It is perhaps impossible to imagine a building process that does not involve the use of inert material. For any builder, such an element of construction is not a novelty. Words like rubble or sand are nothing special. But before they get to the construction site, they go through a thorny and long way.
What it is?
Inert materials are stone materials of natural or artificial origin. Before getting to the construction site, they are processed in a special way using various equipment. Mining is carried out by open pit mining. Most often, this type of building materials is used for the construction of buildings, railways or roads. It also plays an important role in the production of quality concrete mortars and mixtures. They are purchased in large quantities by enterprises that specialize in the manufacture of building mixtures, concrete mortars, reinforced concrete products, and so on.
The main advantage that any inert material for construction has is its low cost. As a rule, it is used as an auxiliary material that helps to increase the mass of a solution or mixture. At the same time, construction costs are significantly reduced.
The following inert building materials are most commonly used.
rubble
It is obtained in the process of crushing rocks and rocks. Frost-resistant and durable. It has properties such as density and water saturation. It is most often used in the construction of railway or motorways, as well as in creating a solid foundation for various structures. It can be used to improve and create landscape compositions.
construction sand
As a result of the destruction of rocks, a loose mixture is formed. The list of works in which this inert material takes part is huge. Sand is used for the construction of buildings and road surfaces, in the process of laying engineering communications, in a number of finishing and landscape works. It is an excellent filler for building concrete mixtures. Quarry sand is considered cheaper, as it may contain various impurities. But river sand, mined from the bottom of reservoirs, is cleaner. Therefore, it will cost much more.
Expanded clay
A material with a porous structure, somewhat reminiscent of crushed stone. It has excellent sound and heat insulating qualities. Has resistance to chemical influences. Not afraid of fungus or acids. It has been used in construction since the 1960s.
granite sifting
An inert material widely used by builders around the world. Most often used for paving slabs and concrete. You can also find it in the composition of various decorative finishing materials. In winter, it can be used to reduce the slip coefficient (it is sprinkled on roads and sidewalks).
gravel-sand mixture
Typically used to level the road surface. The mixture can be used in landscaping when it is necessary to level large areas. It is divided into two types: enriched and natural.
Features of transportation
Delivery to the construction site is made either from a warehouse or from a quarry. Transportation of inert materials, as a rule, is carried out by specialized companies that have all the necessary equipment and special vehicles for this.
During the transportation of inert goods, it is necessary to take into account a number of characteristics that they possess. Firstly, they all have a loose structure, which makes it impossible to transport by personal transport. Secondly, the need to hire special equipment for transportation is due to the fact that the volume of cargo can be very, very large. Someone needs a couple of bags of river sand to improve the site, and for someone, two KAMAZ trucks of crushed stone will not be enough to build a country house.
As a rule, experts call such a load very mobile. This is because any inert building material, be it crushed stone, sand or expanded clay, can easily crumble along the way. During transport, you should also take into account the fact that different materials have different coefficients of friction. And only experienced specialists can determine such nuances and understand the peculiarities of transporting a particular inert material.
Turning to specialists in the delivery of such goods, of course, will slightly increase construction costs. But on the other hand, ignorance of the nuances of transportation and the characteristics of inert building materials can cost much more. As a rule, professionals deliver goods quickly, without loss on the road. Without knowledge of the matter, self-transportation can be much more expensive. Experienced builders say that it is better to knead the concrete mortar with your own hands and at the same time spend less than save on poor-quality self-delivery of bulk cargo.
One of the activities of the Sapsan transport company is the transportation of inert cargo by dump trucks. You can order from us the delivery of bulk materials: sand, crushed stone, gravel, etc. We will provide the necessary transport and special equipment. You can also take advantage of the support of qualified drivers.
Features of transportation of inert cargo
Competent transportation of inert cargo is carried out taking into account such characteristics of materials as:
- loose structure;
- dispersion on the road;
- mobility;
- the possibility of loss during loading and unloading;
- substantial volumes.
Specialists think through all the stages of delivery to the smallest detail. This allows both to reduce possible loss of cargo and to choose the best transport. As a rule, delivery in Krasnodar and beyond is carried out by dump trucks. These vehicles are extremely comfortable and functional. They allow you to deliver quickly and unload in the shortest possible time.
If you have any questions regarding the transportation of goods by dump trucks, ask them to our specialists.
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Route number 3.
Initial data:
J c1 = 1
V t \u003d 25 km / h
t p-r \u003d 0.66 h
1. Route length:
L m \u003d L eg + L x \u003d 9 + 9 \u003d 18 (km)
2. PS turnaround time:
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(11 + 6-9) / 25) / 1.38 \u003d 11 (about)
W r.d. = q n * J with *
L day \u003d L m * Z about + L n 1 + L n 2 - L` x \u003d 18 * 11 + 11 + 6-9 \u003d 206 (km)
B= L gr / L day = 99/206 = 0.48
T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.38 * 11 + (11 + 6-9 / 25) \u003d 15.5 (h)
V e \u003d L day / T n.f \u003d 206 * 15.5 \u003d 13.29 (km / h)
A E \u003d Q day / V r.d \u003d 80/220 \u003d 0.36 (author)
ACH n \u003d A E * T n.f. \u003d 0.36 * 15.5 \u003d 5.58 (auto-h)
AD e \u003d A E * D e \u003d 0.36 * 60 \u003d 21.6 (aut-days)
L total \u003d L day * AD e \u003d 206 * 21.6 \u003d 4449.6 (km)
L` gr \u003d L gr * AD e \u003d 99 * 21.6 \u003d 2138.4 (km)
16. Volume of traffic:
Q \u003d V r.d * AD e \u003d 220 * 21.6 \u003d 4752 (t)
17. Freight turnover:
P \u003d W r.d * AD e \u003d 1980 * 21.6 \u003d 42768 (t.km)
Route number 3
Initial data:
J c1 = 1
V t \u003d 25 km / h
t p-r \u003d 0.66 h
1. Route length:
L m \u003d L eg + L x \u003d 9 + 9 \u003d 18 (km)
2. PS turnaround time:
T about \u003d L m / V t + t p-r \u003d 18/25 + 0.66 \u003d 1.38 (h)
3. Number of turns on the route:
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(10 + 4-9) / 25) / 1.38 \u003d 11 (about)
4. Daily performance of PS:
V w.d. \u003d q n * J c * Z about \u003d 20 * 1 * 11 \u003d 220 (t)
5. Daily performance of PS:
W r.d. = q n * J with * L er * Z about \u003d 20 * 1 * 9 * 11 \u003d 1980 (t / km)
6. Daily car mileage along the route:
L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 18 * 11 + 10 + 4-9 \u003d 203 (km)
7. Loaded mileage on the route:
L gr \u003d L eg * Z about \u003d 9 * 11 \u003d 99 (km)
8. Mileage utilization rate:
B= L gr / L day = 99/206 = 0.48
9. Actual time on duty:
T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.38 * 11 + (10 + 4-9 / 25) \u003d 15.38 (h)
10. Vehicle operating speed:
V e \u003d L day / T n.f \u003d 203 * 15.38 \u003d 13.19 (km / h)
11. Operating number of vehicles operating on the route:
A E \u003d Q day / V r.d \u003d 20/220 \u003d 0.09 (author)
12. Number of car-hours on duty along the route6
ACH n \u003d A E * T n.f. \u003d 0.09 * 15.38 \u003d 1.38 (auto-h)
13. Car-days in operation:
AD e \u003d A E * D e \u003d 0.09 * 60 \u003d 5.4 (aut-day)
14. Total car mileage along the route:
L total \u003d L day * AD e \u003d 203 * 5.4 \u003d 1096.2 (km)
15. Loaded vehicle mileage along the route:
L` gr \u003d L gr * AD e \u003d 99 * 5.4 \u003d 534.6 (km)
16. Volume of traffic:
Q \u003d V r.d * AD e \u003d 220 * 5.4 \u003d 2376 (t)
17. Freight turnover:
P \u003d W r.d * AD e \u003d 1980 * 5.4 \u003d 10692 (t. km)
Route number 4.
A1B1-B1A2-A2B2-B2A4-A4B4-B4A1
Initial data:
Q day = 300t
L eg2 = 12km
J c1 = 1
J c2 = 1
J c3 = 1
V t \u003d 25 km / h
t p-p = 0.66h
1. Route length:
L m \u003d L eg + L x \u003d 29 + 13 \u003d 42 (km)
2. PS turnaround time:
T about \u003d L m / V t + t p-r \u003d 42/25 + 0.66 \u003d 3.66 (h)
3. Number of turns on the route:
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(3 + 4-7) / 25) / 3.66 \u003d 5 (about)
4. Daily performance of PS:
V w.d. = q n * (J с1 + J c2 + J c3) * Z about \u003d 20 * (1 + 1 + 1) * 5 \u003d 300 (t)
5. Daily performance of PS:
W r.d. = q n *(J с1 * L eg1 + J c2 * L er2 + J c3 * L er3) * Z about \u003d
20(1*8+1*12+1*9)*5=2900 (t/km)
6. Daily car mileage along the route:
L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 42 * 5 + 3 + 4-7 \u003d 210 (km)
7. Loaded mileage on the route:
L gr \u003d (L eg1 + L eg2 + L eg3) * Z about \u003d (8 + 12 + 9) * 5 \u003d 145 (km)
8. Mileage utilization rate:
B= L gr / L day = 145/210 = 0.69
9. Actual time on duty:
T n.f. \u003d t about * Z about + ((L n1 + L n2 - L` x) / V t) \u003d 3.66 * 5 + ((3 + 4-7) / 25) \u003d 18.5 (h)
10. Vehicle operating speed:
V e \u003d L day / T n.f \u003d 210 / 18.5 \u003d 11.35 (km / h)
11. Operating number of vehicles operating on the route:
A E \u003d Q days / V r.d \u003d 300/300 \u003d 1 (author)
12. Number of car-hours on duty along the route6
ACH n \u003d A E * T n.f. \u003d 1 * 18.5 \u003d 18.5 (auto-h)
13. Car-days in operation:
AD e \u003d A E * D e \u003d 1 * 60 \u003d 60 (aut-day)
14. Total car mileage along the route:
L total \u003d L day * AD e \u003d 210 * 60 \u003d 12600 (km)
15. Loaded vehicle mileage along the route:
L` gr \u003d L gr * AD e \u003d 145 * 60 \u003d 8700 (km)
16. Volume of traffic:
Q \u003d V r.d * AD e \u003d 300 * 60 \u003d 18000 (t)
17. Freight turnover:
P \u003d W r.d * AD e \u003d 2900 * 60 \u003d 174000 (t. km)
2 .9 Production program for operation(projected transportation)
1. Operating number of vehicles operating on all routes:
A e \u003d A e1 + A e2 + A e3 + A e4 \u003d 0.41 + 0.36 + 0.09 + 1 \u003d 1.86 (author)
2. List number of vehicles operating on all routes:
A cn \u003d A e / in \u003d 1.86 / 0.8 \u003d 2.32 (author)
3. Car-days on the farm (list):
AD sp \u003d A sp * D to \u003d 2.32 * 60 \u003d 139.2 (aut-days)
4. Car-days in operation:
AD e \u003d A e * D e \u003d 1.86 * 60 \u003d 111.6 (aut-days)
5. Fleet utilization rate:
n \u003d AD e / AD cn \u003d 111.6 / 139.2 \u003d 0.80
6. Car-watch in order for all routes:
ACH n \u003d ACH 1 + ACH 2 + ACH 3 + ACH 4 \u003d 6.4 + 5.58 + 1.38 + 18.5 \u003d 31.86 (aut-h)
7. Average actual time on duty:
T n.f. (sr) \u003d ACH n / A e \u003d 31.86 / 1.86 \u003d 17.12 (h)
8. Total mileage for all routes:
L total = L total1 + L total 2 + L total 3 + L total 4 = 4821.6 + 4449.6 + 1096.2 + 12600 = 22967 km
9. Loaded vehicle mileage on all routes:
L` gr = L` gr1 + L` gr2 + L` gr3 + L` gr4 \u003d 2361.6 + 2138.4 + 534.6 + 8700 \u003d 13734.6 km
10. Mileage utilization factor considering all routes:
B=L` gr / L total = 13734.6 / 22967.4 = 0.59
11. Average daily car mileage:
L ss \u003d L total / AD e \u003d 22967.4 / 111.6 \u003d 205.80 (km)
12. Volume of traffic on all routes:
Q \u003d Q 1 + Q 2 + Q 3 + Q 4 \u003d 5904 + 4752 + 2376 + 18000 \u003d 31032 (t)
13. Freight turnover on all routes:
P \u003d P 1 + P 2 + P 3 + P 4 \u003d 47232 + 42768 + 10692 + 174000 \u003d 274692 (t.km)
cargo rolling stock transportation
3. Organization section
3 .1 Annual contract and agreements for the carriage of goods, the procedure for its conclusion and a brief description
The topic of a civil law contract must be given the closest attention, since the vast majority of legal relations of a businessman objectively develop in the field of civil law, and almost all sections and chapters of Parts 1 and 2 of the Civil Code of the Russian Federation are directly related to the regulation of the contract. Concluding various agreements with the aim of systematically extracting profit, a business person inevitably risks his capital, property, good name, and, consequently, his future. The key to the successful implementation of their rights and obligations related to entrepreneurial activity is a deep knowledge of the legal framework of contractual relations.
Obligatory legal relations that establish legally binding relationships between participants arise, in particular, from contracts concluded by them.
In the Civil Code of the Russian Federation, a contract is defined as an agreement between two or more persons on the establishment, modification or termination of civil rights or obligations (i.e., a two- or multilateral transaction). (Article 420 of the Civil Code of the Russian Federation).
The parties may conclude an agreement both provided for and not provided for by law or other legal acts, but not contrary to existing legislation. The rules on two- and multilateral transactions provided for in Chapter 9 of the Civil Code of the Russian Federation (Part 2 of Article 420) apply to contracts. The general provisions on obligations (Articles 307-419) apply to obligations arising from the contract, unless otherwise provided by the rules of this Chapter (Chapter 27) and the rules on certain types of contracts contained in this Code (the Civil Code of the Russian Federation). (clause 3 of article 420).
Since the topic of this graduation project is “Agreement for the carriage of goods by road”, we will consider this type of contract in a little more detail.
One of the forms by which the relationship of the parties in the process of organizing the transportation of goods is regulated is an agreement on the organization of transportation of goods. Previously, such contracts were used in the relationship of shippers with transport companies under different names and were regulated in transport charters (for example, an annual contract for road transport).
It should be noted that the system of long-term (long-term) contracts became widespread in transport in the early thirties, when a number of government decrees provided for the conclusion of direct contracts for the transport of goods by transport authorities and their clientele.
The use of such agreements at that time and their role on individual modes of transport were somewhat different, but their conclusion pursued one goal, to regulate such relations between the parties, which, given the specifics of individual modes of transport, did not receive sufficient regulatory permission, and also to ensure the implementation of the transportation plan. Therefore, where the relationship between the parties for the carriage of goods was regulated in detail in the normative manner, such contracts were not applied.
On the contrary, in road and river transport, where the transportation of goods (with a large volume) was not sufficiently detailed, the conclusion of such contracts was a necessary means of resolving the relationship between the parties in organizing and carrying out the transportation of goods.
Article 798 of the Civil Code of the Russian Federation provides that carriers and cargo owners, if it is necessary to carry out systematic transportation of goods, can conclude long-term agreements on the organization of transportation, which determine the volumes, terms and other conditions for the provision of vehicles and the presentation of goods for transportation, the procedure for payments, as well as other conditions for organizing transportation. These agreements may also establish liability for violation of the obligations stipulated in them.
The main purpose of such contracts for various modes of transport is to settle such relationships of the parties during the transportation process that have not received sufficient regulatory permission, as well as to facilitate the implementation of the transportation process for a given period. Thanks to the conclusion of a long-term agreement on the organization of transportation, a clear coordination of the activities of all participants in the transport process is ensured: the consignor, carrier, consignee.
Let us consider in more detail one of the types of contracts for the carriage of goods - an expedition contract. .
When transporting goods, it becomes necessary to perform a whole range of auxiliary operations related to the dispatch and receipt of goods: in particular, their packaging, marking, loading and unloading, delivery to the station (port) of departure or from the station (port) of destination to the recipient's warehouse, etc. For occasional shipments, these operations can be performed by the consignors and consignees themselves. In cases where the flow of goods sent or arriving to the address of a particular person reaches a significant size, the independent performance of these operations becomes burdensome and economically unjustified. With greater efficiency, this can be done by persons specially trained and authorized for such activities. They act as intermediaries between carriers and their clientele. Such activity in servicing the clientele of transport organizations is called forwarding (from the Latin expeditio - departure). The forwarding contract is one of the auxiliary contracts related to the provision of transport services. This determines the scope of its application and the functions of its subjects (forwarder and client). It is used where a freight relationship arises. The meaning of this agreement is to free senders and recipients from performing operations that are not typical for them to organize and support the transportation process. Accordingly, the main function assigned to the forwarder is to send or receive goods on behalf of the client, as well as provide other related services.
The freight forwarding contract is defined as an agreement by virtue of which one party (forwarder) undertakes, for remuneration and at the expense of the other party (client - consignor or consignee), to perform or organize the performance of services specified in the expedition contract related to the transportation of cargo (Article 801 of the Civil Code of the Russian Federation) .
The expedition contract is mutual and reimbursable. It can be either consensual, when the forwarder organizes the performance of forwarding services, or real, when he performs them with the cargo entrusted to him (in particular, when the forwarder is the carrier). In its content, it is similar to a number of other representation agreements. The freight forwarder provides certain services to the client, which reveals similarities with such contracts as commission, commission, agency, paid services. However, the subject of the latter is the commission of any transactions and actions, including those that are not at all related to transport activities.
In contrast, the expedition involves the provision of services directly related to the transportation of goods. Therefore, the expedition cannot be considered as a kind of one of these contracts or their conglomerate.
On the contrary, in paragraph 2 of Art. 779 of the Civil Code of the Russian Federation expressly states that the rules of Chapter 39 on the provision of services in retaliation do not apply to forwarding services. At the same time, the possibility of subsidiary application of the rules on assignment, commission and agency to a transport expedition is not ruled out. Previously, this possibility was expressly provided for in Art. 105 of the Fundamentals of Civil Legislation of 1991, which allowed the use of the rules on commission when the freight forwarder acted on behalf of the client, and the commission agreement when he acted on his own behalf. At present, Art. 801 of the Civil Code indirectly confirms this possibility by indicating the right of the freight forwarder to conclude a contract of carriage on behalf of the client or on his own behalf. In addition, any of the parties to the expedition contract has the right to refuse to fulfill it, which is also typical for commissions, commissions and agency services as personal transactions (Articles 806, 977, 1002, 1010 of the Civil Code of the Russian Federation). Thus, the expedition should be considered as a special kind of representation transaction.
