However, when analyzing overhead costs more deeply, keep in mind that the assumption made will not always be accurate. For example, an increase in vehicle-hours of work will cause a slight increase in the number of drivers and repair workers, which means an increase in labor protection and safety costs, an increase in the shift of rolling stock or the number of vehicle-days of work causes an increase in costs for travel forms, a slight increase in clerical costs. , postal, telephone and other expenses. Therefore, that part of the overhead costs that depends on the vehicle-hours of work is adjusted, taking these planned costs per 1 vehicle-hour of work and multiplying them by the reported vehicle-hours of work.
The book covers the technical and economic features of railway transport, management organization, planning of freight and passenger transportation, rolling stock operation, capital investments and repairs, as well as labor. The content of expenses, tariffs, income, profit and profitability is revealed, and an analysis of the work of roads is given.
Indicators of the volume of work of rolling stock are also used in calculating and analyzing the cost of production of railway and road transport and to determine the quality indicators of the use of rolling stock. For example, freight work is used to determine car turnover, car-axle-kilometers-flight, average daily mileage, train composition.
The dependence of costs on the average distance of transportation in the conditions of mainline railway transport is revealed by direct accounting and distribution of costs between the initial, final and movement operations of the transportation process. To distribute costs, separate records are kept of the necessary meters for the operation of rolling stock, fuel consumption and electricity for traction. Network and road reporting separately records the operation of train and shunting locomotives. Together with a detailed accounting of the main costs of transportation, this makes it possible to carry out appropriate analysis.
For factor analysis and planning of expenses in railway facilities, information on the reported and planned values of transportation costs, data from cost calculations, information on the degree of implementation of the plan for the volume of transportation (including external, internal and special), data on the value of mobile performance meters should be used. composition (locomotive-hours, car-days), the level of its use, a number of information that should come in the form of certificates from services (sections) and regions.
In oil refineries, process units typically operate continuously at a uniform load. For each calendar period (month, quarter, year), the number of days of work and stops for scheduled maintenance is planned. Violation of the work schedule may occur due to interruptions in the supply of raw materials, non-supply of rolling stock for the removal of products and accidents. When analyzing the rhythm of plant operation, the operation of each installation should be considered, paying special attention to shutdowns due to accidents.
Taking into account the use of rolling stock on the access roads of industrial enterprises is the most important factor for analyzing the transport services of an enterprise, the work of a railway workshop and developing measures to reduce transport costs for production.
Reducing the time spent by wagons under cargo operations leads to faster wagon turnover. Improving the use of capacity and carrying capacity of wagons through the use of rational methods for placing goods in them makes it possible to transport more goods with the same fleet of wagons and fewer trains. This creates real prerequisites for reducing transport costs, reducing production costs and increasing labor productivity. Therefore, the selection of options for organizing loading and unloading operations and the design of regulatory materials must be carried out especially carefully based on a comprehensive analysis of production capabilities, the use of advanced techniques and labor methods when loading and unloading each cargo, the use of advanced technology and rational methods of loading rolling stock, and the establishment of clear interaction between all links of the loading or unloading process, etc.
For example, in the practice of motor transport enterprises, very often the load capacity utilization factor y is not calculated taking into account the types of cargo and the type of rolling stock used for their transportation, but its average value is taken from the tariff book. This allows for significant inaccuracy in planning and analysis. Firstly, it should be firmly remembered that the class of a particular cargo is determined by the value of the load capacity utilization factor. and not vice versa.
The average length of a trip with cargo is significantly influenced by the carrying capacity of the rolling stock. When operating heavy-duty vehicles over long distances, the average travel length with cargo is less than the average distance for transporting 1 ton of cargo, and vice versa, when working over shorter distances, the average travel length is greater than the average distance for transporting 1 ton of cargo. In order not to make mistakes in calculations both when drawing up a plan and when analyzing the work of a motor transport enterprise, you need to remember the following: if in the calculations the average distance of transportation of 1 ton of cargo is used, then in all calculations where this is required, you should take the nominal carrying capacity of the rolling stock and the coefficient static use of carrying capacity, if you use the value of the average length of a trip with a load, you should take the rated carrying capacity and the dynamic coefficient of utilization of carrying capacity.
The increase in costs for improving the conditions for performing maintenance, repair and storage of rolling stock creates the prerequisites for improving the quality of maintenance and repair of rolling stock and increasing the rates of technical readiness and production of vehicles on the line. How these opportunities were used should be shown by an analysis of the balance of vehicle days, as well as an analysis of the implementation of the vehicle maintenance and repair plan.
A deviation in the percentage of materials used in one direction or another from 100% is caused by numerous reasons: changes in the number of vehicles on the list, the structure of the vehicle fleet, the degree of use of rolling stock for work on the line, average daily mileage, changes in fuel and material consumption rates, savings or overruns, etc. Subsequent the stages of analysis should help to identify how materials were used and what reasons caused deviations in the reported data from the planned ones.
With the help of d) it is possible to evaluate the work of the operation service of various transport vehicles, i.e. compare the level of organization of the transport process for a wide variety of working conditions. This is the meaning of the penultimate stage of economic and statistical analysis - comparison of the activities of individual divisions. Moreover, the quantitative change in all indicators should always be linked to the material interest in fulfilling the increased standard by each member of the team and the enterprise as a whole. This is largely facilitated and obligated by the new system of planning and economic incentives. Enterprises began to operate steadily and rhythmically. The principles laid down in the economic reform immeasurably increased the interest of each team member in the results of the activities of their enterprise. The increased material interest of employees in the results of the enterprise’s activities increases their responsibility for completing tasks, contributes to the strengthening and improvement of internal calculations in the columns and in all divisions of the ATP. Freight flows are being studied more closely and in more detail, the organization of the transport process, maintenance and repair of rolling stock is being improved, various forms of daily publicity of operational accounting, income, expenses and
The considered examples show that the analysis and economic assessment of any measure to improve the use of rolling stock or permanent devices on the scale of a railway section or the network as a whole cannot be given in isolation for individual links of the transportation process. It is necessary to consider any change in a single unit of operational work in connection with the entire transportation cycle.
In the first case, the growth of transportation is considered within the limits of available capacity with stable quality indicators of the use of rolling stock and standards. It is required to determine only the change in expenses that will be reflected in the annual report of a given year. In this case, some motion-dependent expenses, namely those that will be incurred after a certain period outside the given year, will not change and, therefore, will fall into the motion-independent category. Thus, with an increase in the volume of transportation, the wear of the superstructure of the track increases and the service life of sleepers and other materials of the superstructure decreases. However, the program for a single change of track superstructure materials established for a given year when the annual transportation plan is overfulfilled or underfulfilled is not revised and the costs associated with changing these materials will not change in a given year. Increases or decreases in these expenses due to changes in the work of a given year will be reflected in subsequent years. The amount of costs that do not depend on the size of traffic when solving problems of this nature varies on roads from 55 to 65% of the total amount of operating costs (annual version of the analysis).
