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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. .
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 types of transport conclude agreements 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 prescribed 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 transportation 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 loading and unloading points in the transportation area, but also the type of goods transported, the type of rolling stock used for transportation, work shifts, 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 transportation 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 on 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 order 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 awaiting 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 vehicles. 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 work objects 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 between the dispatching group and line 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.
One of the activities of the Sapsan transport company is the transportation of inert cargo by dump trucks. You can order the delivery of bulk materials from us: 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 losses of goods 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.
It is difficult to imagine a construction site without inert materials - materials made of stone, which can be obtained both artificially and produced from natural raw materials. That's why freight transportation in the Russian Federation inert materials are most often in demand among representatives of construction companies.
Types of inert materials
Materials of this category are raw materials for the production of dry mixes, concrete and mortars. They allow you to increase the volume of building mix at minimal cost, thereby reducing the cost of construction.Most often, transport companies deliver the following bulk materials:
- sand - acts as a starting material in the preparation of various mortars, there are no impurities in its composition;
- crushed granite - used in the production of concrete and asphalt;
- expanded clay - is an artificial building material, which is considered an environmentally friendly insulation;
- asphalt;
- concrete;
- gravel, etc.
Tariffs for the delivery of inert materials
Cargo transportation(Moscow region, Moscow) are provided by companies on favorable terms, often the formation of value is carried out individually for each client. Tariffs will largely be affected by the following factors:- type of truck;
- the number of vehicles involved in the transportation;
- distance between the point of dispatch and delivery of the material;
- terms of order fulfillment;
- use of equipment for loading inert materials.
Complex of services for transportation of inert materials
The process of delivery of inert materials is quite time-consuming, however, qualified specialists are able to ensure the safe delivery of the goods.The services provided by the transport company for the transportation of inert materials include:
- loading material into the selected vehicle;
- transportation in Moscow and in other areas of building material;
- delivery of goods on time according to the schedule.
Requirements for the company-carrier of inert materials
Experienced transport companies with certain requirements will help to solve the problem of transportation of inert materials:- the presence of a vehicle: a dump truck or a flatbed truck;
- availability of a license for the transportation of building materials and the removal of construction waste;
- drawing up the optimal route by qualified logisticians.
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-scale. 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.
