded and the next day sent to Kashirsky reinforced concrete plant No. 1 to be loaded with reinforcement, after which they proceed to the Pervomaisky reinforced concrete plant, and then return to the ATP.

The time required by the car for one revolution is calculated using formula (3.1) given in: see Appendix *

Since the turnover time of rolling stock is 11 hours, it is advisable to organize its movement not in one day, but in two.

Schemes of traffic routes before and after making a management decision are presented in Appendix B.

To implement the proposed event, it is necessary to coordinate and agree on the actions of all participants in this route: ATP, the reinforced concrete plant and the Kashira reinforced concrete plant No. 1. In this case, the motor transport enterprise needs to conclude two contracts: one with the Kashira reinforced concrete plant No. 1 for self-pickup of reinforcement and delivery to the customer, the second with the Pervomaisky plant for the supply of reinforcement as an associated cargo.

The contract must consider the following main sections:

The subject of the agreement, which indicates the amount of the agreement in monetary terms, i.e. estimated cost of upcoming cargo transportation;

Conditions of carriage, which indicate the obligations of the parties;

Payment for transportation and payment terms, which indicate the procedure and form of payment for the transportation performed;

Sanctions, where determined material liability parties for failure to implement approved plans and violation of transportation conditions;

The validity period and procedure for execution of the agreement, which indicates the period for which the agreement is concluded, legal addresses and bank accounts of the parties.

When concluding and executing contracts for road transportation of goods, the parties must be guided by current legislation, as well as instructions from higher organizations.

Since transportation will be systematic and not one-time in nature, the basis for transporting goods and performing expeditionary operations will be a contract and an order. Transportation of goods by a motor transport enterprise is carried out subject to the obligatory observance by customers of the following conditions: access roads to points and places of loading and unloading must be in a condition that ensures normal access and free maneuvering of vehicles at any time of the year; loading and unloading areas must be equipped with appropriate mechanization equipment, weighing devices and fire-fighting equipment; access roads and loading and unloading areas must be equipped in accordance with current standards.

Shippers are obliged to prepare the cargo for transportation before the arrival of the rolling stock, and motor transport enterprise, in turn, is obliged to provide the rolling stock for loading in a clean form and in a condition suitable for transporting a specific cargo.

Until the customer pays the cost of the upcoming transportation, ATP does not accept goods for transportation.

A standard contract for the carriage of goods by road is given in Appendix D.

It should be noted that the proposed route rationalization option will significantly increase the mileage utilization rate, and therefore reduce transportation costs and allow for additional profit.

To assess the effectiveness of the developed rational route for ATP vehicles, it is necessary to select as criteria:

mileage utilization factor value;

diesel fuel costs per 1 ton of transported cargo.

We calculate the mileage utilization coefficient using formula (3.2) given in: see Appendix _

The cost of diesel fuel per 1 ton of transported cargo is calculated using formula (3.3) given in: see Appendix _

We summarize the calculation results in Table 3.1: see Appendix _

From the data in Table 3.1. It can be seen that with the implementation of the proposed measures, the value of the mileage utilization coefficient (0.8) on the route increased significantly, the productivity of the rolling stock increased (P0 = 5120 tkm), and the costs of fuel and lubricants per 1 ton of transported cargo decreased.

The dependence of the cost of transportation on the mileage utilization rate is presented in Figure 3.2. : see Attachment _

In Fig. 3.2. it can be seen that before implementation (= 0.5) the costs were 2 rubles. /tkm, and after the implementation of the proposed option (= 0.8) amount to 1 rub. /tkm. Consequently, there will be a general reduction in the cost of transportation, and the rolling stock of the ATP will be used more rationally.

In addition, the proposed activities will allow the ATP to receive additional income in the form of payment for transport services for the delivery of reinforcement to the Pervomaisky reinforced concrete plant.

S0 = 2*3200 = 6400 rub.

After implementation:

S1 = 1*5120 = 5120 rub.

Consequently, there will be a reduction in the total cost of transportation by 1280 rubles. According to the enterprise, the price of transportation is 7040 rubles, which means that before implementation the additional income of the enterprise was 640 rubles, and after implementation at the same price it will be 1280 rubles.

Taking into account all of the above, it becomes obvious that the proposed route rationalization option is quite effective, it allows improving the technical and operational performance of rolling stock, increasing the productivity of vehicles and reducing the cost of 1 tkm of transported cargo, as well as receiving additional profit for the transport services provided.

0

REGIONAL STATE BUDGET

PROFESSIONAL EDUCATIONAL INSTITUTION

"SMOLENSK ACADEMY OF PROFESSIONAL EDUCATION"

DEPARTMENT OF ECONOMICS, MANAGEMENT, GEODESY

COURSE WORK ON THE TOPIC:

"DEVELOPMENT OF OPTIMAL TRAVEL ROUTES IN JSC "Russian Railways""

Students of group 423-LS

Specialty: 380203

Operational activities in logistics

Leaders:

Coursework protected

with rating_______________

"___"___________2015

Smolensk

INTRODUCTION. 3

1 THEORETICAL FOUNDATIONS OF ROUTING.. 6

1.1 Essence and classification of routes. 6

1.2 Features of routing in railway transport. 10

1.3 Technology development route transportation. 13

2 METHODOLOGY FOR DEVELOPING OPTIMAL ROUTES. 19

2.1 general characteristics activities of the enterprise. 19

2.2 Analysis of measures aimed at increasing the efficiency of use of the cargo fleet. 24

2.3 Selecting the optimal route to JSC Russian Railways. thirty

3.1 Measures to improve the efficiency of use of freight cars 40

3.2 Calculation of effects for the cargo owner when routing transportation. 42

Conclusion. 46

LIST OF SOURCES USED. 48

APPENDIX A History of the development of routing in Russia. 51

Application BSmolensk (Belarusian) direction. 52

INTRODUCTION

Currently, competition in the transport services market is acquiring qualitatively new features: against the backdrop of rising transportation costs and stricter requirements for vehicles, the requirements for the quality of the transportation process have increased. In such conditions, the functioning of an enterprise is impossible without an effective management system.

One of the most effective options for solving the problems of reducing costs and improving the quality of the transportation process is to optimize cargo transportation routes.

Rail transport occupies a special place among various modes of transport.

Relevance of studying the topic economic activity railway transport in Russia is due to its enormous socio-economic role in the country’s economy. In conditions of transition to market relations The role of transport rationalization is increasing significantly. On the one hand, the efficiency of enterprises depends on the transport factor, which in market conditions is directly related to its viability, and on the other hand, the market itself implies the exchange of goods and services, which is impossible without transport, therefore, the market itself is impossible.

Therefore, transport is a critical component of market infrastructure. Of course, for Russia, the largest country in the world by area, railway transport is one of the most necessary types transport. Therefore, special attention is paid to him.

Russian railways, playing a leading role in transport provision and tariff stimulation of economic growth in the country, simultaneously make a significant contribution to the formation of federal and regional budgets.

Rail transport - leading to transport system Russia. “Its leading importance is due to two factors: technical and economic advantages over most other types of transport and the coincidence of the direction and power of the main transport and economic interregional and interstate (within the CIS) connections of Russia with the configuration, throughput and carrying capacity of railways (as opposed to river and maritime transport)". This is also due to the geographical features of our country. Length railways in Russia (87 thousand km) is less than in the USA and Canada, but the work performed by them is greater than in other countries of the world, so it is necessary to pay special attention to the condition and quality of railway lines.