The described homograms, winners and Explanations for them do not cover the entire range of issues related to planning and analysis of the work of a motor transport enterprise. However, the proposed nomograms, theory and practical advice on their construction will help improve the existing system of planning and analysis, standardizing the use of technical means , will increase the profitability of the rolling stock of road transport.
Thus, while the plan for freight turnover was exceeded by 2.9%, the plan for gross ton-kilometers in freight traffic was exceeded by 4.7%, and in train-kilometers by 3.0%. Thus, the work of the rolling stock is overfulfilled to a greater extent than the freight turnover plan, which causes additional unnecessary operating costs. As a more detailed analysis showed, this situation arose as a result of the fact that the plan for operational ton-kilometers was exceeded by a greater amount than for tariffs. The gap between operational tariff tonne-kilometers increased to 4.57% instead of 3.8 as planned. As a result, the road performed excess operating ton-kilometers in the amount of 5,172 million. To determine the excess work in gross ton-kilometers, it is necessary to establish a planned gross factor and multiply the excess operating ton-kilometers by it. This coefficient on the road in question is 157,937,93,650 = 1.66. Consequently, the excess work of the rolling stock amounted to 5,172-1.66 = 8585 million tkm gross. Excess train-kilometers are determined as the quotient of excess gross ton-kilometers (8,585 million) divided by the average gross weight of a freight train (2,515 tons). In our example, they will amount to 3,413 thousand. The excess mileage of the cars is accordingly determined by dividing the excess operational ton-kilometers (5,172 million) by the dynamic load on the axle of the car of the working fleet (8.87). In our example, it is equal to 594,400 thousand car-axle-kilometers.
Before proceeding with a detailed analysis of the implementation of the transportation plan, you should check what organizational and technical measures for better use of rolling stock (use of trailers, mechanization of loading and unloading operations, reduction of vehicle mileage without cargo, elimination of unproductive losses, etc.) those planned for implementation in the analyzed period have been fulfilled and which have not been fulfilled.
Characteristics of the work. Regeneration and fine cleaning of used oils. Regeneration of polyster brushes and lubricants for rolling stock axle boxes. Regeneration of acetone by evaporation method. Selecting the equipment layout, the necessary materials and establishing a regime for cleaning and regenerating oils depending on the degree of contamination and aging of the oil. Establishing a drying mode for silica gel, bleaching earth, and active aluminum oxide before loading them into the equipment. Determining oil quality without oil analysis. Conducting an abbreviated physical and chemical analysis of the oil. Determination of the degree of oil recovery. Improving the performance properties of oils by introducing additives and mixing. Purification of oils in devices under electrical voltage. Centrifugation of oils with a vacuum centrifuge. Flushing the oil with water. Steam heating of oil and drying it under vacuum with spraying. Breakdown test of transformer oil. Start-up and commissioning of oil purification machines, devices and participation in their repair.
The section Technical planning and regulation of transportation contains basic data on the development of a technical plan for departments, roads and the network as a whole, including calculations of the most important quantitative and qualitative indicators of the use of rolling stock, materials on the regulation of loading and transportation and operational planning of station and cargo work of departments and expensive Particularly highlighted in this section are the issues of dispatch control of train movement and analysis of operational work.
Introduction
Chapter 1. State of the issue and research objectives 8
1.1 Study of the current structure of motor transport enterprises 8
1.1.1 Basic principles of forming a fleet of a motor transport enterprise 8
1.1.2 Analysis of operational efficiency indicators of the vehicle fleet 9
1.2 Analysis of existing approaches to improving the functioning of ATP 13
1.2.1 Analysis of directions for improving the functioning of the ATP 13
1.2.2 Analysis of methods for improving the efficiency of ATP functioning 15
1.3 Conclusions, objectives, object and subject of research 43
Chapter 2. Theoretical substantiation of the methodology for choosing a rational structure of the rolling stock of auto transport enterprises 47
2.1 Justification for choosing a methodology for improving the structure of the rolling stock of motor transport enterprises 47
2.2. Formation of a mathematical model for improving the functioning of motor transport enterprises 50
2.3 Methodology for choosing a rational structure of the rolling stock of motor transport enterprises 57
CHAPTER 3. Methods of functional analysis of an auto transport enterprise 69
3.1 Goals and stages of experimental research 69
3.2 Methods of data collection and primary processing 69
3.3 Methodology for forming a mathematical model of a motor transport enterprise 73
Chapter 4. Results of assessment and development of measures to improve the functioning of the transport service of the state educational institution “Orenburg State University” 86
4.1 Analysis of the operating efficiency of the rolling stock of the Transport Service of the state educational institution "Orenburg State University" 86
4.1.1 Characteristics of the structure of the rolling stock of the transport service of the State educational institution "Orenburg State University" 87
4.1.2 Analysis of the activities of the transport service of the State educational institution "Orenburg State University" 90
4.2 Formation of the initial data matrix 93
4.3 Selection of a rational structure of the rolling stock of the transport service of the State educational institution "Orenburg State University" 95
4.4 Evaluation of the effectiveness of the results obtained 100
4.4.1 Calculation of costs for operating the rolling stock of the transport service of the State educational institution "Orenburg State University" 100
4.4.2 Results of implementation 109
Conclusion 111
List of sources used
Introduction to the work
Relevance. The development of sectors of the state's economy depends on the efficiency of the organization of transport work, which consists in the transportation of goods and passengers. In the context of constantly changing demand for one or another type of transportation, the problem arises of adapting the structure of the rolling stock of a motor transport enterprise to external dynamic conditions, which are characterized by variations in the needs for transportation of various types, as well as requirements for the production and technical base, the cost of fuels and lubricants, and energy resources. , vehicles and equipment.
The variety of types and volumes of transportation predetermines the use of appropriate types and quantities of rolling stock of a motor transport enterprise, ensuring, under given operating conditions, the maximum volume of transportation with minimal costs.
The goal of optimizing the structure of rolling stock is to increase the competitiveness of a motor transport enterprise, which is determined by its ability to carry out transport work at minimal costs. The solution to these and other problems of ensuring the effective functioning of a motor transport enterprise at the present stage can be successfully implemented only through the use of modern high-tech information technologies, which are based on the achievements of domestic and foreign scientists. The currently existing methods for optimizing the structure of the rolling stock of a motor transport enterprise do not have sufficient flexibility in relation to external changing conditions.
In connection with the above, scientific research aimed at improving the functioning of a motor transport enterprise based on the formation of a rational structure of rolling stock is relevant.
5 Connection of the research topic with the plan of basic scientific research- research works. The work was performed in accordance with:
With the concept of “State transport policy of the Russian Federation
deration" (approved by Decree of the Government of the Russian Federation dated September 8, 1997 No.
1143);
With the directions of the federal target program “Modernization
transport system of Russia (2002 - 2010)" (approved by the Resolution
issued by the Government of the Russian Federation on December 5, 2001. No. 848).
Goal of the work- increasing the efficiency of the operation of the ATP on the basis of program-target planning when choosing a rational structure of the substation.