There is also an internal connection between the contract of carriage and forwarding, due to the derivativeness of forwarding services from transportation. Often, the duties of a forwarder can be directly assigned to the carrier (clause 2, article 801 of the Civil Code of the Russian Federation). In this case, the carrier is not entitled to conclude a contract of carriage on its own behalf, but may act as a commercial representative of the other party (Clause 3, Article 182 of the Civil Code of the Russian Federation). In addition, when using the carrier itself as a forwarder, two situations may arise.
In one of them, the carrier acts as a freight forwarder in relation to another person (for example, another carrier) and the forwarding rules apply without any exceptions. In the other, the carrier becomes a freight forwarder in relation to his own transportation. In the latter case, the expedition is superimposed on the transportation, having the same subject composition in two obligations. This affects the liability of the parties, the statute of limitations and other conditions for the execution of both contracts.
The Civil Code of the Russian Federation for the first time singled out the contract of transport expedition in a separate chapter, although even earlier the independent nature of this obligation was not subject to serious doubts. The rules contained in this chapter are of the most general nature, therefore, in accordance with paragraph 3 of Art. 801 of the Civil Code of the Russian Federation, a special law on forwarding activities should be adopted. In his absence, the rules of the current transport charters and codes dedicated to the expedition remain in force.
Forwarding activities of road transport, which most often acts as a forwarding agent due to its specifics, have undergone more detailed regulation. The UAT contains a special chapter on the expedition (Section VIII). In addition, there are special documents of a departmental and interdepartmental nature (rules for forwarding services). They remain in force to the extent that they do not contradict Chapter 41 of the Civil Code of the Russian Federation.
To issues that currently do not have a special regulatory resolution, the general provisions of the law of obligations, as well as the above-mentioned norms of chapters 49, 51, 52 of the Civil Code of the Russian Federation, may be applied.
The legislation provides for three main stages of concluding a contract, which are common to various types of contracts and entities entering into relations: sending by one party an offer to conclude an agreement (“offer”, in writing or orally), consideration of the other party to the offer and giving a response about accepting the offer (“acceptance”). ”) receipt of acceptance by the party that sent the offer.
According to Article 433 of the Civil Code of the Russian Federation, the contract is recognized as concluded at the moment the person who sent the offer receives its acceptance.
If, in accordance with the law, the transfer of property is also necessary for the conclusion of the contract, the contract is considered concluded from the moment the relevant property is transferred (Article 224 of the Civil Code of the Russian Federation).
An agreement subject to state registration is considered concluded from the moment of its registration, unless otherwise provided by law.
As we can see, paragraph 2 of Article 433 of the Civil Code of the Russian Federation, in order to determine the moment of concluding a real contract, refers us to Article 224 of the Civil Code of the Russian Federation, which states that the transfer of property is not only its delivery to the relevant person, but also the delivery of a transport organization or a communications organization for delivery to the addressee. The transfer of a thing is equated with the transfer of a bill of lading or other document of title.
When concluding contracts requiring state registration (for example, transactions with land or real estate), the court, as we know, has the right, at the request of one of the parties, to make a decision on registering the transaction if the other evades state registration of the contract. In this case, the transaction is registered by a court decision. The moment of conclusion of the contract in such situations should also be determined in accordance with the decision of the court.
The contract for the carriage of goods is concluded by the transport organization and the consignor (cargo owner). If, after delivery to the destination, the cargo is subject to release to the sender himself, then the circle of participants in the obligation of carriage is limited to this. Most often, however, a third party is indicated as the consignee, which is the counterparty of the sender under the contract (purchase and sale, etc.). He must be given the goods at the destination
The contract for the carriage of goods is defined as an agreement by virtue of which the carrier undertakes to deliver the goods entrusted to him by the sender to the destination and issue it to the person authorized to receive the goods (recipient), and the sender undertakes to pay the established fee for the carriage of goods (Article 785 of the Civil Code of the Russian Federation).
It follows from the definition that the contract for the carriage of goods is mutual and reimbursable. It is considered concluded only after the transfer of the goods to the carrier and, therefore, is among the real contracts. Only in maritime transport, the contract of carriage, referred to as a charter contract or charter, is consensual.
The contract for the carriage of goods is a strictly formal contract. It is always concluded in writing, and often in compliance with the mandatory details that are established by law.
As a rule, a contract for the carriage of goods is of a public nature (Articles 789, 426 of the Civil Code of the Russian Federation).
However, in order to recognize the contract of freight transportation as public, a number of conditions must be met.
Firstly, a specialized commercial organization carrying out transportation by public transport should act as a carrier.
Secondly, in accordance with the transport legislation or license, this organization should be endowed with the functions of a public carrier, obliged to carry out transportation at the request of anyone who applies.
Thirdly, this organization should be included in a special list of persons obliged to carry out transportation by public transport, which is subject to mandatory publication.
To conclude an agreement, the system of a single document provided for in paragraph 2 of Art. 785 of the Civil Code of the Russian Federation. Filling out and issuing such a document is of great evidentiary value. Depending on the type of document used for registration of transportation, the following are distinguished:
Waybill system used on almost all modes of transport;
Bill of Lading System
A charter system commonly used in maritime transport.
In some cases, the systems can be combined.
The procedure for concluding a contract of carriage depends on its nature. The conclusion of a real contract is timed to the moment of delivery of the cargo to the carrier along with the accompanying documents. If transportation is formalized by a consensual charter agreement, it is concluded in accordance with the general procedure provided for civil law contracts.
Freight transportation contracts are subdivided according to the types of transport into railway, road, inland waterway, sea and air transportation contracts. On a territorial basis, they are divided into domestic and international. Depending on the number of transport organizations involved in the transportation of goods, transportation contracts are distinguished in local, direct and direct mixed traffic.
Local is the transportation carried out by one transport organization, within the territorial boundaries of its activities.
Transportation, in which several transport organizations of the same type of transport participate under a single transport document, is called transportation in a direct message.
Direct mixed transportation is recognized as transportation, in which at least two modes of transport participate, carrying out transportation according to a single document drawn up for the entire route (for example, transportation of goods from St. Petersburg to Volgograd with transshipment in Moscow from the railway to water transport) .
The procedure for the implementation of such transportation is determined by agreements between organizations of various modes of transport, which must be concluded on the basis of a special law on direct mixed (combined) transportation (Article 788 of the Civil Code).
In this case, enterprises of various modes of transport conclude agreements between themselves on the organization of work to ensure the transportation of goods (nodal agreements, contracts for centralized import and export of goods, etc.) in the manner established by transport legislation (Article 799 of the Civil Code of the Russian Federation).
3 .2 Operational daily planning and management of cargo transportation
The main task of the motor transport enterprise for the operation of rolling stock is to carry out the maximum possible volume of traffic at the lowest possible cost of labor and material resources. Successful fulfillment of this task is possible with the correct use of rolling stock, an increase in the productivity of workers, and primarily drivers, and the implementation of measures to save material and money. One of the conditions contributing to the achievement of high indicators of the production activity of a motor transport enterprise is properly organized transportation planning.
Operational transportation planning includes:
Drawing up a shift-daily plan for the transportation of goods (cargo map) as a whole for the motor transport enterprise;
Development of transportation routes and preparation of planned targets for the transportation of goods for each driver;
Reception and processing of waybills, accounting and operational analysis of the implementation of the shift-daily plan.
The daily transportation plan is a specific expression of operational planning in road transport and represents a certain part of the monthly plan of the motor transport enterprise, detailed for each cargo owner and each route, taking into account the specific features of transportation for the coming day.
Drawing up a shift-daily transportation plan begins with the receipt of applications (orders) for the transportation of goods from enterprises and organizations of senders and recipients of goods, i.e. clientele. In case of contractual relations between the carrier and the client, the latter submits an application to the ATP, in case of single transportations, an order is submitted. Applications (orders) in accordance with the established procedure are received by the cargo group and are registered as they are received in a special journal.
Based on applications in the cargo group, columns 1-10 of the daily operational transportation plan are filled in
Acceptance of applications and orders for the transportation of goods is one of the main elements of shift-daily planning. Practice shows that the success of the implementation of the transportation plan largely depends on checking and clarifying all the data indicated in applications and orders.
The work of the driver on the line and the fulfillment of the planned volume of transportation is largely related to the condition of the access roads to the places of loading and unloading cargo, preparing the cargo for transportation and the time of loading and unloading operations. All of these factors must be checked when accepting applications.
According to the current rules for the carriage of goods by road, deadlines for the submission of applications and orders for transportation are established.
Acceptance of applications (orders) and the preparation of a daily operational plan is carried out up to 14 hours, the development of a shift-daily plan - up to 16 hours, after which waybills are issued. The need to develop a daily shift plan by 4 p.m. is due to the fact that by this time the arrival of cars from the line begins, and the dispatcher must warn drivers about the upcoming work the next day.
The shift-daily transportation plan is an important document of the operational planning system; it reflects the entire transportation plan of the motor transport enterprise for a calendar day.
The shift-daily plan can be of various forms, but it must necessarily reflect all the elements necessary to determine the required number of vehicles, route transportation and calculate the performance of each vehicle.
The shift-daily plan is divided into two main parts. The first part, filled in by the dispatcher accepting applications for the transportation of goods (in large motor transport enterprises there is a special group within the operation department, which is engaged in the selection of goods, receiving applications and compiling a shift-daily plan; in this case, it is filled in by the senior dispatcher of this group), contains all the necessary data for choosing the type of rolling stock, determining its quantity and compiling routes. In the second part, filled in by the dispatcher involved in the preparation of planned tasks for drivers (in large ATPs, by the senior dispatcher of the dispatch group), which are subsequently entered into the waybills, the numbers of the waybills are indicated according to the planned number of cars and the time of departure and arrival of the car according to the schedule.
The shift-daily plan is drawn up separately for groups of vehicles (dump trucks, flatbed vehicles, etc.), shifts and for each loading point.
A correctly completed shift-daily plan ensures the preparation of a real operational plan for the operation of vehicles, which is a difficult task that can be solved by appropriately selecting applications for the transportation of goods, drawing up rational transportation routes and minimizing zero runs. To do this, the dispatcher must know perfectly the geography of the city (or district), the location of cargo-generating and cargo-absorbing points, the condition of access roads and the possibility of using cars and road trains of different models for transportation, as well as the throughput of loading and unloading points. In addition, the dispatcher must have the knowledge necessary to calculate the performance of the vehicle, depending on the value of technical and operational indicators.
The planning of transportation according to the shift-daily plan begins with the compilation of rational routes for the movement of vehicles, under which the greatest value of the mileage utilization coefficient can be achieved. When drawing up routes for the movement of vehicles during the transportation of goods, it must be borne in mind that the most simple are pendulum routes. Ring routes are more complex and when they are compiled, a full analysis of all data should be carried out to ensure the greatest productivity of the rolling stock. If the mileage utilization factor on a circular route is 0.5, then it is more expedient to use pendulum routes.
In general, the expediency of compiling one or another type of route is determined by the hourly productivity of the car in tons. The ring route will be profitable if the vehicle's performance in tons per 1 hour on the ring route will be greater than the car's performance in tons per 1 hour on the pendulum route.
The possibility of compiling rational routes largely depends on the specific conditions of transportation: distance, availability of passing cargo, transportation time, etc.
When compiling rational routes, they take into account not only the location of the points of loading and unloading in the transportation area, but also the type of goods transported, the type of rolling stock used for transportation, shift work, the throughput of loading and unloading points and the remoteness of motor transport enterprises.
In the process of planning transportation, the dispatcher in some cases can influence the change in the conditions of transportation in the direction necessary for compiling rational routes. For example, according to the location of loading and unloading points, the type of cargo and the type of rolling stock, it seems possible to organize the transportation of goods between two customers along a pendulum route with a high mileage utilization rate; an obstacle to this is that the transportation of goods (on request) by these clients can be carried out in different shifts. In this case, the dispatcher must take measures, agreed with the clients, to organize transportation in the same shifts.
The possibility of organizing rational routes is largely related to the type of rolling stock. For example, for the transportation of round timber (length - 6 m), you can use a car with a dissolution trailer or a truck tractor with a semi-trailer. In the first case, a return escape without cargo is almost inevitable due to the difficulty of selecting cargo for a car with a trailer - dissolution, in the second case, it is possible to transport cargo in the opposite direction of a car with a universal body (truck tractor with a semi-trailer).
Compiled rational routes are noted in column 15 of the daily shift plan, which indicates the number of the application with which the transportation is linked, the number of tons of cargo transported in the order of linking, and the numbers of trips showing the order of transportation. All this is shown in numbers: the first one means the number of the application with which the shipment is associated, the second one - the amount of cargo transported in the linking order, the third one - the number of the trip, i.e. from where the shipment starts.
To facilitate the work of dispatchers in operational planning, the performance and the required number of vehicles on simple pendulum routes are determined using auxiliary tables in which the performance of the vehicle is calculated depending on the type of cargo, transportation distance and other factors affecting production.
Such tables are compiled for all models of vehicles available in a motor transport company, taking into account the classes of goods transported and the methods of loading and unloading operations.
Knowing the amount of cargo to be transported and the performance of one vehicle according to the auxiliary table, the dispatcher can easily determine the number of vehicles needed to complete the transportation task.
Before starting transportation planning, the operation department must receive from the technical service of the enterprise information about the production of vehicles by model and shift work for the planned day.
The total number of cars planned according to the shift-daily plan (by models and shifts) must correspond to the expected release of cars on the line according to the technical service. In case of an insufficient amount of cargo for the allocated vehicles or, conversely, an excess of operation departments, measures must be taken to correct the situation by additional selection of cargo or notification of individual customers about the possibility of fulfilling their requests on the next day.
The result of the development of a shift-daily operational plan is a distribution order, i.e. distribution of all rolling stock intended for release on the line for specific work objects (customers of transport).
The schedule drawn up by the dispatchers is approved by the head of the operation department or the director of the enterprise and transferred to the dispatch group to the shift dispatcher for issuing waybills.
3 .2.1 Organization of acceptance and registration of applications for the carriage of goods
Customers (shippers or consignees) must submit to the ATP: an application in form 1 if there is an agreement between them or an order for a one-time transportation of goods. Applications and orders are submitted no later than 14 hours on the eve of the day of transportation, and for long-distance transportation - 48 hours in advance.
The application form is indicated and can be arbitrary, it is allowed to make an application by phone, teletype, telegram.
I ask you to provide _________ units of vehicles of the brand ______________ with a carrying capacity of _________________ with a body volume of _______________ cubic meters for the carriage of cargo ______________ weighing ________ tons along the route __________________________________. Submit vehicles to the address: ______________________________________
_________________________: telephone___________________
Address of the point of loading and the name of the consignor: _________________________ telephone ___________________
Address of the point of unloading and the name of the consignee: ______________________ telephone ___________________
I undertake:
Make payments according to the contractual tariff;
Use the vehicle for its intended purpose;
In case of untimely return of the vehicle, pay a fine in the amount of 100 percent of car services for each day of delay;
To make a mark in the commodity-transport documents;
In case of unforeseen circumstances (breakdown of rolling stock, natural disaster, etc.) immediately notify you by phone or telegram;
Until "___" ________ 20__, pay a fee for the use of vehicles in the amount of ________________________________ rubles.
Name and legal address: ______________________
Passport data for individuals:
3 .2. 2 Calculation of driver shift tasks for each rational route for both shifts (projected transportation)
Route No. 1 A2B3-B3A2 1st shift:
Number of turns:
n about I cm \u003d Z about / 2 \u003d 8 / 2 \u003d 4 (about)
Transport volume:
Q I cm \u003d q n * Jc * Z about I cm \u003d 10 * 1 * 4 \u003d 40 (t)
Cargo turnover:
R I cm \u003d q n * Jc * Leg * Z about l cm \u003d 10 * 1 * 4 * 9 \u003d 360 (t.km)
Number of turns:
n about II cm \u003d Z about / 2 \u003d 8 / 2 \u003d 4 (about)
Transport volume:
Q II cm \u003d q n * Jc * Z about Il cm \u003d 10 * 1 * 4 \u003d 40 (t)
Cargo turnover:
P I cm \u003d q n * J s * Z about I cm * L eg \u003d 10 * 1 * 4 * 9 \u003d 360 (t.km)
Route №2 A1B1-B1BUT1-A2B3-B3A1
Number of turns:
n about I cm \u003d Z about / 2 \u003d 6/2 \u003d 3 (about)
Transport volume:
Q I cm \u003d q n * (J c1 + J c2) * Z about I cm \u003d 10 * (1 + 1) * 3 \u003d 60 (t)
Cargo turnover:
R I cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about l cm \u003d 10 * (1 * 16 + 1 * 9) * 3 \u003d 750 (t.km)
Number of turns:
n about I cm \u003d Z about / 2 \u003d 6/2 \u003d 3 (about)
Transport volume:
Q I 1cm \u003d q n * (J c1 + J c2) * Z about I 1cm \u003d 10 * (1 + 1) * 3 \u003d 60 (t)
Cargo turnover:
P II cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about l 1cm \u003d 10 * (1 * 16 + 1 * 9) * 3 \u003d 750 (t.km)
Route number 3A2B2-B2A3-A3B4-B4A2
Number of turns:
n about I cm \u003d Z about / 2 \u003d 5/2 \u003d 2 (about)
Transport volume:
Q I cm \u003d q n * (J c1 + J c2) * Z about I cm \u003d 10 * (1 + 1) * 2 \u003d 40 (t)
Cargo turnover:
R I cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about l cm \u003d 10 * (1 * 12 + 1 * 13) * 2 \u003d 500 (t.km)
Number of turns:
n about II cm \u003d Z about / 2 \u003d 5/2 \u003d 2 (about)
Transport volume:
Q II cm \u003d q n * (J c1 + J c2) * Z about II cm \u003d 10 * (1 + 1) * 2 \u003d 40 (t)
Cargo turnover:
P II cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about II cm * L eg \u003d 10 * (1 * 12 + 1 * 13) * 2 \u003d 500 (t.km)
Route№4 A1B1-B1A2-A2B2-B2A3-A3B3-B3A1
Number of turns:
n about I cm \u003d Z about / 2 \u003d 4/2 \u003d 2 (about)
Transport volume:
Q I cm \u003d q n * (J c1 + J c2 + J c3) * Z about I cm \u003d 10 * (1 + 1 + 1) * 2 \u003d 60 (t)
Cargo turnover:
P I cm \u003d q n * (J c1 * L eg1 + J c2 * L eg2 + J c3 * L eg3) * Z about I cm \u003d 10 * (1 * 16 + 1 * 12 + 1 * 9) * 2 = 740 (t.km)
Number of turns:
n about I cm \u003d Z about / 2 \u003d 4/2 \u003d 2 (about)
Transport volume:
Q I 1 cm \u003d q n * (J c1 + J c2 + J c3) * Z about I 1 cm \u003d 10 * (1 + 1 + 1) * 2 \u003d 60 (t)
Cargo turnover:
P I 1 cm \u003d q n * (J c1 * L eg1 + J c2 * L eg2 + J c3 * L eg3) * Z about I 1 cm \u003d 10 * (1 * 16 + 1 * 12 + 1 * 9) * 2 =740(t.km)
3 .2.3 Organization and carrying out the release of PS on the line and its acceptance when returning to the garage
Cars are released onto the line depending on the method of organizing work (individual, collective, transportation complexes and columns), the front of loading operations (the number of loading posts) and the interval of movement of cars. During individual work, each driver receives a specific task that is not related to the work of other vehicles, and performs it independently. The task of the driver in group work is connected with the work of other vehicles of the transportation complex. Each car has its own movement.