If optimal routes are created and delivery deadlines are met, then productive reserves consumers can be reduced by 1.5-2 times, thereby reducing warehousing costs. The need for routing cargo transportation is also justified by the fact that routes make it possible to draw up draft current plans and operational requests for transport based on actual volumes of transportation. This served as the basis for choosing the topic of the course work.

The purpose of the course work is to develop practical recommendations on optimization of routes at JSC Russian Railways.

Achieving this goal determined the formulation and solution of a number of tasks:

• study theoretical basis routing;
• analyze the methodology for developing optimal routes at JSC Russian Railways;
• develop recommendations for optimizing the efficiency of routes at JSC Russian Railways.

The object of the study is JSC Russian Railways.

The subject of the course work is the methodology for developing optimal routes at JSC Russian Railways.

When performing coursework we used educational materials and research by such scientists as Borovoy N.E., Galaburda V.G., Elizariev Yu.V., Zykin L.P., Kovalev V.I., Kudryavtsev V.A. and etc.

Numerous materials also provided invaluable assistance periodicals, such as “Freight Dispatcher”, “Avtotransinfo”, “Transport Business of Russia”, numerous information portals, as well as Internet resources.

1 THEORETICAL BASIS OF ROUTING

1.1 Essence and classification of routes

Route - an established (outlined), if necessary, and equipped route for transport between the starting and ending points.

Transportation routing is a system for organizing the dispatch of goods by routes (as a whole train) from one or more railway stations to unloading points located in the same area.

Routing allows you to optimize cargo flows taking into account:

• volume of traffic, direction and distance;
• extent in time;
• traffic congestion of different categories of roads;
• movement sequences and delivery efficiency.

The main tasks of routing are:

• traffic organization;
• minimizing cargo delivery times;
• traffic safety;
• efficient use of vehicles;
• implementation of transportation plans and schedules;
• efficiency in responding to changing road conditions.

Transportation routing is the drawing up of rolling stock routes or its order of movement between points of production and consumption. It is performed for homogeneous goods that require the same type of rolling stock for transportation.

Routing of transportation in railway transport can be called the organization of trains at loading points (one or more) from cars loaded here and passing without processing at least the initial technical station, at which the formation plan provides for the first processing.

The dynamics of the routing level in Russia from 2009 to 2014 are presented in Table 1.

Table 1 - Routing level on Russian Railways

The data in Table 1 shows that the level of routing increased in 2014 compared to 2009 by 7.8%, which is a positive trend.

The classification of routes is presented graphically in Figure 1.

Figure 1 - Classification of sending routes

In the Rules for the transportation of goods by dispatch routes by rail, the term "shipping route" means a train set of a specified weight or length, formed on a non-public railway track or under an agreement with the carrier and/or the owner of the public railway transport infrastructure on the public railway tracks of a railway station with prerequisite exemption along the route from at least one technical station from the processing of such a train, provided for by the plan for the formation of freight trains.

The work required to form direct departure routes on public roads consists of shunting work and the process of accumulating cars to a set weight or route length.

Routes are classified according to the conditions of the organization; assignments and order of placement of the cars included in them; conditions and areas of circulation; rolling stock accessories.

According to the terms of the organization, routes from loading points, organized with the participation of shippers on the basis of applications for the transportation of goods, are divided into:

• shipping routes, fully formed on a non-public railway track by the shipper or the owner of a non-public railway track on the basis of an agreement for the operation of non-public railway tracks or an agreement for the supply and removal of cars, or on the public tracks of a railway station under an agreement between the shipper and the carrier. The dispatch route may consist of cars issued by one route shipment or several group or carload shipments;
• station routes formed on the public tracks of a railway station by the carrier's means from cars presented by one shipper, in the absence of an agreement with him on the formation of the route;
• stepped routes formed from cars presented by different consignors at public or non-public places adjacent to one railway station (station step route), by one consignor (owner of non-public railway tracks) or by different consignors (owners of non-public railway tracks) on several railways stations of a section or railway junction (sectional or junction step route).

According to the destinations of the cars included, the routes are divided into:

• direct routes - to one railway station of destination to one or more consignees (freight cars addressed to each recipient must be in a separate group);
• routes for spraying - routes with destinations determined by the carrier (including at the request of shippers, consignees) in agreement with the owner of the infrastructure, points (stations) of spraying routes where wagons are addressed (indicating the destination station and consignee) to the unloading station addressed to specific consignees;
• routes by appointment to a disbandment station when processing transportation documents to the final station (cargo unloading station) with the disbandment of such a train at a passing technical station according to the train formation plan or by assigning one unloading section at the station with a selection of cars in groups at destination stations.

According to the terms of application, the following are distinguished:

• circular routes with constant trains, which, after unloading, return to the same station, section, node for re-loading;
• technological routes that circulate along established schedule threads between sending and receiving enterprises with technological processes of the main production requiring regular (rhythmic) delivery of goods;
• complex circular routes are separately identified, running according to a technological scheme determined by the carrier, which provides for the reverse loading of cars at stations lying within the empty run of the train, determined by the carrier (if the cars are under the control of the carrier) or the operator (owner) of the rolling stock.

Based on the travel distance, a distinction is made between network routes that operate within two or more roads, and intraroad routes that operate on one road.

Based on circulation polygons, routes are divided into:

• interstate routes running from departure stations (loading or forming) to destination stations (unloading or spraying) along the railways of two or more states (railway administrations);
• network routes running within two or more Russian railways;
• intra-road routes running within the same railway.

According to the arrangement of included cars, routes are divided into:

• group routes with a selection of cars by station, section or recipient;
• single-group routes without the specified selection.

1.2 Features of routing in railway transport

Ring routes are organized in areas with stable economic ties. With circular routing, the reliability of loading rolling stock is increased, the costs of preparing empty cars arriving for loading are reduced, and as a result, route speed is increased. The most economical are circular routes made from specialized cars, especially on routes where their organization does not increase the total empty mileage of cars. At the same time, the safety of cargo and rolling stock is ensured as much as possible, and loading and unloading operations are accelerated. Ring routes are used primarily for the transportation of bulk cargo - coal, ore, building materials, oil cargo, cars, grain. To increase the efficiency of circular routes in directions with stable cargo flows, they are also loaded in the empty direction after unloading. Using the solid schedule of such trains in loaded and empty directions, carrying out scheduling of loading, it is possible to increase the stability of transportation.

The technology for forming route car traffic is presented graphically in Figure 2.

Figure 2 - Main elements of the technology for forming route car traffic

To optimize infrastructure loading and reduce sorting work, loaded and empty car flows not covered by dispatch routing are organized into technical routes in the direction of seaports, border crossings and large industrial enterprises.

The rapid growth in the number of owners of freight cars has led to a transition from management on the principle of a “single fleet” to the independent construction of logistics chains by private operating companies, because of this, empty mileage has increased and the efficiency of using freight cars has decreased (since the owner’s car is supplied for loading , with whom the contract for services was concluded, and not the nearest car). The deterioration of the performance indicators of the car required an increase in the number of cars on the railway network, because To export the same volume of cargo presented for transportation, a larger fleet of wagons is needed. The history of the development of routing in Russia is presented in table form in Appendix A.