To achieve this goal, it is necessary to solve the following tasks:
analysis of existing methods for optimizing the structure of the rolling stock of a motor transport enterprise;
formation of a mathematical model of the relationship between performance indicators of a motor transport enterprise and the structure of its rolling stock;
development of an algorithm for selecting a rational structure of the rolling stock of a motor transport enterprise;
experimental study of the adequacy of mathematical modeling;
Determination of the rational structure of modern rolling stock
small motor transport enterprise and development of a model of its functioning
laying;
assessment of the economic efficiency of developed methods for increasing the efficiency of a motor transport enterprise.
Object of study- the process of functioning of a motor transport enterprise.
Subject of study- patterns of formation of a rational structure of the rolling stock of a motor transport enterprise.
Scientific novelty consists in theoretical justification and development:
methods for optimizing the structure of the rolling stock of a motor transport enterprise, based on the use of the provisions of sensitivity theory and allowing to determine the influence of the structure of the rolling stock of a motor transport enterprise on the cost of a unit of transport operation;
Algorithm for choosing a rational structure of the rolling stock of a motor transport enterprise;
a mathematical model of the functioning of a motor transport enterprise, which establishes the relationship between the cost of a unit of transport operation and the structure of the rolling stock.
Practical significance of the work. The results obtained make it possible to increase the efficiency of the functioning of a motor transport enterprise by choosing a rational structure of rolling stock, taking into account the specifics of transport work and changes in the nature and volume of traffic.
Implementation of work. The results of the work performed are used in the functioning of Orenburggazpromtrans LLC, the transport service of the State Educational Institution of Higher Professional Education "OGU", as well as in the educational process of Orenburg State University in the preparation of certified specialists in specialties 190601 and 190702.
Approbation of work. The results of the work were discussed and approved at the sixth and seventh Russian scientific and technical conferences “Progressive technologies in transport systems” (Orenburg, 2003, 2005); at scientific and practical seminars of the departments of technical operation and repair of cars and road transport of OSU (2002...2006).
Workload. The dissertation consists of an introduction, four chapters and general
7 conclusions presented on 130 pages of typewritten text, including 28 figures, 12 tables. The list of sources used includes 112 items. Applications are designed on 8 pages.
Provisions for defense:
Mathematical model of the functioning of a motor transport enterprise
yatiya;
methodology for optimizing the structure of the rolling stock of a motor transport enterprise;
algorithm for selecting a rational structure of the rolling stock of a motor transport enterprise based on gradient methods for optimizing complex systems and the Pareto-Lorentz method;
results of an experimental study of the influence of the structure of rolling stock on the cost of a unit of transport operation.
Study of the current structure of motor transport enterprises
The formation of the structure of a motor transport enterprise is based on the principles of organizing the transportation of goods and passengers. The main tasks of a motor transport enterprise when organizing transportation are: meeting the needs of customers in road transportation with the greatest efficiency; ? providing a high level of customer service; ? implementation of existing transportation plans; ? efficient use of vehicles, increased labor productivity, maximum reduction of transportation costs; ? systematic profit making.
The efficiency of the functioning of a motor transport enterprise must be ensured by: - coordination of the work of all departments and employees of the motor transport enterprise; -optimal organization of movement; -delivery of goods in the shortest possible time; -effective use of rolling stock; -traffic safety; -profitability of transportation.
Analysis of literary sources made it possible to identify measures for organizing the transportation of specific goods and passengers.
Motor transport enterprises must operate in such a way as to ensure timely and high-quality provision of transport services to the customer. However, practice shows that currently most existing motor transport enterprises operate according to the model of enterprises of the late 50s of the last century. The study of the existing model for the formation of the structure of the rolling stock of a motor transport enterprise in a given period of time, in conditions of tough market relations, is not effective.
Modern motor transport enterprises are complex complexes. Ensuring their normal functioning requires special methods for increasing operational efficiency, based on comprehensive (systemic) optimization of socio-economic and technical characteristics.
Therefore, the topic of scientific research aimed at developing modern methods for optimizing a motor transport enterprise, based on the latest information technologies, is relevant.
The efficiency of the transport work performed by the rolling stock of a motor transport enterprise is assessed by its technical and operational indicators. Conventionally, these indicators can be divided into two groups:
The first group is indicators characterizing the degree of use of rolling stock (coefficients of technical readiness, use of vehicles, carrying capacity, mileage, average travel distances, average transportation distances, downtime for loading and unloading, technical and operational speeds).
The second group is indicators of the performance of rolling stock (number of riders, total transportation distance, volume of transportation, transport work). The indicators are determined using the following formulas given in Table 1.1.
The choice of vehicle brand and number of vehicles for transportation is largely determined on the basis of calculation of technical and operational indicators.
Justification for choosing a methodology for improving the structure of the rolling stock of motor transport enterprises
Program-target planning is one of the types of planning, which is based on the orientation of activities towards achieving set goals. In fact, any planning method is aimed at achieving specific goals. But in this case, the basis of the planning process itself is the definition and setting of goals, and only then the ways to achieve them are selected.
Program-target planning is built according to the logical scheme “goals - paths - methods - means”. First, the goals that must be achieved are determined, then the ways to implement them are outlined, and then more detailed methods and means are outlined. Ultimately, having set some goals, the organizer develops a program of action to achieve them. It follows that the peculiarity of this planning method is not just forecasting the future states of the system, but drawing up a specific program to achieve the desired results. That is, the program-target planning method is “active”; it allows not only to observe the situation, but also to influence its consequences, which distinguishes it from most other methods.
A feature of program planning is also the way it influences the planned system. The focus is not on the system itself, its constituent elements and the existing organizational structure, but on the management of program elements and program actions.
From the provisions discussed above, it follows that the key concept of program-target planning is the program. A program is a set of measures to implement strategies. In turn, the system of strategies and goals achieved with their help is nothing more than a plan. Thus, the duality of program-target planning is confirmed, namely the combination of planning and actual influence on economic indicators.
As already mentioned, the first stage of program-target planning is goal setting; at subsequent stages, ways and specific ways to achieve them are developed. Let's look at this procedure in more detail.
Setting goals with the program-target planning method represents the formation of a “tree of goals”. Then, in accordance with it, a system of measures to implement the goals is determined, called a targeted comprehensive program. To implement it, a special control system is built that delivers program tasks to specific performers and controls their implementation. The organizational structure of this system is determined, therefore, by the “tree of goals”, the composition of performers and the content of the program.
Thus, we have identified another element of program-target planning - the structure of the system, including (in our case) rolling stock. Its construction is, in fact, the basis on which the execution of the program is based. Those. planning a solution to any problem using the program-target method largely comes down to the formation of a rational structure of a motor transport enterprise. Let's consider its main stages. Formation of a general structural diagram of the system and its main characteristics (composition stage). Development of the composition of divisions and the main connections between them (structuring stage). Development of quantitative characteristics of the organization’s structure (in our case, rolling stock), establishment of the order of its activities (regulation stage).
Moreover, the first stage is of fundamental importance, since it determines the structure of the organization. It defines the system of goals and objectives of the organization, its type and legal status, degree of independence, boundaries of activity, composition of functions. At the second and third stages, more detailed parameters of the system are established (including the rolling stock of the motor transport enterprise).
