Technology of the process of cargo transportation. Transport technologies and their classification. Scheme of the transport and technological classification of goods, well understanding that it is impossible to buy this system in finished form, and it is very difficult and debt to build it on your own

Effective planning and coordination of production processes require accurate forecasts that enable resource allocation ahead of time, rather than costly changes in capacity utilization or inventory utilization in response to changes that have already occurred. Forecasting improves the efficiency of logistics because it creates the opportunity to share information rather than inventory. Using modern technologies for integrating forecasts that meet the information needs of logistics, a procedure for making effective quantitative forecasts can be determined, in the end, the actual estimate is made up of six elements: the base value of the resource, the seasonal factor, trends over time, the cyclical factor, the incentive effect and random fluctuations. The base estimate is the average value, and the remaining elements provide correction factors.

An increase in the efficiency of transportation is associated with the technical improvement of the rolling stock of transport and handling facilities, the introduction of advanced technology, and the improvement of the organization of transportation of goods. Technical improvements make it possible to increase the speed of rolling stock, reduce downtime during loading and unloading operations, increase the volume of a consignment of transported cargo, etc. The objective of the technology is to reduce the duration and complexity of cargo transportation by reducing the number of operations and stages of the transportation process.

Under cargo transportation process technology is understood as a way to implement a specific transportation process by dividing it into a system of successive interrelated stages and operations that are performed more or less unambiguously and are aimed at achieving high transportation efficiency.

Technology challenge - clear the transportation process of unnecessary operations, make it more purposeful. The essence of the technology of cargo transportation is revealed through two basic concepts - stage and operation. A stage is a set of operations by which a particular process is carried out. An operation is a homogeneous, logistically indivisible part of the transportation process, aimed at achieving a specific goal, performed by one or more performers.

The technology of any process of cargo transportation is characterized by three features: the division of the transportation process, coordination and phasing, unambiguity of actions. The division of the transportation process into stages is the definition of the boundaries of the requirements for the subject that will work on this technology. Any operation should ensure the approximation of the control object to the goal and ensure the transition from one operation to another. The last operation of the stage should be a kind of introduction to the first operation of the next stage. The more accurately the description of the process of transportation of goods will correspond to its subjective logic, the more likely it is that the highest effect will be achieved by the activities of the people involved in it. The developed technologies must take into account the requirements of the basic economic laws and, first of all, the law of increasing the productivity of social labor.

Coordination and phasing of actions aimed at achieving the set specific goal should be based on the internal logic of the functioning and development of a certain transportation process. The technology that works today must be based on principles that make it easy to transform it into the technology of the future.

Each technology should provide for the unambiguity of actions when performing the steps and operations included in it. The deviation of the execution of one operation is reflected in the entire technological chain. The more significant the deviation of the parameters from the designed technologies, the greater the risk of disrupting the entire process of cargo transportation and obtaining a result that does not correspond to the project.

First, the technology of the entire process of cargo transportation is developed, and then the individual stages. After the development of stage technologies, they must be considered from the standpoint of technological unity. There is a causal relationship between technique and technology, but technique is decisive.

The transportation process can be represented as a specific subnet. The policy of control and management in such a system is modeled by the synchronization of positions at each stage (in each link). In turn, the constituent elements of transportation are characterized by certain laws inherent only to them. The operations that make up the transportation process are heterogeneous and differ greatly in their duration. Some operations, when combined, create certain stages of this process, each of which performs its own tasks. Both individual operations and stages of the transportation process are in a certain dependence on each other (before transporting the cargo, it must be loaded, etc.). Thus, this process is multi-stage and multi-operational, with a large technological, operational and economic heterogeneity of operations. Separate stages of the process of cargo transportation are often considered as independent.

On fig. 7.1 and 7.2 show diagrams of the process of transportation of goods, which have a cyclical nature. This means that the movement of goods is carried out by repetitive production cycles.

Rice. 7.1.

Rice. 7.2.

lamas following one after another. The rhythm of these cycles is determined by their frequency, which, in turn, depends on the average duration of one cycle. Each cycle is characterized by a high degree of dynamism, a continuous change of state and a change in the composition of elements. The cycles of individual transport processes fluctuate over time. However, they always have a beginning and an end. Each repetitive transportation cycle is made up of many separate stages that are closely interconnected and equally directed, since their ultimate goal is to achieve a spatial change in the position of goods. The complex of these cycles, which form the transportation cycle, creates the transportation process.

An analysis of the process diagrams shows that in any transportation process there are stages inherent only to the cargo (preparation of cargo for shipment, storage of cargo at the point of production and intermediate points, warehousing, forwarding operations), only to the rolling stock (supply of the rolling stock for loading), but there are and joint steps. The latter include the stages of loading, transportation, unloading, etc. This situation makes it difficult to unambiguously understand the concept of the transportation process. From the point of view of motor transport enterprises, when issues of improving the use of rolling stock, reducing the turnaround time of rolling stock, etc., come to the fore, in order to carry out the process of transporting cargo, it is necessary, in addition to transporting it, to load and unload it, and also to submit the rolling stock for loading, t .e. complete the transport process.

The transportation process a set of operations from the moment the cargo is prepared for dispatch to the moment it is received, associated with the movement of cargo in space without changing its geometric shapes, sizes and physical and chemical properties (stages 1 - 2 - 3 - 4 - 5 in Fig. 7.1 or stages 1- 2-3-4-

5 - 6 - 7 in fig. 7.2).

Moving process - a set of loading operations at the loading point, reloading operations at the points of transfer of cargo from one mode of transport to another, its intermediate storage, transportation and unloading operations at the unloading point (stages 2 - 3 - 4 in Fig. 7.1 or stages 2-3-4 -5-6 in Fig. 7.2).

Transport process - this is a set of loading operations at the loading and transshipment points, transportation, unloading operations at the points of transfer of goods from one mode of transport to another and the point of unloading and supply of rolling stock for loading (stages 2 - 3 - 4 - 6 in Fig. 7.1 and stages 2 - 3 - 4 - 8 and 4 - 5 - 6 - 9 in Fig. 7.2).

Transport process cycle - the production process for the transportation of goods, when the stages of supplying the rolling stock for loading, transportation and unloading are performed. The completed cycle of the transport process is also called a ride (stages 2 - 3 - 4 - 6 in Figure 7.1 and stages 2 - 3 - 4 - 8 or 4 - 5 - 6 - 9 in Figure 7.2).

Move operation - part of the movement process, performed using one or a system of cooperative mechanisms or manually.

Transportation - the operation of moving cargo along a certain route from the place of loading to the place of unloading or reloading (stage 3 in Fig. 7.1 or stages 3 and 5 in Fig. 7.2).

Transport products - the mass of cargo in physical terms, delivered from the place of production to the place of consumption. Experience in the organization of transportation shows that not all cargo loaded at the point of production on the rolling stock is delivered to the place of its consumption. The reason for this is the loss of cargo, damage, natural loss, etc.

The logistical 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. It should be noted that the concept of "design", meaning literally the choice of a conceived destination, seems legitimate to refer to the process of creating not only technical means, but also transport products.

On fig. 7.3 shows a schematic diagram of the organization of cargo transportation. The following designations are accepted here: I - cargo generating point; II - load-absorbing point; III - transportation complex; №(0 - cargo flow of the transportation complex; ¥(2 - transport products; UG - the needs of the consignee; Gk - planned carrying capacity of the transportation complex; UK - actual carrying capacity of the transportation complex; O, 02, Oe - operators.

Rice. 7.3.

Under cargo generating points enterprises and organizations of all sectors of the national economy from which their products and waste are exported.

Under cargo absorbing points refers to enterprises and organizations of all sectors of the national economy, which import raw materials, fuel, materials, finished products and other goods necessary for their normal production activities.

The location of cargo generating and absorbing points is determined, on the one hand, by natural conditions, and, on the other hand, by more or less random factors.

One and the same enterprise can simultaneously be a cargo-generating and cargo-absorbing point. Thus, an enterprise exporting finished products is a cargo generating point, and an enterprise importing raw materials, components, purchased semi-finished products, spare parts is a cargo absorbing point.

There are two aspects to this concept. According to the first quantity of cargo delivered to the consignee wq, should correspond to the cargo flow of the transportation complex W(t). The difference between input and output AW= W(t) - Wq is fed through the feedback loop to the cargo generating point and through the operator 0 (changes the planned value of the carrying capacity of the transportation complex. Operator O] aligns the relationship between the cargo flow and the carrying capacity of the transportation complex. The planned value of its carrying capacity W "A, in turn, is converted to actual carrying capacity wk using the operator o2.

The second aspect reflects changes in the volume of traffic associated with the demand of the recipient for this product (cargo).

He submits his needs in the form of orders through another communication chain to the cargo generating point and the transportation complex. A change in the recipient's need for this cargo affects the actual carrying capacity, which is reflected primarily in the output of the system. This action is performed by operator 03.

The independent variables will be the productivity of the cargo generating point and the need of the recipient, which can take arbitrary values.

By appointment, the following types of transport are distinguished.

1. Transport serving the sphere of circulation. It continues the production process in the sphere of circulation and includes railway, sea, river, automobile, air, pipeline.
2. Universal transport - carries out both freight and passenger transportation. It includes rail, sea, river, road and air transport.
3. Special transport - designed to deliver only certain goods. Includes oil and product pipelines and universal pipelines.
4. Public transport - carries out transportation of goods and passengers. Includes universal and special modes of transport.
5. Departmental transport - belongs to certain ministries and departments, as well as their enterprises and performs the transportation necessary for these areas.
6. Industrial transport - transport of the intra-industrial sphere. It is divided into internal and external. Internal transport provides transportation within one enterprise, and external transport is at the junction with public transport.
7. Urban transport is a complex of various types of universal public transport.
8. Trunk transport - universal and special public transport, connecting large cities, industrial centers and economic regions.
9. Transport of local importance - links of universal transport serving local transportation of goods and passengers.

As you can see, transport logistics does not cover all the problems of transportation. Thus, the organization of the movement of goods by internal industrial transport is the subject of study of intra-industrial logistics, and the problem of choosing distribution channels is solved in the field of distribution logistics.

The subject of transport logistics is a set of tasks related to the organization of the movement of goods by general-purpose transport. In this case, the following tasks of transport logistics should be highlighted:

o choice of vehicle type;
o choice of vehicle type;
o joint planning of the transport process with warehouse and production processes;
o joint planning of transport processes for different modes of transport in the case of multimodal transport;
o ensuring the technological unity of the transport and storage process;
o determination of rational delivery routes.

In the process of procurement and delivery of material resources, as well as distribution of finished products to consumers, the manufacturer can use various transportation options, modes of transport, as well as various logistics partners (intermediaries) in organizing the delivery of products to specific points in the logistics chain. First of all, the logistics management of the company must decide whether to create its own fleet of vehicles or use a hired one (public or private). When choosing an alternative"], they usually proceed from a certain system of criteria, which include:

o costs for the creation and operation of its own fleet of vehicles (rent, leasing of rolling stock);
o the cost of paying for the services of transport, forwarding companies and other logistics intermediaries in transportation;
o speed (time) of transportation;
o quality of transportation (delivery reliability, cargo safety, etc.).

Creating your own fleet is associated with large capital investments in rolling stock, production and technical base for the maintenance and repair of vehicles and transport infrastructure. Ultimately, it can be justified in the event of a significant gain in the quality, reliability and cost of transportation with large stable volumes of transported goods. As a rule, this refers to the fleet of motor vehicles. However, in any case, the assessment of alternatives should be carried out in a comprehensive manner, taking into account as many criteria as possible. In most cases, manufacturing firms resort to the services of specialized transport companies, and this alternative seems to be very promising.

Transport technologies and their classification

Freight transportation is carried out on the basis of a standard technological process which establishes the content, duration, place, time and rational sequence of all transport operations for the processing and maintenance of cargo units and rolling stock along the entire route of the cargo, as well as the procedure for using resources, qualitative and quantitative indicators and the form of responsibility for their implementation.

The set of methods for processing and servicing cargo units and rolling stock carried out in the process of freight transportation is called transport technology. Transport technology must comply with a number of principles that ensure:

focus on practical results;

management and coordination;

rationality;

scientific character;

the possibility of qualitative and quantitative assessment;

compliance with the world level;

reproducibility.

Transport technologies reflect the very essence of the freight transportation process; in general, they can be divided as follows: according to the degree of coverage of the freight transportation process (full, incomplete);

by functions (main, auxiliary);

by type of transport (single-species, multi-species); according to the degree of typicality (one-time, typical).

The effective organization of freight transport requires the development and application of typical technologies, most full covering the entire technological process, everyone the main functions and operations that ensure the most efficient use of the resources of all modes of transport and high quality in the transportation of a certain group cargo with specific transport properties. However, the development of a typical technology should be based on its clearer classification and unambiguous definition (identification). This is achieved by using appropriate classification systems (hierarchical or faceted) and coding: registration (ordinal or serial-ordinal), classification (sequential or parallel). The experience of using classification and coding systems in water transport shows that in this case, the most convenient is a parallel coding system corresponding to a faceted classification system. The transport technology code can be written as a combination of code designations of several independent classification groupings (facets).

From the above scheme for classifying technologies and defining a typical technology, it is obvious that its functions, content, degree of universality, place of implementation, etc. almost completely determined by the type of cargo and the type of transport operation, i.e. only two independent classification groups can be distinguished: the transport properties of the cargo and transport operations. In turn, each of the groupings must have its own coding system.

For the classification and coding of goods, it is necessary to combine all the variety of goods presented for transportation into classes that are close in their transport characteristics, that is, sets of cargo properties that determine the technology of transportation, reloading, storage along the entire route of the cargo. It should be noted that such a classification can also be used as a basis for improving the tariff range, taking into account modern requirements for the efficiency and quality of transportation. It is quite obvious that such a nomenclature should be the same for all modes of transport.

In the Soviet Union, at one time there was a unified classification and nomenclature of goods used to calculate transportation tariffs, fees, fines and rates. The unified tariff-statistical nomenclature of goods (ETCNG) is based on their division according to the origin of products: agriculture; timber, woodworking and pulp and paper industries; metal ores, sulfuric raw materials; fuel and energy industry; mineral raw materials, materials and products of mineral construction; products of the metallurgical industry; mechanical engineering, instrument making and metalworking industry; chemical industry; food, meat and dairy and fish; light and printing; other cargo - 11 sections in total. Within each section, the goods are divided into groups and positions. Currently, the number of sections has been increased to 12, and each cargo in the tariff and statistical nomenclature has a six-digit code designation, where the first two characters are the group number, the third digit is the position number in the corresponding group, the fourth and fifth are the serial number of the cargo in the position, the sixth digit is a control .

Taking into account the correction factors, such nomenclature continues to be used in the conditions of contractual prices. But for the use of typical transport technologies, this classification is too detailed, not hierarchical, and does not take into account the specifics of transportation.

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Modern transportation technologies in global logistics systems

Introduction

Transportation is a key logistics function associated with the movement of material resources, work in progress, finished products in vehicles according to a certain technology. Transportation, in addition to the movement of goods, includes such logistics operations as forwarding, cargo handling, packaging, customs procedures, risk insurance, etc. logistics freight transportation

All logistic transportation operations are carried out in order to ensure the delivery of the desired products of the required quantity and quality at the specified time and at optimal costs. The importance of transportation in logistics is quite large. According to various estimates, transportation costs range from 20 to 70% of the total logistics costs and can reach up to 300% of the cost of production for various industries and companies.

The provision of transportation in logistics requires the management of cargo flows from specific points of origin to specific points of redemption. To do this, it is necessary to solve the following transportation problems:

-providing a technological method of cargo transportation: unimodal, multimodal, intermodal, etc.;

- choice of type (s) of transport;

- choice of vehicles;

- selection of logistics intermediaries in transportation (carriers, forwarders, agents, terminals, etc.);

-determination of rational routes;

-distribution of transport routes;

-assessment of the quality of transport service;

-determination of logistics costs associated with transportation;

- ensuring technical and technological interdependence of participants in the transport process, harmonization of their economic interests, distribution of risks and responsibilities.

In the course work, most of the tasks of transportation are considered, which makes it possible to form the most demanded competences of a logistician in various areas of logistics in matters of transportation. In the course, the models and methods used in transportation are presented, which allow you to effectively manage material flows. Methodological developments are accompanied by detailed practical examples.

The purpose of this work is to study the use of information technology (IT) in transport logistics.

To achieve this goal, the following main tasks are set in the work:

1. analyze the effectiveness of IT in transport logistics.

2. study the main transport information systems;

3. identify current trends in the development of transport logistics against the backdrop of the spread of IT.

Relevance.

I believe that the topic of the course work “modern transportation technologies in global logistics systems” is relevant because at the moment Russia has an insufficiently well-developed infrastructure, such complexes as: the state of highways, nanotechnologies for transportation, accelerating the transportation process, tracking cargo with the "glonass" system and many other modern technologies. At present, both the transportation process itself and the management of traffic flows along the entire technological chain, covering the interacting links of different modes of transport, need to be improved. Improvement of multimodal transportation involving various modes of transport, increasing their efficiency can be given by logistics technologies as a means of managing the transportation process and delivering goods according to the "just in time" system.