An increase in the number of wagons on the network creates an additional load on the railway infrastructure and, as a result, leads to a decrease in the speed of trains, which in turn negatively affects the efficiency of the wagon fleet as a whole and leads to an increase in the required fleet of wagons. Continuing this trend may lead to the arrival of such a number of cars on the network that movement along the railway infrastructure will be difficult, which means that the transportation process will not be fully ensured and all cargo required for transportation will not be removed on time, which will slow down the development of the country’s economy .

There are requirements without which routing cannot be implemented.

First a necessary condition the overall routeability should be considered. This condition determines the ability of shippers, joint transport facilities and stations to organize routes. Indicators this condition- the required dimensions of cargo shipment, loading capacity and storage capacity, sufficiency of track development and shunting facilities.

Therefore, a routing plan can only be made for routeable shippers, stations, or groups of stations, which are called routers.

To organize routes to individual destinations, private routing capability or destination routing capability is also required. This condition is that for the destination in question, which may be an enterprise, an unloading or spraying station, for all senders united to organize routes to this destination, the total average daily volume of shipments according to the transportation plan allows loading no less than the train, and the loading the ability provided at least a whole composition.

To all destinations for which the router has private routing capability, it can send routes based on scheduling loading .

There is also a condition for organizing routes in relation to cargo recipients. If the route is sent to one recipient, then its daily unloading capacity and storage capacity for each cargo must be no less than its quantity in the route.

The main conditions for railway routing are general and private routability.

1.3 Development of route transportation technology

The development of route transportation technology is carried out in accordance with Chapter 3.3 of the Instructions for the organization of car flows on railways, approved on October 16, 2006, and includes:

• establishing standards for the weight and length of routes;
• determining the order of loading, formation, advancement and unloading of routes;
• developing a plan for organizing (forming) routes and calculating their effectiveness;
• calculation of circulation schemes for ring and technological routes with assessment of their effectiveness;
• drawing up a schedule for block trains (for technological and other routes operating on fixed schedule lines);
• calendar planning of loading routes based on accepted applications for the transportation of goods;
• calendar planning of ring and technological routes.

The technology for transporting goods by routes is based on:

• concentration of cargo flows by condensing the loading of bulk cargo into individual route destinations; calendar planning of cargo loading to destinations by one or more shippers from one or more stations; accumulation of cars of a certain purpose on non-public railway tracks or station tracks;
• strict adherence to the plan for the formation of freight trains when organizing routes with destinations at disbandment stations and ensuring the safe passage of departure routes or their core in in full force from formation stations to destination stations;
• rational use of the rolling stock and technical means railway infrastructure of general and non-public use;
• continuous improvement of forms and methods of organizing route transportation.

An increase in the established weight of the departure route to the norm in the manner of its regulation is allowed no more than allowing the critical weight of the train to be exceeded (30 tons).

Allowed in exceptional cases deviation from established standards in the direction of reducing the weight and length of the dispatch route by no more than 90 tons or 1 physical car.

If there is a change in the weight of the train (breaking points) in the direction of station routes in the direction of reduction, the routes are organized from the core (the main part of the route of the established weight, which follows without reorganization to the destination station), corresponding to the smallest weight norm or length of trains in this direction, and a trailer group of cars, following as part of the route to the weight change station (for unloading or disbandment). The weight and length of the route core are set in the same manner as for routes as a whole.

It is not allowed to disband the core of the route along the route when the weight or length of its composition changes at stations where weight norms change.

Established standards for the weight and length of routes and their cores for specific destinations are announced to shippers and independent carriers by regional traffic control directorates in the form of extracts from the route organization (formation) plan.

Replenishment of routes to the weight norm established by the schedule of departure routes and through trains at points of weight or length change, as well as when uncoupling cars with commercial and technical faults, is carried out by cars in accordance with the purpose of the trains, and in the absence of such cars - by cars according to the formation plan trains established for a given station.

When uncoupling cars with technical and commercial faults and if there are no cars at the station that correspond to the purpose of the through train or the sending route, the train departs:

• up to three cars - without replenishment and are not taken into account in the number of underweight (incomplete) cars;
• more than three cars - with replenishment according to the station formation plan that uncoupled the cars, with subsequent uncoupling during the train's parking according to the schedule without disbanding the train and without changing the train index.

When replenishing trains on shipping routes, it is necessary to take into account compliance with cargo delivery deadlines.

The possibility of the consignee accepting routes of the established weight and length to the address of one consignee is agreed upon by the consignor.

A plan for the organization (formation) of departure and step routes is developed annually and is an integral part of the plan for the formation of freight trains.

The indicators of the route organization (formation) plan include:

• total loading, wagons/day;
• number of routed cars, cars/day;
• routing level, %, in general and for individual types of cargo;
• the share of loading by dispatch and step routes to one unloading station, to one unloading area and to spraying (disbanding), %;
• average composition of the route, cars;
• average gross route weight, t;
• total savings Money according to the drawn up route formation plan, determined by summing up the savings obtained for each route destination, rub.;
• the size of the processing of wagons removed by dispatch routes at marshalling and district stations, wagons/day;
• average number of technical stations exempted from processing;
• average driving range of routes, km (including on-road routes), determined by dividing all route-kilometers by the total number of planned routes.

The system for providing locomotives and locomotive crews for routes operating daily or at established calendar intervals (every other day, on days of the week) according to permanent schedules laid out in the train schedule from the departure station to the destination station, provides for:

• issuance of locomotives corresponding to the weight and length of technological routes by series and section;
• organizing the work of locomotives according to their turnover schedule, and locomotive crews - according to personalized schedules in order to guarantee the removal of technological routes from cargo, technical and docking stations;
• combining adjacent areas of work of locomotive crews in cases of accelerated passage of technological routes compared to other freight trains;
• passage of routes with train locomotives, as well as passage of train locomotives under route trains ready for departure directly to railways non-public use of enterprises - shippers and consignees, subject to appropriate technical development.

Thus, we can conclude that the preliminary selection of the optimal path transport delivery allows you to reduce transportation costs, avoid wasting extra time and deliver the maximum possible volume of cargo.

• METHODOLOGY FOR DEVELOPING OPTIMAL ROUTES IN JSC "Russian Railways"

2.1 General characteristics of the enterprise’s activities

Operation market economy is inextricably linked with transport - one of the main sectors in the infrastructure of the national economy, providing production and interregional connections, the circulation of goods and services, and meeting the population’s needs for movement.

Railway transport has moved to a new organizational form of the Open Joint Stock Company "Russian Railways". Concept developed and approved strategic program development of JSC Russian Railways.

Corporate management standards - internal regulations, which are a set of principles, requirements and rules aimed at achieving the strategic goals of JSC Russian Railways and regulating the activities of the Company as a whole, its divisions and employees in a specific area of ​​responsibility.

JSC Russian Railways is a single economic entity, the founder of which is the Government Russian Federation.

100% of shares of JSC Russian Railways in accordance with Art. 7 Federal Law“On the peculiarities of management and disposal of railway transport property” are the property of the Russian Federation. The rights of a shareholder on behalf of the Russian Federation are exercised by the Government of the Russian Federation. The Charter of JSC Russian Railways, as well as the regulations on the governing and control bodies of JSC Russian Railways, were approved by the Government of the Russian Federation.