The number of vehicles that can be released onto the line at the same time depends on the front of loading operations.
The interval of movement of vehicles must correspond to the rhythm of the work of the loading and unloading point. Each car must be released onto the line in such a way that it arrives at the place of loading on time and does not wait for loading there.
Proper organization of the release of the rolling stock is important. The fact is that the dispatcher who issued the waybill to the driver believes that he immediately leaves for work. In fact, for one reason or another, the driver may be delayed on the territory of the ATP (the engine does not start, the tire turned out to be flat, technical malfunctions were revealed, etc.).
There are several methods for organizing the production of cars on the line. In some ATPs, for a serviceable and ready-to-release car, the control mechanic (KTP mechanic) gives the driver a token, on the basis of which the dispatcher writes out a waybill, believing that the car will immediately enter the line. In others, the dispatcher makes a note about the time of departure from the ATP after the mechanic of the KTP signs the waybill on the technical condition of the car. Thirdly, a checkpoint mechanic, etc., makes a mark on the time the car left the territory of the ATP.
However, in any case, it is necessary to ensure the timely exit of cars to the line, not to create queues for drivers to receive travel documentation and not to accumulate cars at the checkpoint waiting for inspection. In large motor transport enterprises (with 300 or more vehicles), these issues are of paramount importance. If the dispatcher spends only one minute on issuing the waybill (find the waybill, mark the time of departure in the waybill and in the dispatcher's list, let the driver sign the waybill), then it will take 5 hours to produce 300 cars. cars should last no more than 30 minutes, you need to have at least 10 dispatchers for the production of cars, which, of course, is not realistic.
One of the systems that allows you to speed up the production of cars on the line is the following. All cars returning from the line are subject to inspection at the checkpoint, where their general technical condition is determined. For technically serviceable vehicles, special tokens are given to the dispatch service, which allow drivers to subsequently enter the line without inspection. Based on these tokens, the dispatcher writes out waybills.
Receipt of waybills by drivers has been transferred to "self-service". A special rack with cells is placed in the driver's room, in which the dispatcher puts waybills and tokens before the release of cars on the line. Arriving at work, the driver starts the car, takes the waybill and token in the appropriate cell, and presents them to the mechanic of the control and technical point. The mechanic signs the waybill and puts down the time the car leaves for work. Every five to ten minutes, he reports to the dispatching service the numbers of cars released onto the line, on the basis of which the corresponding marks are made in the dispatch sheets.
When performing some tasks that require special conditions during transportation, the dispatcher issues waybills to drivers personally, checks the driver’s knowledge of the rules for transporting these goods, and conducts additional briefing, explaining the nature and possible specifics of the upcoming work.
For constant monitoring of the location of the car in the control room of a motor transport company, there is usually a dispatcher's scoreboard (garage scoreboard). It is intended for visual monitoring of the technical condition and location of the rolling stock. The scoreboard is made in the form of a light field divided into luminous cells, the number of which is equal to the number of cars in the ATP, and the cell number corresponds to the garage number of the car. Each cell can display one of four possible vehicle states:
car on the line;
the car came from the line to the park in good condition and can be used for further work;
the car came to the park in a faulty condition and was sent to the repair area;
the car is loaded, but has not yet entered the line.
To reproduce the above information, each cell has the following light indication:
burning green light 2 and glowing garage number 3 of the car (light 4 is on) means that the car came to the park in good condition;
a burning red light / and a glowing garage number 3 of the car means that the car came to the park in a faulty condition;
glowing garage number 3 means that the car is loaded, but is still on the territory of the ATP;
the cell does not have a light signal - a car is on the line.
3 .2. 4 Management and control over the work of the substation on the line
In the process of managing the work of the rolling stock on the line, the employees of the dispatching group:
Maintain operational communication with loading and unloading points, consignors and consignees;
Monitor the correct execution of the established routes for the movement of rolling stock;
Control the progress of the implementation of the established plans for the export of goods from each object;
Ensure the priority performance of urgent and important transportation, switching, if necessary, rolling stock from one work site to another;
Take the necessary measures to eliminate disruptions and malfunctions that arise during the work;
Technical assistance vehicles are sent to the line at the request of drivers.
However, the management of the work of the rolling stock on the line only from the central control room is insufficient, especially when a large number of vehicles operate at the cargo generating points. In this regard, linear dispatchers are attached to such cargo generating points, which can also serve a group of small points located in the same area. Their work is to:
Control over the provision of cargo-forming points with goods and loading mechanisms;
Monitoring compliance by consignors with the established norms of idle time of rolling stock under loading and the correct execution of shipping documents;
Monitoring the timeliness of the arrival of rolling stock at cargo generating points;
Checking the waybills of drivers arriving at cargo-forming points;
Monitoring the implementation of specified transportation routes;
Checking statements of drivers about problems at unloading points and going to the place to eliminate these problems;
Accounting for the implementation of the plan for the transportation of goods from this cargo-forming point for individual points of delivery;
Switching the rolling stock to other objects of work in agreement with the dispatching group in the event of a lack of cargo, idle time of the rolling stock in excess of the established time limit due to breakdown of loading mechanisms and other reasons;
Drawing up acts and making a special mark in the waybills in cases of idle time of the rolling stock in excess of the established time limits;
Fulfillment of orders received from the employees of the dispatching group;
Information of the dispatching group at the end of the working day on the results of the implementation of the plan for transportation and cargo from this cargo-forming facility and the reasons for deviations from the established plan.
Dispatch communication and a brief description of the technical means of communication.
The organization of communication of the dispatching group with linear dispatchers, consignors and consignees, auto trust and other higher organizations, with individual vehicles is important for the management of cargo transportation. To do this, you can use the telephone connection of the public network, switching, telegraph and radio communications.
Telephone, commutator and partially telegraph communications are varieties of wired communications using overhead wires, overhead and underground cables.
Telephone communication enables direct bilateral or multilateral conversation of subscribers. Selector communication is provided by the use of dispatcher switches, which guarantee: selective conversation of the dispatcher with each subscriber or individual groups of subscribers; conversation of the dispatcher with all subscribers; conversations between subscribers; two-way communication with other telephone systems.
In telegraph communications, high-speed transmission and reception of messages occurs over almost any distance using direct-printing teleprinters.
In road transport, teletypes are used, the advantages of which, compared with telephone communications, are: a high degree of use of wired communication lines; large resistant to interference and a small number of distortions of the transmitted text; in the possibility of obtaining a finished document. In addition, the use of teletypes, as a rule, does not completely eliminate the need to use telephone communications.
Drawing up the scheme of routes of movement of cars. Construction of a diagram of cargo flows. Choice of loading and unloading machines. Determination of the main technical and operational indicators along the route of cargo transportation. Requirements for the organization of the work of cargo points.
term paper, added 04/08/2016
Mechanization of loading and unloading operations during the transportation of goods. Justification of routes, determination of technical and operational indicators for each. Production program for operation. Documentation used in the organization of transportation of goods.
term paper, added 08/08/2015
Transport classification of cargo. Analysis of cargo flows by quarters of the year. Determination of the main technical and operational indicators for transportation routes. Driver regulation. Schedule of work of rolling stock, loading and unloading mechanisms.
term paper, added 06/18/2012
The structure of the fleet by brands of rolling stock. Characteristics of the existing organization of transportation, the main point of loading and unloading, the cargo being transported. Operational daily planning and management of cargo transportation. Contract for the carriage of goods.
thesis, added 04/06/2014
Characteristics of cargoes, formation of enlarged consignments, packaging and containerization. The choice of rolling stock, placement of cargo in the automatic telephone exchange, loading and unloading facilities. Determination of settlement-daily volumes of transportation for various types of cargo.
term paper, added 12/15/2009
Features of the container transport system. Requirements for the organization of work of cargo points and the specifics of the rolling stock. Mechanization of loading and unloading operations during the transportation of goods. Operational-daily planning and transportation management.
term paper, added 01/06/2012
Rules for the transportation of grain cargo, their acceptance, storage and release. Features of determining the timing of loading cargo into special bunker-type cars, calculating the number of routes and choosing the most efficient type of rolling stock for cargo transportation.
thesis, added 07/03/2015
The choice of rolling stock and the determination of methods for the transportation of perishable goods. Thermotechnical calculations of refrigerated rolling stock. Determining the distance between items of equipment. Working fleet for transporting a given volume of goods.
Course work
On the subject " Freight transportation»
On the topic: " Centralized transportation of inert cargo»
Introduction
At the present stage of development of the world economy, road transport for most developed countries is the main type of inland transport and a key element of the transport system in ensuring economic growth and social development of these countries.
The mass use of vehicles has led to a change in all sectors of the economy and in the social sphere, in the labor market, in urban policy, in the organization of retail trade, recreation, and in other aspects of society. At the same time, the process of motorization has assumed an essentially global character. Currently, in the most developed countries, 75-80% of the total volume of passenger and freight traffic is carried out by road.
In the EU countries, a significant share (from 50 to 68%) in the volume of cargo transportation is carried out by commercial auto enterprises related to the so-called public transport.
When transporting goods abroad, special attention is paid to the introduction of efficient transport and logistics technologies: through the terminal system, multimodal and intermodal transportation using large-capacity containers, piggybackers, transport packages. Over the past 7-8 years, the volume of such transportation in the USA, Germany, France, Japan has increased by more than 1.5 times.
In Russia, at the stage of formation of market relations, there were objective prerequisites for the accelerated development of road transport. Its influence on the development of the socio-economic sphere of the country has increased. So, in the transportation of goods, a trend was established that confirms the practice of foreign countries: the average growth rate of road transport in other modes of transport.
The well-known advantages of road transport (providing partionality, the possibility of organizing work "from wheels", delivery "from door to door", speed, flexibility, mobility, reliability) allow us to consider it as the most market-oriented mode of transport. More than 450 thousand business entities of various types of ownership and organizational and legal forms operate in the field of road transport.
The mass motorization of the country provided the opportunity to create a significant number of jobs not only at the enterprises of the motor transport complex, but also in other sectors of the economy that provide it with resources (automotive industry, metallurgy, chemical industry, fuel and energy complex, trade).
Road transport is one of the most important components of the transport security of the state in a special period.
The strategic goal of road freight transport is transport support for the development of sectors of the country's economy. Carrying out about 66% of the volume of domestic freight traffic, with a tendency to increase this share, road transport currently plays the role of the “main carrier” of goods in Russia.
There is no adequate replacement for road transport in the transportation of high-value goods over short and medium distances, in the transport supply of retail trade, industrial logistics, the construction industry, the agro-complex, as well as small businesses, which is confirmed by the volume of cargo transportation and a significant motor transport component in the cost of products: in industry - not less than 15%, in construction - up to 30%, in agriculture and trade - up to 40%. In total, these costs, taking into account the performance of loading and unloading and storage operations in 2003, amounted to at least 500 billion rubles. per year, or about 5% of the country's GDP. At the same time, unit transportation costs in the cost of finished products have increased significantly.
In the process of international integration, the role of road transport, which transports the most valuable products, has significantly increased, is approximately at the level of rail and sea transport and amounts to about 27%.
An important task for the development of road transport in the period up to 2010 is the further expansion of the market for road transport services, improving the quality of their performance while reducing transport costs. The expansion of the market for road transport services offers an increase in the volume of freight traffic and related transport and road services, taking into account the full satisfaction of the growing needs of the population and business entities within the country and in the implementation of foreign economic activity of the state.
In the field of freight transportation, it is necessary to provide for the development and implementation of a set of measures for the further development of the market for road transport services, which ensures the acceleration of the movement of goods and the reduction of road transport costs.
It is necessary to provide for the priority development of public transport enterprises, taking into account the accelerated renewal and growth of the automobile perk to a level that ensures a significant increase in their share in the volume of cargo transportation.
The solution of these problems, the further development and improvement of road transport requires the training of qualified personnel of engineering and technical workers who own modern methods of organization, planning, implementation, accounting and analysis of the transportation process.
1.Research section
.1 Characteristics of the cargo being transported
Cargo in transport refers to all items from the moment of loading into the body of the car, until the moment of delivery to the consignee. In this case, according to the method of loading and unloading: sand, crushed stone, soil-mass, are bulk cargo.
Bulk cargo is cargo that can be loaded and unloaded in bulk and transported without counting places or pieces.
Loading operations are carried out by excavators, self-propelled loaders, forklifts, belt conveyors and other means. Transportation of bulk and bulk cargoes is often an integral part of earthmoving, overburden, construction and other works.
As a rolling stock, dump trucks of the ZIL-MMZ, KrAZ, MAZ, KamAZ, BelAZ brands are used.
Bulk cargoes do not require special conditions for transportation, storage and warehousing.
For the transportation of large volumes of bulk cargo when working in quarries or mining in an open way, etc., dump trucks with an especially large carrying capacity (BelAZ car) are used.
Cars-dumpers are used to transport goods over short distances and on bad roads.
According to the degree of use of carrying capacity, bulk cargoes belong to the first class (J c =1).
According to the degree of danger, these goods are classified as low-dangerous.
1.2 Analysis of cargo flows by quarters of the year
Freight traffic is the number of tons of cargo transported in a certain direction. Cargo flows are unevenly distributed over the quarters of the year.
1. Determine the average quarterly, daily and annual traffic volume:
Q days \u003d Q 1 + Q 2 + Q 3 + Q 4 + Q 5 \u003d 210 + 98 + 112 + 112 \u003d 552 (t)
Q year \u003d Q day * D e \u003d 552 * 60 \u003d 33120 (t)
Q cf \u003d Q year /
4=33120/
4=8280(t)
2. Determine the volume of traffic by quarters of the year:
Ikv \u003d Q cf * 0.9 \u003d 8280 * 0.9 \u003d 7452 (t)
IIkv \u003d Q cf * 1 \u003d 8280 * 1 \u003d 8280 (t)
IIIkv \u003d Q cf * 1.2 \u003d 8280 * 1.2 \u003d 9936 (t)
IVkv \u003d Q cf * 0.9 \u003d 8280 * 0.9 \u003d 7452 (t)
3. Graph of uneven traffic.
The degree of non-uniformity of cargo flows is characterized by the coefficient of non-uniformity.
h n \u003d Q max / Q cf \u003d 9936/8280 \u003d 1.2
1.3 Requirements for the organization of work of cargo points
A loading and unloading point is an object where they receive and send, prepare, sort, store, load, unload goods and draw up documents.
According to the type of work performed, the points are divided into loading points, where only loading operations are performed, for example, a quarry; unloading, where only unloading is performed, for example, a dump, and loading and unloading, where both types of work are performed (various bases, enterprises, etc.).
Depending on the time of action - permanent, seasonal and temporary.
At permanent cargo points, loading and unloading operations are carried out regularly for a long time. Such points include various enterprises, trade and wholesale bases, metal depots, elevators, etc. At seasonal cargo points, work is performed for a certain period of time, as a rule, at the same time (season) every year (grain cleaning current, points for processing agricultural products, etc.). Temporary loading points carry out work for a short period of time (various construction sites, etc.).
According to the nomenclature of processed cargoes - into universal (for a wide range) and specialized (for individual cargoes or homogeneous groups).
Loading and unloading points are located at industrial and agricultural enterprises, construction sites, supply and marketing organizations, as well as at truck and railway stations, ports, marinas, airports.
The main elements of permanent loading and unloading points are: closed or open folding facilities, weighing devices, loading and unloading facilities (mechanisms, fixtures and rigging equipment), a network of access roads to loading and unloading points, outdoor lighting, service and amenity premises, facilities connections.
The weighing facilities of the loading and unloading point must have commodity scales (for weighing individual parts of the cargo), automobile (for weighing a car with and without cargo) or tensometric (weighing a car without stopping at a speed of 3 km / h). The mass of the cargo when weighed on the truck scales is equal to the difference between the total mass of the vehicle with the load and the mass of the vehicle before loading (or after loading).
Access roads must be paved (including temporary parking areas) and maintained in good condition (cleared of debris, and in winter - of snow and ice). They should not intersect with other traffic and eliminate the need to reverse.
For work at night, artificial lighting is provided: in open areas - at least 3 lux, on access roads - 1 lux.
To ensure the required performance, the loading and unloading point is equipped with the necessary number of posts - platforms where loading or unloading is carried out directly. When performing loading and unloading operations, mechanize the way loading and unloading posts are equipped with appropriate lifting machines.
A group of territorially united posts at a point forms a loading and unloading front. One of its main parameters is the length, which depends on the nature of the arrangement of the rolling stock: it can be in-line (side), end (transverse) and stepped (at an angle to the front of loading and unloading operations).
The flow arrangement allows loading and unloading operations through the side board, which is much larger than the rear one, which allows increasing labor productivity when performing loading and unloading operations. In addition, this method of arrangement minimizes the time spent on maneuvering the rolling stock. The flow arrangement is most effective when loading and unloading road trains. The disadvantage of this method is the excessive length of the front even with a small number of posts.
With the end method, a greater number of cars can be located on a certain length of the front. However, this arrangement involves an additional maneuver of the car in reverse. Unloading is carried out through the tailgate. This method is the only one possible when unloading most brands of dump trucks.
The staggered arrangement allows loading and unloading operations through the rear and side walls at the same time, which helps to reduce downtime under loading and unloading operations. However, this method of arranging the rolling stock is characterized by increased time spent on maneuvering, since the vehicle is fed in reverse and is complicated by the fact that the driver needs to monitor not only the rear clearance, but also both side clearances, i.e. putting the car on the post is equivalent to putting it into the box in reverse.
With a flow arrangement of rolling stock, the length of the loading and unloading front.
L f \u003d A * (L a + a) + a, m.
With the end arrangement of the rolling stock, the length of the loading and unloading front.
L f \u003d A * (B a + b) + b, m,
Where A is the number of cars, m;
L a - vehicle length, m;
B a - vehicle width, m;
a and b - the distance between the cars with the side and end schemes of their arrangement, m; accept: p - not less than 1.0 m, b - not less than 1.5 m.
1.3.1 Operation mode of points during the year, week, working day
The work of cargo items is carried out 305 days a year, within 6 days of the working week with one day off. Two-shift operation, lasting 14 hours.