FROM development of the system business in Russia, there was a real need for the implementation of projects to optimize transport logistics .

Long gone are the days when many companies ran their business with a profit margin of up to 100% or more, and the share transport costs in the total cost of selling the goods, was so scanty that no one paid attention to it at all.

Now it has become profitable for businesses to have a high-tech system transport logistics , amenable to real control and control.

A system that will make it possible to ensure the delivery of goods at a cost that can be optimization in terms of price and quality and able to hold a share transport costs within a certain predictable range.

Well understanding that it is impossible to buy this system in finished form, but to build it on your own very difficult and long many business leaders are still trying modernize my transport system on one's own.

As usual, our businessmen, first of all in this matter, focus on control system (set GPS navigation for cars, count every kilometer and every liter of fuel), but at the same time they often forget about analytical block , which is much more important than the control block.

Russian mentality based on the fact that "the main thing is not to steal" , does not allow many business leaders to concentrate on the main goal - to build a system capable of self-improvement, due to the correct analysis of the received data.

Due to what to buy and deliver GPS sensors much simpler and clearer, having completed this event, many business leaders stop optimizing their transport logistics, never achieved the intended goal.

Objective.

-Analyze what technologies were before, and how much they have developed up to the present moment

-Analyze modern technologies used in transport logistics

-Analyze modern systems and schemes of cargo transportation

- Calculate the approximate profit of a conventional transport organization, calculate and compare with the profit of an organization using new technologies to avoid costs as much as possible

1. Modern logistics technologies in transport. Ensuring the sustainable operation of the transport enterprise

Improving the process of production management in a period of serious transformation of the economic system is possible only through the use of modern technologies, in particular, logistics

In the middle of the twentieth century, fundamental changes took place in the world economy and in the international division of labor. Many countries that were previously colonial and dependent territories gained political independence and the possibility of free development of their economy, its inclusion in the world economy. The formed objective presence on the globe of capitalist and socialist forms of economic management created the ground for powerful rivalry of these systems with each other in various spheres of economic and social relations. All this together required an immediate transition from an evolutionary course to a sharp qualitative leap in the development of science and technology, the organization of production, and the breakdown of established technologies. The features noted above are reflected, first of all, in road transport, as the most flexible and mobile component of the transport system. And the changes that have taken place over the past 15 years in the countries of the former socialist bloc have required the rapid development of international transport to meet the needs of ensuring the growth of international trade and freight turnover by dozens of times. It took a significant reduction in unproductive transport losses of society associated with the delivery of the product from the place of its production to the place of consumption.

It should be noted that today the insufficient development of the network and the state of roads has led to the fact that the average speed on the roads of Russia is almost two times less than in developed industrial countries, and the service life of cars is almost a third less than in Europe. This type of transport in Russia is the most resource-intensive: about 60% of all employees in the industry work in road transport; motor transport consumes more than two thirds of the volume of petroleum fuels, etc. The intensity of traffic flows has sharply increased and, accordingly, the load on rolling stock and roads has increased. A large number of foreign cars of different years of production and different technical condition appeared on the roads of the country. The most important distinguishing feature of the modern domestic fleet of vehicles is the variety of brands, heterogeneity and severe deterioration. Modern road transport in Russia in its current state does not meet the requirements for the design of vehicles, in particular, from the standpoint of environmental safety. The incompleteness of the process of creating a new economic system, the constant adjustment of the provisions of economic law, high inflation, sharp changes in the volume of production of various types of products, domestic and international economic relations make the external conditions for the operation of vehicles unstable.

There is a general decrease in the volume of cargo transportation by road; at the same time, the share of import-export cargo flows increases significantly. In addition, the low reserves of the transport capacity of the vehicle fleet, the high level of taxes and operating costs reduce the competitiveness of Russian road transport.

One of the main external factors is the changing nature of the demand for transport services. The volume of international cargo transportation today is determined by the development of political events in certain regions of Europe, the pace of formation of a single European market and increased trade activity.

The transformations taking place in road transport are carried out under the direct influence of political, economic and social reforms.

The transition to the market has become the beginning of a new stage of its development for road transport: new types of activities and forms of transport services are being introduced. An increasingly significant role in this belongs to independent freight transport enterprises, which, as a result of the denationalization, corporatization and privatization carried out in transport, have gained the opportunity to independently enter the transport services market.

The situation that has developed in the market of transport services by the beginning of the 21st century required the rapid development of the information sector of the economy. In transport, it manifested itself in computerization, the creation, processing, storage and dissemination of information, as well as in the creation of its own infrastructure in the form of telecommunications, tracking the movement of vehicles and devices, and the transition to the use of paperless documentation. It should be noted that at present, for transport as a branch of the national economy, both within a particular region and on an international scale, the requirement to reduce the cost of goods by reducing the cost of moving inventory flows from places of production to places of consumption has become especially relevant. reducing the existing volumes and masses of stocks of raw materials and products in production. To do this, it is necessary to introduce the principles of logistics into production management and create high-speed transportation systems that have already been tested in practice abroad.

The subprogram "International transport corridors" of the Federal target program "Modernization of the transport system of Russia" provides for the use of the advantages of Russia's geopolitical position.

One of the key links in the development of the Russian economy is the improvement of the country's transport system and the realization of its powerful transit potential to ensure Eurasian ties.

In order to improve the efficiency of foreign trade and transit relations, international organizations and interested European and Asian countries have begun to form a system of international Eurasian transport corridors, which are understood as sets of the most technically equipped main transport communications, as a rule, various modes of transport, ensuring the transportation of passengers and goods in international traffic , in the directions of their greatest concentration.

The creation of international transport corridors involves not just the merging of existing highways into a single complex, but also the adaptation of current commercial practices to international standards, the removal of any unnecessary trade barriers in the light of economic, social and political concepts in force in one country or another. The process of forming an international system of intermodal transportation of goods and the formation of global international transport hubs and corridors continues.

In modern conditions, the necessary scientific basis for the strategy and tactics of the organization and functioning of intermodal transport systems is logistics. This is a complex direction in science. It covers the management of material and information flow in their interaction, and its scientific and practical purpose is to increase the efficiency of this management in order to minimize the material and financial costs of transport as not creating material and value reserves. For example, transport logistics, the main postulates of which were previously used only in the field of military communications and in the delivery of goods to large construction sites, is currently the scientific basis for solving global transportation problems. Logistics could not ignore the scientific analysis of the intermodal transport option in order to integrate the advantages of each of the modes of transport: road, using a wide and extensive road network, flexibility in terms of delivery time and nature of the cargo, when transport costs do not play a significant role in pricing policy; aviation - with its speed; railway - with its reliability; water - with its efficiency in the transportation of bulk cargo, combining the delivery of piece goods with their storage at fairly low operating costs. Logistics also could not but come to the conclusion that warehousing a semi-finished product or a finished product is not always unprofitable. In some cases, it improves the efficiency of production by transferring to the warehouse of individual processes for the manufacture of goods or ensuring the reliability of supply, distribution or distribution systems. On the basis of the principles of logistics, the concepts of interchangeability of services of the transport industries were created, including specific types of transportation of goods under special conditions, for example, heavy and long, the concept of transport hubs and corridors. Logistics is at the heart of the creation of container technology. Delivery of goods according to the option "door to door" and "just in time" is called logistics. The requirement to improve infrastructure, develop uniform tariffs and customs rules, coordinate the movement of vehicles, methods of forming cargo flows are considered logistical.

The modern concept of logistics is taken as the basis of the economic strategy of an enterprise, when logistics is used as a tool in competition and should be considered as a management logic for planning and controlling material, financial and labor resources.

In the conditions of a modern market economy, the use of the logistics concept in enterprise management should be very effective both due to favorable economic, legal and political conditions, and because many provisions that were not called logistics in the past were, without a doubt, such in essence.

On the basis of logistics, a scientific and practical direction is being formed today - the economics of commodity circulation. Intermodalism becomes its tool as a means of concentrating cargo flows on optimal geographical communications. The economics of commodity circulation in its global and international application is designed to give an objective assessment of the effectiveness of existing and planned transport "bridges", "corridors" and "hubs". The commodity distribution economy that is emerging today must find optimal solutions based on an assessment of alternative logistics transport chains for the delivery of goods: direct transit, organizing the sale of goods through a system of warehouses, creating an assembly plant in the country where the product is sold, etc. Not only direct transport costs should be assessed by transportation options, but and factors such as the size of marketing costs, the presence of intra-industry competition in order to realize the synergistic effect of the most efficient management of transport, stocks and other functions of the complex as a whole. In the course of creating intermodal logistics transport systems, the dominant cargo flow-forming value of a particular industry is taken into account. The presence of intermodal communication implies the management and coordination of traffic from a single center. Such centers are now created by associations of carriers and freight forwarders. They can be concentrated in large terminals, forming centers and also exercise control over cargo flows based on the merging of individual participants into a single complex and the integration of industries. Such an integration system presupposes a unified pricing policy and a centralized settlement system.

So, when choosing an intermodal option for the delivery of goods, the cargo owner (commodity producer, consumer or forwarding agent) has to give a cost and quality assessment of the following factors: delivery time, degree of safety, conditions of insurance and financing, freight, marketing policy of transport industries and terminals, conditions and cost storage, contract delivery schedules, etc. For example, the logistical concepts of the delivery of goods "just in time" lead to the conclusion that for a huge production cooperation the delivery of one huge mass of products from the conveyor to another assembly line, bypassing the warehouse, and for another mass of goods - through a centralized storage warehouse using standard containers in maritime and rail communications at the “manufacturer-warehouse” section, and in all other sections, including the “door-to-door” option (for example, spare parts), by small shipments in road and air communications. Thus, it is necessary to create such logistics centers that coordinate the work of various modes of transport, provide short-term and long-term storage of goods, cargo processing, customs clearance of goods and deliver goods to the clientele.

It has been established that the use of a logistics system can provide:

1) reducing the level of stocks of raw materials and finished products by 30-50%;

2) acceleration of the transportation process by 1.5-2 times;

3) improving the use of production capacities of firms - manufacturers of products by 20-50%.

Unfortunately, in transport systems there is an inconsistency between the work of individual links, which usually manifests itself in two forms - in the inconsistency of the intensity of the process on individual elements and in the inconsistency of the flow of individual processes in time. The latter is especially typical for transshipment hubs. The situation in transport production is changing rapidly, and information about the progress of the process is often late. Under these conditions, a fundamental improvement in the operational management of the movement of transshipment cargo flows, continuous monitoring of the progress of transportation in real time is of particular importance.

Prospects for the development of road transport will be determined by the future demand for transportation, since the demand for transport services corresponds to the nature of economic growth, and the transition to a market economy is accompanied by structural changes not only in the economy, but also in the transport system itself.

1.1 Classification and characteristics of freight traffic

During the formation of a market economy in our country, the attitude towards the process of providing services by transport enterprises changed, the main attention was paid not to the fulfillment of the planned task, but to the most complete satisfaction of consumer requirements. At the same time, delivery technologies began to be based on the concept of transport and logistics integration, which led to a gradual organic fusion of transport with serviced production. However, transport has been and remains a key part of the logistics chain.

Transport is, firstly, a complex of technical means for carrying out the transportation of goods and passengers; secondly, a branch of the country's economy that ensures uninterrupted and timely satisfaction of the needs of the national economy and the population in transportation.

The transport system is a complex of different modes of transport that are interdependent and interact when performing transportation.

The transport services market is an economic system of relations with a built-in organizational mechanism for managing the transport system, through which exchange relations are formed between buyers and sellers of transport services (Fig. 1.1).

Transportation of goods is a complex process consisting of a number of operations. This includes loading, moving cargo, unloading it. Upon delivery, it becomes necessary to receive cargo from the consignor and issue it to the consignee, draw up documents, escort cargo, etc. Considering that the conditions for carrying out freight transportation and the types of goods transported are quite diverse, it is customary to classify freight transportation according to a number of criteria.

2. Transportation alternatives and criteria for choosing logistics intermediaries

2.1 System of criteria for choosing intermediaries

The technological process of cargo delivery consists of a sequence of transportation operations: the movement of goods from shippers until they are received by the consumer, storage of goods in intermediate warehouses, packaging, labeling of packages, collection and disaggregation of shipments, etc. To ensure delivery to the consumer, it is necessary to choose a method of transportation, technologies delivery route. Transportation of goods can be carried out by the own transport of an enterprise interested in the delivery of goods, or with the involvement of logistics intermediaries who perform all or certain transportation operations, therefore, one of the logistics selection procedures, along with the choice of the method of transportation and modes of transport, is the choice of logistics intermediaries: carriers, forwarders and etc.

The decision of any problem of choice is made on the basis of certain criteria. Logistic selection procedures in transportation are complex multi-criteria tasks that are solved taking into account a system of criteria. The main criteria for choosing a transportation option are the cost of delivery, the time spent on transportation, the quality of delivery, the performance of related services, etc.

The choice of transportation option according to the criterion of delivery cost or total delivery costs is carried out by comparing the levels of these costs for different options, depending on at least two factors: the distance of cargo transportation and the physical volume of cargo. The cost criterion is one of the decisive ones in the case of choosing an independent organization of delivery or delivery using logistics intermediaries. This takes into account the costs of acquiring and operating our own fleet of vehicles, the costs of hiring, training, training the necessary personnel, the acquisition of the required documents (certificates, permits, permits, customs documents, etc.), the costs of paying for the services of logistics intermediaries.

Terms (speed) of delivery - a temporary criterion, indirectly related to the cost. Priority is given to this criterion, as a rule, in the case of emergency orders.

The criterion of delivery quality is a complex criterion, including compliance with delivery times, ensuring the safety of goods, willingness to change the terms of the contract, the image of the company in the market, safety, the quality of the risk management procedures applied, for example, the reliability of insurance coverage, etc.

In general, the system of criteria for choosing the type of transportation may vary depending on the type of cargo being transported, order parameters, business dynamics, including transport and related industries, and other factors.

In certain situations, only one criterion may be decisive for the consumer, and all others will not be taken into account. So, for example, it is known that delivery by air is used mainly only for valuable cargo and mail. However, if a missing part causes production to stop, the customer will be primarily interested in whether the supplier can arrange immediate delivery. Naturally, the procedure for choosing a transportation option according to one criterion is simpler. However, the choice is rarely made according to one criterion, since the fastest option can be so expensive that the delivery of goods through it will not bring the desired profit or even turn out to be unprofitable; the cheapest delivery option may be unacceptable due to the long duration of the transportation or the low reliability of delivery within the agreed time.

If several criteria are decisive when choosing a transportation option, then the choice of an option is made using methods for solving multi-criteria problems that provide for a compromise solution. The model for choosing a transportation option should provide for the possibility of changing the system of criteria, setting the significance (ranking) of the criteria for finding the best solution with equal importance of all criteria involved in the choice.

2.2 The main logistics intermediaries, Modern trends in forwarding logistics

When transporting goods, the participation of intermediaries has a great influence on the quality of service. The main logistics intermediaries in the transportation of goods include carriers and forwarders. The former, as a rule, perform various transportation services, the range of which is determined by the size of shipments, different transportation distances, types of goods accepted for shipment, and other features. Forwarders perform a set of complex services: they organize transportation along the route, choose the mode of transportation and the route, coordinate the work of different carriers, perform customs clearance of goods and other operations. The volume and content of a transport expedition is determined by many circumstances: the mode of transport, the type of message, the nature of the cargo, the technology of cargo handling, etc. According to the International Federation of Forwarding Associations (FIATA - FIATA), there are about 35 thousand forwarding enterprises in the world.

The main functions of a freight forwarder include the following:

Elaboration of the transport conditions of the purchase and sale contract and the choice of the most rational mode of transport, transportation route, vehicles, taking into account the system of criteria adopted for the transportation of goods;

Study of the conjuncture of the world market of transport services and development of recommendations for the organization of transportation;

Accompanying the goods during transportation with the provision of a set of information services,

Organization of cargo delivery, loading and unloading and warehouse operations,

Ensuring the maximum use of the carrying capacity and cargo capacity of transportation means (wagons, cars, containers, ships);

Conclusion of contracts with carriers or their representatives for the transportation of goods, settlements with carriers and other transport intermediaries;

Preparation of necessary transport and shipping documents;

Acceptance of cargo from the carrier at destination points with checking the amount of cargo (weight, number of pieces), and in some cases, its quality;

Registration of commercial acts and other documents upon detection of shortages, damage, damage to cargo or containers, surpluses, regrading, etc.;

Facilitating the organization of transshipment of goods when transferring cj one mode of transport to another;

Performing customs clearance, promoting sanitation! control and quarantine operations;

Implementation of cargo insurance;

Coordination of actions of participants in the transport process to ensure efficient delivery of goods, etc.

The performance of the specified functions of the forwarder is realized through a sequence of specific operations. So, loading unloading and warehouse work include the following operations: | loading, unloading, sorting, marking, packaging, counting, weighing cargo, picking and disaggregating shipments, forming and unpacking packages, repairing packaging and shipping containers, etc. At the same time, the forwarder can perform cleaning of vehicles and containers from cargo residues, maintain a fleet of reversible containers and packages and provide them | shippers, provide sealing devices.