In accordance with the charter of JSC Russian Railways, JSC Russian Railways includes 158 branches (railroads and functional branches) and 8 foreign representative offices.

Currently, JSC Russian Railways participates in more than 100 subsidiaries and affiliates.

The Russian Railways network consists of 17 highways that run across the entire country - from Kaliningrad to Vladivostok.

The Moscow-Smolensk branch of the road is structural unit Open Joint Stock Company"Russian Railways" of the Ministry of Railways of the Russian Federation (hereinafter referred to as the Branch).

The department operates in accordance with the legislation of the Russian Federation, orders, other regulations Ministry of Railways of the Russian Federation, Moscow Railway. The department is not legal entity, has a separate balance sheet, a current account with a bank institution, a seal with its name and other necessary details.

The department carries out the following types activities:

• ensuring the implementation of the transportation process;
• security Maintenance and current repairs of rolling stock;
• provision of railway transport services, warehousing, rental of rolling stock.

The area of ​​activity of the Moscow-Smolensk branch of the road is represented by route 9 on the diagram presented in Appendix B.

In accordance with the Civil Code of the Russian Federation, all property of the Branch is federal property and belongs to it on the basis of economic management rights. Exercising this right, the Branch owns, uses and disposes of the specified property to achieve the above goals and objectives. The property is reflected in a separate balance sheet.

Financing is carried out within the limits of funds approved by the head of the Department.

Management of the Branch is carried out in accordance with the legislation of the Russian Federation, orders, instructions, other regulations of the Russian Federation, the Ministry of Railways.

Management is carried out by the head of the Department, acting on the principle of unity of command, appointed and dismissed by the head of the road.

Railway transport and its core, JSC Russian Railways, is one of the most important basic sectors of the economy. It plays a key role in meeting the transport needs of the population and in the movement of products economic activity enterprises. Given the vast Russian expanses, railways are a guarantor of economic and social development country, carrying out economic reforms, strengthening administrative and political integrity, and the normal functioning of the complex economic complex of Russia. Railroad transport is the most important tool for the rational development and deployment of production forces, the optimization of economic relations, and the involvement of new sources of fuel and raw materials into industrial circulation.

It determines the main features of the formation of the Russian transport market, namely the predominance of railway transportation in the total freight turnover in all sectors of the economy (84%) and the monopoly position in the market of Russian Railways OJSC, which provides freight transportation services on on a commercial basis. Industrial enterprises Having their own railway infrastructure and rolling stock, in most cases they transport bulk cargo over short distances, which is reflected in the low indicators of their cargo turnover.

In the last five years, against the backdrop of positive changes in the socio-economic situation of the country, the volume of cargo transportation has increased significantly by rail. The volume of cargo dispatched via the railway network increased from 834.7 million tons. in 2012 to 1084.3 million tons in 2014, i.e. the increase was 29.9%.

Freight shipments via the railway network are dominated by coal (24%), construction (21%), oil (15%), other cargo (13%) and ore (10%).

In the structure of export transportation by rail, oil cargo predominated (31%), coal transhipment amounted to 19%, ferrous metals - 12%. The transportation of goods classified as “other” was also significant, the share in total volumes transportation amounted to 9% (this group of cargo is largely represented by non-ferrous metals, scrap of ferrous and non-ferrous metals, oil shale, sulfur and other chemical cargo).

Dynamics of freight turnover by types of public transport for 2012-2014. presented in Table 2.

Table 2 - Dynamics of freight turnover by type of public transport for 2012-2014

Types of transport
Transport total:
Including: Railway
Automotive
Inland waterway
Air
Pipeline

The data in Table 2 shows the leading position of railway transport in the transportation market.

An expert assessment of the degree of influence of factors characterizing competition in the transport market, in the opinion of the Department’s marketers, should be determined on a point scale.

The weighted average score obtained during the research allows us to assess the degree of influence of competition and take it into account for the further development of the company’s marketing policy.

The calculation of the weighted average competition score is given in Table 3.

Table 3 - Option for assessing the activities of competitors (in points)

Indicators	Railway transport	Water transport	Automobile transport	Air Transport
Delivery period
Frequency of departures according to the transportation plan
Reliability of delivery schedule compliance
Versatility
Geographical accessibility
Price
Total average score

It should be noted that in terms of the weighted average competition score, railway enterprises are only in third place.

It should be noted that in many segments of the railway freight transportation market, Russian Railways initially operates in competitive conditions. Serious competition for Russian Railways comes from other modes of transport, primarily automobiles for short-distance transportation. More than 70% of railways along their entire length are duplicated by federal roads.

At the same time, in certain market segments, such as transportation of containers, transportation of construction materials, oil cargo, metal, there is real competition, the same as in transportation over long distances, in which modes of transport unregulated by the state have an advantage: automobile, river (during the navigation period), and in some cases pipeline.

2.2 Analysis of measures aimed at increasing the efficiency of use of the cargo fleet

One of the factors that has a negative impact on transport process, is the unevenness of railway transportation. Economic, technical, organizational factors cause uneven operational performance of railway transport. Let us present the classification of these factors and their influence on unevenness in Table 4.

Table 4 - Classification of unevenness factors and their influence

		Type of unevenness
economic	customs operations, fluctuations in product output, concluding contracts for the supply of goods, seasonality of production, changes in interregional connections.	seasonal irregularity
technical	Failures of technical equipment, random nature of train formation at train formation stations.	diurnal irregularity
organizational	provision of “windows” for repair and reconstruction work, operating hours of enterprises, availability of passenger trains on the schedule.	condensation of work during certain periods of the day

The uneven operation of railway transport significantly affects freight traffic and the transportation capacity of the railway network, and therefore the volume of freight work and the required fleet of locomotives and freight cars. A short-term increase in transportation volumes entails an increase in the number of freight cars and locomotives necessary to organize the transportation process. Disruption of the rhythm of work of enterprises, especially intra-daily and intra-week (weekend) breaks, increases the turnover of freight cars, and therefore reduces the efficiency of railway transport. There are several types of unevenness: intraday, daily and seasonal. Seasonal unevenness is a change in the volume of transportation by periods of the year (season, month, quarter) depending on the interaction with water transport or the impact of climatic conditions on the transportation of certain types of goods; it is assessed by the unevenness coefficient. Intra-station unevenness (unevenness in direction, not in time) is caused by a decrease in the interval between freight trains due to the priority of passenger traffic in organizing the transportation process.

Analyzing the reasons for the unevenness of transportation, we can conclude that in some cases individual species Irregularities are random in nature (for example, the unevenness of train formation is random, and the presence of “windows” in the schedule for scheduled network repairs is natural), but the combination of different types of irregularities in organizing the transportation process forms a random nature of daily fluctuations in operational work.

Taking into account daily unevenness affects operational performance, since the organization of operational work is based on daily periods with a monthly volume of work. But taking into account the patterns of daily unevenness, it is possible to optimize operational processes in order to reduce its impact on the transportation process.

The unevenness of car and train flows consists of the unevenness of all operational processes. Daily fluctuations in car flows obey the law of normal distribution.