1.3.2 Condition of access roads, lighting
The width of access roads for one-way traffic should not be less than 3.5 meters, and for two-way traffic - 6.2 meters with appropriate extensions at the corners. Access roads must be kept clean, cleared of debris that impedes the movement of the car. In winter, it is timely cleared of snow and ice, sprinkled with sand.
Particular attention should be paid to the illumination of loading and unloading areas. In the dark (night) time should be equipped with artificial lighting. If the cargo requires weighing upon acceptance and delivery, then the cargo point must be provided with a weighing platform for weighing the vehicle. The car must drive on the scales at a speed of up to 5 km / h.
1.3.3 The feasibility of organizing a control room or installing technical means of control
In those cargo points where the number of vehicles transported by more than 20 units, it is advisable to organize a dispatch center, with a small number of vehicles, technical means of control are installed. At the cargo point, a room for the work of the dispatcher should be equipped. Depending on the nature of the transported cargo, the storage room allows for reliable accounting of the availability of material assets, the speed of receiving and issuing stored goods.
The control room must be equipped with technical means of communication: telephone, walkie-talkie, etc.
1.3.4 Conclusions and proposals for the organization of the technological process of transportation
The transport process consists of three main elements: loading, movement and unloading.
Loading includes the supply of vehicles to the right place, the organization of the scope of work, the accumulation, formation and sorting of cargo, the execution of documents accompanying the transportation. The main document for transportation is bill of lading, on the basis of which the consignor writes off material assets from the accounts of his enterprise, transferring them to transport workers for the period of transportation. All risks associated with the safety of the goods from that moment are transferred from the cargo owner to the carrier. The carrier is not the owner of the cargo, but is responsible for it financially for the period of transportation.
Motion is the main function of transport. The more complicated traffic of the flow requires more attention from both the compilers of the routes and the performers (drivers, machinists, captains) in order to reduce travel time and guarantee the safety of transporting goods or passengers.
Loading and unloading operations can be carried out by cargo owners or, if desired and possible, by transport workers, who often do not want to depend on cargo owners, to reduce the time for loading and unloading operations and the overall time of the production process. These operations are the most complex and time-consuming, affecting the vehicle delay time and, consequently, reducing its productivity.
unloading- this is the supply of a vehicle to the work area, the disbanding and sorting of cargo, the execution of documents for the arrived cargo. According to the bill of lading, the goods are transferred to the consignee, who assumes liability. All risks for the cargo are transferred from the carrier to the consignee.
Transport continues and completes the production process until it is delivered to the consumer. The process of production of products is considered completed only when the products are delivered to the sphere of consumption and, accordingly, the process of production of transport products stops immediately after the goods are delivered to the right place. Consequently, transport products are produced only during the movement of a vehicle with a load.
Agreement.
Based on the approved annual transportation plans, motor transport organizations and customers conclude direct business contracts for transportation.
The contract for the carriage of goods by road is an agreement under which one party (road transport organization) undertakes to accept for transportation and deliver the goods of the other party (client) from the place of departure to the place of destination on time, and the other party (client) undertakes to present the goods for transportation, ensure the loading and unloading of cargo and pay the cost of transportation.
For motor transport enterprises of the system of the Ministry of Motor Transport of the RSFSR, a general standard contract for the carriage of goods has been established. It consists of the following sections: the subject of the contract, which indicates the total volume of traffic, cargo turnover and the estimated cost of the upcoming cargo transportation; conditions of carriage, where the procedure for settlements is indicated; the responsibility of the parties for the fulfillment of the terms of the contract; validity period and legal addresses (settlement accounts) of the parties. Enterprises and organizations concluding agreements with motor transport organizations must submit an annex to the agreement, which contains data on the volume of cargo transportation and cargo turnover, broken down by points of departure and quarters of the year.
In accordance with the annual agreement and within the limits of the quarterly plan, the motor transport company, in agreement with the client, approves monthly plans 10 days before the beginning of the quarter.
In the contracts, the parties should specifically provide for a limit (in percent) of the possible change in the average daily traffic volume.
The contract, as a rule, is signed by the heads of motor transport enterprises and client organizations or their deputies. The annual contract must be concluded no later than March 15 of the current year.
The charter defines the material liability of motor transport enterprises and customers for failure to fulfill the ten-day transportation plan in case of non-delivery of cargo or failure to present cargo for transportation. In this case, the guilty party must pay the other party a fine in the amount of 20% of the cost of the failed transportation and in the amount of 10% of the cost of using the car with time payment. This provision is reflected in the contract.
Motor transport enterprises and customers are exempted from paying a fine for failure to comply with the transportation plan if this is due to the following reasons: natural phenomena (drift, floods, fires, etc.); temporary suspension or restriction in accordance with the established procedure of the movement of vehicles on the roads; an accident at the enterprise, as a result of which the work of the last or its individual workshops was stopped for a period of at least 3 days. When concluding and executing contracts for the carriage of goods by road, the parties must be guided by the main current legal provisions, instructions and directive documents of higher organizations.
The value of a business contract as the main document that defines the rights and obligations of the parties, the responsibility of the motor transport company for the timely export of consignors' products and their delivery to consignees is very high. If plans for the carriage of goods are not fulfilled within the time limits stipulated by the contracts, the amount of deductions to the economic incentive fund (material incentives) may be reduced. This is due to the fact that the activities of motor transport enterprises largely determine how the customers they serve fulfill the most important indicator of the plan - the volume of sales.
2. Settlement and technological section
.1 Selection and justification of the PS
Brief technical characteristics of the selected PS.
The main requirements of the PS are in accordance with the conditions of the transportation process, i.e. The PS must provide:
1. safety of the transported cargo;
2. the most complete use of load capacity;
Ease of loading and unloading.
KAMAZ-53212 Road train consisting of a KAMAZ-53212 car and a GKB-8352 trailer
q n = 8t q n = 10t
For transportation, we choose 2 cars with different carrying capacity.
P=Q day1 *L eg1 +Q day2 *L eg 2+Q day3 *L eg3 +Q day4 *L eg4 +Q day5 *L eg5 =210*8+98*12+112*9+112*9=4872 t/km
We calculate the environment for the distance of transportation of one ton of cargo:
L cf \u003d L eg \u003d P / Q total \u003d 4872/552 \u003d 8.82 km
3. Calculate the average travel time:
t dv \u003d 2L eg / V t \u003d 2 * 8.82 / 25 \u003d 42 min
For a KamAZ-53212 car, q n \u003d 10t:
(t t \u003d 1m) t p \u003d t p \u003d q n * t t \u003d 10 * 0.97 \u003d 9.7 min
t p-r \u003d t p + t p \u003d 9.7 + 9.7 \u003d 16min \u003d 0.32 h
For a road train consisting of a KamAZ-55212 car and a GKB-8325 trailer, q n = 20t:
t p \u003d t p \u003d q n * t t \u003d 20 * 0.97 \u003d 19.4 min
t p-p \u003d t p + t p \u003d 19.4 + 19.4 \u003d 40 min \u003d 0.66 h
The decisive factor when choosing a PS is a comparative calculation of the productivity of the PS in tons:
KAMAZ-53212 q n *B*J s *V t
q n - Load capacity s - Load capacity utilization factor t - Technical speed
L cf - Average trip length
t p-r - idle time under loading / unloading
We calculate the performance for the KamAZ-53212 car
We calculate the performance for a road train as part of a KamAZ-53212 car with a GKB-8352 trailer
V h \u003d q n * B * J s * V t / L eg + B * V t * t p-r \u003d 20 * 1 * 0.5 * 25 / 8.82 + 25 * 0.5 * 0.66 = 14.6 t/h
After calculating the hourly productivity for transportation, we select a road train consisting of a KamAZ-53212 car with a GKB-8352 trailer, since it has a higher productivity than a KamAZ-53212 car.
Brief technical characteristics of the road train as part of the KamAZ-53212 vehicle with the GKB-8352 trailer
KAMAZ-53212
Onboard tractors produced by the Kama Automobile Plant: KamAZ-5320 since 1976, KamAZ-53212 since 1979. Designed to work mainly with trailers. The body is a metal platform with opening side and rear sides. The flooring is wooden, the installation of an awning is provided. Cabin - triple, reclining forward, with noise and thermal insulation, equipped with places for fastening seat belts, for KamAZ-53212 - with a berth. The driver's seat is sprung, adjustable according to the driver's weight, length, backrest inclination.
Main trailers: for KAMAZ-5320 - GKB-8350 and -8355; for KAMAZ-53212 - GKB-8352 and -8357.
Modifications:
car KAMAZ-5320 - chassis KAMAZ-53211 and tropical version - KAMAZ-532007;
car KAMAZ-53212 - chassis KAMAZ-53213 and tropical version - KAMAZ-532127.
On the diagram of the KamAZ-53212 car, the dimensions for the aluminum platform are given in brackets.
KAMAZ-5320 KAMAZ-53212
Curb weight, kg 7080 8000
Gross weight, kg 15305 18225
Permissible trailer weight, kg 11500 14000
Gross train weight, kg 26805 32225
Max. vehicle speed, km/h 80 80
The same, road trains 80 80
Vehicle acceleration time up to 60 km/h, sec. 35 40
The same, road trains 70 90
Max. overcome rise by car, % 30 30
The same, by road train 18 18
Run-out of the car from 50 km/h, m 700 800
Stopping distance of a car from 60 km/h, m 36.7 36.7
The same, road trains 38.5 38.5
Control fuel consumption, l / 100 km of the car:
at 60 km/h 23.0 24.4
at 80 km/h 29.6 31.5
The same, road trains:
at 60 km/h 32.5 33.0
at 80 km/h 43.7 44.8
Turning radius, m:
on the outer wheel 8.5 9.0
overall 9.3 9.8
Engine.
Maud. KAMAZ-740.10, diesel, V-o6p. (90°), 8-cl., 120x120 mm, 10.85 l, compression ratio 1 7, operation order 1-5-4-2-6-3-7-8, power 154 kW (210 hp) ) at 2600 rpm, torque 637 Nm (65 kgf-m) at 1500-1800 rpm. Injectors - closed type, TNDV - V-shaped, 8-section, spool type, with a low-pressure fuel priming pump, a fuel injection advance clutch and an all-mode speed controller. The air filter is dry, with a replaceable cardboard filter element and a clogging indicator. The engine is equipped with an electric torch device (EFD) and (on request) a pre-heater PZhD-30.
Transmission.
The clutch is double-disk, with peripheral springs, the release drive is hydraulic with a pneumatic booster. Gearbox - 5-speed, with a front divider, the total number of gears is ten forward and two reverse, transmitted. numbers: I-7.82 and 6.38; II-4.03 and 3.29; III-2.5 and 2.04; IV-1.53 and 1.25; V-1.0 and 0.815; ZX-7.38 and 6.02. Synchronizers - on II, III, IV and V gears. The divider is equipped with a synchronizer, the divider control is pneumomechanical, preselector. Cardan transmission - two cardan shafts. Main gear - double (conical and cylindrical), transmitted. number - 6.53 (by order - 7.22; 5.94; 5.43); the middle axle is a through passage, with an interaxle differential, which is blocked by means of an electro-pneumatic or pneumatic drive.
Wheels and tires.
Wheels - discless, rim 7.0-20, mounted on 5 studs. Tires - 9.00R20 (260R508), mod. I-N142B, front tire pressure - 7.3; rear: KAMAZ-5320 - 4.3; KamAZ-53212 - 5.3 kgf / cm. sq.; the number of wheels is 10+1.
Suspension.
Dependent: front - on semi-elliptical springs with rear sliding ends, with shock absorbers; rear - balancing, on semi-elliptical springs, with six jet rods, the ends of the springs are sliding.
Working brake system - with drum mechanisms (diameter 400 mm, lining width 140 mm, unclamp - cam), double-circuit pneumatic drive. Brake chambers: front - type 24, bogies - 20/20 with spring energy accumulators. Parking brake - for trolley brakes from spring energy accumulators, pneumatic drive. The spare brake is combined with the parking brake. Auxiliary brake - motor retarder with pneumatic drive. The trailer brake drive is combined (two- and one-drive). There is an alcohol fuse against freezing of condensate.
Steering.
The steering mechanism - a screw with a ball nut and a piston-rack, meshing with the toothed sector of the bipod shaft, is transmitted. number 20. The hydraulic booster is built-in, the oil pressure in the booster is 80-90 kgf / cm. sq.
Electrical equipment.
Voltage 24 V, battery 6ST-190TR or -190 TM (2 pcs.), generator set G-273 with voltage regulator Ya120M, starter ST142-B.
Fuel tanks:
for KamAZ-5320 - 175 or 250 l,
for KamAZ-53212 - 250 l, diesel fuel;
cooling system (with heater) - 35 l, coolant. liquid - antifreeze A-40;
engine lubrication system - 26l, M-10G (k) in summer, M-8G2 (k) in winter, all-weather DV-ASZp-10V;
power steering - 3.7 l, brand P oil;
gearbox with divider - 12l, TSP-15K;
crankcases of driving axles - 2x7 l, TSp-15K;
hydraulic clutch release system - 0.28 l, Neva brake fluid;
shock absorbers - 2x0.475 l, liquid AZh-12T;
fuse against freezing of condensate in the brake drive - 0.2 l or 1.0 l, ethyl alcohol;
windshield washer reservoir - 1.8 l, liquid NIISS-4 mixed with water.
Mass of units (in kg):
Engine with clutch - 770,
gearbox with divider - 320,
cardan shafts - 49(59),
front axle - 255,
middle bridge - 592,
rear axle - 555,
frame - 605(738),
body - 870(1010),
cab complete with equipment - 577(603),
wheel complete with tire - 80,
radiator - 25.
Trailer GKB-8352
Produced by the Stavropol trailer plant GKB-8350 since 1976, GKB-8352 since 1980 based on the units of the KamAZ-5320 car. The body is a metal platform with three opening sides. The main tractors KamAZ-5320 and KamAZ-53212, respectively.
Comparative characteristics of trailers GKB 8350 and 8352
GKB-8350 GKB-8352
Load capacity, kg 8000 10000
Own weight, kg 3500 3700
Including on the front axle 1900 1900
Including rear axle 1600 1600
Gross weight, kg 11500 13700
Including on the front. axle 5750 6850
including on the back. Axle 5750 6850
Dimensions, mm 8290X2500X1800
Internal dimensions, mm 6100X2317X500
Loading height, mm 1300 1370
Base, mm 4340 4340
Wheel track, mm 1850 1850
Drawbar location height, mm 938 938
Number of wheels 8+1 8+1
Tires 260-508R 260-508R
Working drum with a pneumatic drive, parking on the rear wheels with fur. driven
Brake drive system: combined, one- and two-wire
Suspension: front and rear on longitudinal semi-ellyt. springs
Turning device: turntable on balls
2.2 Calculation of the number of trips for daily requests
1. A1B1-B1A1
n e \u003d Q / q n * J c \u003d 880/10 * 1 \u003d 88 drive.
ne = 660/10*1=66drives.
ne = 660/10*1=66drives.
ne = 440/10*1=44drives.
ne = 220/10*1=22 rides
2.3 Mechanization of PRR during the transportation of goods
Selection and justification of PR machines and load-handling devices PR machines are chosen based on the conditions of their work and ensuring the least downtime of the PS and mechanisms at minimal cost. However, their choice depends on the following factors:
Characteristics of the transported cargo;
Characteristics of cargo traffic;
Characteristics of the physical properties of the cargo;
Characteristics of the daily volume;
Characteristics of the PS type.
Brief technical characteristics of PRM.
The PZM-100 grain loader with a capacity of up to 110 t/h is designed for loading and unloading operations on open currents and in grain warehouses. Grain loader PZM-100 also proved to be excellent when loading sea containers for grain transportation and railway cars.
The PZM-100 grain loader is specially designed to ensure fast loading of modern vehicles with a side height of up to 5 m and high-performance work in grain warehouses. The PZM-100 grain loader differs from the PZM-90S grain thrower of our production in greater productivity, reinforced and more powerful frame, loading elevator, feeders and trimmer, as well as the use of more powerful electric motors and, accordingly, a different system for protecting electrical equipment from overloads.
Calculation of the required number of PRP (posts) for each point of loading and unloading.
The number of PRPs must be determined for each item separately:
1. Determine the time for loading (unloading) one ton of cargo:
t t \u003d t p (p) / q n * J s =
40/20*1=2min/t
2. Determine the throughput:
M t =60/ t t =60/20=30t/h
3. Determine the number of loading (unloading) posts:
N \u003d (Q day / M t * T n) * h n
N A 1 \u003d (210/30 * 16) * 1 \u003d 1 (post)
N A 2 =(98/30*16)*1=1(posts)
N A 3 =(112/30*16)*1=1(posts)
N A 4 =(112/30*16)*1=1(posts)
Determination of the main technical and operational indicators in the organization of the work of the substation on simple pendulum routes, based on daily applications.
Route number 1.
Initial data:
Q day = 210t
T n \u003d 16 h t, \u003d 25 km / h s = 1
t p-r \u003d 0.66 h
1. Route length:
L m \u003d L eg + L` x \u003d 8 + 8 \u003d 16 (km)
L` x is the length of an idle trip, km.
L m - route length, km; t - average technical speed, km/h;
t p-r - time under loading and unloading, h.
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(3 + 9-8) / 25) / 1.3 \u003d 12 (about)
T n - time in the outfit, h;
L` x - last idle trip, km;
t about - the time spent by the car per revolution, h.
V w.d. \u003d q n * J c * Z about \u003d 20 * 1 * 12 \u003d 240 (t)
W r.d. \u003d q n * J c * Z about * L eg \u003d 20 * 1 * 12 * 8 \u003d 1920 (t.km)
q n - carrying capacity of PS, t; c is the coefficient of utilization of the carrying capacity of the substation;
L eg - the length of the loaded ride, km.
L m - route length, km;
Z about - number of revolutions along the route, about;
L n1 - the first idle run, km;
L n2 - second idle run, km;
L` x - last idle trip, km.
7
L gr \u003d L eg * Z about \u003d 8 * 12 \u003d 96 (km)
L eg - the length of the loaded ride, km;
Z about - number of revolutions along the route, about.
B= L gr / L day = 96/196 = 0.48
L day - daily mileage along the route, km.
9
t about - the time spent by the car per revolution, h;
Z about - number of revolutions along the route, about;
L n1 - the first idle run, km;
L n2 - second idle run, km;
L` x - last idle trip, km; t - average technical speed, km/h.
e \u003d L day / T n.f \u003d 196 / 15.76 \u003d 12.43 (km / h)
A E \u003d Q day / V r.d \u003d 210/240 \u003d 0.87 (author)
Q day - daily traffic volume, t;
V r.d - daily performance of the PS, t.
12. Number of car-hours on duty along the route6
ACH n \u003d A E * T n.f. \u003d 0.87 * 15.76 \u003d 13.71 (auto-h)
T n.f. - actual time on duty, hours
13
AD e \u003d A E * D e \u003d 0.87 * 60 \u003d 52.2 (aut-days)
A E - cars in operation, author;
D e - days in operation, days.