TO commercial services provided by forwarders include filling out shipping documents; registration and payment of carriage charges, fees, fines; declaration of goods in the customs authorities, execution of customs documents, drawing up acts on the shortage, non-preservation of goods and delay in their delivery on behalf of the cargo owner.

TO information services Forwarders include informing consignees about the dispatch of goods, notification of the arrival of goods at their address, providing information and the location of the goods, about tariffs for logistics services performed during transportation, etc.

Freight forwarders with rolling stock can carry out transportation operations.

When involving a forwarder in a mixed message, it will be necessary to determine the benefits received by the user, which depends largely on the delivery scheme used. Let the seller and the buyer enter into a contract for the sale of goods, which provides for the obligation of the seller to arrange the delivery of the goods to the destination. In this case, the following operations should be performed: the cargo must be prepared for transportation, documents must be drawn up, loaded onto a car, delivered by car to the railway station, unloaded there and stored for some time before being loaded onto a wagon, transported by rail to the port of your country, unload at the warehouse of the port, temporarily store in the warehouse until the arrival of the ship, load the cargo on the ship, send it by sea to the port of another country, process the cargo at the port of the country of destination, hand it over to the road carrier, which will deliver it to the destination specified in the contract.

In the situation under consideration, three main schemes for organizing this message are possible.

According to the first scheme (Fig. 2.1), the seller refuses the services of any intermediaries in the organization and implementation of transportation, i.e., acts independently. It can be seen from the diagram that in order to fulfill the delivery obligations assigned to him, the sender should conclude 6 service contracts (transportation and services) - according to the number of participants in the transportation and transshipment of cargo from one mode of transport to another. There may be more such contracts if more than one carrier is involved in the section of one mode of transport.

According to the second scheme, intermediaries - forwarders are included in the contract. Their contractual and legal status and activities in such a logistics chain of delivery fundamentally change the rights and obligations of the sender and the buyer, which is reflected in Fig. 2.2. In this scheme, the following types of transport expedition are distinguished:

When sending cargo, at the points of departure and loading;

Upon the arrival of the cargo, at the destinations, unloading;

When transshipping cargo, at the points of transition from one fork of transport to another, reloading.

The sender does not prepare the cargo for transportation, but instructs the forwarder to perform all the necessary operations. Instead of 6 contracts for the carriage and handling of goods, the seller concludes only 3 contracts for a transport expedition. At the same time, it should be noted that the concept of "forwarder" in this case has a narrow meaning, i.e. it is an operator in the transport services market, which tends to certain types of transport and activities on them, as well as to certain countries and regions. In this scheme, as a rule, one forwarder represents the interests of the buyer and performs the necessary operations with the cargo upon its arrival at its destination.

The third cargo delivery scheme shown in fig. 2.3 illustrates the essence and main principles of the organization and regulation of multimodal transport.

The multimodal transport operator is the freight forwarder, which has greater rights and responsibilities, as well as a wider scope of activities. The sender concludes one contract and delivers the cargo to the multimodal transport operator. The delivery process is under the constant control of the operator, and the cargo owner can at any time receive information about the progress of the cargo and its condition. Thus, multimodal transport operators organize and carry out transportation in accordance with the logistical principle “from door to door”. Multimodal transport operators have, in addition to the main offices, regional offices, subsidiaries, a network of agents in cargo generating centers and transport hubs.

Auxiliary logistics intermediaries in transportation (if forwarders do not perform the relevant functions) include customs brokers, information, insurance, security companies, banks, terminals, etc.

3. Modern logistics technologies for the delivery of goods. Principles, organization, efficiency

3.1 Modal transport: unimodal, multimodal, intermodal

Reducing transport costs is possible through the use of new transportation technologies, the reorganization of transport infrastructure and the integration of transport systems. Thus, the main tool in this process is the use of several modes of transport for the delivery of goods. It should be noted that this method of delivery does not have a common terminology in Russian and international practice, however, many authors have made an attempt to generalize the known definitions: mixed, combined, multimodal, intermodal.

The following terminology is adopted by the UNCTAD (United Nation on Trade and Development) rules.

Unimodal (unimodal) transportation is the transportation of goods by one mode of transport by one or more carriers.

Intermodal transportation is transportation by several transport vehicles with transshipment of goods, while one of the carriers organizes the entire transportation from one point of origin through one or more points of transshipment to the final destination and, depending on the distribution of responsibility for transportation, will issue various types of transport documents.

A segmented carriage occurs when the carrier organizing the carriage accepts responsibility for only part of the carriage carried out by itself. At the same time, he can issue a document for intermodal or combined transportation.

A multimodal transport occurs when the carrier arranging the transport assumes responsibility for the entire transport with the issuance of a multimodal transport document.

Combined transportation is the carriage of goods in the same package or vehicle by successively different modes of transport using a through document.

Multimodal transportation is transportation by at least two modes of transport.

A general scheme that allows you to determine the main characteristics of each type of transportation is shown in (Fig. 3.1)

Common features of multimodal transport are.

1) Consistent use in carriage of more than one mode of transport

2) Transportation is organized by one person - multimodal transport operator

3) The relationship between the customer and the provider of the complex transport service (multimodal transport operator) is regulated on the basis of one contract.

4) Multimodal transportation may have international status. In this case, the place of acceptance of the goods for transportation and the proposed place of its delivery are located on the territory of two different states.

3.2 Terminal transport: Characteristics of modern cargo terminals

When developing a delivery scheme, transshipment points are of great importance, in which transshipment operations are performed from one mode of transport to another, cargo batches are sorted and other operations related to transportation and storage work are carried out. In such points, special complexes of engineering and technical structures are organized, designed to interact with different types of transport and perform such tasks as receiving, accumulating, loading, unloading, temporary storage, cargo sorting, assembly and disaggregation of shipments. Such complexes are called terminals. At the terminals, in addition to warehouse operations and cargo processing, commercial and information services are provided to consignees, freight forwarders, carriers and other logistics intermediaries.

Terminals designed to serve a wide range of goods are called universal, and terminals that process cargo of one type are specialized. The delivery system organized through the terminals is called the terminal, the diagram of the terminal system is shown in Fig. 3.2.

One of the main indicators of the efficiency of cargo delivery using terminals is the provision of high delivery speed combined with high productivity of the rolling stock. Thus, an extensive terminal system allows for international transportation across the territory of Western and Central Europe with a guarantee of delivery within 24-48 hours. The productivity of rolling stock in terminal systems increases by 40-60%, the cost of transportation is reduced by 25-30%. Such a high efficiency of the terminal systems is determined by the integration of a large number of logistics functions and operations and the observance of the technological integrity of the delivery process. The technology of cargo delivery through terminals includes the preliminary preparation of cargo and the documents necessary for it, the widespread use of a fleet of reversible containers, pallets, the consolidation of cargo flows, the formation of information systems for electronic document management, telecommunication systems for tracking cargo in transit, and much more. The standard scheme of the technological cycle of the cargo terminal is shown in fig. 3.3.

The terminal system, in addition to the terminals at which cargo processing and warehouse operations are performed, includes subsystems for the delivery (collection) and delivery of goods, as well as a subsystem for terminal transportation.terminal transportation. The collection of goods at the terminal and the delivery of goods from the terminal is carried out, as a rule, by cars of small and medium capacity. All types of transport are involved in trunk transportation. Road transport in the subsystem of long-distance transportation is represented by heavy vehicles, road trains with trailers and semi-trailers.

One of the important logistics procedures for the transportation of goods is the choice of a terminal or terminal system. To do this, it is important to know the location of terminals along the intended delivery route, specialization, capacity of terminals, as well as be able to evaluate the reliability of selected objects, the quality of operations performed and other parameters of the terminals. The procedure for choosing a terminal is similar to choosing a forwarder, sometimes both selection tasks are combined, since many forwarders are enterprises with terminal complexes, and the shipper needs both terminal and forwarding services, so forwarders with terminals may be preferred.

Terminal systems are of great importance in the delivery of goods along international transport corridors, which are understood as part of the transport system designed to provide international freight traffic between individual areas based on a single technology. The organization of international transport corridors creates the basis for the created global logistics systems and the integration of national: transport systems into the world transport system.

4. Modern technologies for quality control of transportation of products sensitive to temperature changes

Kukharenko A.V. LLC "Bruks LM", Transit Damage Prevention Specialist

In a highly competitive environment, the product with the highest quality always wins. In order to improve quality, manufacturers acquire more advanced technological equipment and improve quality control procedures. However, even if the production is lossless, thanks to precise control, losses still occur. These losses appear where control, for whatever reason, is not possible. For example, in the course of cargo transportation.

Transportation has always been a "black box" for the sender. What happens to the cargo during transportation, as a rule, is discovered after acceptance, when it is no longer possible to dispute anything. One of the violations that cause hidden damage to the cargo is a violation of the temperature regime.

To control the temperature, modern models of refrigerators are equipped with electronic recorders that allow you to track temperature fluctuations throughout the entire journey, but there are few such machines, most refrigerators have only thermometers. Of course, such recording systems can be installed independently, but this is only good for the company's own transport service, because these are expensive devices. There is another way to solve the problem of controlling the temperature regime of transportation, based on the use of a multi-stage control system in combination with the use of disposable temperature indicators.

The use of such a system has a number of advantages:

Thermal indicators are several orders of magnitude cheaper than even the simplest electronic systems;

Thermal indicators are freely read visually, without the use of reading devices;

Thermal indicators allow you to determine the cumulative duration of the temperature effect on the product;

Disposable thermometers are small multi-layered paper devices that turn red when the control temperature is exceeded. Such indicators are widely used to monitor the cold chain in the transport of vaccines, pharmaceuticals, donated blood and organs.

For frozen food and ice cream, the reference temperature is -18 degrees Celsius. Consider a system for monitoring the temperature regime of transportation using WarmMark temperature indicators (Fig. 1).

Rice. Fig. 1. Scheme of the working model of the system for monitoring the temperature regime of cargo transportation using WarmMark thermal indicators

The managing logistics system conducts preliminary preparations for the shipment of cargo, within which the following activities are carried out:

Informing the recipient, the carrier company and the insurance company about the ongoing control measures;

After loading, thermal indicators are installed on control packages with cargo;

A note is made on the use of thermal indicators in the bill of lading;

The direct carrier (driver) is warned about the responsibility and that the cargo is under control;

Upon the arrival of the cargo at the destination, the recipient carries out the acceptance of the cargo in the presence of a representative of the carrier.

If the thermal indicator has worked:

A note is made on the fact of operation in the consignment note;

The sender is informed;

Random check is carried out;

If damage to the cargo is detected, a commercial act is drawn up;

The sender conducts an analysis of possible causes and makes management decisions;

If the indicator did not work, this means that there were no temperature fluctuations that could lead to damage to the cargo.

As practice shows, thanks to the use of a temperature control system for transportation, it is possible to significantly reduce losses during transportation (from 50% and more), moreover, the attitude towards the cargo on the part of the participants in the transportation process changes dramatically - the discipline of the warehouse personnel of the sender, drivers of transport companies, personnel recipient. The carrier tries to anticipate possible traffic situations and risks in advance, and more often conducts temperature control using an on-board thermometer. As a result, the products are delivered to the recipient without any loss in quality. Which is exactly what is required!

4.1 Modern technologies to reduce the costs of transport logistics

Groupa ANTOR Company.

Professional IT solutions to improve the efficiency of transport logistics and transport resources management

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ANTOR Posted on http://www.allbest.ru/

LogisticsMaster™ - automation of planning routes for the delivery of products and local cargo transportation

ANTOR Posted on http://www.allbest.ru/

Logist CPM - financial analysis of product delivery business processes

ANTOR Posted on http://www.allbest.ru/

Intercity Delivery Planning - planning of intercity cargo transportation

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MonitorMaster - satellite GPS/GLONASS monitoring and navigation of vehicles and mobile objects

ANTOR Posted on http://www.allbest.ru/

PocketMaster - satellite monitoring of personnel transport (and transport) based on PDA.

ANTORLogisticsMastertm

Automated system for planning routes for cargo transportation

Planning optimal routes for cargo transportation (delivery and collection)

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Reducing costs and optimizing resources

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Improving the speed and accuracy of planning

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Formalization of planning processesPosted on http://www.allbest.ru/

and exercising control;

Reducing the influence of the human factor

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ANTOR software packagePosted on http://www.allbest.ru/

LogisticsMaster tm provides an effective solution to the problems of distributing requests by flights in terms of maximizing the use of vehicle resources And mileage optimization, strictly taking into account the established “delivery windows”.

The source of data for planning is customer requests automatically received from the customer's Corporate Information System in ANTOR LogisticsMaster tm. In addition, the route planning system maintains a complete record of available vehicles (both own and rented).

In the course of planning, ANTOR LogisticsMaster tm distributes applications by individual flights, geocoding(binding flights to the cartographic base, transport graph and address base).

ANTOR Logistics Mastertm . Benefits of using

Option 1: By reducing the planning period for delivery routes and cargo transportation, we get the opportunity to more carefully pick and load orders into the car body, in accordance with the order of detour points, which can significantly reduce the time of unloading at the point of delivery, which means serving more customers.

Option 2: it becomes possible to use the released time to increase the time for receiving orders (for example, not until 16.00 for next day deliveries, but until 18.00-19.00), which cannot but help increase sales and improve the quality of customer service.

4. 2 ANTORIntercityDeliveryPlanningautomation system for planning long-distance cargo transportation

Automate the process of planning routes for intercity cargo transportation;

Efficiently manage the profitability and cost of each flight

Form individual prices for each client, taking into account the associated costs and the rate of return

Reduce empty runs of vehicles (plan additional loading of vehicles, including after the start of the trip)

Plan fuel consumption

Improve overall flight safety

Increase the productivity and quality of the work of dispatchers

Increase the degree of control over the execution of cargo transportation

ANTORIntercityDeliveryPlanningallows you to plan all stages and parameters in detailflights:

Average travel speed

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Full (total) mileage of the vehicle

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Average mileage per day

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Gas stations and overnight stays

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And much more…

Such planning allows:

Determine the costs (expenses) and the necessary resources for the organization of cargo transportation

Improve the safety of vehicles and cargo

Optimally manage the operation and maintenance of vehicles

Reduce the accident rate of cargo transportation

4.3 ANTORMonitorMaster

SystemGPS/GLONASS monitoring of vehicles and special equipment

However, all the benefits of effective planning can be reduced to zero due to the lack of a reliable control system. How much will your plan cost if the driver, leaving the warehouse gate, immediately forgets about it and determines the procedure for bypassing delivery points or, even worse, first of all, solves his own problems using corporate transport.

The function of monitoring and analyzing the actual movements of vehicles, operating modes of machines and mechanisms is successfully handled by the ANTOR MonitorMaster satellite GPS / GLONASS monitoring system for mobile objects.

Principle of operation

Specialized equipment is installed on the vehicle: an on-board controller (with a GPS/GLONASS receiver and a GSM modem) and, if necessary: status sensors (fuel consumption, temperature, body opening/closing, axle pressure, etc.) or CAN/ FMS adapter for connection to the on-board computer of the car. Data is transmitted every 10-15 seconds (remote setting of this parameter is possible) via GPRS/EDGE (mobile Internet) channel through a specialized Internet gateway to the Customer's server. The received information is displayed on an electronic vector map and stored in the archive. Users can receive reports on the status, route and current location of vehicles - at a given point in time or for any past periods.

...

Legal basis for various transport logistics operations. Economic assessment of types of transportation. Analysis of the situation in the oil cargo market. Rail transport in the transportation of bulk oil cargo: traditional supplies and transportation.

thesis, added 02/09/2009

Theoretical and methodological foundations of multimodal transportation and intermodal systems. Transport expedition in multimodal transportation systems. Optimization of the container transportation route from China to Russia. Shipping cost calculation.

thesis, added 07/10/2017

Factors that determine the properties and quality of goods. Classification and organization of bulk cargo transportation. Transport characteristics and transportation of packaged goods. Features of transportation of dangerous goods and goods transported in containers.

term paper, added 04/11/2013

The main types of messages in the cargo delivery system. Terminal technologies in the formation of a logistics system for the transportation of goods. Technical and economic features of various types of transport and the scope of their use. Delivery and delivery of goods to the terminals.

control work, added 05/07/2011

Organizational structure of a transport company, functional tasks of its services (departments). Tasks for the organization of transportation of a transport company. Planning and organization of cargo delivery. Organization of transportation of monitors for computers, fresh greenery.

term paper, added 01/04/2015

Rules for the transportation of packaged goods by road and rail, comparative characteristics, advantages and conditions of use. Principles for determining the total logistics costs for organizing the supply of perishable goods.

term paper, added 02/06/2014

The essence and possibilities of transporting goods by sea, the advantages and disadvantages of this type of transportation. Conducting an analysis of the current state of the maritime container transportation market as the cheapest and safest type of cargo transportation.

term paper, added 10/26/2012

Methodological bases for the study of the logistical aspects of international transport. Content and classification of transport operations: essence and features. Strategic bases for the development of transport transportation of the European Union and the USA.

Improving the efficiency of cargo transportation is associated with the technical improvement of rolling stock and handling equipment, the introduction of advanced technology, and the improvement of the organization of cargo transportation. Technical improvements make it possible to increase the speed of the rolling stock, reduce downtime for loading and unloading operations, increase the volume of a consignment of transported cargo, etc. The objective of the technology is to reduce the duration and complexity of cargo transportation by reducing the number of operations and stages of the transportation process.