It should be noted that the maximum oncoming mileage of reserve locomotives arises due to the unevenness of train flows in directions, but the oncoming mileage decreases with an increase in the difference in average daily train flows in directions, because the excess of locomotives in one direction compensates for changes in train flow in the opposite direction. The main parameters of unevenness are presented graphically in Figure 3.

Figure 3 - Basic parameters of unevenness

The organization of the transportation process on the site depends on the traffic density and duration of train delays, speed and intensity of traffic; the estimated period of time for determining the intensity is established based on the purposes of the study (hour, day, year).

Figure 4 shows the graphical basis of the technology for organizing operational work in the field of rail freight transportation.

train schedule

system for organizing car flows and operating freight stations

Figure 4 - Basic principles for organizing operational work in the field of freight rail transportation.

The organization of freight transportation according to a clearly established schedule is customer-oriented, it can significantly improve the quality of freight transportation, improve the operational performance of the freight car fleet, and ensure optimal use of transportation resources. But organizing the movement of trains according to strict schedule lines is possible only if transportation planning and loading management are linked to the train schedule. To do this, it is necessary to track in real time all cars and locomotives, as well as the volume and loading schedule for each shipment.

Undoubtedly, in a number of cases, the departure of trains will be delayed until the fullness and strength of trains on a firm schedule is formed, but delivery will be carried out just on time due to the increase in the speed of trains, by reducing the time spent at marshalling stations. To develop a train schedule with a large share of fixed schedules, reliable information in real time is required about all available rolling stock and all cargo presented for transportation. In my work, by “hard schedule threads” I mean a set of technological measures for the high-speed delivery of goods exactly within certain, pre-agreed deadlines, i.e. the use of “hard” schedule lines is impossible without routing, and the routed car flow may not follow the “hard” schedule line. Let's consider the impact of organizing train movement along fixed schedule lines on congestion in the railway network.

Graphically, the main indicators of the quality of work when carrying out transportation on solid lines of the schedule are presented in Figure 5.

The speed of freight trains decreases when passing " bottlenecks» on the railway network.

Figure 5 - Key indicators quality of work when carrying out transportation on solid lines of the schedule

A pattern can be drawn: with an increase in the number of trains on a section, there is often a reduction in the interval between trains, which leads to a reduction in the speed of the entire train flow on the section, this explains low speeds traffic on busy lines. It should be noted that the efficiency of the locomotive, the weight and speed of the train are key to the characteristics of the locomotive's operation. We can conclude that locomotives do not operate efficiently on heavily loaded lines, which reduces the efficiency of the entire industry as a whole.

Interruptions in traffic or reduction in design speed lead to economic losses caused by a reduction in the capacity of the railway infrastructure in a particular section. Graphically, ways to speed up car flow are presented in Figure 6.

Figure 6 - Ways to accelerate car flow

The actual average weight of underweight trains is up to 15% less than the norm; if you use the locomotive power reserve, the speed of the train will be higher than that provided for by the schedule, but in practice this possibility is rarely realized due to the lack of real-time interaction between locomotive crews and the dispatch apparatus.

You can speed up the passage of trains by using free lines of the schedule, which allows you to reduce the time the train spends at stations and the number of train crossings. However, the key to reducing train delays is to optimize station load management. Graphically, the economic effects of managing the transportation process based on the “hard threads of the schedule” of train movement are presented in Figure 7.

The development of train schedules is based on the system for organizing car flows. Providing reliable information about the needs for transport connections (delivery speed, regularity, traffic volumes, routes) allows you to create a freight train schedule with up to 80% of the share of fixed schedules.

Figure 7 - System economic effects from managing the transportation process based on the “hard threads of the schedule” of train movement

Having analyzed the experience of using this technology in foreign countries we can conclude that the use of a fixed schedule will increase the local speed, reduce the time spent by freight cars at marshalling yards, increase the daily mileage of locomotives while reducing the need for locomotive crews, reduce losses transport company associated with penalties for late delivery of goods, reduce wagon turnover and free up the freight wagon fleet.

2.3 Selecting the optimal route to JSC Russian Railways

Let's use the assessment methodology economic efficiency introduction of route transportation in modern conditions based on element-by-element analysis of operating costs.

From the Kurbakinskaya station to the Kuybas station, 4,500 tons of iron ore pellets per month will be sent in gondola cars of model 12-132, with a carrying capacity of 69.5 tons. Iron ore pellets are loaded according to the carrying capacity of the car. The mass of the train without the locomotive is: (24+69.5)*60=5610 tons, we will take the average specific consumption of fuel and energy resources equal to 750 per 100 km. Norm natural loss when transporting iron ore pellets in gondola cars (0.15% of the cargo weight).

When passing routed car traffic, the route is laid through the following areas of work of locomotive crews:

• Kurbakinskaya - Ryazhsk 2;
• Ryazhsk 2 - Beloretsk;
• Beloretsk - Kuybas;

The distance is 2126 km.

When passing the car flow in trains provided for by the formation plan, the route is laid along the following sections of the work of locomotive crews:

• Kurbakinskaya - Kursk;
• Kursk - Orel;
• Orel - Stary Oskol;
• Stary Oskol - Valuyki;
• Valuyki - Penza 3;
• Penza 3 - Oktyabrsk;
• Oktyabrsk - Magnitogorsk-cargo;
• Magnitogorsk-cargo - Kuybas.

The distance is 2818 km.

Based on the norm of the gross weight of the composition on the site and avg. the tare weight of the wagon, the length of the train is 64 wagons.

The calculation is based on statistical data from the Main Computing Center of JSC Russian Railways and is shown in Table 5.

Table 5 - Natural indicators for determining dependent costs when passing traffic in direct routes

	Length, km Luch	Uch. speed km/h V	Locomotive weight	Composition weight tons	Wed. din. load gr.vag. tons	Wed. tare weight vag. tons	Specific consumption top. en. ResKvt. hours per 1000 tkm gr. trains	Coef. locomotive needs		Amount of conditional losses, %
Kurbakinskaya-Ryazhsk 2
Ryazhsk 2-Beloretsk
Beloretsk - Kuybas
Total by route

The list of conditionally accepted coefficients is presented in Table 6.

Table 6 - List of conditionally accepted coefficients

Natural indicators for determining dependent costs when passing flow in dismantling trains are presented in Table 7.

Table 7 - Natural indicators for determining dependent costs when passing flow in dismantling trains

Locomotive crew work areas	Length, km Luch	Uch. speed km/h	Locomotive weight		Wed. din. load gr.vag. tons	Wed. tare weight vag. tons	Specific consumption top. en. res kw. hours per 10,000 tkm gr. trains	Coef. locomotive needs	Coef. auxiliary accounting working hours	Amount of conditional losses, %
Kurbakinskaya-Kursk

Continuation of table 7

Kursk-Orel
Orel - Stary Oskol
Stary Oskol - Valuiki
Valuyki - Penza 3
Magnitogorsk-gruz - Kuybas
Total by route

Calculated physical indicators for determining dependent costs when passing traffic in direct routes are presented in Table 8.

Table 8 - Calculated natural indicators for determining dependent costs when passing traffic in direct routes

Locomotive crew work areas

Carriage-km.

Car clock

Lokomotivo- km.