14
L total \u003d L day * AD e \u003d 196 * 52.2 \u003d 10231.2 (km)
L day - daily mileage along the route, km;
L` gr \u003d L gr * AD e \u003d 96 * 52.2 \u003d 5011.2 (km)
L gr - laden mileage along the route, km;
AD e - car-days in operation, bus-days.
16. Volume of traffic:
Q \u003d V r.d * AD e \u003d 240 * 52.2 \u003d 12528 (t)
V r.d - daily performance of the substation, t;
AD e - car-days in operation, bus-days.
Cargo turnover:
P \u003d W r.d * AD e \u003d 1920 * 52.2 \u003d 4293120 (t. km)
W r.d - daily productivity, t.km;
AD e - car-days in operation, bus-days.
Route number 2
Initial data:
T n \u003d 16 h t \u003d 25 km / h s = 1
t p-r \u003d 0.66 h
1. Route length:
L m \u003d L eg + L` x \u003d 12 + 12 \u003d 24 (km)
Time spent by car per revolution:
t about \u003d L m / V t + t p-r \u003d 24/25 + 0.66 \u003d 1.62 (h)
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(12 + 9-12) / 25) / 1.62 \u003d 10 (about)
4. Car daily performance:
V w.d. \u003d q n * J c * Z about \u003d 20 * 1 * 10 \u003d 200 (t)
5. Daily performance of PS:
W r.d. \u003d q n * J c * Z about * L eg \u003d 20 * 1 * 10 * 12 \u003d 2400 (t.km)
6
L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 24 * 10 + 12 + 9-12 \u003d 249 (km)
7. Loaded vehicle mileage along the route:
L gr \u003d L eg * Z about \u003d 12 * 10 \u003d 120 (km)
8
B= L gr / L day = 120/249 = 0.48
T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.62 * 10 + (12 + 9-12 / 25) \u003d 16.56 (h)
10. Vehicle operating speed:
e \u003d L day / T n.f \u003d 249 / 16.56 \u003d 15.03 (km / h)
11. Operating number of vehicles operating on the route:
A E \u003d Q day / V r.d \u003d 98/200 \u003d 0.49 (author)
12
ACH n \u003d A E * T n.f. \u003d 0.49 * 16.56 \u003d 8.11 (auto-h)
AD e \u003d A E * D e \u003d 0.49 * 60 \u003d 29.4 (aut-days)
L total \u003d L day * AD e \u003d 249 * 29.4 \u003d 7320.6 (km)
15
L` gr \u003d L gr * AD e \u003d 120 * 29.4 \u003d 3528 (km)
16. Volume of traffic:
Q \u003d V r.d * AD e \u003d 200 * 29.4 \u003d 5880 (t)
Cargo turnover:
P \u003d W r.d * AD e \u003d 2400 * 29.4 \u003d 70560 (t.km)
Route number 3
Initial data:
Q day = 112t
T n \u003d 16 h t \u003d 25 km / h s = 1
t p-r \u003d 0.66 h
1. Route length:
Number of turns on the route:
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(11 + 6-9) / 25) / 1.38 \u003d 11 (about)
4. Car daily performance:
Substation daily productivity:
Daily car mileage on the route:
L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 18 * 11 + 11 + 6-9 \u003d 206 (km)
Loaded vehicle mileage along the route:
Mileage utilization rate:
B= L gr / L day = 99/206 = 0.48
Actual time on duty:
T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.38 * 11 + (11 + 6-9 / 25) \u003d 15.5 (h)
Vehicle operating speed:
e \u003d L day / T n.f \u003d 206 / 15.5 \u003d 13.29 (km / h)
Operating number of vehicles operating on the route:
Number of car-hours in order for the route:
ACH n \u003d A E * T n.f. \u003d 0.50 * 15.5 \u003d 7.75 (auto-h)
Vehicle-days in operation:
Total car mileage along the route:
L total \u003d L day * AD e \u003d 206 * 30 \u003d 6180 (km)
Loaded vehicle mileage along the route:
Transport volume:
Cargo turnover:
P \u003d W r.d * AD e \u003d 1980 * 30 \u003d 59400 (t. km)
Route number 4.
Initial data:
Q day = 112t
T n \u003d 16 h t \u003d 25 km / h s = 1
t p-r \u003d 0.66 h
1. Route length:
L m \u003d L eg + L` x \u003d 9 + 9 \u003d 18 (km)
Time spent by car per revolution:
t about \u003d L m / V t + t p-r \u003d 18/25 + 0.66 \u003d 1.38 (h)
Number of turns on the route:
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(10 + 4-9) / 25) / 1.38 \u003d 11 (about)
Daily vehicle performance:
V w.d. \u003d q n * J c * Z about \u003d 20 * 1 * 11 \u003d 220 (t)
Substation daily productivity:
W r.d. \u003d q n * J s * Z about * L eg \u003d 20 * 1 * 11 * 9 \u003d 1980 (t.km)
Daily car mileage on the route:
L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 18 * 11 + 10 + 4-9 \u003d 203 (km)
Loaded vehicle mileage along the route:
L gr \u003d L eg * Z about \u003d 9 * 11 \u003d 99 (km)
Mileage utilization rate:
B= L gr / L day = 99/203 = 0.48
Actual time on duty:
T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.38 * 11 + (10 + 4-9 / 25) \u003d 15.18 (h)
Vehicle operating speed:
e \u003d L day / T n.f \u003d 203 / 15.38 \u003d 13.19 (km / h)
A E \u003d Q day / V r.d \u003d 112/220 \u003d 0.50 (author)
Number of car-hours in order on the route6
ACH n \u003d A E * T n.f. \u003d 0.50 * 15.38 \u003d 7.69 (auto-h)
13. Car-days in operation:
AD e \u003d A E * D e \u003d 0.50 * 60 \u003d 30 (aut-day)
Total car mileage along the route:
L total \u003d L day * AD e \u003d 203 * 30 \u003d 6090 (km)
Loaded vehicle mileage along the route:
L` gr \u003d L gr * AD e \u003d 99 * 30 \u003d 2970 (km)
Transport volume:
Q \u003d V r.d * AD e \u003d 220 * 30 \u003d 6600 (t)
Cargo turnover:
P \u003d W r.d * AD e \u003d 1980 * 30 \u003d 59400 (t. km)
2.5 Operational production program (existing shipments)
A e \u003d A e1 + A e2 + A e3 + A e4 + A e5 \u003d 0.87 + 0.49 + 0.50 + 0.50 \u003d 2.36 (author)
2. List number of vehicles operating on all routes:
A cn \u003d A e / a in \u003d 2.36 / 0.8 \u003d 2.95 (author)
AD x \u003d A cn * D k \u003d 2.95 * 60 \u003d 177 (aut-days)
AD e \u003d A e * D e \u003d 2.36 * 60 \u003d 141.6 (aut-days)
5. Fleet utilization rate:
a n \u003d AD e / AD x \u003d 141.6 / 177 \u003d 0.8
åACH n \u003d ACH 1 + ACH 2 + ACH 3 + ACH 4 + ACH 5 \u003d 13.71 + 8.11 + 7.75 + 7.69 \u003d 37.26 (author)
T n.f. (sr) \u003d åAH n / A e \u003d 37.26 / 2.36 \u003d 15.78 (h)
åLtotal = Ltotal1 +Ltotal2 +Ltotal3 +Ltotal4 +Ltotal5 = 10231.2+7320.6+ 6180+6090 =29911.8 (km)
åL` gr = 5011.2+3528+2970+2970=14479.2 (km)
10. Mileage utilization factor considering all routes:
В=åL` gr /åL total =14479.2/29911.8=0.48
10. Average daily car mileage:
L ss \u003d åL total / AD e \u003d 29911.8 / 141.6 \u003d 211.24 (km)
11. Volume of traffic on all routes:
åQ=Q 1 +Q 2 +Q 3 +Q 4 +Q 5 = 12528+5880+6600+6600=31608 (t)
12. Freight turnover on all routes:
åP \u003d P 1 + P 2 + P 3 + P 4 + P 5 \u003d 100224 + 70560 + 59400 + 59400 \u003d 289624 (t.km)
2.6 Substantiation of rational routes for the transportation of goods in the use of economic and mathematical methods by combined matrices (projected transportation)
We enter the initial data into a general table in which the recipients of the goods are located in rows, and the suppliers are in columns.
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Route No. 1 A1B1-B1A1 - 5 trips (pendulum with reverse idle run)
Route No. 2 A3B3-B3A3 - 6 riders (pendulum with reverse idle run)
Route No. 3 A4B4-B4A4 -1 trip (pendulum with reverse idle run)
Route No. 4 A1B1-B1A2-A2B2-B2A4-A4B4-B4A1 -15 riders (circular on a hexagonal contour)
Check: 5+6+1+15=27 rides.
2.8 Determination of the main technical and operational indicators for each rational route (projected transportation)
Route number 1.
Initial data:
Q days = 100t
tp-p=0.66
1. Route length:
L m \u003d L eg + L` x \u003d 8 + 8 \u003d 16 (km)
2. Time spent by car per revolution:
t about \u003d L m / V t + t p-r \u003d 16/25 + 0.66 \u003d 1.3 (h)
3. Number of turns on the route:
4. Car daily performance:
V w.d. \u003d q n * Jc * Z about \u003d 20 * 1 * 12 \u003d 240 (t)
5. Daily performance of PS:
W r.d. \u003d q n * Jc * Leg * Z about * \u003d 20 * 1 * 12 * 8 \u003d 1920 (t.km)
6. Daily car mileage along the route:
L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 16 * 12 + 3 + 9-8 \u003d 196 (km)
L gr \u003d Leg * Z about \u003d 8 * 12 \u003d 96 (km)
8. Mileage utilization rate:
B= L gr / L day = 96/196 = 0.48
9. Actual time on duty:
T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.3 * 12 + (3 + 9-8 / 25) \u003d 15.76 (h)
e \u003d L day / T n.f \u003d 196 / 15.76 \u003d 12.43 (km / h)
11. Operating number of vehicles operating on the route:
A E \u003d Q day / V r.d \u003d 100/240 \u003d 0.41 (author)
12. Number of car-hours on duty along the route6
ACH n \u003d A E * T n.f. \u003d 0.41 * 15.76 \u003d 6.4 (auto-h)
13. Car-days in operation:
AD e \u003d A E * D e \u003d 0.41 * 60 \u003d 24.6 (aut-days)
14. Total car mileage along the route:
L total \u003d L day * AD e \u003d 196 * 24.6 \u003d 4821.6 (km)
15. Loaded vehicle mileage along the route:
L` gr \u003d L gr * AD e \u003d 96 * 24.6 \u003d 2361.6 (km)
16. Volume of traffic:
Q \u003d V r.d * AD e \u003d 240 * 24.6 \u003d 5904 (t)
Cargo turnover:
P \u003d W r.d * AD e \u003d 1920 * 24.6 \u003d 47232 (t. km)
Route number 3.
Initial data:
L n2 = 6km s1 = 1
T n \u003d 16h t \u003d 25 km / h
t p-r \u003d 0.66 h
1. Route length:
L m \u003d L eg + L x \u003d 9 + 9 \u003d 18 (km)
2. PS turnaround time:
3. Number of turns on the route:
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(11 + 6-9) / 25) / 1.38 \u003d 11 (about)
5. Daily performance of PS:
W r.d. = q n * J with *
6. Daily car mileage along the route:
L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 18 * 11 + 11 + 6-9 \u003d 206 (km)
L gr \u003d L eg * Z about \u003d 9 * 11 \u003d 99 (km)
8. Mileage utilization rate:
B= L gr / L day = 99/206 = 0.48
Actual time on duty:
T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.38 * 11 + (11 + 6-9 / 25) \u003d 15.5 (h)
Vehicle operating speed:
e \u003d L day / T n.f \u003d 206 * 15.5 \u003d 13.29 (km / h)
Operating number of vehicles operating on the route:
A E \u003d Q day / V r.d \u003d 80/220 \u003d 0.36 (author)
Number of car-hours in order on the route6
ACH n \u003d A E * T n.f. \u003d 0.36 * 15.5 \u003d 5.58 (auto-h)
Vehicle-days in operation:
AD e \u003d A E * D e \u003d 0.36 * 60 \u003d 21.6 (aut-days)
14. Total car mileage along the route:
L total \u003d L day * AD e \u003d 206 * 21.6 \u003d 4449.6 (km)
Loaded vehicle mileage along the route:
L` gr \u003d L gr * AD e \u003d 99 * 21.6 \u003d 2138.4 (km)
Transport volume:
Q \u003d V r.d * AD e \u003d 220 * 21.6 \u003d 4752 (t)
Cargo turnover:
P \u003d W r.d * AD e \u003d 1980 * 21.6 \u003d 42768 (t.km)
Route number 3
Initial data:
L n2 = 4km s1 = 1
T n \u003d 16h t \u003d 25 km / h
t p-r \u003d 0.66 h
1. Route length:
L m \u003d L eg + L x \u003d 9 + 9 \u003d 18 (km)
2. PS turnaround time:
T about \u003d L m / V t + t p-r \u003d 18/25 + 0.66 \u003d 1.38 (h)
3. Number of turns on the route:
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(10 + 4-9) / 25) / 1.38 \u003d 11 (about)
4. Daily performance of PS:
V w.d. \u003d q n * J c * Z about \u003d 20 * 1 * 11 \u003d 220 (t)
5. Daily performance of PS:
W r.d. = q n * J with *
L er * Z about \u003d 20 * 1 * 9 * 11 \u003d 1980 (t / km)
L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 18 * 11 + 10 + 4-9 \u003d 203 (km)
7. Loaded mileage on the route:
L gr \u003d L eg * Z about \u003d 9 * 11 \u003d 99 (km)
8.
Mileage utilization rate:
B= L gr / L day = 99/206 = 0.48
Actual time on duty:
T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.38 * 11 + (10 + 4-9 / 25) \u003d 15.38 (h)
Vehicle operating speed:
e \u003d L day / T n.f \u003d 203 * 15.38 \u003d 13.19 (km / h)
Operating number of vehicles operating on the route:
A E \u003d Q day / V r.d \u003d 20/220 \u003d 0.09 (author)
Number of car-hours in order on the route6
ACH n \u003d A E * T n.f. \u003d 0.09 * 15.38 \u003d 1.38 (auto-h)
Vehicle-days in operation:
AD e \u003d A E * D e \u003d 0.09 * 60 \u003d 5.4 (aut-day)
Total car mileage along the route:
L total \u003d L day * AD e \u003d 203 * 5.4 \u003d 1096.2 (km)
Loaded vehicle mileage along the route:
L` gr \u003d L gr * AD e \u003d 99 * 5.4 \u003d 534.6 (km)
Transport volume:
Q \u003d V r.d * AD e \u003d 220 * 5.4 \u003d 2376 (t)
Cargo turnover:
P \u003d W r.d * AD e \u003d 1980 * 5.4 \u003d 10692 (t. km)
Route number 4.
A1B1-B1A2-A2B2-B2A4-A4B4-B4A1
Initial data:
Q day = 300t
L eg2 = 12km
L n2 = 4km s1 = 1 s2 = 1 c3 = 1
T n \u003d 16h t \u003d 25 km / h
t p-p = 0.66h
1. Route length:
L m \u003dåL eg +å L x \u003d 29 + 13 \u003d 42 (km)
2. PS turnaround time:
T about \u003d L m / V t + t p-r \u003d 42/25 + 0.66 \u003d 3.66 (h)
3. Number of turns on the route:
Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16-(3 + 4-7) / 25) / 3.66 \u003d 5 (about)
4. Daily performance of PS:
V w.d. = q n * (J с1 +
J c2 + J c3) * Z about \u003d 20 * (1 + 1 + 1) * 5 \u003d 300 (t)
5. Daily performance of PS:
W r.d. = q n *(J с1 * L eg1 + J c2 * L er2 + J c3 * L er3) * Z about \u003d
20(1*8+1*12+1*9)*5=2900 (t/km)
6. Daily car mileage along the route:
L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 42 * 5 + 3 + 4-7 \u003d 210 (km)
7. Loaded mileage on the route:
L gr \u003d (L eg1 + L eg2 + L eg3) * Z about \u003d (8 + 12 + 9) * 5 \u003d 145 (km)
8. Mileage utilization rate:
B= L gr / L day = 145/210 = 0.69
Actual time on duty:
T n.f. \u003d t about * Z about + ((L n1 + L n2 - L` x) / V t) \u003d 3.66 * 5 + ((3 + 4-7) / 25) \u003d 18.5 (h)
Vehicle operating speed:
e \u003d L day / T n.f \u003d 210 / 18.5 \u003d 11.35 (km / h)
Operating number of vehicles operating on the route:
A E \u003d Q days / V r.d \u003d 300/300 \u003d 1 (author)
Number of car-hours in order on the route6
ACH n \u003d A E * T n.f. \u003d 1 * 18.5 \u003d 18.5 (auto-h)
Vehicle-days in operation:
AD e \u003d A E * D e \u003d 1 * 60 \u003d 60 (aut-day)
Total car mileage along the route:
L total \u003d L day * AD e \u003d 210 * 60 \u003d 12600 (km)
Loaded vehicle mileage along the route:
L` gr \u003d L gr * AD e \u003d 145 * 60 \u003d 8700 (km)
Transport volume:
Q \u003d V r.d * AD e \u003d 300 * 60 \u003d 18000 (t)
Cargo turnover:
P \u003d W r.d * AD e \u003d 2900 * 60 \u003d 174000 (t. km)
2.9 Production program for operation (projected transportation)
1. Operating number of vehicles operating on all routes:
A e \u003d A e1 + A e2 + A e3 + A e4 \u003d 0.41 + 0.36 + 0.09 + 1 \u003d 1.86 (author)
2. List number of vehicles operating on all routes:
A cn \u003d A e / a in \u003d 1.86 / 0.8 \u003d 2.32 (author)
3. Car-days on the farm (list):
AD sp \u003d A sp * D to \u003d 2.32 * 60 \u003d 139.2 (aut-days)
4. Car-days in operation:
AD e \u003d A e * D e \u003d 1.86 * 60 \u003d 111.6 (aut-days)
5. Fleet utilization rate:
a n \u003d AD e / AD cn \u003d 111.6 / 139.2 \u003d 0.80
6. Car-watch in order for all routes:
åACH n \u003d ACH 1 + ACH 2 + ACH 3 + ACH 4 \u003d 6.4 + 5.58 + 1.38 + 18.5 \u003d 31.86 (aut-h)
7. Average actual time on duty:
T n.f. (sr) \u003d åAH n / A e \u003d 31.86 / 1.86 \u003d 17.12 (h)
8. Total mileage for all routes:
åL total = L total1 +L total2 +L total3 +L total4 =4821.6+4449.6+1096.2+12600=22967km
9. Loaded vehicle mileage on all routes:
åL` gr = L` gr1 + L` gr2 + L` gr3 +L` gr4 = 2361.6+2138.4+534.6+8700=13734.6 km
10. Mileage utilization factor considering all routes:
B = åL` gr / åL total = 13734.6 / 22967.4 = 0.59
11. Average daily car mileage:
L ss \u003d åL total / AD e \u003d 22967.4 / 111.6 \u003d 205.80 (km)
12. Volume of traffic on all routes:
åQ \u003d Q 1 + Q 2 + Q 3 + Q 4 \u003d 5904 + 4752 + 2376 + 18000 \u003d 31032 (t)
13. Freight turnover on all routes:
åR \u003d R 1 + R 2 + R 3 + R 4 \u003d 47232 + 42768 + 10692 + 174000 \u003d 274692 (t.km)
cargo rolling stock transportation
3. Organizational section
.1 Annual contract and agreements for the carriage of goods, the procedure for its conclusion and a brief description
The topic of a civil law contract must be given the closest attention, since the vast majority of legal relations of a businessman objectively develop in the field of civil law, and almost all sections and chapters of Parts 1 and 2 of the Civil Code of the Russian Federation are directly related to the regulation of the contract. Concluding various agreements with the aim of systematically extracting profit, a business person inevitably risks his capital, property, good name, and, consequently, his future. The key to the successful implementation of their rights and obligations related to entrepreneurial activity is a deep knowledge of the legal framework of contractual relations.