Under technology of the process of cargo transportation is understood a way for people to implement a specific transportation process by dividing it into a system of successive interrelated stages and operations that are performed more or less unambiguously and are aimed at achieving high transportation efficiency. The task of technology is to clear the process of cargo transportation from unnecessary operations, to make it more purposeful. The essence of the technology of cargo transportation is revealed through two basic concepts - stage and operation.

Operation- a homogeneous, logically indivisible part of the transportation process, aimed at achieving a specific goal, performed by one or more performers.

Stage is a set of operations by which a particular process is carried out.

The technology of any process of cargo transportation is characterized by three features: the division of the transportation process, coordination and phasing, unambiguity of actions. The purpose of dividing the process of cargo transportation into stages is to determine the boundaries of immanent requirements for the subject that will work on this technology. Any operation should ensure the approximation of the control object to the goal and ensure the transition from one operation to another. The last operation of the stage should be a kind of introduction to the first operation of the next stage. The more accurately the description of the process of transportation of goods will correspond to its subjective logic, the more likely it is that the highest effect will be achieved by the activities of the people involved in it. The developed technologies must take into account the requirements of the basic economic laws and, first of all, the law of increasing the productivity of social labor.

Coordination and phasing of actions aimed at achieving the set specific goal should be based on the internal logic of the functioning and development of a certain transportation process. Technology is not created from scratch, but has a connection with the technology of the past and the future. The technology that works today must be based on principles that make it easy to remake it into the technology of the future.

Each technology should provide for the uniqueness of the implementation of the steps and operations included in it. Deviation from the performance of one operation is reflected in the entire technological chain. The more significant the deviation of the parameters from those designed by the technology, the greater the risk of disrupting the entire process of cargo transportation and obtaining a result that does not correspond to the project.

First, the technology of the entire process of cargo transportation is developed, and then - the individual stages. After the development of the technology of the stages, they must be considered from the standpoint of technological unity.

There is a cause-and-effect relationship between technology and technology, but technology is of decisive importance.

In the past, the technology of the process of transporting goods was formed in most cases intuitively. Technological processes of cargo transportation were not purposefully and consciously developed systems of stages and operations. Therefore, at present, many transportation processes are not efficient enough.

Systems theory states that every system is made up of subsystems. Every system is a subsystem of some system. It is accepted that any system can be described in terms of system objects, properties and relationships. The hierarchy and number of subsystems depend only on the internal complexity of the system as a whole.

Consider the features of the main types of transportation.

Unimodal (single-mode) transportation carried out by one mode of transport, for example, by road. It is usually used when the start and end points of the transportation chain are specified without intermediate storage and handling operations. The criteria for choosing the mode of transport in such transportation are usually the type of cargo, the volume of shipment, the time of delivery of the cargo to the consumer, and the cost of transportation.

Intermodal (integrated) It is customary to call the multimodal transportation of goods "from door to door", carried out under the direction of the operator on one transport document using a single (through) freight rate.

Mixed transportation of goods is usually carried out by two modes of transport, for example: rail - road, river - road, sea - rail, etc. In this case, the cargo is delivered by the first mode of transport to the so-called transshipment point or cargo terminal without storage or with short-term storage, followed by reloading to another mode of transport. A typical example of multimodal transport is the service of railway stations or a sea (river) port of a transport hub by motor transport companies.

Signs mixed separate transportation is the presence of several transport documents, the absence of a single freight rate, a consistent scheme of interaction between participants in the transport process. In direct multimodal transportation, the cargo owner enters into an agreement with the first carrier acting both on its own behalf and on behalf of the next carrier representing another mode of transport. Because of this, the cargo owner is in fact in a contractual relationship with both, and each of them makes settlements with the cargo owner and bears material responsibility for the safety of the cargo only on the corresponding section of the route.

Combined transport differs from mixed by the presence of more than two modes of transport. The use of mixed (combined) modes of transportation is often determined in drugs by the structure of distribution channels (or supply channels). For example, sending large batches of finished products from the manufacturer to the wholesale depot is carried out by rail (in order to minimize costs), and transportation from the wholesale depot to retail outlets is carried out by road.

Multimodal is such a transportation in which the person organizing it is responsible for it throughout the entire route, regardless of the number of participating modes of transport when issuing a single transportation document.

In recent years, transportation technology, especially for multi- and intermodal transportation, has been associated with the use of cargo terminals and terminal complexes in chains and channels. Therefore, the corresponding transportations are called terminal . At the same time, unlike intermodal systems, where consolidated packages are transported at uniform rates and shipping documents with equal rights for all participating modes of transport, in multimodal transportation one of the modes of transport acts as a carrier, and interacting modes of transport act as customers paying his services.

In intermodal transportation, the cargo owner concludes an agreement for the entire route with one person (operator). An operator can be, for example, a forwarding company, which, using various modes of transport throughout the route of cargo transportation, frees the cargo owner from the need to enter into contractual relations with other transport companies. The main principles of functioning of intermodal and multimodal transportation systems are as follows:

- Uniform commercial - legal regime;

– an integrated approach to solving financial and economic issues of transportation organization;

– maximum use of telecommunication networks and electronic document management systems;

- a single organizational and technological principle of transportation management and coordination of actions of all intermediaries involved in transportation;

– cooperation of intermediaries;

- comprehensive development of transportation infrastructure by various modes of transport.

Each of the above types of transportation has specific features in technology, organization and management, but they all have a common technological basis in the form of specific technological transportation schemes and the links or elements that make up these schemes. The transportation process at each stage (by link) can be represented as a specific subnet. The policy of control and management in such a system is modeled by the synchronization of positions at each stage (in each link). In turn, the constituent elements of the transportation of goods are characterized by certain laws inherent only to them. The operations that make up the transportation process are heterogeneous and vary greatly in duration. Some operations, when combined, create certain stages of this process, each of which performs its own tasks. Both individual operations and stages of the transportation process are dependent on each other (before transporting the goods, it must be loaded, etc.). Thus, this process is multi-stage and multi-operational, with a large technological, operational and economic heterogeneity of operations.

Ministry of Education of the Republic of Belarus

educational institution

"Gomel State University named after Francysk Skaryna"

Faculty of Economics

Thesis

Technology of the cargo transportation process

Executor

Zaranik A.V.

Gomel 2014

Introduction

Theoretical aspects of the technology of the process of transportation of goods

1.2 Methodology for assessing the technology of the process of transportation of goods

3 Methodology for analyzing the technology of cargo transportation

2. Technology of the process of transportation of goods ChTUE "BelZarTrans"

1 Technical and economic characteristics of the enterprise

2 Organization and technology of the process of transportation of goods ChTUE "BelZarTrans"

2.3 Assessment of the technology of the process of transportation of goods of ChTUP "BelZarTrans"

3. Improving the technology of the process of transportation of goods ChTUP "BelZarTrans"

Conclusion

Introduction

In the world economy, transport has a special role; the efficiency, quality and development of foreign economic relations of any country depend on its work. Foreign trade is closely connected with transport. Transport delivers goods from the exporter to the importer. Its normal functioning ensures the fulfillment of obligations by the parties for the sale and purchase, the commercial effect of a foreign trade transaction. Violation of the transport process often leads to material losses for the exporter and importer, makes the transported goods uncompetitive. Transport is an important additional source of foreign exchange earnings for the state.

An important feature of the transport service of foreign economic activity (FEA) is the impact exerted by the world market of transport services and the level of scientific and technological progress in transport, the current stage of which is characterized by a trend towards consolidation and unification of cargo units, specialization of vehicles, a high degree of mechanization and automation of technological processes. , development of a full range of transport services along optimal routes "from the consignor's door to the consignee's door".

The main condition for conducting a foreign economic operation is its efficiency. Logistics systems are vital components of increasing the efficiency of foreign economic operations. Transport aspects of foreign trade logistics have a significant impact on the efficiency of international transactions; the main studied and determining parameters are the choice of vehicle and the minimization of costs and time.

The relevance of the topic is explained by the fact that today there is fierce competition in the choice of transport services, an effective mode of transport for the delivery of foreign trade goods. In this regard, the activities of transport companies, including motor transport companies, must meet the increased requirements for the quality of transport services for the foreign economic activity of enterprises. The study of the features of the work of road transport companies in the international transportation market can make it possible to develop and justify proposals for improving the activities of not only a specific transport organization, but also the entire system of transport support for international trade.

The level of development of the transport system of the state is one of the most important signs of its technological progress and civilization. The need for a highly developed transport system is further enhanced by integration into the European and world economy, the transport system becomes the basis for the effective entry of Belarus into the world community and occupying a place in it that meets the level of a highly developed state.

The objective conditions of transformational processes in the development of the Republic of Belarus determine its focus on entering the world economic system and, above all, on economic integration with the leading Western European states. This process will certainly lead to an increase in barter transactions between the cooperating countries. In addition, the geostrategic location of Belarus allows it to be an advantageous bridge for the transit of goods and passengers between the states of Europe, Asia and the Middle East.

One of the defining systems that provide freight and passenger transportation on the territory of the Republic of Belarus is the transport system, which in market conditions has high requirements for the quality, regularity and reliability of transport links, the safety of goods and the safety of passenger transportation, the timing and cost of delivery. In accordance with this, the state of transport communications of the Republic of Belarus must meet the requirements of European integration.

The most important indicator of the integration of the transport system of the Republic of Belarus is the rational use of existing transport networks, the realization of the advantages of their geographical location and communication ability, providing the shortest route to European countries with Eastern and Asian continents. But in order for the transport systems of the Republic of Belarus to transform into world-class transport systems as quickly as possible, it is necessary to carry out a comprehensive modernization of the entire transport industry.

In market conditions, an important requirement of the consumer of transport services is the timely and high-quality delivery of goods. It seems possible to fulfill the specified conditions using logistics, i.e., a control algorithm that, using various economic and mathematical methods, allows you to optimize the operation of individual elements of the transport process and combine these elements into a single system. Insufficient development of logistical progressive transport and technological transportation systems in Belarus leads to an increase in transport costs, and therefore to the loss of the market.

Not a simple economic situation in our country requires increased attention from road transport workers when solving issues of organizing and managing road transport. When solving these serious problems, it becomes necessary to improve the accuracy of planning, analysis and economic evaluation of the work of both large transport systems and individual vehicles. Only on the basis of accurate calculations and analysis is it possible to develop rational resource-saving schemes for the transportation of goods. The right economic decision is the key to the successful development of a motor transport enterprise, and the receipt of a stable profit.

Thus, the chosen topic of the work is quite relevant.

The purpose of the work is to analyze the technology of cargo transportation and develop ways to improve it.

To achieve this goal, the following tasks are solved in the work:

) theoretical aspects of the technology of the process of transportation of goods;

) technical and economic characteristics of the enterprise;

) organization and technology of the process of transportation of goods of ChTUE "BelZarTrans";

) assessment of the technology of the process of transportation of goods of ChTUP "BelZarTrans";

) improvement of the technology of the process of transportation of goods of ChTUP "BelZarTrans".

Based on the goal, the subject of the work is the system technology of the process of transportation of goods.

When writing the work, various reference books and periodicals were also used.

This work explores the existing organization of freight traffic and suggests ways to improve freight traffic.

1. Theoretical aspects of the technology of the process of cargo transportation

The distribution system is defined as:

technical means, communications and arrangement of all types of transport;

warehousing of industrial firms, their branches, trade-intermediary and other companies;

material and technical base of stevedoring, brokerage and agency firms;

arrangement of transport-forwarding companies for carrying out operations on grouping, picking shipments, etc.;

material and technical base of leasing companies leasing containers;

technical means of information management systems.

Along with this, this system covers a set of technological, organizational, legal, social and other relations that arise in the course of transport, information and other support for economic relations.

A distribution system that goes beyond any one country can be defined as an international system.

The global system of commodity circulation can be defined as a set of various national systems connected by the international division of labor.

At the same time, in domestic economic literature, the concept of transport support is often used, which is essentially identical to the movement of goods.

Let's analyze a number of concepts of transport support (goods movement).

Transport support is understood as a set of elements that are in close interaction and make up a single transport system that combines operations related to the production and circulation of products.

Transport support should be considered as a system representing a set of technical, technological elements; economic, commercial-legal, organizational impacts; forms and methods of managing transport operations and processes at all stages and levels in the sphere of production, consumption and circulation of products that ensure social reproduction and rational functioning of the economy.

Both of these concepts (goods movement and transport provision) very broadly and fully cover the entire complex of technical and operational economic and organizational measures, without which it is impossible to implement economic relations: domestic and international.

The system of transport support (goods movement) has its analogues in Western economic publications. In particular, it may correspond to a system of distribution or physical distribution, which is implemented through distribution channels.

Distribution channels include:

transportation in conjunction with a large number of operations associated with this process;

the process of warehousing at all stages of the movement of goods from the manufacturer to the consumer;

operations in wholesale and retail trade, including direct delivery of goods from the factory to the retail network.

The modern level of organization and implementation of the delivery of goods implies the fullest possible satisfaction of the needs of cargo owners in the organization of high-speed, cheap and safe transportation, the high efficiency of all related operations, new approaches, methods and methods to ensure their interests.

However, it is the process of delivering goods, whether domestic or international, that is often associated with losses:

deterioration in the quality of goods and their complete or partial loss;

extended periods of transportation or warehousing;

poorly organized loading and unloading operations;

unnecessary overhead costs.

For example, production operations (warehousing, loading, unloading, the transportation process and related reloading, storage, picking, fumigation (spraying plant products with pesticides, separation, etc.) can in no way improve the consumer properties of the product.

On the contrary, it is in the process of delivery (transportation and other operations) that the specified properties of the product and its quality may deteriorate; here there is a risk of loss, damage, theft of goods, its complete or partial loss. All this determines one of the main tasks - to deliver the goods on time and without loss.

Operations associated with the delivery of goods have their own price, and therefore affect the pricing of products. Many products become uncompetitive in the markets due to high shipping costs. Transportation, warehousing, handling and other shipping charges are invariably added to the price of a product and can completely undermine any intention to successfully market it in various markets. This is the reason for the following requirement for the delivery of goods: it is necessary to optimize it, and, consequently, to reduce the cost as much as possible in order to maintain a new competitiveness.

In this regard, the concept of the transport component in the price of goods is very important in domestic and international economic relations.

The transport component is the percentage of costs for its delivery included in the contract price of the goods.

The percentage ratio of the costs of delivering goods to the price of the goods at their destination is a value approximately formed on the basis of international experience.

For example: if at the place of manufacture of the goods its price is X, then at the place of sale the price of the goods is X plus the amount of delivery costs - Y. Thus, the ratio of delivery costs to the price of the goods at the place of its destination is calculated by the formula

: (X + Y) * 100%.

International practice has determined the optimal values of the named percentage, which, of course, should be guided by in the implementation of economic relations. At the same time, it should be taken into account that the more expensive the product, the less the transport component in its price on the sales market.

Thus, when trading in finished products, for example, products of the electronic industry, the transport component ranges from 2 to 3%; for food and home appliances - from 5 to 6; for the supply of machinery and equipment - from 7 to 12%.

If we are talking about trade in raw materials or semi-finished products, then the transport component is greater, in view of the fact that products of this kind are obviously cheaper than finished products. Thus, for the supply of raw materials, the transport component is in the range of 45-60%, and for mineral construction cargoes it approaches 80-85%.

Transportation costs for the supply of special cargoes requiring any special conditions of transportation, storage, reloading, etc., may exceed (increase) the cost of the goods.

1.2 Methodology for assessing the technology of the process of transportation of goods

Increasing the efficiency of road transport of goods is associated with the technical improvement of the rolling stock of road transport and loading and unloading facilities, the introduction of advanced technology and the improvement of the organization of transportation of goods. Technical improvements make it possible to increase the speed of rolling stock, reduce downtime during loading and unloading operations, increase the volume of a consignment of transported cargo, etc. The objective of the technology is to reduce the duration and complexity of cargo transportation by reducing the number of operations and stages of the transportation process.

The technology of the process of cargo transportation is understood as a way for people to implement a specific transportation process by dividing it into a system of successive interrelated stages and operations that are performed more or less unambiguously and are aimed at achieving high transportation efficiency. The task of technology is to clear the process of cargo transportation from unnecessary operations, to make it more purposeful. The essence of the technology of transportation of goods is revealed through two basic concepts - stage and operation. A stage is a set of operations by which a particular process is carried out. An operation is a homogeneous, logically indivisible part of the transportation process, aimed at achieving a specific goal, performed by one or more performers.

The technology of any process of cargo transportation is characterized by three features: the division of the transportation process, coordination and phasing, unambiguity of actions. The purpose of dividing the process of cargo transportation into stages is to determine the boundaries of immanent requirements for the subject that will work on this technology. Any operation should ensure the approximation of the control object to the goal and ensure the transition from one operation to another. The last operation of the stage should be a kind of introduction to the first operation of the next stage. The more accurately the description of the process of transportation of goods will correspond to its subjective logic, the greater the likelihood of achieving the highest effect of the activities of the people involved in it. The developed technologies must take into account the requirements of the basic economic laws and, first of all, the law of increasing the productivity of social labor.