The theory of planning and building systems to solve new problems should be based on an analysis of the practice of creating and functioning of existing systems. The main difficulty is to identify, among the many isolated facts and observations of various specialists, some key provisions and patterns that are common to the planning and construction of all types of systems. Among them are the following: Formation of the structure of the system is a multi-stage process. A necessary condition for starting planning and then creating the system under consideration is the presence of a certain social need, that is, a problem that needs to be solved. However, one need is not enough; certain conditions and guarantees are also needed: economic, legal, social, technical and others, in order to provide the system with the necessary stability.
Solving emerging problems does not necessarily require creating new systems. Many problems can be successfully solved within existing systems. Usually, for this purpose, a special set of measures (program) is developed and regulations or orders are prepared obliging the relevant systems to perform the new functions assigned to them. Control over the implementation of such a program is carried out by the organization designated as the lead organization on this issue.
Analysis of the operating efficiency of rolling stock of the Transport Service of the state educational institution "Orenburg State University"
A motor transport enterprise of the transport service of the State educational institution "Orenburg State University" was chosen as the object of research. The activity of the motor transport enterprise of the transport service of the State educational institution "Orenburg State University" is to qualitatively and timely meet the needs for transport work of the departments of the Orenburg State University with minimal costs. In this regard, certain restrictions are imposed on the organization of transport work related to the development strategy determined by the parent enterprise, as well as the scheme of interaction with divisions of the State educational institution "Orenburg State University". In accordance with the developed mathematical model, improving the operating efficiency of a motor transport enterprise is aimed at reducing the cost of operating vehicles, and thereby reducing the cost of a unit of transport operation. Characteristics of the structure of the rolling stock of the transport service of the State educational institution "Orenburg State University"
The rolling stock of the transport service of the State educational institution "Orenburg State University" consists of cars, trucks and buses. The brand distribution of the rolling stock of the transport service of the State educational institution "Orenburg State University" is presented in Figures 4.1..4.3.
Having analyzed the diagram in Figure 4.4, it can be noted that the vast majority of the fleet are cars manufactured in 1997 and 1998. This increase in cars manufactured in 1997 - 1998 can be explained by the fact that during this period the fleet of the Strela Production Association and Orenburg State University was merged into a common structure.
An analysis of the activities of the transport service of the State educational institution "Orenburg State University" was carried out for the period from 1999 to 2005. Figure 4.5 shows the dynamics of transport work during the period under study.
The park-wide mileage was used as an indicator of the transport work of the transport service of the State educational institution "Orenburg State University". Mileage registration was carried out based on the analysis of the rolling stock mileage log. Analysis of the activities of the transport service of the State educational institution "Orenburg State University"
To analyze the production and economic activities of the transport service of the State educational institution "Orenburg State University", the financial and economic information of the enterprise for the period from 1999 to 2005 was reviewed.
The volume of transport work for the transportation of goods and passengers in conventional physical terms is measured in reduced ton-kilometers. It is defined as the sum of the value of freight turnover of transport and the value of passenger turnover, expressed in given ton-kilometers. The need to calculate the indicator of reduced transport production is due to the fact that both cargo and passengers are simultaneously transported along the same routes and by the same means. P.p.t.
used to calculate the productivity indicator of workers involved in transportation and the cost of production. Since the motor transport enterprise is mixed, it is necessary to use an efficiency indicator that takes into account the transport work performed by different types of rolling stock.
Distribution of the cost per unit of transport operation of the transport service of the State educational institution "Orenburg State University" by year.
To analyze the structure of the OSU vehicle fleet, the rolling stock is divided into ten groups depending on the type of vehicle.
Characteristics of the structure of the rolling stock of the transport service of the State educational institution "Orenburg State University"
In connection with the above, the cost per unit of transport operation was selected as an optimization parameter - costs per kilometer of total mileage. This indicator allows you to evaluate the efficiency of the transport operation of a mixed fleet. In Fig. 4.6 - 4.9 show the performance indicators of the transport service of the State educational institution "Orenburg State University" for 1999 - 2005.
As can be seen from Figure 4.6, the costs of transport work are growing throughout the entire study period. Accordingly, the cost of a unit of transport operation also increases (Figure 4.7) Figure 4.7 - Distribution of the cost of a unit of transport operation of the transport service of the State educational institution "Orenburg State University" by year.
Analyzing Figure 4.2, it can be noted that during the period under review, the cost of a unit of transport operation increased. This means, in our opinion, that the potential of the enterprise was used inappropriately or incompletely.
Despite the constant increase in the cost of a unit of transport operation, (Figure 4.2.) there is a tendency to increase the volume of cargo turnover.
To analyze the structure of the OSU vehicle fleet, the rolling stock is divided into ten groups depending on the type of vehicle. The distribution of cars by groups is presented in Table 4.1.
To ensure the significance of the regression coefficients, a quarterly breakdown of the number of rolling stock was made. The values of the cost of a unit of transport operation and the number of vehicles in groups were taken as initial data.
Next, the initial data is processed (normalization, centering) according to formula (4.1). Then a matrix of paired correlations is generated (Table 4.3) XJi - XP Xj (4.1) where Xj is the centered value; xjt - existing value; X. - mathematical expectation of the value. To do this, data on the functioning of the transport service of the State educational institution "Orenburg State University" was processed using the algorithm described in the third chapter.
In accordance with the developed algorithm, the groups of rolling stock that make the greatest contribution to the cost of a unit of transport operation were determined using the principal component method.
4.3 Selection of a rational structure of the rolling stock of a motor transport enterprise of the transport service of the State educational institution "Orenburg State University"
Establishing the relationship between the cost of a unit of transport operation and the structure of the rolling stock of the transport service of the State educational institution "Orenburg State University" was carried out in two ways. First, a regression equation is established on all components, represented by the expression (4.2) Fo6uf=10.26379 - 0.04392-Ni - 0.02967-Nj - 0.02971 -N3 + 0.03907-N4 +0.00037-N5 + 0 .02190-N6+0.03838-N7- (4.2) 0.00006-N8 +0.03813 -N9+0.05289 -Nw. where Ni ... Nw is the number of cars in the i - group. The relative error of the model was 28%.
When implementing the principal component method, groups of vehicles were obtained that have the greatest impact on the cost of a unit of transport operation (groups 9, 6, 8 in Figure 4.10).
Group 1 - especially small class passenger cars; group 2 - small class passenger cars; group 3 - middle class passenger cars; group 4 - large class passenger cars; group 5 - small class buses; group 6 - middle class buses; group 7 - large class buses; group 8 - light-duty trucks; group 9 - medium-duty trucks; group 10 - heavy-duty trucks.
Currently, Batyrevskaya MTS LLC has about 900 units of equipment: lifting, earth-moving mechanisms, freight and passenger transport. The structure of the ATC rolling stock is shown in Table 1.
Table 1. Rolling stock of Batyrevskaya MTS LLC
Batyrevskaya MTS LLC has at least 2 workshops at each site, equipped with modern equipment to carry out a set of all necessary preventive, diagnostic and repair work to maintain existing equipment, and also ensures the supply of necessary operating, repair materials and spare parts.
The number of rolling stock at the end of 2014 is indicated in Table 2.