Lokomotiv - clock

Brigade - watch

Tons km. gross

Electricity consumption for traction

Kurbakinskaya-Ryazhsk 2

Ryazhsk 2-Beloretsk

Beloretsk - Kuybas

v* - for 1 car on a train, l* - for a single locomotive

Calculated natural indicators for determining dependent costs when passing flow in dismantling trains are presented in Table 9.

Table 9 - Calculated natural indicators for determining dependent costs when passing flow in dismantling trains

Locomotive crew work areas

Carriage-km.

Car clock

Lokomotivo- km.

Lokomotiv - clock

Brigade - watch

Tons km. gross

Electricity consumption for traction

Kurbakinskaya-Kursk

Kursk - Orel

Orel - Stary Oskol

Stary Oskol - Valuiki

Valuyki - Penza 3

Oktyabrsk - Magnitogorsk-cargo.

Magnitogorsk-gruz - Kuybas

Dependent operating costs when passing flow through sections of direct routes, rub. per car, per locomotive are presented in Table 10.

Table 10 - Dependent operating costs when passing flow through sections of direct routes, rub. on a carriage, on a locomotive.

Locomotive crew work areas

Expenses associated with

Total transportation costs

wagon - km, including parts

Car clock

locomotive - km.

locomotive hour

brigade - watch

tons km gross

electric energy for traction

In our own carriages

In carriages of a third-party transport company

In our own locomotives,

In locomotives, third-party TC

Kurbakinskaya-Kursk

Kursk - Orel

Orel - Stary Oskol

Stary Oskol - Valuiki

Valuyki - Penza 3

Oktyabrsk - Magnitogorsk-cargo.

Magnitogorsk Cargo - Kuybas

Total by route

Having analyzed the results presented in Tables 10 and 11, we can draw the following conclusions:

• dependent operating costs for transportation (per one car) when passing the flow in dismantling trains exceed the costs when passing the flow through sections in direct routes;
• the difference in cost increases with increasing transportation distance.

For a full-scale assessment of the costs of passing car flow, we will consider the costs that arise when passing the flow through technical stations, despite the low share of these costs in the costs of passing car flow per car (no more than 5% of the total amount).

Dependent operating costs when passing the flow through technical stations are presented in Table 12.

Table 12 - Dependent operating costs when passing the flow through technical stations, rub.

Those. station

Type of work

Duration of operations, hour

N lane

MN man

t tr.calc.

t per.calc.

ttechPP

tozh.rsf

ttechop

tozh.departure

tadditional tr

Stary Oskol

Continuation of table 12

Oktyabrsk

Magnitogorsk-cargo

Beloretsk

With reprocessing* - transit with processing, without - without processing

Costs for passing routed car flow per locomotive when passing the flow through technical stations: (0.085 + 0.3) * 2125.5 = 818.3 rubles.

Expenses for passing unrouted car flow per locomotive when passing the flow through technical stations: (0.367 +0.5)* 2125.5 = 1842.8 rub.

Let’s consider, as in the case of operating costs for transportation, 2 options:

• when transported in own carriages;
• when transporting rented wagons

Dependent operating costs consist of costs for design areas and costs for technical stations. The costs of technical stations are made up of the costs of those stations through which the car flow will pass. Expenses for passing routed car flow per car: Own car: 49.5+8384= 8433.5 rub.

Car of a third-party transport company: RUB 7,482.

For the locomotive: the locomotive is the property of the TC: 52940 + 818.3= 53758.3 rub. third-party locomotive: RUB 31,328.

Costs for passing unrouted car traffic per car:

Own car: 269 +69.1+ 11232= 11570.1 rub.

Car of a third-party transport company: 69.1+10071 = 10140.1 rub.

For the locomotive: the locomotive is the property of the TC: 77904 +1842.8 = 79746.8 rubles. third-party locomotive: RUB 42,673.

When the flow is included in the composition of a block train at the promotion stage, there is a reduction in operating costs

Own carriage: rub. 11232 - 8384 = 2848 per car (or 182,272 rubles for 64 cars);

Third party car: 10071-7482 = 2589 rub. per car (or 165,696 rubles for 64 cars);

To the locomotive:

locomotive - property of TK: 77904- 52940= 24964 rub. (or 207236 per composition);

third-party locomotive: 42673 - 31328 = 11345 rub. (or 177041 per composition).

Let's calculate the change in time.

Routed car flow: =40.7+3+2.15+1.45=47.3 hours

Non-routed car flow: =51.93+19.3+2.85+2.2=76.28 hours

Θm = 1.97 days.

Θnm = 3.18 days.

When making a decision on allocating car traffic to a route destination, it is necessary to determine the number of cars released from the destination in question; if we assume that we need to remove 4,500 tons per month, then the savings in cars will be:

nwork = (4500\ 69.5*30) * (3.18-1.97) = 2.6 cars.

Analyzing the results obtained, it can be noted that the costs per 1 car and locomotive of routed car flow are lower, and both the costs for passing the car flow and for passing the car flow through technical stations. From this we can conclude that increasing the number of routed transportation will reduce costs, but it must be remembered that this should not increase the costs of managing the transportation process.

• Recommendations for optimizing the efficiency of routes at JSC Russian Railways

3.1 Measures to improve the efficiency of use of freight cars

An analysis of methods for improving the quality of use of freight cars shows that in modern conditions the most relevant of them are:

• transportation routing;
• increasing the carrying capacity of wagons;
• modification of cars;
• organization of freight transportation according to “hard” schedule lines.

Ways to improve the efficiency of freight transportation management are presented graphically in Figure 8.

Figure 8 - Ways to improve the efficiency of freight transportation management

The main measures to improve the efficiency of using freight cars include:

• transportation routing;
• consolidation of the rolling stock;
• improvement of freight car designs;
• transportation management based on “hard” schedule threads.

Measures to improve the efficiency of using freight cars are presented in Figure 9.

Figure 9 - Measures to improve the efficiency of using freight cars

Transportation routing is one of the key means of accelerating the movement of car traffic through freight stations, reducing transport costs by reducing shunting work at stations; rational use of technical means of railway infrastructure, reduction of wagon turnover time and the need for capital investments in the development of sectional and marshalling stations. Increasing the speed of advance of routed car flow results in an increase in turnover working capital in the national economy.

The effects of freight routing are presented in Figure 10.

Figure 10 - Effects of transportation routing

Routing allows you to optimize cargo flows taking into account the volume of transportation, direction, distance, length in time, road congestion, traffic sequence, and delivery efficiency.

3.2 Calculation of effects for the cargo owner when routing transportation

Transportation routing has the following effects for the cargo owner.

1. Acceleration of cargo delivery, leading to saving working capital for cargo owners, reducing the time of the full production cycle and, as a result, increasing the number of production cycles per unit of time. Let us calculate the effect using formula (1) provided that the duration of the production cycle of the consignee enterprise is equal to one month.

The number of production cycles per year will increase by the following amount:

We get 1 (production cycle), which means the shipper company (at a cost of iron ore pellets of 3,500 rubles per ton) will receive additional income in the amount of:

3500*4500=15,750,000 rub.

1. Increase in the volume of products sold (over the same period of time) with a routed flow. We will calculate the additional loading volume based on the number of freed cars. According to the calculation results in paragraph 3.2, 2 cars with a carrying capacity of 69.5 tons are released per month, i.e. The company can additionally transfer 139 tons of cargo per month or 1668 tons per year with routed car flow, which means that for the sale of this volume of products the cargo owner will receive additional income in the amount of:

1668*3500= 5838000 rub.