Coordination and phasing of actions aimed at achieving the set specific goal should be based on the internal logic of the functioning and development of a certain transportation process. Technology is not created from scratch, but has a connection with the technology of the past and the future. The technology that works today must be based on principles that make it easy to remake it into the technology of the future.

Each technology should provide for the uniqueness of the implementation of the steps and operations included in it. The deviation of the execution of one operation is reflected in the entire technological chain. The more significant the deviation of the parameters from those designed by the technology, the greater the risk of disrupting the entire process of cargo transportation and obtaining a result that does not correspond to the project.

First, the technology of the entire process of cargo transportation is developed, and then the individual stages. After the development of the technology of the stages, they must be considered from the standpoint of technological unity.

There is a causal relationship between technique and technology, but technique is decisive.

The technological process was not invented today. In the past, the technology of the process of transporting goods was formed in most cases intuitively. Technological processes of cargo transportation were not purposefully and consciously developed systems of stages and operations. Therefore, at present, many transportation processes are not efficient enough.

Figure 1 - Hierarchical structure of transportation

Figure 1 shows a hierarchical pyramid (structure) of transportation technology and organization. At the top of this pyramid are intermodal transport. Below - multimodal transportation. Next - unimodal transportation, then intra-regional and city transportation by specialized motor transport enterprises and, finally, local transportation of individual entrepreneurs and their own transport of industrial and commercial structures.

Each of the above types of transportation has specific features in technology, organization and management, but they have a common technological basis in the form of specific technological transportation schemes and the links or elements that make up these schemes. The transportation process at each stage (by link) can be represented as a specific subnet. The policy of control and management in such a system is modeled by the synchronization of positions at each stage (in each link). In turn, the constituent elements of the transportation of goods are characterized by certain laws inherent only to them. In the technical and economic literature, there is no single interpretation of many fundamental concepts: the transportation process, the transport process, the cycle of the transport process, the transport system, the transport complex, etc. The operations that make up the transportation process are heterogeneous and differ greatly in their duration. Some operations, when combined, create certain stages of this process, each of which performs its own tasks. Both individual operations and stages of the transportation process are in a certain dependence on each other (before transporting the cargo, it must be loaded, etc.). Thus, this process is multi-stage and multi-operational, with a large technological, operational and economic heterogeneity of operations. Separate stages of the process of cargo transportation are often considered as independent. Therefore, the literature is currently writing about the transportation process, the transportation process, the loading and unloading process, etc.

Figure 2 shows diagrams of the processes of cargo transportation. It is cyclical. This means that, with the exception of pipeline transport, which operates continuously, the movement of goods is carried out by repeating production cycles, following one after another. The rhythm of these cycles is determined by their frequency, which, in turn, depends on the average duration of one cycle. Each cycle is characterized by a high degree of dynamism, a continuous change of state and a change in the composition of elements. The cycles of individual transport processes fluctuate over time. However, they always have a beginning and an end. Each repetitive transportation cycle is made up of many separate stages that are closely interconnected and equally directed, since their ultimate goal is to achieve a spatial change in the position of goods. The complex of these cycles, which form the transportation cycle, creates the transportation process.

Figure 2 - Technological schemes of the process of transportation of goods: a - one mode of transport; b - different modes of transport.

1.3 Methodology for the analysis of the technology of transportation of goods

An analysis of the process diagrams shows that in any transportation process there are stages that are inherent only to the cargo, only to the rolling stock, but there are also joint stages. The latter include the stage of loading, transportation and unloading. Various stages - supply of rolling stock for loading, preparation of cargo for shipment, storage of cargo at the point of production and intermediate points, warehousing, forwarding operations, etc. This situation makes it difficult to unambiguously understand the concept of the transportation process. From the point of view of motor transport enterprises, when issues of improving the use of rolling stock, reducing the turnaround time of rolling stock, etc., come to the fore, in order to carry out the process of transporting cargo, it is necessary, in addition to transporting it, to load and unload it, and also to submit the rolling stock for loading, t .e. complete the transport process.

Let us define some fundamental concepts.

The transportation process is a set of operations from the moment the cargo is prepared for shipment to the moment it is received, associated with the movement of cargo in space without changing its geometric shapes, sizes and physical and chemical properties (stages 1-2-3-4-5, Figure 2 a or steps 1-2-3-4-5-6-7, Figure 2 b).

The movement process is a set of loading operations at the point of loading, reloading operations at the points of transfer of goods from one mode of transport to another, its intermediate storage, transportation and unloading operations at the point of unloading (stages 2-3-4 Fig. 2 a; or stages 2- 3-4-5-6, Fig. 2 b)

Transport process - a set of loading operations at the loading and transshipment points, transportation, unloading operations at the points of transfer of goods from one mode of transport to another and the point of unloading and supply of rolling stock for loading (stages 2-3-4-6, figure. 2 a; or steps 2-3-4-8 plus 4-5-6-9, Figure 2 b).

The cycle of the transport process is the production process for the transportation of goods, when the stages of supplying the rolling stock for loading, transportation and unloading are performed. The completed cycle of the transport process is also called a ride (stages 2-3-4-6, Figure 2 a; or 2-3-4-8 or 4-5-6-9, Figure 2 b).

Movement operation - part of the movement process, performed using one or a system of cooperative mechanisms or manually.

Transportation - the operation of moving cargo along a certain route from the place of loading to the place of unloading or reloading (stage 3 or stage 5, figure 2 b).

Transport products - the mass of cargo in physical terms delivered from the place of production to the place of consumption. Experience in the organization of transportation shows that not all cargo loaded at the point of production on the rolling stock is delivered to the place of its consumption. The reason for this is the loss of cargo, damage, natural loss, etc.

In modern economic conditions, when state intervention in the work of the TC is very limited, the use of econometric models of the work of companies, which involve not only an assessment of the current state of their transport activities, but also a forecast for the future, is of particular importance. In such models, a production function is distinguished, which describes the process of formation and implementation of technical specifications, and a demand function for them. In practice, the first degenerates into a function of the profitability of the TP, and the second - into an estimated function of income rates. Both of them make it possible to determine the objective function of the analysis of the TP, which is set by the condition of the operability of the TC, without which any practical assessment of the effectiveness of their work is impossible.

The process of cargo transportation affects a large number of participants in the transport process and should be considered comprehensively on the basis of technology agreed by all parties and based on regulatory documents or the results of engineering preparation of transportation.

The technology of freight transportation is a set of techniques and methods for performing the process of delivering goods to the consumer.

For the unification of technological means, methods and terminology, since 1975 in our country, the Unified System of Technological Documentation (ESTD) has been acting as a state standard. In accordance with GOST 3.1109-82, the technological process is a part of the production process that contains purposeful actions to change the object of labor. During transportation, the technological process is usually presented in the form of a description of the transportation process, instructions for its implementation, rules and restrictions, special requirements, schedules, etc.

The development of the technological process of cargo transportation is carried out in the following sequence:

establishment of normalized characteristics of transportation (estimated speed of movement, time of loading and unloading operations, schedule or intensity of supply of rolling stock, daily or hourly traffic volume, etc.);

choice of route and transportation technology;

development of technological documentation;

determination of methods for quality control and safety of transportation;

analysis of the characteristics of the technological project, which should confirm the fulfillment of standardized indicators, ensuring the safety and quality of transportation;

approval of the technological project by the ATO management team.

The basis for the development of the technological process of transportation is an application for transportation or an agreement (commercial offer) with a description of the requirements for the transportation service of the transportation customer. For each characteristic of the transport service, values acceptable to the consumer and the contractor must be indicated. The technological project must contain specific requirements for ensuring the safety of transportation.

Improving the technological process is the most important condition for increasing the efficiency of the organization.

The efficiency of the chosen transportation technology can be assessed by the following indicators:

the cost of transportation;

unit costs;

PS performance;

quality of transportation.

The process of cargo delivery can be represented as separate interrelated operations performed at each stage, which, depending on the content of the work, are classified as follows.

The control and accounting operation provides for the execution of documents, the search for a specific package, inspection of goods, sealing, etc.

The slinging operation provides for the fastening and unfastening of piece goods when they are reloaded by a crane.

The cargo operation is associated with lifting and lowering the load with the help of the PFP.

The move operation is the movement of the PFP load.

An auxiliary operation is associated with additional work that must be performed before or after loading goods (opening lids, closing with a tarpaulin, etc.).

The transport operation includes the movement of the PS with or without cargo.

Warehouse operation provides for the preparation of cargo for shipment, selection and sorting into lots, etc.

When performing a GAP, several main types of technologies are distinguished, which differ significantly from each other and largely depend on the type of cargo-generating object - the consignor. The features of a particular consignor affect the number of vehicles used for the delivery of goods, the type of PS, the possibility of optimizing traffic routes, the need to coordinate cargo flows with other modes of transport, and the composition of forwarding services associated with transportation.

For a thorough study of the process of transportation in specific conditions, transport and flow charts are developed, which are agreed with the consignor and consignee.

Based on the transport and technological map, a technological schedule for the delivery of goods is developed.

This schedule is compiled taking into account the time of work and the possibility of their simultaneous implementation by different performers. After drawing up the schedule, the actual time required to prepare the cargo for loading at the sender's warehouse is determined; time of use of the PS; the time required to place the goods in the consignee's warehouse; the time during which the MS is serviced by the sender and recipient. Based on these values, the work of the automatic telephone exchange and loading and unloading points is linked by adjusting the quantities of PS and PFP and, if necessary, changing the technology for performing work.

After coordinating and linking various technological operations, work schedules for several vehicles are developed.

Development and implementation of transport and technological delivery schemes allow:

simplify operational planning and dispatching management of transportation through the use of a modular principle;

ensure flow, continuity and maximum parallelism of technological operations;

organize the coordinated execution of operations by employees of various organizations;

reduce the overall delivery time of goods.

The main factors that are taken into account when transporting by road are:

a) cargo classification;

- method of loading and unloading;

) conditions of transportation and storage;

) the possibility of using the carrying capacity of the rolling stock;

) safety during transportation;

) the degree of danger during loading, unloading and transportation.

According to the method of loading and unloading, cargoes are divided into piece, bulk and liquid.

Depending on the conditions of transportation and storage, goods are divided into ordinary and specific. Specific cargoes require special safety and security measures during transportation, loading and unloading and storage. They are divided into:

) requiring compliance with certain sanitary conditions;

) perishable;

) large mass;

) lengthy;

) oversized;

) are dangerous.

Certain sanitary conditions are observed during the transportation of food products. Perishable goods require the use of specialized rolling stock, which maintains a certain temperature regime. Bulk cargo - cargo, the mass of individual pieces of which exceeds 250 kg (or 400 kg for rolled cargo). Long goods - a group of goods, the length of which is greater than the largest size of a standard flat pallet with plan dimensions of 1200 x 1600 mm, taking into account the overhang of 40 mm per side. Oversized cargo - cargo more than 2.5 m wide or 3.8 m high or protruding more than 2 m from the rear side of the vehicle.

Depending on the volumetric mass (from the maximum possible use of the carrying capacity of the rolling stock, determined by the utilization factor of the carrying capacity wc), all goods are divided into four classes:

) small (up to 0.5 tons);

) medium (from 0.5 to 1.5 tons);

) large (from 1.5 to 16 tons);

) over 16 tons.

According to the degree of safety during their transportation, goods are divided into three categories:

) requiring special storage conditions (explosive and flammable goods, glass, electronic devices);

) requiring preservation conditions (engineering products, furniture, building structures);

) that do not require conservation conditions (earth, sand, metal).

The maximum vertical accelerations of the body are considered acceptable: when transporting goods of the first category - 9 m / s 2, the second - 9-15 m / s 2, the third - 15-21 m / s 2.

The advantages of road transport include: great maneuverability, mobility, high speed of delivery of goods, delivery of products without intermediate reloading and directly from the sender's warehouse to the recipient's warehouse, small capital investments in the development of small cargo turnover over short distances.

The disadvantages include low values of labor productivity indicators, operational indicators and the state of the road network.

For the transportation of goods, automobile enterprises use freight rolling stock: trucks and car trailers of various carrying capacities (flatbed, dump trucks, vans, including isothermal, tanks, etc.), off-road vehicles, tractors with semi-trailers.

The transport (transportation) process is a set of organizationally and technologically interconnected actions and operations performed by motor transport enterprises and their divisions independently or in coordination with other organizations in the preparation, implementation and completion of cargo transportation.

The structure of the transport process includes:

) traffic marketing;

) development of rational route schemes based on the materials of surveys of cargo flows, which are used when opening new routes and changing the direction of existing ones;

) selection of the type and determination of the required number of rolling stock for transportation;

) determination of the scope of the expedient use of cars and road trains, depending on the specific conditions of transportation, type and properties of goods, performance indicators of freight transport;

) regulation of vehicle speeds;

) the choice of systems for organizing the movement of vehicles using rational modes of work for drivers;

) coordination of road transport with other modes of transport;

) analysis of road conditions in order to develop efficient and safe routes for the movement of rolling stock;

) ensuring efficient and safe transportation of goods by road;

) application of economic and mathematical methods and calculations to improve the efficiency of the use of rolling stock and reduce transportation costs;

) vehicle traffic control;

) operational control over the operation of automobile rolling stock and its use.

Particular attention in the transport process is paid to the use of various methods that provide:

) timeliness of delivery of goods in batches of required sizes;

) safety of the quality and quantity of the transported cargo;

) compliance with safety requirements and traffic safety requirements;

) fuel economy;

) environmental protection;

) compliance with the requirements of labor legislation.

Proper organization of the transport process involves:

) reduction of excess time spent on idle vehicles for loading and unloading cargo due to: expanding the front of loading and unloading operations and the use of their complex mechanization; drawing up and strict adherence to schedules for the supply and operation of vehicles; creation of access roads and platforms for maneuvering vehicles, especially vehicles with trailers, tractors with several trailers or semi-trailers; preliminary preparation of cargo, etc.;

) rational stowage of goods, the use of removable shields, etc., allowing maximum use of the carrying capacity and capacity of the rolling stock;

- correct placement of goods in the body, contributing to the uniform distribution of the weight load on the undercarriage of the vehicle and facilitating its control;

) the optimal modes of movement of cars (road trains) on the relevant sections of the road, taking into account the condition of the road surface, visibility, traffic intensity and other factors with strict observance of the Rules of the Road, as well as the knowledge by drivers of the main technical characteristics and rules for operating various brands of rolling stock of road transport during transportation relevant cargo. Carriage of goods should be carried out along rationally constructed routes, taking into account the shortest distances, traffic modes on each section of the route, ensuring the loading of vehicles in both directions;

) the maximum use of drivers' working time within the framework of the legislation by compacting the mode of operation of vehicles through the organization of a brigade method of work.

Expenses for the current maintenance and repair of vehicles

These costs are calculated in accordance with the Decree of the Ministry of Transport and Communications of the Republic of Belarus "On approval of the norms of time for the transportation of goods by road and the norms of costs for maintenance and repair of the rolling stock of motor transport of the Republic of Belarus" dated November 1, 2002 No. 35. According to this document, the costs for maintenance and repair consist of the sum of the following components:

wages of maintenance and support workers

–
material costs

(1.2)

Lubricant costs

(1.3)

where ZP, MZ, SM are, respectively, the cost rates for the wages of repair and auxiliary workers, material costs for lubricants per 1000 km of run;

ST - the hourly wage rate for a worker of the first category, in force at the enterprise, is 1200 rubles per hour; - planned mileage, km;

K T - correction factor to the norms depending on the type of rolling stock. For buses, light cargo onboard vehicles, it is assumed equal to 1, for trucks: tractors - 0.99, dump trucks - 1.1, tanks - 1.13, vans -1.05, refrigerators - 1.18;

PI - the price index of producers of industrial products for industrial purposes, calculated on an accrual basis by December 2001, is assumed to be 3.8;

ST - fuel costs, rub.

The legislation of the Republic of Belarus establishes deductions to budget funds from funds for wages in the amount of 39% of wages. Therefore, wage costs for maintenance and support workers increase by 39%.

Material costs for the repair and restoration of car tires.

Material costs for the repair and restoration of car tires (S w) are determined by the formula:

(1.4)

where C w - the price of one car tire,

rub. - the number of tires installed on the car,

PCS; w - wear rate as a percentage per 1000 km of run to the cost of the tire;

Depreciation of fixed assets The norms establish the amount of depreciation deductions as a percentage of the cost of rolling stock per 1,000 km. For vehicles with a carrying capacity of more than 2.0 tons, these standards are set depending on the mileage before retirement from service. The depreciation of fixed assets is calculated using the formula

where S am - depreciation deductions for the complete restoration of rolling stock (cars, trailers, semi-trailers), rubles;

To PF - a coefficient that takes into account the amount of depreciation of other fixed assets attributable to this type of transportation.

Depreciation deductions for the full restoration of the rolling stock are determined by:

for rolling stock, the deduction rate for which is set depending on the mileage

, (1.6)

where B a is the depreciable cost of the car,

rub.; ac - depreciation rate,

%; - mileage on the route, km;

K a - correction factor for depreciation rates of rolling stock depending on operating conditions (shift work, environmental conditions). Can take on a value

< К а < 1,3. Принимаем К а = 1,0.