Table 2. Availability of own rolling stock at the end of 2014
|
Line no. |
Number of total, units. |
Including technically sound ones |
From column 3 for car trailers - total load capacity (t); For buses - passenger capacity (seats) |
|
|
Trucks - total |
||||
|
Incl. onboard cars |
||||
|
Dump trucks |
||||
|
Cargo vans |
||||
|
Refrigerators |
||||
|
Tanks |
||||
|
Timber trucks |
||||
|
Other body design |
||||
|
From the line 100-piece tractors |
||||
|
From line 100-load. auto (petrol) |
||||
|
Only diz. fuel |
||||
|
Natural gas |
||||
|
Other fuels |
||||
|
Pickups and light. vans |
||||
|
Passenger buses |
||||
|
Buses (petrol) |
||||
|
Only diz. fuel |
||||
|
Natural gas |
||||
|
Other fuels |
||||
|
Light cars (taxi, service) |
||||
|
Semi-trailers for tractor units coupled with them and spare ones |
||||
|
Of which semi-trailers-container carriers |
||||
|
From line 100 - trucks, equipped for transportation of op.gr. |
To be filled out regardless of the number of cars on the organization’s balance sheet.
The use of rolling stock at the end of 2014 is shown in Table 3.
Table 3. Use of freight rolling stock for 2014
|
Line no. |
The value of the indicator |
|
|
The presence of vehicles at the disposal of the enterprise - total, vehicle-day (in whole numbers) |
||
|
Including at work |
||
|
Freight transported (including trailers) - total thousand. |
||
|
Including on a commercial basis (for a fee) for enterprises, organizations and individual shippers. |
||
|
Freight turnover (incl. trailers) - tons-km |
||
|
Including those carried out on a commercial basis for enterprises, organizations and individual shippers. |
||
|
Total mileage for the reporting year - total, you km |
||
|
Including mileage with cargo |
To be filled out regardless of the number of cars owned by the organization, whether owned, rented or under a leasing agreement.
Table 4. Transportation of goods and cargo turnover of dangerous goods by trucks
|
Indicator name |
Line no. |
Dangerous goods transported from line 220, tons |
From line 230 - cargo turnover of dangerous goods, ton-km |
|
Dangerous goods - total |
|||
|
Including explosives and products |
|||
|
Flammable liquids |
|||
|
Flammable solids, self-reactive substances and solid desensitized explosives |
|||
|
Things capable of spontaneous combustion |
|||
|
Substances that emit flammable gases when in contact with water |
|||
|
Oxidizing substances |
|||
|
Organic peroxides |
|||
|
Toxic things |
|||
|
Infectious substances |
|||
|
Radioactive things |
|||
|
Corrosive substances |
|||
|
Other dangerous goods |
Table 5. Non-public roads
When analyzing the structure of rolling stock, the following conclusions can be drawn:
- a) When considering the general structure of the park, it can be noted that the park of the CJSC Firm “August” is huge and very wide in specialization. The company has dump trucks, flatbed vehicles, truck tractors, cargo vans, and cars.
- b) If we consider the structure of the fleet by year of manufacture (see Appendix 3), it is clear that most of the equipment has been in operation for 8-12 years. Currently, the company has interests in replacing rolling stock; for this purpose, various meetings are being held with representatives for the sale of equipment, but so far these are only intentions.
As a manuscript
Candidate of Economic Sciences
Moscow-2012
The work was carried out at the Federal State Budgetary Educational Institution of Higher Professional Education "Moscow State University of Transport" (MIIT).
Scientific director: Candidate of Economic Sciences, Head. Department of “Corporate Management” of the Federal State Budgetary Educational Institution of Higher Professional Education “Moscow State Transport University” (MIIT)
Official opponents: Doctor of Technical Sciences, Professor, General Director of Transport and Logistics Problems" VINITI RAS
Candidate of Economic Sciences, Associate Professor of the Department of Economics, Finance and Transport Management of the Federal State Budgetary Educational Institution of Higher Professional Education "Moscow State Transport University" (MIIT)
Lead organization: Samara State Transport University (SamGUPS).
Scientific Secretary
Dissertation Council,
Doctor of Economic Sciences, Professor
general description of work
Relevance of the problem and purpose of the study. Reforming the railway transport of the Russian Federation has one of the main tasks - improving the quality of transport services to consumers and sectors of the country's economy while complying with the requirements for the availability of transport services provided, ensuring the reliability and safety of transportation.
In accordance with the Structural Reform Program, new business entities have appeared on the railway transportation market - operators of their own and leased rolling stock. The formation of the institute of operators determines the need to revise existing schemes of interaction between participants in the transport market, develop and implement fundamentally new approaches to organizing the transportation process, the implementation of which will allow solving the problem of optimizing the operational activities of railways and ensuring the transportation of goods in new economic conditions.
The increase in the number of owners of freight cars independently operating their own fleets has led to a decrease in the productivity of cars and caused an increase in the load on the railway transport infrastructure. Further growth of the car fleet on the railway network in conditions of limited throughput and processing capabilities of the infrastructure makes their effective use unattainable and leads to a deterioration in the operational performance of railways.
The issue of increasing the efficiency of railway transport during the period of industry reform is represented by a wide range of scientific works. At the same time, the issues of interaction between participants in the transportation process when transporting goods using private cars have not been fully worked out, which is due to the short time period since the creation of a competitive sector in the provision of rolling stock.
Insufficient knowledge of the issues and poor methodological elaboration of the organization of freight transportation in the conditions of using a private fleet of cars determines the purpose, objectives and relevance of the chosen topic of dissertation research.
Purpose of the study. Based on an analysis of the interaction of transport market entities, propose a system of indicators for assessing the effectiveness of the use of private rolling stock by a transport company.
The implementation of this goal required the solution of the following specific tasks:
Identify trends in organizational changes in the sales management system for railway transport services in the field of freight transportation;
Conduct an analysis of the technological scheme of interaction between transport market entities when providing services for the transportation of goods by rail;
To propose alternative models of interaction between a transport company – the owner of the infrastructure and operators of its own rolling stock;
Conduct an analysis of the distribution of income between participants in the transportation process according to the proposed interaction models;
Develop a system of indicators for assessing the effectiveness of the use of private rolling stock by a transport company;
Assess the current state of informatization in railway transport in order to justify the implementation of innovative solutions in the field of automation of interaction between participants in the transportation process.
Object of study. The object of research in the dissertation is companies that operate their own rolling stock.
Subject of study. The subject of the study is a system for economic assessment of the efficiency of using private freight cars by a transport company.
Research methods. The methodological and theoretical basis of the dissertation was the principles and general scientific methods of research: historical, complex, comparative and generalizations, the method of simulation modeling.
Sources of information for carrying out work on the topic were legislative acts, normative documents regulating the activities of railways, scientific works devoted to the problems of increasing economic efficiency in railway transport, research and theoretical works of specialists and managers of railways, etc.
Scientific works related to the management of car parks on the railway network of the Russian Federation, issues of informatization of the activities of railway transport enterprises presented in the works, etc. are analyzed.