Obligatory legal relations that establish legally binding relationships between participants arise, in particular, from contracts concluded by them.
In the Civil Code of the Russian Federation, a contract is defined as an agreement between two or more persons on the establishment, modification or termination of civil rights or obligations (i.e., a two- or multilateral transaction). (Article 420 of the Civil Code of the Russian Federation).
The parties may conclude an agreement both provided for and not provided for by law or other legal acts, but not contrary to existing legislation. The rules on two- and multilateral transactions provided for in Chapter 9 of the Civil Code of the Russian Federation (Part 2 of Article 420) apply to contracts. The general provisions on obligations (Articles 307-419) apply to obligations arising from the contract, unless otherwise provided by the rules of this Chapter (Chapter 27) and the rules on certain types of contracts contained in this Code (the Civil Code of the Russian Federation). (clause 3 of article 420).
Since the topic of this graduation project is “Agreement for the carriage of goods by road”, we will consider this type of contract in a little more detail.
One of the forms by which the relationship of the parties in the process of organizing the transportation of goods is regulated is an agreement on the organization of transportation of goods. Previously, such contracts were used in the relationship of shippers with transport companies under different names and were regulated in transport charters (for example, an annual contract for road transport).
It should be noted that the system of long-term (long-term) contracts became widespread in transport in the early thirties, when a number of government decrees provided for the conclusion of direct contracts for the transport of goods by transport authorities and their clientele.
The use of such agreements at that time and their role on individual modes of transport were somewhat different, but their conclusion pursued one goal, to regulate such relations between the parties, which, given the specifics of individual modes of transport, did not receive sufficient regulatory permission, and also to ensure the implementation of the transportation plan. Therefore, where the relationship between the parties for the carriage of goods was regulated in detail in the normative manner, such contracts were not applied.
On the contrary, in road and river transport, where the transportation of goods (with a large volume) was not sufficiently detailed, the conclusion of such contracts was a necessary means of resolving the relationship between the parties in organizing and carrying out the transportation of goods.
Article 798 of the Civil Code of the Russian Federation provides that carriers and cargo owners, if it is necessary to carry out systematic transportation of goods, can conclude long-term agreements on the organization of transportation, which determine the volumes, terms and other conditions for the provision of vehicles and the presentation of goods for transportation, the procedure for payments, as well as other conditions for organizing transportation. These agreements may also establish liability for violation of the obligations stipulated in them.
The main purpose of such contracts for various modes of transport is to settle such relationships of the parties during the transportation process that have not received sufficient regulatory permission, as well as to facilitate the implementation of the transportation process for a given period. Thanks to the conclusion of a long-term agreement on the organization of transportation, a clear coordination of the activities of all participants in the transport process is ensured: the consignor, carrier, consignee.
Let us consider in more detail one of the types of contracts for the carriage of goods - an expedition contract. .
When transporting goods, it becomes necessary to perform a whole range of auxiliary operations related to the dispatch and receipt of goods: in particular, their packaging, marking, loading and unloading, delivery to the station (port) of departure or from the station (port) of destination to the recipient's warehouse, etc. For occasional shipments, these operations can be performed by the consignors and consignees themselves. In cases where the flow of goods sent or arriving to the address of a particular person reaches a significant size, the independent performance of these operations becomes burdensome and economically unjustified. With greater efficiency, this can be done by persons specially trained and authorized for such activities. They act as intermediaries between carriers and their clientele. Such activities for servicing the clientele of transport organizations are called forwarding (from the Latin expeditio - departure). The forwarding contract is one of the auxiliary contracts related to the provision of transport services. This determines the scope of its application and the functions of its subjects (forwarder and client). It is used where a freight relationship arises. The meaning of this agreement is to free senders and recipients from performing operations that are not typical for them to organize and support the transportation process. Accordingly, the main function assigned to the forwarder is to send or receive goods on behalf of the client, as well as provide other related services.
The freight forwarding contract is defined as an agreement by virtue of which one party (forwarder) undertakes, for a fee and at the expense of the other party (the client - the consignor or consignee), to perform or organize the performance of the services specified in the expedition contract related to the transportation of cargo (Article 801 of the Civil Code of the Russian Federation).
The expedition contract is mutual and reimbursable. It can be either consensual, when the forwarder organizes the performance of forwarding services, or real, when he performs them with the cargo entrusted to him (in particular, when the forwarder is the carrier). In its content, it is similar to a number of other representation agreements. The freight forwarder provides certain services to the client, which reveals similarities with such contracts as commission, commission, agency, paid services. However, the subject of the latter is the commission of any transactions and actions, including those that are not at all related to transport activities.
In contrast, the expedition involves the provision of services directly related to the transportation of goods. Therefore, the expedition cannot be considered as a kind of one of these contracts or their conglomerate.
On the contrary, in paragraph 2 of Art. 779 of the Civil Code of the Russian Federation expressly states that the rules of Chapter 39 on the provision of services in retaliation do not apply to forwarding services. At the same time, the possibility of subsidiary application of the rules on assignment, commission and agency to a transport expedition is not ruled out. Previously, this possibility was expressly provided for in Art. 105 of the Fundamentals of Civil Legislation of 1991, which allowed the use of the rules on commission when the freight forwarder acted on behalf of the client, and the commission agreement when he acted on his own behalf. At present, Art. 801 of the Civil Code indirectly confirms this possibility by indicating the right of the freight forwarder to conclude a contract of carriage on behalf of the client or on his own behalf. In addition, any of the parties to the expedition contract has the right to refuse to fulfill it, which is also typical for commissions, commissions and agency services as personal transactions (Articles 806, 977, 1002, 1010 of the Civil Code of the Russian Federation). Thus, the expedition should be considered as a special kind of representation transaction.
There is also an internal connection between the contract of carriage and forwarding, due to the derivativeness of forwarding services from transportation. Often, the duties of a forwarder can be directly assigned to the carrier (clause 2, article 801 of the Civil Code of the Russian Federation). In this case, the carrier is not entitled to conclude a contract of carriage on its own behalf, but may act as a commercial representative of the other party (Clause 3, Article 182 of the Civil Code of the Russian Federation). In addition, when using the carrier itself as a forwarder, two situations may arise.
In one of them, the carrier acts as a freight forwarder in relation to another person (for example, another carrier) and the forwarding rules apply without any exceptions. In the other, the carrier becomes a freight forwarder in relation to its own transportation. In the latter case, the expedition is superimposed on the transportation, having the same subject composition in two obligations. This affects the liability of the parties, the statute of limitations and other conditions for the execution of both contracts.
The Civil Code of the Russian Federation for the first time singled out the contract of transport expedition in a separate chapter, although even earlier the independent nature of this obligation was not subject to serious doubts. The rules contained in this chapter are of the most general nature, therefore, in accordance with paragraph 3 of Art. 801 of the Civil Code of the Russian Federation, a special law on forwarding activities should be adopted. In his absence, the rules of the current transport charters and codes dedicated to the expedition remain in force.
Forwarding activities of road transport, which most often acts as a forwarding agent due to its specifics, have undergone more detailed regulation. The UAT contains a special chapter on the expedition (Section VIII). In addition, there are special documents of a departmental and interdepartmental nature (rules for forwarding services). They remain in force to the extent that they do not contradict Chapter 41 of the Civil Code of the Russian Federation.
To issues that currently do not have a special regulatory resolution, the general provisions of the law of obligations, as well as the above-mentioned norms of chapters 49, 51, 52 of the Civil Code of the Russian Federation, may be applied.
The legislation provides for three main stages of concluding a contract, which are common to various types of contracts and entities entering into relations: sending by one party an offer to conclude an agreement (“offer”, in writing or orally), consideration of the other party to the offer and giving a response about accepting the offer (“acceptance”). ”) receipt of acceptance by the party that sent the offer.
According to Article 433 of the Civil Code of the Russian Federation, the contract is recognized as concluded at the moment the person who sent the offer receives its acceptance.
If, in accordance with the law, the transfer of property is also necessary for the conclusion of the contract, the contract is considered concluded from the moment the relevant property is transferred (Article 224 of the Civil Code of the Russian Federation).
An agreement subject to state registration is considered concluded from the moment of its registration, unless otherwise provided by law.
As we can see, paragraph 2 of Article 433 of the Civil Code of the Russian Federation, in order to determine the moment of concluding a real contract, refers us to Article 224 of the Civil Code of the Russian Federation, which states that the transfer of property is not only its delivery to the relevant person, but also the delivery of a transport organization or a communications organization for delivery to the addressee. The transfer of a thing is equated with the transfer of a bill of lading or other document of title.
When concluding contracts requiring state registration (for example, transactions with land or real estate), the court, as we know, has the right, at the request of one of the parties, to make a decision on registering the transaction if the other evades state registration of the contract. In this case, the transaction is registered by a court decision. The moment of conclusion of the contract in such situations should also be determined in accordance with the decision of the court.
The contract for the carriage of goods is concluded by the transport organization and the consignor (cargo owner). If, after delivery to the destination, the cargo is subject to release to the sender himself, then the circle of participants in the obligation of carriage is limited to this. Most often, however, a third party is indicated as the consignee, which is the counterparty of the sender under the contract (purchase and sale, etc.). He must be given the goods at the destination
The contract for the carriage of goods is defined as an agreement by virtue of which the carrier undertakes to deliver the goods entrusted to him by the sender to the destination and issue it to the person authorized to receive the goods (recipient), and the sender undertakes to pay the established fee for the carriage of goods (Article 785 of the Civil Code of the Russian Federation).
It follows from the definition that the contract for the carriage of goods is mutual and reimbursable. It is considered concluded only after the transfer of the goods to the carrier and, therefore, is among the real contracts. Only in maritime transport, the contract of carriage, referred to as a charter contract or charter, is consensual.
The contract for the carriage of goods is a strictly formal contract. It is always concluded in writing, and often in compliance with the mandatory details that are established by law.
As a rule, a contract for the carriage of goods is of a public nature (Articles 789, 426 of the Civil Code of the Russian Federation).
However, in order to recognize the contract of freight transportation as public, a number of conditions must be met.
Firstly, a specialized commercial organization carrying out transportation by public transport should act as a carrier.
Secondly, in accordance with the transport legislation or license, this organization should be endowed with the functions of a public carrier, obliged to carry out transportation at the request of anyone who applies.
Thirdly, this organization should be included in a special list of persons obliged to carry out transportation by public transport, which is subject to mandatory publication.
To conclude an agreement, the system of a single document provided for in paragraph 2 of Art. 785 of the Civil Code of the Russian Federation. Filling out and issuing such a document is of great evidentiary value. Depending on the type of document used for registration of transportation, the following are distinguished:
waybill system applied practically on all modes of transport;
bill of lading system
charter system, usually used in maritime transport.
In some cases, the systems can be combined.
The procedure for concluding a contract of carriage depends on its nature. The conclusion of a real contract is timed to the moment of delivery of the cargo to the carrier along with the accompanying documents. If transportation is formalized by a consensual charter agreement, it is concluded in accordance with the general procedure provided for civil law contracts.
Freight transportation contracts are subdivided according to the types of transport into railway, road, inland waterway, sea and air transportation contracts. On a territorial basis, they are divided into domestic and international. Depending on the number of transport organizations involved in the transportation of goods, transportation contracts are distinguished in local, direct and direct mixed traffic.
Local is the transportation carried out by one transport organization, within the territorial boundaries of its activities.
Transportation, in which several transport organizations of the same type of transport participate under a single transport document, is called transportation in a direct message.
Direct mixed transportation is recognized as transportation, in which at least two modes of transport participate, carrying out transportation according to a single document drawn up for the entire route (for example, transportation of goods from St. Petersburg to Volgograd with transshipment in Moscow from the railway to water transport) .
The procedure for the implementation of such transportation is determined by agreements between organizations of various modes of transport, which must be concluded on the basis of a special law on direct mixed (combined) transportation (Article 788 of the Civil Code).
In this case, enterprises of various modes of transport conclude agreements between themselves on the organization of work to ensure the transportation of goods (nodal agreements, contracts for centralized import and export of goods, etc.) in the manner established by transport legislation (Article 799 of the Civil Code of the Russian Federation).
3.2 Operational daily planning and management of cargo transportation
The main task of the motor transport enterprise for the operation of rolling stock is to carry out the maximum possible volume of traffic at the lowest possible cost of labor and material resources. Successful fulfillment of this task is possible with the correct use of rolling stock, an increase in the productivity of workers, and primarily drivers, and the implementation of measures to save material and money. One of the conditions contributing to the achievement of high indicators of the production activity of a motor transport enterprise is properly organized transportation planning.
Operational transportation planning includes:
Drawing up a shift-daily plan for the transportation of goods (cargo map) as a whole for the motor transport enterprise;
Development of transportation routes and preparation of planned targets for the transportation of goods for each driver;
Reception and processing of waybills, accounting and operational analysis of the implementation of the shift-daily plan.
The daily transportation plan is a specific expression of operational planning in road transport and represents a certain part of the monthly plan of the motor transport enterprise, detailed for each cargo owner and each route, taking into account the specific features of transportation for the coming day.
Drawing up a shift-daily transportation plan begins with the receipt of applications (orders) for the transportation of goods from enterprises and organizations of senders and recipients of goods, i.e. clientele. In case of contractual relations between the carrier and the client, the latter submits an application to the ATP, in case of single transportations, an order is submitted. Applications (orders) in accordance with the established procedure are received by the cargo group and are registered as they are received in a special journal.
Based on applications in the cargo group, columns 1-10 of the daily operational transportation plan are filled in
Acceptance of applications and orders for the transportation of goods is one of the main elements of shift-daily planning. Practice shows that the success of the implementation of the transportation plan largely depends on checking and clarifying all the data indicated in applications and orders.
The work of the driver on the line and the fulfillment of the planned volume of transportation is largely related to the condition of the access roads to the places of loading and unloading cargo, preparing the cargo for transportation and the time of loading and unloading operations. All of these factors must be checked when accepting applications.
According to the current rules for the carriage of goods by road, deadlines for the submission of applications and orders for transportation are established.
Acceptance of applications (orders) and the preparation of a daily operational plan is carried out up to 14 hours, the development of a shift-daily plan - up to 16 hours, after which waybills are issued. The need to develop a daily shift plan by 4 p.m. is due to the fact that by this time the arrival of cars from the line begins, and the dispatcher must warn drivers about the upcoming work the next day.
The shift-daily transportation plan is an important document of the operational planning system; it reflects the entire transportation plan of the motor transport enterprise for a calendar day.
The shift-daily plan can be of various forms, but it must necessarily reflect all the elements necessary to determine the required number of vehicles, route transportation and calculate the performance of each vehicle.
The shift-daily plan is divided into two main parts. The first part, filled in by the dispatcher accepting applications for the transportation of goods (in large motor transport enterprises there is a special group within the operation department, which is engaged in the selection of goods, receiving applications and compiling a shift-daily plan; in this case, it is filled in by the senior dispatcher of this group), contains all the necessary data for choosing the type of rolling stock, determining its quantity and compiling routes. In the second part, filled in by the dispatcher involved in the preparation of planned tasks for drivers (in large ATPs, by the senior dispatcher of the dispatch group), which are subsequently entered into the waybills, the numbers of the waybills are indicated according to the planned number of cars and the time of departure and arrival of the car according to the schedule.
The shift-daily plan is drawn up separately for groups of vehicles (dump trucks, flatbed vehicles, etc.), shifts and for each loading point.
A correctly completed shift-daily plan ensures the preparation of a real operational plan for the operation of vehicles, which is a difficult task that can be solved by appropriately selecting applications for the transportation of goods, drawing up rational transportation routes and minimizing zero runs. To do this, the dispatcher must know perfectly the geography of the city (or district), the location of cargo-generating and cargo-absorbing points, the condition of access roads and the possibility of using cars and road trains of different models for transportation, as well as the throughput of loading and unloading points. In addition, the dispatcher must have the knowledge necessary to calculate the performance of the vehicle, depending on the value of technical and operational indicators.
The planning of transportation according to the shift-daily plan begins with the compilation of rational routes for the movement of vehicles, under which the greatest value of the mileage utilization coefficient can be achieved. When drawing up routes for the movement of vehicles during the transportation of goods, it must be borne in mind that the most simple are pendulum routes. Ring routes are more complex and when they are compiled, a full analysis of all data should be carried out to ensure the greatest productivity of the rolling stock. If the mileage utilization factor on a circular route is 0.5, then it is more expedient to use pendulum routes.
In general, the expediency of compiling one or another type of route is determined by the hourly productivity of the car in tons. The ring route will be profitable if the vehicle's performance in tons per 1 hour on the ring route will be greater than the car's performance in tons per 1 hour on the pendulum route.
The possibility of compiling rational routes largely depends on the specific conditions of transportation: distance, availability of passing cargo, transportation time, etc.
When compiling rational routes, they take into account not only the location of the points of loading and unloading in the transportation area, but also the type of goods transported, the type of rolling stock used for transportation, shift work, the throughput of loading and unloading points and the remoteness of motor transport enterprises.
In the process of planning transportation, the dispatcher in some cases can influence the change in the conditions of transportation in the direction necessary for compiling rational routes. For example, according to the location of loading and unloading points, the type of cargo and the type of rolling stock, it seems possible to organize the transportation of goods between two customers along a pendulum route with a high mileage utilization rate; an obstacle to this is that the transportation of goods (on request) by these clients can be carried out in different shifts. In this case, the dispatcher must take measures, agreed with the clients, to organize transportation in the same shifts.