1. The effect of cargo owners switching from more expensive modes of transport when it becomes possible to increase loading onto rail transport. Let's look at the effect using an example. Transportation of lumber from Samara to Dmitrov. When transporting by rail (platforms with racks with a carrying capacity of 60 tons), the cost of transportation will be 72,489 rubles, but if we use the services of cargo transportation in trucks with a carrying capacity of 20 tons, then we will need to load three trucks and pay 24,300 rubles for each. (according to the price lists of road carriers), and for three trucks - 72,900 rubles. In total, we save 411 rubles. from one car, and from the whole train (if it has 64 cars): 26,304 rubles or 315,648 rubles. per year, provided that the train makes 12 flights per year. In practice, as a rule, only the second or third effect will take place (the exception is the case when part of the cargo flow is switched from another mode of transport, and part arises again due to an increase in production volumes).
2. Effect on the state budget and budgets:

• an increase in the amount of property tax in connection with the modification of the platform (the cost of removable racks and work on installing fastenings to them on the platforms is 284,464 rubles, let’s assume that the car will become more expensive not by this amount, but by an additional 5% of its cost (1,750,000 - cost before modification), due to the expansion of the range of transported goods. After modification, the price of the car will increase: 87500 + 284464 = 371964 rubles, which means the amount of tax will increase by: 371964 * 2.2% = 8183.2 rubles for each modified car. the transport company in question.
• increase in the amount of income tax due to modification of the platform: 20%*(869868-109800)=20%*760068=152013 rub. from each modified car of the transport company in question.
• increase in the amount of VAT with modification of the platform:
• 18%*869868 = 156576 rub. from each modified car of the transport company in question.

The total budget will receive additionally in connection with the modification of the car: 156576 + 152013+8183 = 316772 rubles. from each modified carriage of the transport company.

increase in the amount of VAT due to an increase in the volume of products sold per year when using routing:

5838000*18% = 1050840 rub.

• an increase in the amount of income tax due to an increase in the volume of products sold per year when using routing: suppose that the profitability of the shipper company is 20%, then the amount of tax on additional profit from an increase in the volume of products sold will be: (5838000*0.2)* 20%=233520 rub.
• increase in the amount of VAT due to the reduction in the production cycle of the shipper company: 15,750,000 * 18% = 2,835,000 rubles.
• increase in the amount of income tax due to a reduction in the production cycle of the shipper company (provided that the profitability is 15%) = 15% * 15,750,000 * 20% = 472,500 rubles.
• increase in the amount of VAT of the operator company (subject to 12 flights per year) due to a reduction in costs when using routing: 215528 * 12 * 18% = 465540 rubles.
• increase in the amount of income tax of the operator company due to a reduction in costs when using routing: suppose that the additional costs of the operator company for routing are 10% of the income received, then the amount of income tax will be equal to: (2586336-465540-2586336*10 %)*20%=372432 rub.

Total budget will receive in connection with the use of routing: 465540+372432+2835000+ 472500+1050840+233520= 5429832 rub.

Let's look at how the effects of routing are distributed:

• budget: 5429832 rub.,
• shipper: (15750000*15%-472500)+(5838000*0.2-233520)=2824080 rub.,
• operator: (1862160-372432) = 1489728.

Let's present the results obtained as a percentage: 55.7% of the effect of using routing goes to budgets, 29% to shippers, and only 15.3% to operators.

Conclusion

In the process of planning new routes, creating unique cargo-passenger interchanges on transport maps, and forming a concept for providing the entire range of social and business services, managers of carrier companies must take into account any, even the most insignificant, details. This is especially true for employees of companies working with the railway network regarding optimal routing.

The main criterion for choosing the optimal route for the shipped cargo is the level of reliability and safety of the selected railway line. One of the indicators that influences the level of long-term work with the chosen route is track ballasting - control of the level of the ballast base laid on the prepared soil. The thicker and denser it is, the greater the capacity of the selected direction in terms of the weight of equipped trains.

IN course work a calculation was made for the route from Kurbakinskaya station to Kuybas station and the overall reduction in operating costs for the formation of a route train in comparison with an export train, provided that the locomotive and car are owned by the transport company (private train formation) amounted to 215,528 rubles.

By calculation, the following ratio of effects from the use of routing was established: budget - 5,429,832 rubles, shipper - 2,824,080 rubles, operator - 1,489,728. If we take the total effect as 100%, budgets receive 55.7%, shippers receive 29%, and only 15, 3% are operators. Lower effect figures for cargo owners, compared to those available in the scientific literature, are determined by the specifics of the measures studied, as well as the narrowing gap in freight charges between railway and road transport (low efficiency of switching freight traffic to the railway).

The basis for solving problems in logistics is the development of a strategy and logistics concept for building a model of transport services for consumers and firms, which is based on rational transportation routes and scheduling the delivery of products to consumers, i.e. transportation routing.

Transportation routing is the most advanced way to organize material flows of goods from enterprises wholesale trade, which has a significant impact on accelerating the vehicle’s turnover with its rational and efficient use.

The creation of routes will make it possible to accurately determine the volume of cargo transportation from supply and distribution enterprises; the number of vehicles carrying out these transportations will help reduce vehicle downtime for loading and unloading, effectively use rolling stock and release significant material resources consumers. At the same time, routing makes it possible to increase vehicle productivity while simultaneously reducing the number of rolling stock entering the enterprise for the same volume of traffic.

If routes are created, defined and delivery deadlines are met, then consumer inventories can be reduced by 1.5-2 times, thereby reducing warehousing costs.

The need for routing cargo transportation is also justified by the fact that routes make it possible to draw up draft current plans and operational requests for transport based on actual volumes of transportation.

Thus, the development of reasonable routes and draft transportation plans will contribute to the timely and uninterrupted delivery of products and effective interaction sales and transport organizations.

To develop routes, economic and mathematical methods, network planning methods, practical materials and other sources. The end result should be a document characterizing the agreed work schedule of supply, transport organizations and enterprises.

When drawing up a delivery schedule, the following conditions must be taken into account:

• 1. Availability of necessary products in warehouse complexes and wholesale trade enterprises.
• 2. Availability of vehicles for servicing the warehouse complex, wholesale trade enterprises, taking into account the transported products and average load car. The calculation must be made not only for the running number of vehicles, but also for the reserve in case of breakdowns and other circumstances.
• 3. Consumers of products must ensure timely receipt of products and unloading operations.

Optimal routes are developed using the combined plans method. The application plan is entered into the matrix with the optimal distribution option in a different color. The cell with numbers of different colors indicates the pendulum route.

Pendulum route - movement of rolling stock between two points. The volume of traffic on the pendulum route is taken at the lowest load, regardless of the load of the cells, and is subtracted from these figures.

The sum of downloads in circles must always be equal to the sum of downloads without circles in both rows and columns. The final figures are not included in the calculations.

We are starting to develop circular routes.

A circular route is developed by constructing a closed line contour at right angles, all the vertices of which must lie in loaded cells, alternately in circles and without circles.

The smallest load is selected from the vertices, which is the volume of transportation along this route and is subtracted from all vertices. Then the steps are repeated until one last route remains.