The research used the results of the implementation of specific solutions in the field of transport services for cargo owners, articles and reviews in specialized and periodical publications, data from official and management reporting.
Scientific novelty dissertation research is as follows:
Variant models of interaction with companies operating their own rolling stock when providing freight transportation services have been developed;
Algorithms for organizing information interaction with companies operating their own rolling stock based on industry-specific automated systems have been proposed;
A system of indicators for assessing the efficiency of using private rolling stock by a transport company is proposed.
Practical value. The results obtained in the dissertation allowed:
To identify the unequal profitability of transportation for operators of their own rolling stock, due to the inconsistency of the current tariff regulation system with the changed operating conditions of the railway industry;
Formulate proposals for creating incentives for operators of their own rolling stock to increase the efficiency of operational activities of railway transport;
Develop proposals for organizing transportation in the interaction of transport market entities in the absence of an inventory of freight cars.
Approbation of work. The results of the research on the topic of the dissertation were reported at the meeting of the section of the scientific and technical council of railways "Commercial work in the field of freight transportation" (St. Petersburg, 2009), at the international scientific and practical conference "Development of information interaction between railway administrations of the Commonwealth member states, the Latvian Republic, Republic of Lithuania" (Moscow, 2009) and industry schools held (Nizhny Novgorod, 2007; St. Petersburg, 2010; Yaroslavl, 2010).
The conclusions of the dissertation research were brought to the attention of the Center for Branded Transport Services - a branch to assess the possibility of implementing certain provisions of the work within the framework of the project for the use of a private rolling stock.
Publications. The main results of the work were published in 5 articles, including 3 articles in leading peer-reviewed scientific journals and publications determined by the Higher Attestation Commission of the Russian Federation.
Structure of the dissertation work. The dissertation consists of an introduction, three chapters, a conclusion, a bibliography and appendices. The main text is presented on 138 typewritten pages and contains 16 tables, 15 figures. The bibliographic list contains 122 titles.
The introduction substantiates the relevance of the choice of topic, sets the goal and objectives of the research, characterizes research methods and sources of information.
First chapter reveals general issues in the field of managing sales of railway transport services in the field of freight transportation, identifies the main subjects of the railway freight transportation market and the system of their interaction.
Chapter two The dissertation research is devoted to identifying the reasons for the decrease in the efficiency of the transportation process in the context of liberalization of the rail freight transportation market and developing proposals for measures of economic incentives for operator companies to improve the efficiency of the operational activities of railway transport and increase the volume of cargo transportation.
Chapter Three contains practical proposals for organizing information interaction with companies operating their own rolling stock based on industry-specific automated systems. The chapter justifies the use of the proposed system of indicators for assessing the efficiency of the use of private rolling stock by a transport company using the variant interaction models developed in the second chapter.
The main content of the dissertation work
The structural reform of one of the leading sectors of the economy of our country - railway transport - sets itself the task of transitioning from a model of a state monopoly to a model of market relations in the field of railway transport services in order to reduce the total national economic costs of transporting goods by rail and increasing the economic accessibility of railway transport for due to the development of competition.
The formation of a market segment for operating rolling stock is one of the most important factors in the development of a competitive environment in railway transport.
In 2011, the rolling stock operating market was represented by 2,445 companies that own freight cars, which owned 956 thousand cars or 90% of the total railway fleet. The Russian inventory of freight cars totaled 104 thousand cars (10% of the all-Russian fleet of cars) (Fig. 1).
With the completion of the transfer of the inventory fleet of freight cars into the ownership of the Freight Company in 2011, a competitive market in the field of operating freight cars was formed. Thus, at the beginning of 2012, the share of the group of companies of the Russian Railways Holding - owners of rolling stock in the total fleet was 55%, the remaining owners of rolling stock own 45% of freight cars.
With the growing share of the private fleet, there is a steady trend towards a reduction in the transportation of low-cost cargo and cargo of social importance by private operator companies. In the structure of cargo transportation of private operators, a significant share is made up of cargo with a high rate of return: oil cargo, mineral fertilizers, ferrous metals, etc.
The trend of operator companies operating in the segment of highly profitable cargo continues to this day (Table 1).
Table 1
The share of certain types of cargo in the total volume of transportation of private operator companies
No. | Type of cargo | Specific gravity in 2003, % | Specific gravity in 2011,% (excluding the fleet of subsidiaries) |
Oil cargo | |||
Mineral fertilizers | |||
Black metals | |||
Non-ferrous ore | |||
Construction materials |
Changes in the structure of cargo transportation are due to the market reaction to the need to work in new economic conditions. The interaction system, in which the shipper, before submitting an application to the carrier, must conclude an agreement with the operator company for the provision of cars, created conditions for an increase in the supply price of the car and led to an outflow of goods of a certain range from the railways to competing modes of transport (Table 2 ).
table 2
Dispatch of cargo by rail by type, million tons.
Type of cargo | |||||
All cargo V. incl. | |||||
Oil cargo | |||||
Timber cargo | |||||
Mineral construction materials | |||||
Fertilizers | |||||
Grain cargo |
An analysis of the operational indicators of railway transport for the period from 2002 to 2011 showed a negative trend in the indicator of car turnover of the general fleet. With the completion of the transfer of the inventory fleet to private ownership, the gondola car turnover reached a maximum value of 12.46 days (Table 3, Table 4).
Table 3
Indicators of the use of freight cars in the years.
Index | ||||||||||
Loading, million tons, total | ||||||||||
Freight turnover, billion ton-km, total | ||||||||||
In the context of a slight increase in the freight base in the period from 2008 to 2011 and a dynamic increase in cars on the railway network (the total fleet in 2002 was 817 thousand cars (including gondola cars - 344 thousand), in 2011 - 1 million 60 thousand cars (including gondola cars - 447 thousand), today there is a “technological” shortage of universal rolling stock, causing an increase in rates for the use of cars.
Table 4
Dynamics of changes in the indicator “average car turnover time” in the city.
Index | ||||||||||
Car turnover, days. | ||||||||||
Gondola car turnover, days. | ||||||||||
The new model of the rail freight transportation market provided for the creation of conditions for increasing competition between railway rolling stock operators in order to influence the cost of wagon provision services, but in practice a number of negative trends emerged.
The comparison of economic indicators carried out in the dissertation for the options for transporting cargo of the 1st and 3rd classes in a universal gondola car of the inventory fleet and the fleet of private railway operators on the route st. Monchegorsk Oktyabrskaya railway d. – st. Section of the West Siberian Railway. d. showed a 5-fold increase in freight charges in terms of the cost of sending a gondola car (the cost of sending an empty gondola car of private property from under 3rd class cargo amounted to 89,681.00 rubles or 35.9% of the tariff, in the gondola car of the inventory fleet - RUB 17,827.00, or 7.6% of the tariff). Calculation of the costs of sending an empty gondola car from under 1st and 3rd class cargo also showed a 5-fold increase in the tariff for an empty trip from under 3rd class cargo in relation to the tariff for an empty trip from under 1st class cargo (RUB 89,681.00 and RUB 16,410.00, respectively).