The possibility of organizing rational routes is largely related to the type of rolling stock. For example, for the transportation of round timber (length - 6 m), you can use a car with a dissolution trailer or a truck tractor with a semi-trailer. In the first case, a return escape without cargo is almost inevitable due to the difficulty of selecting cargo for a car with a trailer - dissolution, in the second case, it is possible to transport cargo in the opposite direction of a car with a universal body (truck tractor with a semi-trailer).
Compiled rational routes are noted in column 15 of the daily shift plan, which indicates the number of the application with which the transportation is linked, the number of tons of cargo transported in the order of linking, and the numbers of trips showing the order of transportation. All this is shown in numbers: the first one means the number of the application with which the shipment is associated, the second one - the amount of cargo transported in the linking order, the third one - the number of the trip, i.e. from where the shipment starts.
To facilitate the work of dispatchers in operational planning, the performance and the required number of vehicles on simple pendulum routes are determined using auxiliary tables in which the performance of the vehicle is calculated depending on the type of cargo, transportation distance and other factors affecting production.
Such tables are compiled for all models of vehicles available in a motor transport company, taking into account the classes of goods transported and the methods of loading and unloading operations.
Knowing the amount of cargo to be transported and the performance of one vehicle according to the auxiliary table, the dispatcher can easily determine the number of vehicles needed to complete the transportation task.
Before starting transportation planning, the operation department must receive from the technical service of the enterprise information about the production of vehicles by model and shift work for the planned day.
The total number of cars planned according to the shift-daily plan (by models and shifts) must correspond to the expected release of cars on the line according to the technical service. In case of an insufficient amount of cargo for the allocated vehicles or, conversely, an excess of operation departments, measures must be taken to correct the situation by additional selection of cargo or notification of individual customers about the possibility of fulfilling their requests on the next day.
The result of the development of a shift-daily operational plan is a distribution order, i.e. distribution of all rolling stock intended for release on the line for specific work objects (customers of transport).
The schedule drawn up by the dispatchers is approved by the head of the operation department or the director of the enterprise and transferred to the dispatch group to the shift dispatcher for issuing waybills.
3.2.1 Organization of acceptance and registration of applications for the carriage of goods
Customers (shippers or consignees) must submit to the ATP: an application in form 1 if there is an agreement between them or an order for a one-time transportation of goods. Applications and orders are submitted no later than 14 hours on the eve of the day of transportation, and for long-distance transportation - 48 hours in advance.
The application form is indicated and can be arbitrary, it is allowed to make an application by phone, teletype, telegram.
I ask you to provide _________ units of vehicles of the brand ______________ with a carrying capacity of _________________ with a body volume of _______________ cubic meters for the carriage of cargo ______________ weighing ________ tons along the route __________________________________. Submit vehicles to the address: ______________________________________
_________________________: telephone___________________
Address of the point of loading and the name of the consignor: _________________________ telephone ___________________
Address of the point of unloading and the name of the consignee: ______________________ telephone ___________________
I undertake:
make payment according to the contractual tariff;
use the vehicle for its intended purpose;
in case of untimely return of the vehicle, pay a fine in the amount of 100 percent of car services for each day of delay;
to make a mark in the commodity-transport documents;
in case of unforeseen circumstances (breakdown of rolling stock, natural disaster, etc.) immediately notify you by phone or telegram;
before "___" ________ 20__ to pay a fee for the use of vehicles in the amount of ________________________________ rubles.
Name and legal address: ______________________
Passport data for individuals:
3.2.2 Calculation of driver shift tasks for each rational route for both shifts (projected transportation)
Route №1 A2B3-B3A2 1st shift:
Number of turns:
n about I cm \u003d Z about / 2 \u003d 8 / 2 \u003d 4 (about)
Transport volume:
Q I cm \u003d q n * Jc * Z about I cm \u003d 10 * 1 * 4 \u003d 40 (t)
Cargo turnover:
R I cm \u003d q n * Jc * Leg * Z about l cm \u003d 10 * 1 * 4 * 9 \u003d 360 (t.km)
Number of turns:
n about II cm \u003d Z about / 2 \u003d 8 / 2 \u003d 4 (about)
Transport volume:
Q II cm \u003d q n * Jc * Z about Il cm \u003d 10 * 1 * 4 \u003d 40 (t)
Cargo turnover:
P I cm \u003d q n * J s * Z about I cm * L eg \u003d 10 * 1 * 4 * 9 \u003d 360 (t.km)
Route №2 A1B1-B1A1-A2B3-B3A1
Number of turns:
Transport volume:
Q I cm \u003d q n * (J c1 + J c2) * Z about I cm \u003d 10 * (1 + 1) * 3 \u003d 60 (t)
Cargo turnover:
R I cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about l cm \u003d 10 * (1 * 16 + 1 * 9) * 3 \u003d 750 (t.km)
Number of turns:
n about I cm \u003d Z about / 2 \u003d 6/2 \u003d 3 (about)
Transport volume:
Q I 1cm \u003d q n * (J c1 + J c2) * Z about I 1cm \u003d 10 * (1 + 1) * 3 \u003d 60 (t)
Cargo turnover:
P II cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about l 1cm \u003d 10 * (1 * 16 + 1 * 9) * 3 \u003d 750 (t.km)
Route №3 A2B2-B2A3-A3B4-B4A2
Number of turns:
n about I cm \u003d Z about / 2 \u003d 5/2 \u003d 2 (about)
Transport volume:
Q I cm \u003d q n * (J c1 + J c2) * Z about I cm \u003d 10 * (1 + 1) * 2 \u003d 40 (t)
Cargo turnover:
R I cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about l cm \u003d 10 * (1 * 12 + 1 * 13) * 2 \u003d 500 (t.km)
Number of turns:
n about II cm \u003d Z about / 2 \u003d 5/2 \u003d 2 (about)
Transport volume:
Q II cm \u003d q n * (J c1 + J c2) * Z about II cm \u003d 10 * (1 + 1) * 2 \u003d 40 (t)
Cargo turnover:
P II cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about II cm * L eg \u003d 10 * (1 * 12 + 1 * 13) * 2 \u003d 500 (t.km)
Route No. 4 A1B1-B1A2-A2B2-B2A3-A3B3-B3A1
n about I cm \u003d Z about / 2 \u003d 4/2 \u003d 2 (about)
Transport volume:
Q I cm \u003d q n * (J c1 + J c2 + J c3) * Z about I cm \u003d 10 * (1 + 1 + 1) * 2 \u003d 60 (t)
Cargo turnover:
P I cm \u003d q n * (J c1 * L eg1 + J c2 * L eg2 + J c3 * L eg3) * Z about I cm \u003d 10 * (1 * 16 + 1 * 12 + 1 * 9) * 2 = 740 (t.km)
Number of turns:
n about I cm \u003d Z about / 2 \u003d 4/2 \u003d 2 (about)
Transport volume:
Q I 1cm \u003d q n * (J c1 + J c2 + J c3) * Z about I 1cm \u003d 10 * (1 + 1 + 1) * 2 \u003d 60 (t)
Cargo turnover:
R I 1cm \u003d q n * (J c1 * L er1 + J c2 * L er2 + J c3 * L er3) * Z about I 1cm \u003d 10 * (1 * 16 + 1 * 12 + 1 * 9) * 2 \u003d 740(t.km)
3.2.3 Organization and carrying out the release of PS on the line and its acceptance when returning to the garage
Cars are released onto the line depending on the method of organizing work (individual, collective, transportation complexes and columns), the front of loading operations (the number of loading posts) and the interval of movement of cars. During individual work, each driver receives a specific task that is not related to the work of other vehicles, and performs it independently. The task of the driver in group work is connected with the work of other vehicles of the transportation complex. Each car has its own movement.
The number of vehicles that can be released onto the line at the same time depends on the front of loading operations.
The interval of movement of vehicles must correspond to the rhythm of the work of the loading and unloading point. Each car must be released onto the line in such a way that it arrives at the place of loading on time and does not wait for loading there.
Proper organization of the release of the rolling stock is important. The fact is that the dispatcher who issued the waybill to the driver believes that he immediately leaves for work. In fact, for one reason or another, the driver may be delayed on the territory of the ATP (the engine does not start, the tire turned out to be flat, technical malfunctions were revealed, etc.).
There are several methods for organizing the production of cars on the line. In some ATPs, for a serviceable and ready-to-release car, the control mechanic (KTP mechanic) gives the driver a token, on the basis of which the dispatcher writes out a waybill, believing that the car will immediately enter the line. In others, the dispatcher makes a note about the time of departure from the ATP after the mechanic of the KTP signs the waybill on the technical condition of the car. Thirdly, a checkpoint mechanic, etc., makes a mark on the time the car left the territory of the ATP.
However, in any case, it is necessary to ensure the timely exit of cars to the line, not to create queues for drivers to receive travel documentation and not to accumulate cars at the checkpoint waiting for inspection. In large motor transport enterprises (with 300 or more vehicles), these issues are of paramount importance. If the dispatcher spends only one minute on issuing the waybill (find the waybill, mark the time of departure in the waybill and in the dispatcher's list, let the driver sign the waybill), then it will take 5 hours to produce 300 cars. cars should last no more than 30 minutes, you need to have at least 10 dispatchers for the production of cars, which, of course, is not realistic.
One of the systems that allows you to speed up the production of cars on the line is the following. All cars returning from the line are subject to inspection at the checkpoint, where their general technical condition is determined. For technically serviceable vehicles, special tokens are given to the dispatch service, which allow drivers to subsequently enter the line without inspection. Based on these tokens, the dispatcher writes out waybills.
Receipt of waybills by drivers has been transferred to "self-service". A special rack with cells is placed in the driver's room, in which the dispatcher puts waybills and tokens before the release of cars on the line. Arriving at work, the driver starts the car, takes the waybill and token in the appropriate cell, and presents them to the mechanic of the control and technical point. The mechanic signs the waybill and puts down the time the car leaves for work. Every five to ten minutes, he reports to the dispatching service the numbers of cars released onto the line, on the basis of which the corresponding marks are made in the dispatch sheets.
When performing some tasks that require special conditions during transportation, the dispatcher issues waybills to drivers personally, checks the driver’s knowledge of the rules for transporting these goods, and conducts additional briefing, explaining the nature and possible specifics of the upcoming work.
For constant monitoring of the location of the car in the control room of a motor transport company, there is usually a dispatcher's scoreboard (garage scoreboard). It is intended for visual monitoring of the technical condition and location of the rolling stock. The scoreboard is made in the form of a light field divided into luminous cells, the number of which is equal to the number of cars in the ATP, and the cell number corresponds to the garage number of the car. Each cell can display one of four possible vehicle states:
car on the line;
the car came from the line to the park in good condition and can be used for further work;
the car came to the park in a faulty condition and was sent to the repair area;
the car is loaded, but has not yet entered the line.
To reproduce the above information, each cell has the following light indication:
burning green light 2 and glowing garage number 3 of the car (light 4 is on) means that the car came to the park in good condition;
a burning red light / and a glowing garage number 3 of the car means that the car came to the park in a faulty condition;
glowing garage number 3 means that the car is loaded, but is still on the territory of the ATP;
the cell does not have a light signal - a car is on the line.
3.2.4 Management and control of the work of the PS on the line
In the process of managing the work of the rolling stock on the line, the employees of the dispatching group:
maintain operational communication with loading and unloading points, consignors and consignees;
monitor the correct execution of the established routes for the movement of rolling stock;
control the progress of the implementation of the established plans for the export of goods from each object;
ensure the priority execution of urgent and important transportation, switching, if necessary, rolling stock from one work site to another;
take the necessary measures to eliminate disruptions and malfunctions that occur during the work;
send technical assistance vehicles to the line at the request of drivers.
However, the management of the work of the rolling stock on the line only from the central control room is insufficient, especially when a large number of vehicles operate at the cargo generating points. In this regard, linear dispatchers are attached to such cargo generating points, which can also serve a group of small points located in the same area. Their work is to:
control over the provision of cargo-forming points with goods and loading mechanisms;
control over compliance by shippers with the established norms of idle time of rolling stock under loading and the correct execution of shipping documents;
control over the timeliness of the arrival of the rolling stock at the cargo generating points;
checking the waybills of drivers arriving at cargo-forming points;
monitoring the implementation of specified transportation routes;
verification of statements of drivers about problems at unloading points and departure to the place to eliminate these problems;
accounting for the implementation of the plan for the transportation of goods from this cargo-forming point for individual points of delivery;
switching the rolling stock to other objects of work in agreement with the dispatching group in the event of a lack of cargo, idle time of the rolling stock in excess of the established time limit due to breakdown of loading mechanisms and other reasons;
drawing up acts and making a special note in waybills in cases of idle time of the rolling stock in excess of the established time limits;
fulfillment of orders received from the employees of the dispatching group;
information of the dispatching group at the end of the working day on the results of the implementation of the plan for transportation and cargo from this cargo-forming facility and on the reasons for deviations from the established plan.
Dispatch communication and a brief description of the technical means of communication.
The organization of communication of the dispatching group with linear dispatchers, consignors and consignees, auto trust and other higher organizations, with individual vehicles is important for the management of cargo transportation. To do this, you can use the telephone connection of the public network, switching, telegraph and radio communications.
Telephone, commutator and partially telegraph communications are varieties of wired communications using overhead wires, overhead and underground cables.
Telephone communication enables direct bilateral or multilateral conversation of subscribers. Selector communication is provided by the use of dispatcher switches, which guarantee: selective conversation of the dispatcher with each subscriber or individual groups of subscribers; conversation of the dispatcher with all subscribers; conversations between subscribers; two-way communication with other telephone systems.
In telegraph communications, high-speed transmission and reception of messages occurs over almost any distance using direct-printing teleprinters.
In road transport, teletypes are used, the advantages of which, compared with telephone communications, are: a high degree of use of wired communication lines; large resistant to interference and a small number of distortions of the transmitted text; in the possibility of obtaining a finished document. In addition, the use of teletypes, as a rule, does not completely eliminate the need to use telephone communications.
Organization of operational accounting and analysis of the work of the PS.
To determine the results of the work of the PS on the basis of the data of waybills and commodity-transport documents, the accounting and control group maintains operational records.
Upon returning from the line, the drivers hand over to the shift dispatcher the issued waybills with the commodity-transport documents attached to them. The dispatcher is obliged to carefully check the correctness of their filling and execution, the correspondence of the entries in the waybills to the entries in the shipping documents, the fulfillment of shift tasks, traffic routes, etc. In case of incorrect execution, failure to complete tasks, etc. the controller is obliged to establish the causes of these violations and deviations and report this to the senior controller.
Dispatchers-controllers of the accounting and control group perform the primary processing of sheets and shipping documents, which includes: calculating the total and loaded mileage, checking the compliance of the mileage according to the speedometer with the mileage determined by the established distances, determining the time of movement of the rolling stock and idle time under loading - unloading and checking the compliance of downtime with established standards, determining the results of work, calculating the cost of transport and other work performed.
After the initial processing, waybills and shipping documents are transferred to other departments of the ATP for further processing. Primary processing can be performed using computer technology.
At the end of the day, senior dispatchers draw up a dispatch report, which is submitted to the management of the ATP and to a higher organization by 12 noon.
Based on the data on the release of rolling stock and the processing of waybills, the senior dispatcher of the ATP analyzes the implementation of the daily transportation plan, i.e. determines the level of implementation of the operational daily and monthly plans for the transportation of goods in general for the ATP, the most important types of cargo and individual objects of centralized transportation, identifies the reasons for deviations from the plan, determines the status of settlements with customers for the transportation of goods.
According to the results of the analysis, appropriate measures should be taken to ensure the elimination of identified deficiencies.
Duties of the dispatcher
(job descriptions for employees of the operation service).
Job description of the senior dispatcher.
1. General part.
1.1 The dispatcher of the convoy is appointed to the position and dismissed from it by order of the car factory.
2 Persons with secondary specialized education and work experience in the motor transport system of at least 3 years may be appointed to the position.
3 Report directly to the head of the operations department.
2. Main responsibilities.
2.1 Organizes and controls the work on the line and the implementation of the shift-daily task for transportation.
2 Instructs drivers about the conditions and features of transportation on routes, while paying special attention to the condition of roads, traffic features on certain sections. Checks driver's driver's license daily.
3 Every day until 9 o'clock in the morning carries out operational communication with the clientele, the arrival of vehicles, takes measures to eliminate all regulatory downtime of vehicles.
4 Daily issues and controls delivery by drivers of waybills and other documents that deny the performance of the work of drivers, is personally responsible for the correctness of their execution.
5 Daily calculates relevant indicators in waybills, analyzes the quality of the shift task performed by drivers.
6 Compiles operational summaries and reports on shift work and incidents.
7 Reports daily to the head of the operation department on the delivery of waybills by the driver's staff in the prescribed form.
8 Strictly monitors and is personally responsible for the receivables of the clientele to the enterprise and regularly informs the head of the operation department about this.
9 Daily composes the movement of fuel and lubricants from drivers in the prescribed form.
10 Daily records the working time of drivers on the line and for repairs.
11 Daily keeps records of the implementation of the income plan in the amount of the clientele in the prescribed form.
12 Participates in daily shift planning until 14:00 of the previous day.
3. Must know.
3.1 The procedure for issuing and processing waybills, accounting for technical and operational indicators.
2 Road maps and their condition.
3 Addresses, phone numbers of enterprises and organizations serviced by TATK rolling stock, their working hours.
4 Rules for the operation of vehicles, traffic.
5 Regulations and instructions on the procedure for carrying out transportation, tariffs and rules for their application.
6 Fundamentals of economics, organization of labor and production.
7 Transportation distance, linear fuel consumption rates by car brands.
Job description of the head of the operation department.
A common part.
1. The head of the operation department is appointed to work and dismissed from it by order of the enterprise by the general director.
2. Reports directly to the General Director.
At least 3 years of experience in motor transport.
Special training - management courses.
Must know:
laws and legal acts regulating the issues of transportation and forwarding;
rules for the carriage of goods by road transport agreement and international road freight traffic;
forms of transport and financial documentation;
methods for studying and forecasting the demand for transport services;
schemes for establishing links with consumers of transport services;
rules for the conclusion and execution of contracts for the carriage of goods and the provision of additional services;
basics of the organization of the transport process;
schemes of relevant transport networks and main cargo routes;
norms of idle time of vehicles under cargo operations;
standards for the conditions of transportation and packaging of cargo;
the procedure for introducing accounting and reporting on rolling stock and operational materials;
fundamentals of economics, organization of labor;
labor legislation;
rules and regulations of labor protection and safety.
Job responsibilities.
1. Organize the operation of vehicles for cargo transportation.
2. Provides rational use of rolling stock on the line.
Manages the development of current and future transportation plans and organizes their implementation in compliance with road safety requirements.
Organizes shift-daily planning and ensures its implementation in compliance with the regime of work and rest of drivers.
Organizes the work of the driver's team.
Organizes instructing car drivers on the rules and conditions of cargo transportation.