Calculating a rational route

Here we make a choice in favor of a pendulum or circular movement pattern. We draw up coordinated schedules for delivering products to consumers and develop indicators for economic incentives for workers involved in the transport process.

It's no secret that the cost of cargo transportation largely depends on the chosen route when transporting cargo. There are cases when transport costs, for example the cost of fuel, are equal to half total cost cargo transportation. Preliminary selection of the optimal transport delivery route will help reduce transportation costs, avoid wasting extra time and delivering the maximum possible volume of cargo.

Calculating the cargo transportation route may take more than one day, although some carriers are of the opinion that best choice the route is determined automatically when the car is already on the route with the cargo. This opinion is erroneous; it is not for nothing that there is a direction in transport logistics - “routing”, which is directly involved in the development and calculation of the route of transport when delivering cargo.

If you send cargo over short distances, and no more than several times a month, you can naturally develop the cargo transportation route yourself. Imagine, if you need to deliver various cargoes every day to dozens of places, then in this case, the help of professionals from the routing department will help you not only deliver your cargo faster, but also make its transportation much more profitable. Its success depends on the organization and calculation of the cargo transportation route.

Let's look at the basic principles of routing.

Routes in transport logistics are divided into 4 types:

• Urban.

• Suburban.

• Intercity.

• International.

Urban, in this case, the vehicle transports cargo only within the city without leaving its boundaries. (For example, cargo transportation in Kazan)
Suburban- the movement of a vehicle carrying cargo to the unloading point is carried out along a route within a radius of up to 50 kilometers from the loading point. (For example, cargo delivery in the Kaluga region)
Intercity, this is a cargo transportation route running from one city to another, at a distance of more than 50 kilometers. This item includes cargo transportation in Russia.
TO international, include cargo transportation routes crossing the borders of neighboring states.

The complexity of planning a route during transportation directly depends on the type of cargo, for example, non-standard routes are used. Most often, the complexity of calculating a cargo transportation route also depends on the length of the route itself. Also, while the vehicle is moving to the point of cargo unloading, along a previously planned route, it is necessary to solve suddenly emerging problems. Let's say, when planning a city route, you have to take into account the number of traffic lights appearing on the way and the likelihood of traffic jams, and when calculating the route you have to take into account the most convenient customs points and ways to cross state borders. In such cases, the time spent on cargo delivery is saved in calculations not by a day, but sometimes by weeks.

What is routing, from theory to practice.

By contacting the logistics department for help, you fill out your order, describe the loading points and unloading points (if additional loading is necessary), indicate the type of cargo being transported, its tonnage, quantity and timing within which the cargo must be delivered to the cargo owner. Analyzing all the items specified in the order, logisticians calculate several transportation routes, indicating the cost of each route worked out, based on transport rates and cargo delivery time. After analysis, you choose the optimal cargo delivery route from all those presented by logisticians. To choose the most profitable route for a vehicle carrying cargo, I advise you to conduct a full analysis of all routes presented by logisticians, based on the following parameters:

• Speed ​​of cargo delivery.

• Freight cost.

• Safety of cargo transportation along the route.

• Optimal use of the resources of a vehicle carrying cargo.

I also advise you to set priorities for yourself in advance, for example, if you are, then the speed of its delivery will be the most important criterion for you, or highest value Your goal is to save on transport delivery, and the timing is not so important, first of all, inform the logistics specialists about this. These requirements play a huge role in planning the route for cargo delivery and will be decisive in choosing the most optimal route for transporting cargo.

Please note that when choosing a vehicle route, calculate possible risks. Each region of Russia has different road and natural features. When transporting cargo in the mountains, one should take into account possible landslides; in the northern regions, severe frosts and heavy precipitation in the form of snow are common; in addition, in the far north, roads are seasonal. For example, in the northern regions in winter, the ice on the rivers strengthens, and “winter roads” appear, which make it possible to shorten the path when moving along them, but in spring and summer these paths are absent. For a person unfamiliar with the nature of these places, it is dangerous to plot a route on his own, since some roads are temporary and when transporting cargo you can run into, say, swamps. Based on what was written above, we advise you to contact professionals from the routing department to develop a route; it is their work that involves an analysis of regional characteristics when planning cargo delivery routes.

Most often, the most important thing for the shipper is tracking and control of cargo transportation. Regardless of the cargo being transported, the shipper's requirements include it. Despite the fact that GPS navigation has gained popularity, there are still places in Russia where satellite communications remain unavailable. Professional planning of the vehicle route will help you avoid such places, and will allow you to always be aware of where your cargo is currently located.

Upon successful completion of cargo transportation, this route is most often used again for regular cargo transportation.

Regular cargo transportation routes are divided into three types:

• Pendulum routes for cargo transportation- when cargo is transported between certain points, back and forth.

• Distribution routes for cargo transportation- cargo transportation follows the same principle as pendulum transportation, but with unloading in several places along the vehicle’s route.

• Circular cargo transportation routes- these routes look like a closed circle, with unloading and loading along the entire route.

All presented routes have their own characteristics, for example pendulum routes; in this case, you need to take into account the return route, which will be loaded or empty, and the profitability of cargo transportation ultimately depends on this. In such cases, it is advisable to adjust the route to reduce the cost of transportation, or, conversely, load from another supplier and ultimately increase the final profit. It is these nuances that the logistics service understands, best option route when transporting cargo contributes to its successful delivery, as well as extracting maximum benefit from cargo transportation.

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To develop transportation routes, the following algorithm is used: a fully loaded vehicle is sent to the furthest consignee, unloads the ordered amount of cargo and then travels to the nearest second point, etc., until it is completely unloaded and returns back to the supplier.

After the route is formed, the shortest route to bypass the consignees included in this route is found by exhaustive search.

Of all the consignees, we select the point that is located farthest from the GOP - GBP No. 3. Then we select a consumer located near point No. 4, so as to rationally create a route - GPP No. 4. The distance between these points is 26 km. In GPP No. 3 we unload 3 full containers (we load 3 empty ones). Then the car is sent to GBP No. 4. There we unload 6 full containers (we load 6 empty ones). Next we proceed to GBP No. 6. There we unload 3 full containers (we load 3 empty ones). The sum of the needs of these points coincides with the number of containers transported by the car. Then the car returns to the GOP (terminal). Route No. 1 has been formed. All other routes are formed similarly (Fig. 4)

Route No. 1

Route No. 2

Route No. 3

Route No. 4

Fig.4. Generated routes

The technological process of rolling stock operation along distribution and assembly route No. 1 is as follows: the vehicle leaves the ATP at 7:52 without cargo and, having traveled zero mileage ln, arrives at the shipper (supplier). There, 12 containers with a total weight of 7.5 tons are loaded onto the arriving vehicle using a forklift. The fully loaded vehicle goes to the farthest point No. 3 and unloads 3 containers there and immediately loads 3 empty containers. The vehicle then goes to consignee No. 4, unloads 6 containers there and picks up 6 empty containers. Next, the car goes to consignee No. 6, unloads 3 containers there and picks up 3 empty containers. Then it returns to the shipper with 6 empty containers. This technological process transportation of goods can be repeated many times on this, as well as on other routes.

Route No. 1

Rice. 6. Route diagram No. 1

Table 4. Analysis of route No. 1

Route sections		Number of containers in the car
		loaded	empty