In the context of the example under consideration, turning to the practical side of the issue of operating car parks, the owners of rolling stock use a scheme for “cleaning” empty runs from the class of previously transported cargo, i.e., directing an empty car from unloading 3rd class cargo to the nearest station, sending low-profit cargo. After transporting the cargo over short distances, the empty car is relocated over long distances to places of mass loading. The “cleaning” procedure allows operators to minimize the costs of empty runs during transportation on a number of routes; meanwhile, the growth factor in empty runs leads to irrational use and shortage of railway infrastructure capacity.
The solution to the problem of minimizing the cost of paying for empty mileage is associated with the technology of working according to the scheme of dual operations (,). At the same time, the calculation of costs performed in the dissertation work when sending a car to the layover showed that the expectation by the rolling stock operator of highly profitable cargo is economically justified in relation to the task of transporting 1st class cargo.
So, according to the conditions of the example of dissertation research on the arrival of cargo at the station. Section of the West Siberian Railway. d. an alternative to transporting 1st class cargo along the route Art. Section of the West Siberian Railway. d. – st. Monchegorsk Oktyabrskaya railway (travel time is 16 days) it is economically justified for the owner of the cars to send the car to lay-up for 16 days with payment for the lay-up service at the Meret station in the amount of 3,684.70 rubles, at the Prokopyevsk station - 8,023.70 rubles. with an expected income for the transportation of 3rd class cargo in the amount of 43,276.97 rubles. taking into account lost income in the amount of the profitable rate of the car in the amount of 1600 rubles/day*
Based on the results of the analysis, the dissertation formulated proposals for measures of economic incentives for operator companies, the implementation of which will help improve the operational efficiency of railway transport:
1. Convergence of tariffs for the transportation of empty wagons containing cargo of various classes.
* When performing calculations, the value of the indicator of the profitable rate of the car is 1600 rubles/day. accepted by the author as the maximum value according to publicly available sources
The calculations performed showed that the absence of a unified tariff for empty mileage leads to the formation by owners
rolling stock logistics schemes aimed not at reducing empty mileage, but at reducing the tariff for empty mileage, which leads to an increase in unproductive downtime of rolling stock and a decrease in the efficiency of using the capacity of the railway transport infrastructure.
2. Introduction of economic incentives to reduce the supply price of rolling stock.
It was revealed that changes in the principles of car fleet management with a focus on maximum profitability raised the issue of a shortage of loading resources for shippers who were not ready to work in the new price conditions. Experts link the solution
problems of increasing supply prices for rolling stock with the return of the share of the freight car fleet to management. According to preliminary estimates, the share of the freight car fleet under centralized management should be at least 40%, which will create conditions for reducing the supply price of a car to its profitability rate.
The above measures are strategic in nature and involve the implementation of in-depth economic analysis and justification with the subsequent implementation of a set of regulatory, financial and economic measures related to amendments to transport legislation, regulations, tariff guidelines, coordinated actions of all participants in the transport market, federal executive bodies and legislative power. At the same time, the current economic situation requires the development of a tactical strategy to solve the problem of stabilizing the rail freight market.
One of these tactical approaches was the system of managing a private rolling stock under an “agency agreement” introduced in 2010. Based on the analysis of the results of the experiment on managing the fleet of a freight company, the dissertation substantiates a proposal to consolidate the rolling stock of various owners under management.
In order to improve the controllability of using a fleet of cars of different owners, the author has developed variant models of interaction with the owners of rolling stock.
Model 1 “Management of private rolling stock” is shown in Fig. 2.
Overhead costs" href="/text/category/nakladnie_rashodi/" rel="bookmark">overhead costs (additional to the main costs costs associated with the maintenance, maintenance and management of the transport company), (Enakl);
Property tax, (Property);
Costs for maintaining a fleet of freight cars (repairs and maintenance of cars), (Erem);
Costs for depreciation of the cost of freight cars, (Eamort);
Costs of paying freight charges for empty carriage runs (Epor).
Total = Enakl + Eimushch + Erem + Eamort + Epor.
The income of the owner of the rolling stock (DSOB) is formed from the income rate of the car established by the owner (Dst):
,
Where i
The carrier's income () is determined as the sum of the tariff for transporting cargo in a private carriage () and the fee for empty carriage runs (Epor):
https://pandia.ru/text/78/614/images/image010_79.gif" alt=" Reserved:" width="648" height="394 src=">!}
Rice. 3. Scheme of interaction with wagon owners and cargo owners within the framework of the wagon rental agreement between and operating companies
The distribution of costs is carried out in the following order.
a) Costs of the owner of the rolling stock:
Total = Enakl + Eimushch + Erem + Eamort.
b) The carrier's costs in this case are rent for the use of wagons (Erent).
Carrier income https://pandia.ru/text/78/614/images/image012_73.gif" width="98" height="29 id=">and rental payments for the use of wagons (Elease):
,
Where i- the number of wagons of the owner leased to the carrier.
The income of the owner of the rolling stock (DSOB) is generated from rent for the use of freight cars (Erent):
Deregulation" href="/text/category/deregulyatciya/" rel="bookmark">deregulation of the tariff for operating wagons, since in the case of attracting a wagon fleet at market rates, there is an obligation to charge transportation according to the conditions of transportation in the inventory fleet according to Price List 10-01 , the transportation service provided may be unprofitable.
One of the options for solving this problem could be the establishment of a common tariff corridor for the carriages of the carrier’s fleet, which will create equal conditions for the work of private operator companies in market conditions.
Model 3 “Management of empty runs of private cars” is presented in Fig. 4.
https://pandia.ru/text/78/614/images/image016_63.gif" width="29" height="25 id=">) and the cost of paying for empty flights (Epor):
,
Where i- the number of wagons of the owner transferred to the management of the carrier.
The carrier's income is determined as the sum of the tariff for transportation in a private carriage, the tariff for transportation of an empty carriage to the loading point https://pandia.ru/text/78/614/images/image020_59.gif" width="430" height="70" >.
An essential circumstance in the implementation of Model 3, as well as for Model 1, is the need to combine the fleet of cars of different owners and create a mechanism for making calculations for different values of the car's profit rate established by the owners.
The final cost distribution matrix for the proposed interaction models is presented in Fig. 5.
Eknuckle | Epossessor | Erem | Eamort | Esince then | Evoznagr | Rent |
|
Model 1 Management of private rolling stock | |||||||
Model 2 Management of leased rolling stock | |||||||
Model 3 Management of empty runs of private carriages |
· Costs of the transport company (), * Costs of the rolling stock owner
Fig.5. Matrix of distribution of costs of the operator company according to the proposed variant interaction models
The feasibility of transferring the functions of operating its own rolling stock requires justification based on an assessment of economic efficiency.
Economic efficiency for the company of the owner of the rolling stock when transferring the management of the rolling stock according to the proposed models (Ec) is determined through the ratio of the useful result (income received (Income) to the costs that determined its receipt (Etot):
https://pandia.ru/text/78/614/images/image022_54.gif" width="696 height=408" height="408">
Fig.6. Management model for a “consolidated” railcar fleet.