To the PF is determined by a direct account, if the organization is engaged only in transportation, i.e. the ratio of the cost of depreciation and restoration of fixed assets to the cost of depreciation of the rolling stock for the period preceding the settlement period. When an organization carries out various types of activities, this coefficient is determined in accordance with the accounting policy adopted by the organization. For calculations, K PF is taken equal to 1.4. When used completely from depreciated vehicles (trailers, semi-trailers), the cost includes only the depreciation of other fixed assets attributable to this type of transportation.

Driver payroll

The hourly wage of drivers working on a time basis is determined from the expression (according to the order of the Ministry of Transport and Communications of the Republic of Belarus No. 210-Ts of July 25, 2005)

, (1.7)

where K T - tariff coefficient for a single tariff scale;

Т С - monthly tariff rate of the worker of the first category, effective at the enterprise. It is accepted by multiplying the hourly tariff rate (1200 rubles / hour) by the number of working hours in a month, 1200x192 = 230400 rubles;

K D - coefficient reading supplements, bonuses, etc. to wages, is taken equal to 1.89;

T M - the average monthly balance of working time, taken K D \u003d 192 hours.

When calculating this item, it is necessary to take into account deductions to budget funds from funds for wages, which amount to 39% of wages.

Calculation of overheads (general business expenses)

The amount of overhead costs that are not subject to direct calculation is determined by multiplying the driver's salary by a factor equal to 0.7. The rest of them are considered in real numbers.

Payroll for managers, specialists and employees

The wages of managers, specialists and employees are determined (Order of the Ministry of Transport and Communications of the Republic of Belarus No. 210-C dated July 25, 2005) by multiplying the wages of drivers by the wage coefficient of managers, specialists and employees per 1 ruble of the wages of drivers. For calculations, the value of this coefficient is assumed to be 0.6.

When calculating this item, deductions to budget funds from funds for wages, which amount to 39% of wages, are taken into account.

The planned profit is determined from the following formula:

where R is the profitability of transportation, R=15%.

Cost price

The cost of transportation is defined as the sum of costs and profits:

The cost of transportation, including value added tax, is equal to:

(1.10)

where e VAT is the value added tax rate, 20%.

The tariff for 1 km of run is determined by the formula:

(1.11)

2. Technology of the process of transportation of goods ChTUE "BelZarTrans"

2.1 Technical and economic characteristics of the enterprise

ChTUP "BelZarTrans" was founded in 2006, full name: Private transport unitary enterprise "BelZarTrans", abbreviated - ChTUP "BelZarTrans".

Location of the enterprise: 247005, Gomel region, Gomel district, a / g Tereshkovichi, st. Sovkhoznaya, 5A.

Form of ownership - private.

This enterprise operates on the basis of the Charter, has its own property, an independent balance sheet and settlement accounts in national and foreign currencies, can conclude contracts on its own behalf, acquire property and personal non-property rights, perform duties, be a plaintiff and defendant in courts.

ChTUE "BelZarTrans" has complete economic independence in determining the form of management, making economic decisions, setting prices, remuneration and distribution of profits. The accounting department ensures the processing of documents, the rational maintenance of accounting records in accounting registers and, on their basis, the preparation of reports. Timely receipt of accounting information about the production and economic activities of the enterprise allows managers to quickly influence the course of production, take appropriate measures to improve the economic performance of the enterprise.

ChTUE "BelZarTrans" has licenses for retail trade and for activities in the field of road transport, i.e. transportation to legal entities and individuals on intracity, regional, republican, international communications. According to its characteristics, the rolling stock is suitable for the transportation of various goods, as well as food products that do not require compliance with the temperature regime during transportation. Currently, the company's efforts are aimed at expanding international transportation.

The rolling stock differs in its purpose, carrying capacity, body type. The geography of international transportation is limited to the Russian Federation, Kazakhstan, Azerbaijan, occasionally Ukraine.

Table 2.1 - The main technical and economic indicators of the activity of the ChTUE "BelZarTrans" for 2011-2013

Indicators	Deviations	Growth rate, %

Trade turnover, million rubles
Profit from the sale of products, goods, works, services, million rubles
Net profit, million rubles
Average number of employees, pers.
Payroll fund of employees, mln. rub.
Average annual salary per employee, million rubles
Net profit margin, %

Based on the data, it can be judged that this enterprise is developing unevenly. The company achieved the greatest results in 2012, as all performance indicators of the company increased compared to 2011.

The table shows that the turnover in 2012 compared to 2011 increased by 1293 million rubles, and in 2013 compared to 2012 it increased by 2954 million rubles. Thus, the growth rate of turnover in 2012 compared to 2011 amounted to 180.96%, and in 2013 compared to 2012 - 202.21%.

Profit is the main indicator for evaluating the economic activity of an enterprise, since it accumulates all income, expenses, losses, and also summarizes the results of management. Profit from the sale of products, goods, works, services in 2012 compared to 2011 increased by 21 million rubles, and in 2013 compared to 2012 increased by 32 million rubles. Consequently, the growth rate of profit from sales of products , goods, works, services in 2012 compared to 2011 amounted to 112.06%, and in 2013 compared to 2012 - 116.41%.

Net profit in 2012 compared to 2011 increased by 12 million rubles, and in 2013 compared to 2012 it increased by 29 million rubles. Thus, the growth rate of net profit in 2012 compared to 2011 amounted to 108 .28%, and in 2013 compared to 2012 - 118.47%.

The average number of employees in 2012 compared to 2011 decreased by 1 person, and in 2013 compared to 2012 decreased by 1 person. Thus, the growth rate of the average number of employees in 2012 compared to 2011 was 93.75%, and in 2013 compared to 2012 - 93.73%.

The payroll fund of employees in 2012 increased by 23 million rubles compared to 2011, and in 2013 compared to 2012 it increased by 30 million rubles. Consequently, the growth rate of trade in 2012 compared to 2011 was 108, 45%, and in 2013 compared to 2012 - 110.16%.

Profitability is the main indicator of the activity of a trade enterprise. Net profit margin in 2012 compared to 2011 decreased by 0.62 percentage points, and in 2013 compared to 2012 increased by 1.25 percentage points.

The average annual salary per employee in 2012 increased by 2.66 million rubles compared to 2011, and in 2013 compared to 2012 it increased by 3.55 million rubles. one employee in 2012 compared to 2011 amounted to 115.64%, and in 2013 compared to 2012 - 180.05%.

Robust growth in retail sales led to higher profits, payroll and net income. On average for 3 years, the level of profitability was 11.57%, which is a high indicator for this enterprise.

2.2 Organization and technology of the process of transportation of goods ChTUE "BelZarTrans"

The organizational structure of the enterprise management is shown in Figure 3.

Director - carries out general management of the enterprise and decision-making on all issues related to its provision.

Head of the transport department - for the legal support of the uninterrupted operation of their own vehicles.

Chief accountant - carries out the organization of accounting of the economic and financial activities of the organization and control over the economical use of material, labor and financial resources, the safety of the property of the enterprise.

Figure 3 - Organizational structure of the management of the enterprise ChTUE "BelZarTrans"

Previously, the logistics manager finds the load, agrees on the price and conditions of transportation, takes the application to agree on all the conditions with the management, then both parties sign the document. Next, the driver is given a package of documents for the transportation. The package of documents includes: an employment contract with a driver, a certificate and license of the enterprise for the right to carry out activities in the field of road transport, a passport with valid entry and exit visas of the countries on which the trip is made, an international certificate for the right to drive a car in accordance with the Convention on road traffic dated November 8, 1968, medical insurance policy, waybill, certificate of registration of the vehicle with the traffic police in accordance with the Convention on Road Traffic dated November 8, 1968, certificates of the suitability of the vehicle for international transportation of goods according to environmental and technical requirements, documents on insurance of civil liability of the owner of the motor vehicle, permission to carry out road transport in a foreign territory, certificate of approval of the vehicle for the transport of perishable or dangerous goods (if they are transported), TIR carnet, consignment note (CMR cargo manifest with the shipper's specifications, certificates, sanitary passport and other accompanying documents (quality certificate, quarantine certificate, veterinary certificate), cargo customs declaration issued by the shipper, certificate of carrier's liability insurance (copy of insurance policy) ), invoice for the goods, a set of waybills for the return loading of the vehicle, a special permit.

When considering two transportation options, the following indicators were calculated:

- direct transportation option: cost price - 20025874 rubles, flight time - 129.67 hours, mileage - 2356.3 km, driving time - 29.90 hours, driver's work time, including driving time - 55.90 hours;

- intermodal transportation option: cost price - 18590713 rubles, flight time - 152.17 hours, mileage - 1710.4 km, travel time - 20.88 hours, driver's work time, including driving time - 50.88 hours.

Based on this and considering the cost price as a fundamental factor in choosing the transportation option, we opt for the intermodal transportation option, because the cost, and, consequently, the price is lower. This circumstance is of great importance when choosing a carrier by the customer, because its costs are reduced. However, with this type of transportation, the delivery time of the cargo increases due to vehicle downtime while waiting for the ferry, loading.

An important role in transportation is given to the place of the driver:

The driver of a vehicle is one of the most popular professions. The content of the driver's work is essentially reduced to the functions of the operator: obtaining information, making decisions and executing them. Increased demands are placed on the sensory, motor, intellectual, psychological qualities of a person. The work of the driver is associated with high neuro-emotional stress, monotony, overwork, motor activity is relatively small. The state of health and working capacity, and, consequently, the reliability of the driver as the main link in the system "man - car - traffic environment", are directly affected by working conditions. Unfavorable factors of the working environment, along with technical ones, can initiate accidents and accidents on the roads. According to world statistics, the main cause of 90% of road traffic accidents (RTA) is the functional state of drivers, including 70% of them due to driver fatigue. Often at the end of the shift, the driver experiences a decrease in efficiency, drowsiness, headaches, and general weakness.

The main reasons for these phenomena are cabin air pollution with exhaust gases (60% of respondents), noise (56%), labor intensity (47%), vibration (45%), unfavorable microclimate - heat and cold (49%). In the breathing zone of the driver of a car with an internal combustion engine, the maximum permissible concentration (MAC) of toxic substances for industrial premises is often exceeded. Even if the level of toxic substances does not exceed the MPC, they can cause changes in the visual (reduce the sensitivity of the retina), auditory, vestibular analyzers, a decrease in the speed of reactions and a violation of color perception. By the end of the working day, an increase in carboxyhemoglobin is noted in the blood of drivers, which causes a violation of coordination of movements and a slowdown in reactions. A close relationship has been established between the level of air pollution in the cabin of the car, the driver's performance and the frequency of accidents. Moreover, one cannot get used to the effects of toxic substances, in concentrations even below the threshold. Human adaptation to harmful substances is one of the phases of intoxication and is accompanied by the tension of compensatory-protective mechanisms, and primarily the regulatory and coordinating systems of the body.

The motor transport industry, due to the specifics of production processes, has certain features in the organization of the work of its personnel. In road transport, these features are associated with drivers - the main category of workers in transport. The work of drivers takes place outside the labor collective. The driver experiences neuro-emotional overload. The driver is characterized by the concept of "workplace"

car and "work area"

road, ATP, gas station, etc. Workplace - the car is

place of increased danger. The implementation of the transportation plan largely depends on the work of drivers. Therefore, one of the most important tasks is the proper organization of the work of drivers. There are a number of features in the organization of the work of drivers:

the main work of drivers takes place outside the enterprise, therefore its results largely depend on the initiative of drivers;

In contrast to an industrial enterprise, the results of ATP activities are largely influenced by external factors (road conditions, climatic conditions, traffic intensity along the route, etc.), due to which changes in the types and volumes of work of drivers are possible;

the work of drivers takes place in the open air and is associated with the impact on it of changing meteorological factors depending on the climatic zone, season, weather conditions, the importance of the influence of subjective factors on the results of the driver's activity and traffic safety increases;

the duration of the working shift of drivers in many cases reaches 10-12 hours (subject to the monthly balance of working hours) without a strictly regulated lunch break (it is sometimes difficult to regulate);

of the two types of loads acting on a person in the process of labor (physical and neuro-emotional), the driver is dominated by neuro-emotional.

These specific conditions should be taken into account in the complex of measures for the organization of labor rationing at the ATP. It should also be noted that the complexity of labor is one of the main components of its payment. Of great importance for raising labor productivity and increasing the volume of passenger traffic is the improvement in the organization of wage rationing. The fulfillment of these tasks should be facilitated by the correct application and observance of the current legislation on wages.

Factors that determine the complexity of the driver's work:

Technical:

vehicle type;

Technical condition of the rolling stock;

The carrying capacity of the vehicle;

gross vehicle weight;

Dynamic qualities of the car;

vehicle dimensions;

The presence of a trailer.

2. Technological:

Route type;

method of cargo delivery;

The presence of special equipment on the car;

method of production of loading and unloading operations;

cargo class;

Cargo dimensions (for heavy oversized cargo).

Organizational:

Route stability;

traffic intensity;

passenger traffic;

Route length;

Stop frequency;

traffic control;

not straight route;

Throughput of the stopping point;

Tension of technical and operational indicators;

intersection of the route;

the presence of a special lane for the movement of the bus;

Delivery schedule;

transportation in the opposite direction.

4. Road-climatic:

type of road surface;

Coating condition;

Natural and climatic;

work in quarries, in mountainous conditions.

5. Economic:

forms and systems of remuneration;

Labour Organization;

forms of calculation and distribution of wages in the brigade;

economic performance of enterprises.

Social:

Qualification;

Age of the driver;

Work experience;

work regime;

Working hours;

broken work schedule;

the level of labor discipline;

Combination of duties;

Modern ATP infrastructure.

Ergonomic:

Convenient location of control levers;

The presence of toxic substances in the cabin;

noise and vibration level;

Cabin temperature;

Cabin ventilation;

dustiness;

visibility coefficient;

thermal radiation;

illumination of devices;

air humidity;

Illumination in the cab;

Cabin size.

8. Organizational and technical:

traffic intensity;

road capacity;

frequency of intersections with traffic lights;

permitted speed on route sections.

Consider the car cabin as the main place of work (PM) of the driver. Its main function is to protect the people inside from adverse environmental factors. Uncomfortable posture of the driver and the location of controls, as well as excessive noise, shaking and vibration, excessively high or low temperatures, poor air ventilation worsen the conditions for the driver, reduce his performance, the accuracy of perception and control actions. When designing a cabin, developers pay close attention to its properties such as: the presence of floor mats, sealing gaskets on the doors, sun visors; the quality of the cab lining, seat upholstery and padding, its adjusting mechanism, glazing; the presence of objects that limit visibility; the design of windshield wipers and glass washing systems, power windows; the presence of rear-view mirrors, the parameters of the ventilation, heating, air conditioning systems.

The workplace is designed to perform production operations. The PM should ensure that the following general factors are present:

– high productivity of human labor;

– safety of the worker during work;

- maintaining the health of the employee;

– short-term rest of the employee;

- Job satisfaction.

The interior design of the cabin must meet the following criteria:

The instrument panel should be located in the cab in such a way that the driver spends the minimum time to observe them and perceive their readings, without being distracted from observing the road. The location and design of the handles, buttons and control keys should make it easy to find them, especially at night, and provide the driver with the feedback necessary to control the accuracy of control actions through tactile and kinetostatic sensations. The most accurate feedback signals are required from the steering wheel, brake and gas pedals, and the gear lever.

Visibility should allow the driver to perceive virtually all the necessary information about any changes in the road situation in a timely manner and without interference. It depends primarily on the size of windows and wipers; width and location of cab pillars; designs of washers, systems of blowing and heating of glasses; location, size and design of rear-view mirrors. Visibility also depends on the comfort of the seat.

Cabin illumination provided by general lighting fixtures must be at least ten lux (10 lux) at the level of the instrument panel. The illumination of the instrument scale must be at least 1.2 lux.

The design and arrangement of the cabin must meet the requirements of not only internal information content, but also the ergonomics of the driver's workplace - a property that characterizes the adaptability of the cabin to the psychophysiological and anthropological characteristics of a person. The ergonomics of the workplace depends primarily on the comfort of the seat, the location and design of the controls, as well as on the individual physical and chemical parameters of the environment in the cabin. Comfort in the first place is the feeling of the driver when driving. The design of a cabin, friendly to the person, creates at it positive emotion - comfort of a workplace. The list of properties and objects of the workplace that predetermine comfort includes:

air temperature.

- the composition of the air.

- cabin environment.

- Vibrations.

– Technical parameters of workplace convenience.

The main criterion in assessing the comfort of the driver's workplace is the compliance of the seat design with the basic requirements for driving. It should be possible to adjust the position of the seat in height and in a horizontal plane for ease of operation and maintenance of controls. Like other nodes associated with the work of the driver, it must be arranged and placed in such a way that it is possible to influence the vehicle controls without changing the posture. Ill-conceived placement, uncomfortable chair design inevitably lead to a drop in labor productivity and employee dissatisfaction.

It is widely known that truck drivers suffer from back problems. Prevention of occupational diseases is necessary both in socio-psychological and material terms. The costs associated with missing work days and medical treatment of employees alone make it justified to purchase an orthopedic seat for a truck driver. If we proceed from the principle that a person - a driver - is the main link of the machine, then first of all it is required to provide him with convenient (comfortable) conditions at the workplace.