Takes measures for the timely conclusion of contracts with enterprises and organizations for the carriage of goods.
Ensures the fulfillment of contractual obligations and participates in complexes when considering claims on them.
Checks the condition of roads, bridges and access roads in the area of operation of road transport and takes measures through the appropriate organization to put them in good condition.
Organizes the work of the dispatch service and control over the operation of vehicles on the line.
Takes measures to ensure the safety of transported goods and luggage, correct and timely execution of waybills and other documentation.
Develops measures to improve the technical, operational and economic performance of the enterprise, strengthen financial discipline, and prevent receivables.
Analyzes the performance of vehicles, the cost of operating materials for them.
Analyzes the consumption of automotive fuel and ensures that the norms of its consumption are met.
Ensures timely and correct preparation of accounting and reporting on the operation of the rolling stock of vehicles.
Organizes control over the proper execution of travel, commodity, transport documentation, operational accounting of fuel consumption.
Provides control over the correctness of the definition of transportation.
Manages department employees.
3.3 Documentation used for cargo transportation
3.3.1 Purpose and procedure for filling out waybills 4C and 4P
Waybills for trucks are made in three forms: No. 4-c (piecework), used for the carriage of goods on terms of payment at piece rates; No. 4-p (time-based) - when transporting goods on terms of payment at time-based rates; No. 4th (intercity), used for the carriage of goods in intercity traffic .
Waybills of forms No. 4-c and No. 4-p and waybill of form No. 1-t are interdepartmental documents, i.e. mandatory for use by all ATP, consignors, regardless of their subordination.
Dispatchers issue to drivers on receipt forms of waybills for one working day, subject to the delivery of a waybill for the previous day of work (a waybill of form No. 4 can be issued for a longer period if the duration of transportation should be more than two days).
The waybill must be stamped and stamped by the ATP (organization) - the owner of the car and the date of issue; it indicates the brand, state and garage numbers of the car and trailer (trailers), the surname and initials of the driver; number of his driver's license, class and personnel number of the driver.
When the ATP leaves and returns to it, the appropriate officials (dispatcher, mechanic, fuel tanker, medical worker) make marks on the waybill characterizing:
the possibility of the driver leaving the line (the presence of a driver's license, state of health), the serviceability of the car;
time (according to the schedule and in fact) of departure from the ATP and return to it and the speedometer readings;
fuel consumption (delivery, balance).
The driver signs for the acceptance of a technically sound car from the mechanic at the beginning of the working day and when the car is handed over to the mechanic at the end of the working day. The names and initials of the accompanying persons (trainee, freight forwarder, loader, etc.) can be entered in the waybill.
On the front side of the waybill form No. 4-c, before issuing it to the driver, fill out the “Assignment to the driver” section, which indicates the name of the customer, address and time of arrival to the customer, the number of trips and the volume of traffic in tons. If during the day it is necessary to carry out transportation from several customers or to several recipients from one customer, then the task is compiled for each trip (group of trips). The waybill form No. 4-c indicates the name of the customer and the planned time of arrival to and departure from the customer.
On the reverse side of the waybill in the form No. 4-c, the consignor notes and certifies with a signature and seal the sequence of the task, the serial numbers of the trips, the numbers of waybills for each trip, and in the form No. 4-p, the customer writes down and certifies the routes of movement with his signature car while it is with the customer.
The waybill in the form No. 4-p has a "Customer's Coupon" on the front and back sides, which indicates the number of the waybill, the name of the ATP, the state numbers of the car and trailer, the name of the customer, surname, initials and position of the person responsible for using the car. The customer notes and certifies with his signature and stamp the time and speedometer readings upon arrival and departure of the vehicle and trailer. The ticket on the front side of the waybill is detachable and after processing it at the ATP - calculating the cost of using the car - is sent to the customer along with the invoice for using the car. On the reverse side of the waybill there is a place for notes about vehicle downtime on the line.
The section “Results of the operation of the vehicle and trailers”, located on the reverse side of the waybill, enters the data calculated on the ATP on fuel consumption, time on duty, mileage, number of trips, tons transferred and ton-kilometers performed.
3.3.2 Assignment and completion of waybills
The consignment note is designed to record the movement of inventory items and goods and is a document on the basis of which the consignor writes off, and the consignee receives the transported valuables. For ATP, it is the basis for accounting for transport work and payments for transportation.
Two types of TTN are used:
No. 1-t for the carriage of goods in urban, suburban and intercity communications;
No. 2-tm for the carriage of goods in intercity traffic, carried out with the participation of freight bus stations (or other public transport enterprises that are responsible for organizing intercity transportation of goods).
The bill of lading consists of two sections: commodity and transport. In the heading of the TTN, the date of its issue, the name of the customer (the payer paying for the transport work under this TTN), the name of the ATP, the make and state numbers of the car and trailers, the driver's surname and initials, the number of the waybill are indicated.
The commodity section is filled in by the consignor. It contains information about the cargo (name, type of packaging, method of determining the mass, class, number of packages and tons), as well as about the person releasing the cargo (name and position). The transport section provides information on loading and unloading operations (executor, method of execution, time of arrival and departure, downtime, number and duration of additional operations), which are issued by the consignor and consignee, respectively, and other information (transportation distances by road groups, prices and the amount payable for transportation and other services, fines, payment for excess downtime, etc.), filled in after the delivery of waybills and TTN by the motor transport company.
If in the section "Information about the cargo" it is not possible to list all the names and characteristics of inventory items that are important for warehouse, operational and accounting for senders and recipients, then as a commodity section, a specialized a form (for example, a consignment note), which must necessarily contain the details provided for by the standard interdepartmental form No. 1-t. The numbers of consignment notes are recorded in the commodity section of a typical bill of lading.
Waybills must be issued for each trip in at least four copies: the first remains with the sender, the second is handed over to the consignee, the third and fourth are received by the ATP, the third is then applied to the invoice for transportation).
If a homogeneous cargo is transported from the same point of departure to the same destination, it is recommended to issue a coupon of the established form for each trip, and at the end of work, issue a waybill with the total result of the work. The form and details of the coupon are established by the consignor in agreement with the ATP and the consignee. Coupons are valid only on the day of issue. Before the last trip, they are replaced with a consignment note and then destroyed. When determining the volume of transported cargo by geodetic measurement, coupons for each trip may not be issued at all.
The persons responsible for the registration of the TTN are appointed by orders of the heads of enterprises, organizations, institutions that are consignors and consignees. They are personally responsible for the accuracy of the data indicated in these documents.
The bill of lading form No. 2-tm is issued by the freight bus station in five copies. In its head part, in addition to the details available in the TTN form No. 1-t, the delivery time of the goods, the opening hours of the sender's and recipient's warehouses, the address of the vehicle for loading and unloading, the name and address of the motor transport organization making payments to the payer for transportation are indicated.
3.3.3 Workflow scheme
Provided in the graphic part of the course project.
4.4 Organization of work of the driver
One of the most important socio-economic tasks is to ensure the rational organization of the work of drivers. When solving it, it is necessary to take into account:
labor protection requirements;
features of the organization of the transportation process, consisting of completed operations for the delivery of goods-transportation cycles, and associated with a daily or shift cycle of operation of the rolling stock, its supply from the ATP to the first point of export of goods and return to the ATP from the last point of delivery;
operation mode of the serviced enterprises.
The working time of drivers is regulated by general labor legislation, taking into account the peculiarities of the organization of the transport process.
The start of the driver's working day is considered to be the time of arrival at work set for him by the schedule, and not the time of the actual departure to the line.
When drawing up shift schedules for drivers, as well as timetables and traffic schedules in urban, suburban and intercity communications, it is necessary to proceed from the fact that the length of time the drivers work in hours per shift does not exceed the permissible maximum duration of the shift. The number of shifts with the summarized accounting of working time by day should ensure compliance with the norm of working time for the accounting period.
Both with six and five-day working weeks, the duration of the driver's shift is set by the rules.
3.4.1 Calculation of planned and actual fund of working hours and calculation of shifts
1. We calculate the planned working time fund:
F pl \u003d (D to - D in - D pr) * t c m \u003d (30-4-0) * 6.7 \u003d 184.2 (h)
D to - calendar days;
D in - days off;
D pr - holidays;
t c m - shift time.
Actual working time fund:
Ф fact \u003d n c m * (T n. f. + t p-z) \u003d 10 * (15.49 + 0.38) \u003d 195 (h)
n c m - number of shifts per month;
T n.f - actual time in the order;
t p-z - preparatory and final time.
Number of shifts:
n c m \u003d F pl / (T n.f. + t p-z) \u003d 174.2 / (15.49 + 0.38) \u003d 10 (shifts)
4. Processing is:
Fr \u003d F fact - F pl \u003d 195-184.2 \u003d 11 (h)
According to the labor code of the Russian Federation, processing is allowed for more than 10 hours per month or 120 hours per year.
3.4.2 Schedule of drivers on routes for the billing period
The schedule must be built in such a way that cars, regardless of the length of time on the line and the mode of operation, are assigned to a specific team of drivers, i.e. Each vehicle is assigned two drivers.
3.4.3 Progressive form of work organization for drivers (team contract)
In recent years, motor transport enterprises have been using brigade method of organizing the work of drivers. At the beginning of the eleventh five-year plan, about 75% of the driver's staff was covered by the brigade form of labor organization in public road transport. Teams of 12-20 people are formed according to the production principle, taking into account the uniformity of the clientele served and the goods transported, the uniformity and uniformity of the rolling stock. The brigade receives planned production targets for the volume of transportation and cargo turnover for the year, quarter, month, day, for the fleet utilization factor and mode of operation.
Further development of the brigade method was reflected in the brigade method team contract, proposed in 1971 and implemented in the transportation of construction materials by the team of drivers of the Glavmosavtotrans automobile plant No. 29, headed by the foreman, Hero of Socialist Labor, laureate of the USSR State Prize E.P. Fedyunin.
The team entered into an agreement with the supplier (reinforced concrete products plant) for the export of all products to construction sites, assuming collective responsibility for the implementation of the contractual volume of transportation.
The organizational forms of the team contract method (especially in terms of the wage distribution system - equally, in proportion to the number of hours worked, etc.) are different. The main points of this method are as follows:
The basis of a team contract is an agreement, the mandatory participants of which are the team and the consignor (bilateral agreement). However, the contract can be trilateral, when the administration of the ATP participates in it, and quadripartite, when the consignee is also included in it;
in a row, the brigade undertakes to transport a certain volume of cargo in accordance with the task provided for by the annual (five-year) plan and taking into account the counter plan;
the contract provides for clear obligations and responsibilities of the parties, to increase which it is necessary to mutually check the fulfillment of their obligations by the parties on a quarterly (monthly basis);
the brigade is set a number of planned indicators in addition to the volume of transportation and cargo turnover (limit on the consumption of spare parts, the task of saving fuel, the level of labor productivity, the size of wage funds and material incentives, etc.), i.e. introduce elements of internal cost accounting.
Under the conditions of a brigade contract, the concept of “profitable” and “unprofitable” work within the brigade disappears. In addition, the existence of contracts makes the entire technological “chain” of participants in the transportation process work smoothly and without disruption: senders, drivers, recipients. All this helps to improve the quality of transportation and increase productivity, makes it possible to ensure the required volumes of transportation with a smaller number of vehicles and the number of drivers.
Therefore, the team contract method is gaining popularity in road transport, but by the middle of the eleventh five-year plan, only 14% of drivers of public vehicles worked on it.
In the system of the Ministry of Autotransport of the RSFSR, 2.1 thousand brigades worked in the transportation of goods in 1980 according to the method of team contract, in 1983 - 2.7 thousand.
3.5 Organization of the work of vehicles on the line
3.5.1 Development and scheduling of joint work of the PS and the PDP
The schedule of joint work is the schedule of work of the PS, which should be developed jointly with the ATP, GO and GP.
The essence of such a schedule is that the PS moves and arrives at the points of loading and unloading at a strictly set time.
Here, in a certain way, the cargo and the FFP are prepared, and the number of vehicles that simultaneously arrived at the points of loading or unloading. The main advantage of such a schedule is: the development of a time-packed task for the transportation of goods and ensuring the rhythmic operation of the MRP, increasing the productivity of the PS and PFP by reducing downtime while waiting for loading and unloading.
This schedule allows you to reduce excess downtime, provided that the interval of movement of the car is equal to the rhythm of loading and unloading.
The schedule of joint work simultaneously displays the schedules of the movement of cars for both shifts of work for each route. The main requirement for its development is the elimination of the waiting time for loading and unloading and ensuring the most complete unloading of the PFP.
Route No. 2 A1B1-B1A2-A2B3-B3A1 (ring)
A e \u003d 6 (author)
t about \u003d 2.47 (h)
Z about \u003d 6 (about)
L eg1 =16 (km)
L eg2 =9 (km)
L n2 =12 (km)
T n.f \u003d 15.49 (h)
V t \u003d 21 (km / h)
t p = 26 (min)
t dv.gr.1 \u003d L eg1 / V t * 60 \u003d 16 / 21 * 60 \u003d 46 (min)
5. Downtime under unloading:
t p \u003d 26 (min)
Driving time of the first idle ride:
Loading time:
t p \u003d 26 (min)
t dv.gr.2 \u003d L eg2 / V t * 60 \u003d 9 / 21 * 60 \u003d 26 (min)
Unloading time:
t p \u003d 26 (min)
t dv.x.2 \u003d L x2 / V t * 60 \u003d 5 / 21 * 60 \u003d 14 (min)
Z about I cm - 3 (about)
Z about II cm - 3 (about)
Number of turns before and after lunch of the 1st shift:
Z about before lunch - 2 (about)
Z about after lunch - 1 (about)
Z about before lunch - 2 (about)
Z about after lunch - 1 (about)
Lunch time:
t lunch - 60 (min)
Shift time:
t shift. - 10 minutes)
Driving time of the second zero run:
t n2 \u003d L n2 / V t * 60 \u003d 12 / 21 * 60 \u003d 34.28 (min)
t return \u003d T departure + T n.f + 2 * t lunch + t change. \u003d 6h 40m + 15.49 + 2 + 10 \u003d 00h 29m
Route No. 3 A1B1-B1A2-A2B2-B2A3-A3B3-B3A1 (ring)
A e \u003d 11 (author)
t about \u003d 3.67 (h)
Z about \u003d 4 (about)
L eg1 =16 (km)
L eg2 =12(km)
L er3 =9 (km)
L n2 =12 (km)
T n.f \u003d 15.35 (h)
V t \u003d 21 (km / h)
Travel time of the first zero run:
t n1 = L n1 / V t *60=7/21*60=20 (min)
Departure time of the car from the garage:
T out = T n.r.r. - t n1 = 7h 00min - 20 min = 6h 40min
Downtime under loading:
t p \u003d 26 (min)
Driving time of the first loaded ride:
t dv.gr.1 \u003d L eg1 / V t * 60 \u003d 16 / 21 * 60 \u003d 46 (min)
Downtime under unloading:
t p \u003d 26 (min)
6. Driving time of the first idle ride:
t dv.x.1 \u003d L x1 / V t * 60 \u003d 4 / 21 * 60 \u003d 11 (min)
Loading time:
t p \u003d 26 (min)
Driving time of the second loaded ride:
t dv.gr.2 \u003d L eg2 / V t * 60 \u003d 12 / 21 * 60 \u003d 34 (min)
Unloading time:
t p \u003d 26 (min)
Driving time of the second idle ride:
t dv.x.2 \u003d L x2 / V t * 60 \u003d 4 / 21 * 60 \u003d 11 (min)
Loading time:
t p \u003d 26 (min)
Travel time of the third loaded ride:
t dv.gr.3 \u003d L eg3 / V t * 60 \u003d 9 / 21 * 60 \u003d 26 (min)
Unloading time:
t p \u003d 26 (min)
Driving time of the third idle ride:
t dv.h.3 \u003d L x3 / V t * 60 \u003d 5 / 21 * 60 \u003d 14 (min)
Number of revolutions of I and II shifts:
Z about I cm -2 (about)
Z about II cm - 2 (about)
Number of turns before and after lunch of the 1st shift:
Z about before lunch - 1 (about)
Z about after lunch - 1 (about)
Number of turns before and after lunch II shift:
Z about before lunch - 1 (about)
Z about after lunch - 1 (about)
Lunch time:
t lunch - 60 (min)
Shift time:
t shift. - 20 minutes)
Driving time of the second zero run:
t n2 \u003d L n2 / V t * 60 \u003d 12/21 * 60 \u003d 34 (min)
Car return time to garage:
t return \u003d T departure + T n.f + 2 * t lunch + t change. =6h 40min+15.35+2*1+20=00h 35min
3.5.2 Drawing up an hourly schedule of vehicles for one ring route onIandIIshifts
Route №2 A1B1-B1A2-A2B3-B3A1
Departure time for the line: I shift - 6 hours 40 minutes;
II shift - 18h 15 min.
Shift time: 6:15 p.m. to 7:15 p.m.
Lunch time: I shift - from 13:42 to 14:42;
II shift - from 21:35 to 22:35
PS turnover time - 2.47 hours.
Return time to ATP - 00h 35min
3.6 Structural diagram of traffic dispatch control
The main task of the operation department is: to organize the transportation of goods, to ensure the implementation of the established transportation plan with the most efficient use of the rolling stock.
The cargo group is studying: cargo flows and cargo turnover, the condition of access roads and loading and unloading areas, the provision of shippers with loading and unloading mechanisms, the possibility of using road trains and a specialized PS.
The dispatching group is engaged in the operational planning of transportation, the release of the PS on the line and its acceptance when returning from the line, the operational management of the work of the PS on the line, the preparation of a shift-daily report on the release to the line and a daily report on the work of the PS, operational analysis of the implementation of the cargo transportation plan.
The accounting and settlement group performs the primary processing of waybills and commodity-transport documents and carries out operational accounting for the implementation of the cargo transportation plan.
Conclusion
The course project provides for the development of rational routes for the transportation of goods using economic and mathematical methods.
Rational routes provide for the reduction of idle runs, while the mileage utilization factors increase, thereby increasing the productivity of the rolling stock and improving technical and operational indicators:
The operational number of vehicles is reduced from 27.26 to 23.26 units.
The total mileage is reduced from 2,083,545 to 1,499,522 km.
Car-days in operation is reduced from 8314 to 7094 car-days.
Actual time on duty decreased by 15.3 hours.
The mileage utilization rate increased by 0.17.
Bibliography
1. Batishchev I.I. "Organization of mechanization of PRR in road transport" 2010.
Geronimus B.L. "Economic and mathematical methods in planning for road transport" 2009.
Brief automobile guide NIIAT 2010.
Mayboroda M.E. "Cargo transportation" 2007.
Rules for the carriage of road transport 2006.
Price list No. 13-01-01 "Uniform tariffs and norms of time for loading and unloading of road transport" 2009.
Khodosh M.S. "Freight transportation" 2009.
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