Intersystem interaction with companies operating their own rolling stock according to the scheme of “consolidated” management of the rolling stock can be implemented in the software and hardware complexes AS ETRAN (Automated system for centralized preparation and execution of transportation documents) and AS ETD (Automated system for technological electronic document management), which meet legal standards working with an electronic digital signature to confirm legally significant document flow.
To assess the effectiveness of the use of private rolling stock by a transport company, using the models developed in the dissertation work, a system of 10 indicators was formed and methodological recommendations for their calculation were given (Table 4). The author for the first time proposed to evaluate the efficiency of using privately attracted rolling stock through a system of indicators, including quality and cost indicators of the operation of the car fleet with a focus on the level of profitability of the car set by the owner.
Certain provisions of the given methodological recommendations have found application in automating the calculation of indicators for assessing the efficiency of managing a fleet of proprietary gondola cars.
Table 5
System of indicators for assessing the efficiency of use of private rolling stock by a transport company
No. | Index | Unit | Calculation formula |
Loading gondola cars | ∑ Un (por) = Un1 + Un2+ Un3 + … Unm |
||
Working fleet of gondola cars | |||
Gondola car turnover on the railway network. d. | |||
Number of empty carriages |
∑ Кn (por) = Kn1 (pore) + Kn2 (pore)+ Kn3 (pore) +…+ Kmn (pore) |
||
Average empty carriage distance |
∑nS(pore) / Kn(pore) |
||
Average distance of loaded wagon shipment |
Lgr = ∑nS(gr) / Un(gr) |
Continuation of Table 5
Total costs for payment of freight charges for empty carriages |
E(pore) = ∑P(pore) |
||
Average cost of one empty wagon shipment |
E(pore) / ∑Кn(pore) |
||
Costs of payment of freight charges per one loaded wagon shipment | thousand rub.np |
The proposed system of indicators can be applied in practice by transport companies to assess the efficiency of using rolling stock involved in management and justify the transfer of functions of operating rolling stock to other owners.
Conclusion
Currently, railway transport is faced with the need to find new ways to solve complex problems associated with the completion of the structural reform of railway transport and the formation of a market for operating rolling stock.
The author, based on the analysis of the state of the railway freight transportation market performed in the dissertation and the study of the processes of interaction between participants in the transportation market, obtained the following main conclusions and results.
1. Based on a comprehensive analysis of quantitative indicators of railway transport, trends in the outflow of highly profitable cargo from the railway to competing modes of transport have been identified. Before the formation of the rolling stock operating market, the reason for this situation was the unsatisfactory condition of the rolling stock. In modern conditions, this is a complication of technological interaction between participants in the transportation process.
2. A comparison of the economic indicators of transporting goods of the 1st and 3rd classes revealed the unequal profitability of the transportation performed for operators of their own rolling stock. Based on the results obtained in the dissertation, proposals were formulated to create levers for the interest of operators in increasing the efficiency of the operational activities of railway transport and increasing the volume of cargo transportation.
3. Based on the results of assessing the experience in managing a fleet of owned wagons, the dissertation work substantiates the proposal to consolidate the fleet of various owners under management as a tactical solution to the problem of restoring the efficiency and controllability of the transportation process.
4. For the purpose of consolidating the rolling stock, the author has proposed alternative models of interaction with the owners of rolling stock:
· Management of private rolling stock;
· Management of leased rolling stock;
· Management of empty runs of private carriages.
5. Within the framework of the proposed models, based on the analysis of the architecture of information systems, the dissertation work formulated proposals for organizing information interaction with the owners of rolling stock on the basis of industry-specific automated systems.
6. For the purpose of organizing intersystem interaction according to the scheme of the automated control system of Russian Railways - the automated control system of the rolling stock operator, the dissertation work determined the composition of the incoming data to ensure the management of the fleet of private cars.
7. In the dissertation work, a system of indicators for assessing the effectiveness of the use of private rolling stock by a transport company has been formed. It is proposed to evaluate efficiency on the basis of a system of interrelated indicators, including quality and cost indicators of the operation of the rolling stock.
8. To calculate indicators for assessing the efficiency of using private rolling stock by a transport company, the dissertation proposes methodological recommendations, some provisions of which have received practical application in automating the calculation of efficiency indicators for managing the property's rolling stock.
Publications in leading scientific publications and journals recommended by the Higher Attestation Commission of the Russian Federation:
1. Bocharova management of wagon fleets of various rolling stock owners // Bulletin of Transport Information, No. 000/20.7 p. l.
2. Bocharov management of wagon parks of different owners // Transport business of Russia, No. 12/20.6 p. l.
3. Bocharova document flow in international communications // Railway transport, No. 10/20.5 p. l.
In other publications:
4. Bocharov’s work based on an electronic technological document management system // “Train Traffic Safety”. Tenth anniversary scientific-practical. conf./Tr. Moscow state University of Railways (MIIT). – M., 20.2 p.l.
5. On the prospects for the development of the automated system “Electronic technological document flow using digital signatures” // Materials of the international scientific-practical conference. – M., 2009.
RESEARCH ON THE EFFICIENCY OF USE OF PRIVATE ROLLING STOCK BY A TRANSPORT COMPANY
Specialty: 08.00.05 - Economics and management of the national economy
(economics, organization and management of enterprises, industries, complexes - transport)
dissertations for an academic degree
Candidate of Economic Sciences
Signed for printing Order No. Format 60x84 1/16 Circulation 80 copies. Condition-bake l.-1.5
Moscow, st. Obraztsova, 9, building 9., UOC GI MIIT
The fleet of ROST LLP consists of buses of various brands and different capacities. The table shows the brands of buses and their number.
Table 1-Composition of the vehicle fleet of ROST LLP
|
car model |
Quantity, pcs. |
|
Buses |
|
|
TOTAL buses: 197 units. |
|
|
Trucks |
|
|
Gas Saz 53B | |
|
TOTAL trucks: 9 units. |
|
|
Cars |
|
|
TOTAL passenger cars: 14 units. |
|
|
TOTAL for ROST LLP: 220 units |
|
Figure 1 – Composition of the vehicle fleet of ROST LLP
Thus, 90% of the total rolling stock of ROST LLP are buses of various capacities. Trucks and cars make up 4% and 6% of the total fleet, respectively. Trucks and cars are used to perform auxiliary operations for servicing the enterprise.
The age structure of the rolling stock is presented in Table 2.
Table 2 – Age structure of the ROST LLP rolling stock fleet
Figure 2 – Age structure of the rolling stock fleet of ROST LLP
Thus, vehicles with a service life of 15 to 19 years make up almost half (42%) of the entire rolling stock fleet of ROST LLP. Cars with a service life of 5 to 9 years make up 34% and cars with a service life of less than 5 years – 15%. A good indicator is that vehicles with a service life of more than 25 years make up a minimum percentage of the entire fleet. Basically, these are trucks that are intended to serve the enterprise on its territory and for its own needs.
The main share of buses with a service life of 10 to 15 years are Scania buses manufactured in Germany. Buses with a service life of less than 5 years are represented by the King Long brand (made in China). These buses, in the amount of 25 units, were purchased by ROST LLP in 2007.
Sample documents