The main criteria for assessing the comfort of the driver's seat are:

protecting the driver from shock and vibration;

adjustment of a comfortable body position;

creating comfort for the hands;

creating comfort for the legs, taking into account the anthropological parameters of the driver;

seat belts and safe seat design;

the time of setting the parameters of the seat for the driver;

creation of conveniences for review and control; combination of machine controls with the design of the chair;

protection of the driver from perspiration (pillows, backrests and fabric);

seat heating;

optimal pillow shape;

release of harmful substances;

beautiful appearance (design).

One of the conditions for a sufficiently high performance of the driver is a satisfactory microclimate in the cab. The existing systems of ventilation and heating of car cabins do not sufficiently protect drivers from exposure to high and low temperatures, and do not provide an optimal microclimate. Depending on the outside temperature, the temperature inside the cabin can vary from 2 to + 48 degrees. The relative humidity in the cabins also fluctuates from 16 to 88% - it is usually less than the relative humidity of the outside air. Relatively large temperature differences between the measurement points at the head and feet of the driver were noted, they further exacerbate the adverse effect of microclimatic factors on the drivers' performance and health.

The parameters of the microclimate and air of the working area must comply with SanPiN No. 11-10-94 "Sanitary rules for the occupational health of car drivers" dated January 27, 1994, which establish the following:

The difference in air temperature along the height of the cabin should not exceed 3 °C, and the absolute values of the air temperature at different levels of the cabin should be within the optimal or permissible microclimate parameters.

The temperature of the internal surfaces of the cabin should not differ from the air temperature in the cabin by more than 3 °C.

Cabins must be equipped with protective visors, special glazing, screens and other means of thermal protection from solar radiation, as well as from the heat of a running engine, providing a residual thermal irradiation of the driver from the walls of the cabin and the engine - no more than 35 W / m 2, and from windows - no more than 100 W / m 2.

Ventilation, heating, air conditioning systems must ensure the organization of scattered air flows and the ability to control the amount and direction of air entering the cab so that standard microclimate parameters are provided in the driver's cab.

Ventilation, heating and air conditioning systems must prevent and eliminate fogging (freezing) of cab windows.

A lower temperature reduces the speed and accuracy of movements, and an increased temperature tires the driver faster, impairs his attention and reaction. Higher humidity, especially at high temperatures, can cause the driver's body to overheat, and at low temperatures, it can make him catch a cold.

Noise is one of the unfavorable production factors at the workplace of drivers. An analysis of the noise spectrum of cars allows us to consider them as low-frequency noises with pronounced infrasound. The level of sound pressure on drivers exceeds the maximum permissible values in the range of low and medium frequencies. Meanwhile, even very low levels of noise-vibration effects in the conditions of psycho-emotional intensity of the work of the driver have a negative impact on his body. Under the influence of noise, the sensitivity of the hearing organs decreases, the speed and accuracy of sensorimotor reactions, especially complexly coordinated actions, and the latent period of visual-motor reactions increases.

Noise in the car cab affects the functional state of the driver: physiological functions are disturbed, fatigue appears due to increased energy costs and mental stress, i.e., there is a real threat to traffic safety. The permissible noise level in the cabins of promising vehicles should be recognized as 50-60 dB for passenger taxis and buses, 60-70 dB for trucks and cars.

The severity and intensity of the work of drivers increases the vibration that occurs during the movement of vehicles. It acts constantly and continuously, adversely affecting the body. It can cause a number of pathological and functional changes in a person, accompanied by a decrease in working capacity, productivity and quality of work. People feel vibration starting from 65 dB, with a value of more than 80 dB they experience discomfort. On trucks, the normal level of vibration, depending on the speed of movement and the quality of roads, should not exceed 57-132 dB, on cars and buses - 54-117 dB.

Equally important when considering the factors affecting the performance and fatigue of the driver are the magnitude of the effort on the controls of the car. Below are the standard values that vehicles must comply with.

2.3 Assessment of the technology of the process of transportation of goods of ChTUP "BelZarTrans"

At this time, the management of the enterprise is actively working to enter the market of international transportation from Western Europe. When studying the transportation market, the direction Germany - the Russian Federation was chosen, since the freight traffic in this section is large and it will be possible to occupy a niche according to forecasts. As an option, the possibility of organizing the transportation of dry building mixes from the place of their production in Hamm (Germany) to the place of construction work by the customer organization in Moscow (RF) is being considered. To make a final decision, it is necessary to make economic calculations of the cost of transportation, the cost of operating the rolling stock. To carry out these transportations, the company has at its disposal Scania R420L vehicles coupled with a Schmitz SCS 24L semi-trailer.

Development of cargo delivery options

Comparison of shipping options:

Brief characteristics of the Scania R420L:

Vehicle type - truck tractor;

Amortized cost - 522.379 million rubles;

Mileage since the beginning of operation - 115 thousand km;

Mileage to the Kyrgyz Republic - 400 thousand km;

Environmental compliance class - Euro 5.

Brief description of the semi-trailer Schmitz SCS24L:

Vehicle body type - onboard awning;

Amortized cost - 157.663 million rubles;

Carrying capacity - 22 t;

Mileage since the beginning of operation - 115 thousand km;

Mileage to the Kyrgyz Republic - 400 thousand km.

For transportation, we will accept the initial data:

Departure point - Hamm (Germany);

Destination - Moscow (RF);

Weight of transported cargo - 20 tons;

The name of the cargo - dry building mixtures;

Date and time of loading - 10.08.2014, 8.00.

The time for carrying out loading and unloading operations will be taken equal to 12 hours. Also, in order to carry out customs clearance in Germany, a car with a load will need to be delivered to Dortmund. Customs clearance on the territory of the Russian Federation will be carried out in Moscow. The time for customs clearance is assumed to be 24 hours.

Direct shipping option

To develop a route, we use the AutoRout program. With this option of transportation, the car will have to move through the territory of the following states: Germany, the Republic of Poland, the Republic of Belarus, the Russian Federation. At the same time, we take into account that Germany and the Republic of Poland are included in the Schengen Agreement and therefore control is carried out only at external borders (the border of the Republic of Poland with the Republic of Belarus).

Intermodal transportation option

To develop a route, we use the AutoRout program.

We search for a ferry for transporting a car by sea on the Internet in the Google search engine. When requesting a ferry route from Germany to Lithuania, information was received that there are several routes from different ports located at different distances from the loading point. When choosing a ferry route, the fundamental criteria were such factors as the shortest distance of travel by land, the shortest travel time by ferry by sea. For further calculations, we accept the ferry route Kiel - Klaipeda, the port of departure - "Ostuferhafen", the port of destination - "International Sea Ferry".

Based on the above, we accept the following route of movement: the city of Hamm - the city of Dortmund - the port of Kiel - by land, the port of Kiel - the port of Klaipeda - by sea, the port of Klaipeda - Moscow - by land.

With this option of transportation, the car will have to move through the territory of the following states: Germany, Lithuania, the Republic of Belarus, the Russian Federation. At the same time, we take into account that Germany and Lithuania are included in the Schengen Agreement and therefore control is carried out only at external borders (the border of Lithuania with the Republic of Belarus).

The volume of taxes and fees by country

Germany

Vehicles subject to restrictions: trucks with a maximum permissible weight of more than 7.5 tons, as well as trucks with trailers.

Area affected by restrictions: throughout the entire road and highway network of the country.

Restriction time: on Sundays and public holidays from 00.00 to 22.00.

Holidays for 2014:

June (only in Baden-Wurtenberg, Bavaria, Hesse, North Rhine Westphalia, Rhineland-Palatinate and Saar);

October (only in the states of Brandenburg, Mecklenburg-Vorpommern, Saxony, Saxony-Anhalt and Thuringia);

November (only in Baden-Wurtenberg, Bavaria, Hesse, North Rhine Westphalia, Rhineland-Palatinate and Saar);

The amount of imported fuel from EU countries is not limited.

Republic of Poland

Temporary restrictions on the movement of vehicles weighing more than 12 tons on the roads of the republic are valid on the following days:

An exception is made for buses.

According to the order of the Minister of Infrastructure of the Republic of Poland, the following bans on the movement of heavy vehicles weighing more than 12 tons were introduced on the roads in May:

Similar bans associated with the "Green Christmas" will be:

Please note that some heavy vehicles are exempt from the ban, depending on the characteristics of the cargo.

Movement restrictions

Holidays

General restrictions

The area to which the restrictions apply: throughout the territory of Poland.

Restriction times: From 18.00 to 22.00 on the eve of those official holidays listed in points b-j

From 08.00 to 22.00 on official holidays listed above.

Additional restrictions:

Vehicles subject to restrictions: vehicles with a maximum authorized weight of more than 12t.

The area to which the restrictions apply: throughout the territory of Poland.

Restriction times: From the first Friday after June 18 to the Sunday before the start of the school year:

on Fridays from 18.00 to 22.00;

on Saturdays from 8.00 to 14.00;

on Sundays from 8.00 to 22.00.

Note: since August 15 is an official non-working day, restrictions apply throughout the time as in the General restrictions section

Temporary restrictions:

Vehicles subject to restrictions: vehicles with a maximum authorized weight of more than 12 tons.

Restriction time: From 11.00 to 22.00.

Note: During periods of high temperatures that may cause damage to the pavement. Such temporary restrictions may be introduced throughout the country or in certain regions. The exact start and end dates for such restrictions are announced in the media by the Director General of National Roads and Highways.

Local restrictions:

Vehicles subject to restrictions: vehicles with a maximum authorized weight of more than 16 tons.

Restricted area: Warsaw.

Time of restrictions: Every day from 7.00 to 10.00 and from 16.00 to 20.00.

Note: The ban applies to all transit vehicles with a maximum authorized weight over 16t (with the exception of vehicles providing public services in Warsaw) when moving through Warsaw. Alternative routes for transit transport are roads No. 50, 62 and 60. Exceptions are vehicles with certificate C 16. These certificates are issued to carriers by consignors. Traffic restrictions are indicated by signs.

All Polish and foreign goods vehicles used for hire and reward are subject to toll payment. Payment cards are sold at border customs points and certain stations within Poland. Daily and weekly cards can be purchased at service stations. The card must be completed by the carrier before his first trip by entering the registration number of the vehicle.

The toll card consists of two parts:

) the adhesive vignette is placed in the lower right corner of the windshield

) the control coupon is in the cab of the vehicle

Both parts of the toll card form the proof of payment. However, a payment card that is not filled out or filled out incorrectly (does not contain a vehicle registration number, or an incorrect number is entered) will not be considered proof of payment. In addition, it is forbidden to laminate the coupon. The coupon is considered invalid in case of mechanical or chemical influences on it. The penalty for an invalid coupon is PLN 3000.

The import of fuel from non-EU countries is limited to 600 liters.

Holidays:

January; February 16; March 11; April 16, 17; 1st of May; June 24; July 6; August 15, November 1; 25.26 December.

Movement restrictions

The movement of trucks on Sundays and holidays is not limited.

Import of fuel

Duty-free import of motor fuel is allowed in the amount of full refueling of fuel tanks technologically connected with the engine.

Taxes and fees

The use of certain roads in Lithuania is subject to tolls. With the exception of vehicles used in cases of natural disasters or road accidents, vehicles used for the transport of humanitarian aid, and vehicles belonging to foreign military forces, all vehicles are subject to this fee. Vehicles registered in countries with which Lithuania has concluded bilateral agreements, this fee is not charged if there is no “paid” mark on the permit.

Tolls charged on the following roads: Vilnius - Kaunas - KlaipedaVilnius - PanevezysVilnius - MinskVilnius - Varena - GrodnoKaunas - Marijampole - SuwalkiKaunas - Zarasai - DaugavpilsMarijampole - Kybartai - KaliningradPanevezys - Aristava - SitkunaiPanevezys - SiauliaiPanevezys - Pasvalys - RigaSiauliai - PalangaRiga - Siauliai - Taurage - KaliningradKlaipeda - LiepajaVilnius - UtenaVilnius - LidaVilnius - Prienai - MarijampolePanevezys bypass Siauliai bypass

The above sections of roads are marked with signs. The fee is not charged for the use of sections of these roads in settlements.

The fare is based on the maximum authorized weight of the vehicle as stated on the vehicle's registration certificate. Carriers can calculate the corresponding amount and are responsible for the correct calculation. The fee can be paid in banks (also through foreign banks) before and during the journey. After payment of the fee, a corresponding document is issued. This document, which indicates the period of validity, must be in the cab of the vehicle. Payment for 1 day is valid only for a 24 - hour period (not a calendar day). The annual fee is valid for a given year until 31 January of the following year.

Republic of Belarus

The country has temporary restrictions on the load on the axles of vehicles in relation to highways with asphalt concrete pavement at air temperatures above 25 ˚С in the period from May 20 to August 31, 2014.

Restrictions in the period from May 20 to August 31, 2014 do not apply to vehicles, self-propelled vehicles transporting passengers, live animals, flowers, humanitarian aid, concrete and asphalt mixtures, dangerous goods, perishable goods, seeds and transportation related with the prevention or liquidation of emergency situations.

List of perishable foodstuffs for road transport:

Pork and beef fat

Fish, shellfish and crustaceans

Milk fresh and pasteurized

Milk products

Butter, margarine

Vegetable oil

Fruit juices and concentrates

Frozen creams

Ready meals (pizza, etc.)

Food products transported in refrigerated trucks

The fare on the M1 (E30) motorway for a vehicle with a height of more than 2100 mm and with more than 4 axles is equal to:

point "Fedkovichi" - 15 euros;

point "Kolosovo" - 10 euros;

point "Krupki" - 10 euros;

item "Redki" - 15 euros.

According to ASMAP, in accordance with the Procedure for the implementation of temporary restrictions or the termination of the movement of vehicles on roads, approved by order of the Ministry of Transport of the Russian Federation of August 27, 2009 N 149 (entered into force on April 30, 2010), it is provided for the introduction of temporary traffic restrictions during the period of occurrence unfavorable natural and climatic conditions, in particular: in the spring:

Temporary restriction of movement in the spring does not apply to:

for international transportation of goods;

for passenger transportation by buses, including international ones;

for the transportation of food products, animals, medicines, fuels and lubricants, seeds, fertilizers, mail and postal cargo;

for the transportation of goods necessary for the prevention and (or) elimination of the consequences of natural disasters or other emergencies;

on vehicles of the Ministry of Defense of the Russian Federation.

The duration of the temporary restriction of traffic in the spring period should not exceed 30 days. The period of restriction is extended in case of unfavorable natural and climatic conditions, but not more than 10 days, with the introduction of appropriate amendments to the act on the introduction of restrictions.

Temporary restriction of traffic in the spring is carried out by installing appropriate road signs that limit the load on the axles of the vehicle.

During the introduction of a temporary traffic restriction in the spring, the movement of vehicles with or without cargo on the roads, the axle loads of which exceed the maximum permissible loads established by the act on the introduction of restrictions, is carried out

In accordance with the legislation of the Russian Federation governing legal relations in the field of transportation of heavy cargo.

Temporary traffic restrictions in the summer period are introduced in the event of a decrease in the bearing capacity of the structural elements of the highway, caused by exceeding the permissible temperatures.

Temporary traffic restrictions in the summer period are introduced for vehicles carrying heavy loads on roads with asphalt concrete pavement from June 15 to August 15 at daytime air temperatures above 32 °C.

During the summer period of temporary traffic restrictions on the roads included in the act on the introduction of restrictions, the movement of vehicles transporting heavy loads on the roads is allowed from 21.00 to 09.00.

Information about the introduction of restrictions in the spring and summer periods 30 days before the start of the temporary traffic restriction should be posted on the official website of the Federal Highway Agency (FDA) and websites determined by the executive authorities of the constituent entities of the Russian Federation (including information provided by local authorities and owners private highways).

In Russia, on February 1, 2009, the Government Decree of December 24, 2008 No. 1007 "On the collection of motor vehicles registered on the territory of foreign states" on the roads of the Russian Federation came into force.

The amount of the fee from foreign carriers for the use of the roads of the Russian Federation depends on the length of stay of the vehicle on the territory of Russia and is:

385 ros. rub. - for 1 day;

1154 grew. rub. - for 1 week;

5000 ros. rub. - for 1 month;

60000 ros. rub. - for 1 year.

This resolution does not apply to vehicles registered in the Republic of Belarus.

Travel time calculation

When working in EU and EEC countries, EU regulations regarding shift times and breaks in road transport must be observed. When traveling to, from or through AETR countries, the entire journey is subject to AETR regulations. When crossing a country outside the EU, EES or AETR, the requirements of that country must be observed. For shipments to and from such a country, EU or AETR regulations apply.

EC Countries: Belgium, Cyprus, Denmark, Estonia, Finland, France, Greece, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland, Portugal, Slovakia, Slovenia, Spain, UK, Sweden, Czech Republic, Germany, Hungary, Austria.

EES countries: Iceland, Liechtenstein and Norway.

AETR countries: Andorra, Azerbaijan, Bosnia and Herzegovina, Bulgaria, Estonia, Macedonia, Yugoslavia, Kazakhstan, Croatia, Latvia, Lithuania, Moldova, Poland, Romania, Russia, Switzerland, Slovakia, Slovenia, Czech Republic, Turkey, Turkmenistan, Hungary, Uzbekistan, Belarus.

Vehicles and trains with a total weight exceeding 3.5 tonnes are subject to the following:

The total daily travel time is 9 hours. However, no more than two shifts per week of 10 hours are allowed, and the maximum weekly working time must not be exceeded.

Driver shift: 4.5 hours. Requirement: 45 minutes break after each work shift. It is allowed to divide the break during the shift into separate periods of at least 15 minutes.

Driver's driving time limit: 56 hours (6 maximum consecutive day shifts), followed by a week's rest.

"Rest" means a continuous period of time of at least one hour freely used by the driver.

Day rest means 11 hours of rest in a 24 hour period. Daytime rest is allowed to be reduced to 9 hours no more than 3 times a week, if this is compensated, but the end of the next week.

"Weekly" rest means 45 consecutive uninterrupted hours of rest after 6 consecutive daily work periods.

The cost of road transportation can be divided into two components: conditionally constant and conditionally variable. Conditionally variable operating costs include costs that vary in proportion to the volume of traffic and the mileage of the rolling stock, in particular:

expenses for maintenance and current repair of rolling stock;

depreciation deductions for the full restoration of vehicles for which the depreciation rate is set taking into account the mileage;

consumption of fuel and lubricants;

the cost of restoring wear and repair of car tires.

In addition, such components of variable costs as payment for roads, travel expenses for drivers will be typical for international transportation.

Conditionally fixed costs include costs, the absolute value of which does not change significantly with a change in the volume of transportation, work and services, in particular:

wages of the administrative apparatus;

wages of drivers on a time basis, additional payments to drivers for class and work overtime;

costs for the maintenance and repair of buildings, premises, inventory, stationery and printing costs, other general business (overhead) costs.

In addition, international transport requires the purchase of permits.

Determination of fuel costs

Fuel costs are determined based on linear fuel consumption rates for vehicles and equipment. According to the Decree of the Ministry of Transport and Communications of the Republic of Belarus dated June 16, 2005 No. 28 “On Approval of the Instruction on the Procedure for Applying Fuel Consumption Rates for Mechanical Vehicles, Machines, Mechanisms and Equipment”, the linear fuel consumption rate is determined:

for a truck (with the exception of a dump truck) - in running order;

for a passenger car, bus and minibus - with a nominal load.

According to clause 12 of the Instruction, the "Linear fuel consumption rate" is reduced when operating a motor vehicle on road sections with asphalt concrete pavement outside the settlement (with the exception of training driving) to 15%.

According to clause 12 of the Instruction, “Increase (decrease) in the consumption rate applies both to the linear rate and to the transport work performed. In addition, according to clause 15.7. “when operating a car with a trailer (semi-trailer) or when towing a faulty vehicle, as well as a machine and mechanism, the linear fuel consumption rate increases for each ton of the weight of the trailer (semi-trailer, towed vehicle, machine or mechanism): gasoline - up to 2.0 l; diesel fuel - up to 1.3 l;

According to clause 15.8. Instructions “for a car and a road train (except for a dump truck) performing work accounted for in tkm, fuel consumption is additionally normalized for every 100 tkm: gasoline - up to 2.0 l; diesel fuel - up to 1.3 liters.

It is advisable to refuel to the maximum in a country where the cost of fuel is lower.

Shipping costs for direct international shipments

Fuel cost calculation

The linear fuel consumption rate for Scania R142H is 24.0 l/100 km.

Because the cost of fuel is the highest in Germany, then at the point of departure we will refuel on the route to the border with Poland. For a run of 598.2 km, the car will use: l. In addition to this, because the car performs the work accounted for in tkm, then we will calculate the additional fuel: l. Therefore: 143.6 + 206.9 \u003d 350.5 liters. Because the movement is carried out on roads with asphalt concrete surface outside the settlement, then the rate should be reduced by 15%: l. Then the cost of fuel will be equal to: rub.

To run a car from the German border with Poland to the Republic of Belarus, we will make a similar calculation (refueling is carried out in Poland). For a run of 676.1 km, the car will use: l. Amount of additional fuel: l. Therefore: 162.3 + 233.8 \u003d 396.1 liters. The amount of fuel, taking into account the discount: l. Then the cost of fuel will be equal to: rub.

To run the car from the border of Poland with the Republic of Belarus to Moscow, we use fuel filled in the territory of the Republic of Belarus. Let's make a similar calculation. For a run of 1082 km, the car will use: l. Amount of additional fuel: l. Therefore: 259.7 + 374.2 \u003d 633.9 liters. The amount of fuel, taking into account the discount: l.

Then the cost of fuel will be equal to: rub.

The total amount of fuel will be: 297.9 + 336.7 + 633.9 = 1267.9 liters.

The total cost of fuel will be equal to: rub.

Calculation of the cost of wages of maintenance and support workers, material costs and lubricants

For Scania R142H

Wages of repair and auxiliary workers according to the formula (1.1)

Including deductions from wages:

the cost of lubricants according to the formula (1.3)

rub.

For Schmitz SCS24L semi-trailer

wages of repair and auxiliary workers according to the formula (1.1)

rub.

material costs according to the formula (1.2)

rub.

the cost of lubricants is 20% of the cost of the vehicle-tractor rub.

Rub/km.

Then the cost of tire retreading is equal to: rub.

The semi-trailer uses 6 tires of dimension 385/65 R22.5. The cost of one tire is 2,970,000 rubles. mileage rate 178 thousand km.

expenses per year:

Green Card insurance - 630 euros;

Schengen visa - 60 euros;

current expenses;

car parking during the driver's rest (2 times) - euro or rub.;

Travel expenses. Travel expenses are paid depending on the country in which the day of stay on a business trip ends, based on the schedule, we will give the cost of travel expenses by country: Germany - 90 euros, Poland - 90 US dollars, Lithuania - 60 US dollars, Belarus - 28,500 rubles, RF - 55 USD. For this transportation: in Germany - 2 days for 90 euros, in Poland - 1 day for 90 US dollars, in the Russian Federation - 3 days for 55 US dollars.

Tariff for 1 km run:

Calculation of the cost of delivery of goods for intermodal international transportation

Calculation of fuel costs. Because the cost of fuel is the highest in Germany, then at the point of departure we will refuel to Kiel. For a run of 468.7 km, the car will use: l. In addition to this, because the car performs the work accounted for in tkm, then we will calculate the additional fuel: l. Therefore: 112.5 + 162.1 = 274.6 liters. Because the movement is carried out on roads with asphalt concrete surface outside the settlement, then the rate should be reduced by 15%: l. Then the cost of fuel will be equal to: rub.

material costs according to the formula (1.2)

rub.

the cost of lubricants is 20% of the cost of a tractor vehicle

Calculation of the cost of repair and restoration of car tires

The car uses 2 tires of dimension 315/70 R22.5 for steered axles. The cost of one tire is 3,350,000 rubles. mileage rate 178 thousand km.

Material costs for the repair and restoration of car tires (S w):

Then the cost of tire retreading is equal to: rub.

Also, for the driving axle, 4 tires of dimension 315/70 R22.5 are used for the driving axles. The cost of one tire is 3,460,000 rubles. mileage rate 178 thousand km.

Material costs for the repair and restoration of car tires (S w):

Then the cost of tire retreading is equal to: rub.

The amount of overhead costs that are not subject to calculation is equal to:

Other overhead costs include:

expenses per year:

civil liability insurance on the territory of the Republic of Belarus - 59.05 Euro;

Green Card insurance - 630 euros;

civil liability insurance on the territory of the Russian Federation - 215 euros;

Schengen visa - 60 euros;

current expenses;

car parking during the driver's rest (1 time) - 3 euros or rub.;

fee for permits - 60 USD or RUB;

travel expenses. Travel expenses are paid depending on the country in which the day of stay on a business trip ends, based on the schedule, we will give the cost of travel expenses by country: Germany - 90 euros, Poland - 90 US dollars, Lithuania - 60 US dollars, Belarus - 28,500 rubles, RF - 55 USD. For this transportation: in Germany - 3 days for 90 euros, in Lithuania - 60 US dollars, in the Russian Federation - 3 days for 55 US dollars.

The planned profit is equal to:

rub.

The cost of transportation, taking into account the planned profit:

Shipping cost including value added tax:

Tariff for 1 km run:

When considering two transportation options, the following indicators were calculated:

direct transportation option: cost price - 20025874 rubles, flight time - 129.67 hours, mileage - 2356.3 km, driving time - 29.90 hours, driver's work time, including driving time - 55.90 hours;

intermodal transportation option: cost price - 18590713 rubles, flight time - 152.17 hours, mileage - 1710.4 km, travel time - 20.88 hours, driver's work time, including driving time - 50.88 hours.

Based on the calculations and considering that the fundamental factor in choosing the transportation option is the cost, we opt for the intermodal transportation option, because the cost, and, consequently, the price is lower. This circumstance is of great importance when choosing a carrier by the customer, because its costs are reduced. However, with this type of transportation, the delivery time of the cargo increases due to vehicle downtime while waiting for the ferry, loading.

3. Improving the technology of the process of transportation of goods ChTUP "BelZarTrans"

ChTUE "BelZarTrans" installed modern satellite tracking systems for vehicles. Chips are installed on all vehicles, which, in turn, transmit signals to a computer where BelTransSputnik's tracking programs are installed.

Technologies aimed at reducing fuel consumption include various systems for monitoring the operation of rolling stock. To date, there are many options for monitoring systems for road transport. For example, the system for monitoring fuel consumption and recording the parameters of the movement of vehicles with remote control "AutoScan ASK-1", registration systems Expograph-NEXT, AutoGRAF-WiFi, MTS-Navigator, FortMonitor, AutoGRAF, SKT Piramida, BelTransSputnik, etc.

These systems have a lot in common. First, they are all based on the capabilities of GPS monitoring. Secondly, their work is based on monitoring the mileage and fuel consumption, recording the speed of vehicles, fixing the results in real time, accounting for the number of refuelings, generating statistical parameters for the operation of vehicles on the route, remote reading of data, and simultaneous monitoring of a significant number of vehicles. .

Solving the problem of draining fuel, at first glance, seems complicated and requires significant investment in the purchase and installation of special additional sensors for the GPS monitoring and control system on all departmental vehicles. On the one hand, you can count on the return of such investments in the form of net profit for a certain period of time.

The period of return of invested funds at the initial stage can be determined approximately by economic calculations. On the other hand, it is possible to reduce the initial financial costs due to the rational configuration of such a system. For this, it is proposed not to immediately install fuel level sensors.

Using the fuel consumption standards for the winter and summer periods of the year, it is possible to calculate with sufficient accuracy the actual consumption based on the actual mileage of the vehicle, taking into account the fuel consumption rates during idle loading and unloading. Real mileage - the distance traveled by the car is calculated by the server, summing up the distance between each point sent by the GPS tracker to the server of the system's computer center.

Odometer control makes it easy to control the time of stops, loading and unloading, and will make drivers refrain from speeding. This reduces all kinds of risks and liability for the driver for legal entities, as well as reduces fines.

Not many functions were installed in this program at the initial stage, but progress does not stand still, the program is constantly being improved, and new functions appear that allow you to see not only the real location of vehicles, but also control the actions of the driver. Here are some of the features:

The System "Dispatcher" has a new function "Odometer". The function is designed to enable information (mileage on the counter) by the user based on the odometer readings of cars on which the installed devices do not support connection to CAN or in cases where the car does not have CAN (on-board computer).

The entered data is compared by the System with GPS-data on mileage. Based on the deviations obtained, you can see: when and how much the driver “rewinded” or “winded up” the mileage.

Details:

Open the "Odometer" tab in the "Tools" section;

In the plate that opens, in the “subscriber” column, there is a list of the user's vehicles connected to the System. To enable information on mileage, in the "Settings" column opposite the desired car, click on the "Add record" link;

In the opened window "Adding data" we enter the information: date, time, mileage and k.-l. a comment:

4. After entering all the information to save the data, click the "Save" button:

After that, the System automatically “compares” the difference between the entered “metered” mileage on the previous date with the mileage on the last date with the difference in GPS mileage for the same period of time. As a result, in the table in the “Deviation” column, all possible identified deviations (by how much the driver “rewinded” or “winded up” the mileage) by mileage will be clearly presented.

In the functionality of the System "Optimal route" appeared:

Possibility of forming a route from more than 10 points

· the ability to save the route scheme as a separate graphic *.png file.

Details:

Open the "Control zones" section, the "Optimal route" tab;

To build a route in the "Calculation" window, press the "Calculate" button;

After that, in the "Map" window, we will see the constructed route of movement in two versions:

· “Google Service” (displayed on the map with blue lines if up to 10 points are used, if 11 or more, then the route is not displayed, and in the “Result” window there is a note: “The number of points should not exceed 10!”);

· "Service Bel Trans Sputnik" (displayed on the map with red lines);

5. Our System has the ability to print, save the scheme of the constructed optimal route. To do this, in the "Save" window, you must click on the link "For printing":

After that, a screenshot of the map of the generated "Optimal route" and the List of specified points to visit with coordinates are opened in a new browser window:

For further printing of a fragment of the map with the optimal route laid out, you must use the "Print" function of your browser: the key combination is Ctrl + P.

The Analytical satellite monitoring system "Dispatcher" has an additional feature when working with maps: the option to display filling station networks. At the moment, the option "works" with the networks of Gazpromneft and Shell. The list will grow...

Details: In the "Map" window of the "Monitoring" section, when you click on the buttons of the icon menu, and on the map, gas stations Gazpromneft, Shell and Belarusneft are displayed, respectively.

Currently, Shell filling stations are mostly represented in the EU countries, Turkey and Ukraine. The network of gas stations Gazpromneft is mostly represented in Russia and Belarus. Belarusneft - in Belarus.

In a market economy, it is important to achieve the optimal ratio of costs to the quality of service for the consumer of services, which is attracted by the minimum delivery time, maximum safety of cargo, convenience in receiving and delivering cargo and the possibility of obtaining reliable information about tariffs, conditions of transportation and location of cargo, and then it is ready. bear the corresponding costs. Transport activities should be based on the needs of the client.

The quality of delivery also implies the speed and regularity of the delivery of goods, the safety of goods during transportation and the elimination of unnecessary reloading operations.

Use of the tracking program of JSC "BelTransSputnik". behind vehicles, will allow our company to save on constant phone calls to the driver about his location (as the customer asks for information about the location and the earliest arrival of the cargo at its destination), and also eliminates the possibility of unplanned flights and fuel drain.

Conclusion

However, after analyzing the whole range of possible requirements for transportation by the transport employer, the direct transportation option is preferable in cases of limited delivery times, such as perishable goods. It is also preferable when transporting oversized, heavy and dangerous goods, the transportation of which by ferry is not possible for technical or safety reasons.

As for the enterprise we are considering, since. it uses standard rolling stock, i.e. a truck tractor and a tilt semi-trailer, therefore, it is more expedient to use an intermodal delivery scheme. At the same time, some factors should be taken into account, such as, for example, queues for the ferry, the timeliness of purchasing permits to move through the territory of Lithuania. All this requires proper planning, clarity in the work of the entire structure of the enterprise, in order to be able to plan a trip in advance, book seats on the ferry in advance, which will provide additional savings in the cost of transportation by sea.

The cost of providing services for the transportation and storage of goods are interrelated and should be considered as complementary to one another. Improving delivery efficiency reduces storage requests, and increasing storage efficiency in warehouses ensures high safety of goods while waiting for transportation. Weather conditions can also significantly affect the final cost of the cargo being transported, i.e. the planned speed of the vehicle may decrease, up to its stop, which will accordingly cause costs and change the cost of the cargo upwards.

To this end, the design of progressive technology and the organization of cargo transportation is a complex task, the correct solution of which largely depends on the performance of enterprises. As a result of the design for the given conditions, a high-performance and economical scheme of mechanization should be selected, the necessary technical and labor resources should be determined, the technology of loading and unloading operations should be developed, and technical and economic indicators should be calculated. For the most optimal transportation of goods, it is necessary to fully know all the details of the transportation of specific types of cargo, to have a modern material and technical base and qualified employees.

Also, depending on the type of cargo being transported, such a technology of transportation and transshipment process should be developed, which determines the specific method of performing work on a given mechanized line, indicating the direction of cargo movement, the composition and methods of performing operations, devices and the procedure for their use, the number of workers employed, their arrangement by links, and also indicates the necessary rigging and separation materials for the direct transportation of goods, which in turn should be economically feasible and beneficial for both the carrier and the shipper.

It can be concluded that transport is an integral element of the infrastructure. It is characterized by all the signs of infrastructure, and first of all, such a sign as the production of services. For transport, although it belongs to the branches of material production, does not produce products in material form, but only increases the cost of products, delivering them to the place of consumption. In different industries, the share of transportation costs in the cost of production is different, for certain types of cargo it ranges from 1% to 40%.

Based on this, it can be argued that the funds spent on the development of transport will be fully returned and will give huge profits to both the owners of transport companies and the state to which they pay taxes.

transport sale foreign trade transportation

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