However, when analyzing overheads more deeply, it should be borne in mind that the assumption made will not always be accurate. For example, an increase in car-hours of work will cause a slight increase in the number of drivers and repair workers, which means that health and safety costs will increase, an increase in the shift work of rolling stock or the number of car-days of work will cause an increase in the cost of travel forms, a slight increase in stationery , postage, telephone and other expenses. Therefore, that part of the overhead costs, which depends on the car-hours of work, is adjusted, these costs are taken as planned for 1 car-hour of work and multiplied by the reporting car-hours of work.

The book highlights the technical and economic features of railway transport, organization of management, planning of freight and passenger traffic, rolling stock, capital investments and repairs, as well as labor. The content of expenses, tariffs, revenues, profits and profitability is disclosed, an analysis of the work of roads is given.

Indicators of the volume of work of the rolling stock are also used in the calculation and analysis of the cost of production of railway, road transport and to determine the qualitative indicators of the use of rolling stock. For example, freight work is used to determine the turnover of a wagon, wagon-axle-kilometers-flight, average daily mileage, train composition.

The dependence of costs on the average distance of transportation in the conditions of mainline railway transport is revealed by direct accounting and distribution of costs between the initial-final and movement operations of the transportation process. To allocate costs, separate records are kept of the necessary meters for the operation of the rolling stock, fuel and electricity consumption for traction. In the network and road reporting, the work of train and shunting locomotives is recorded separately. Together with a detailed account of the main costs of transportation, this makes it possible to carry out an appropriate analysis.

For factorial analysis and planning of costs in railway facilities, information on the reported and planned values ​​​​of transportation costs, data on cost estimates, information on the degree of implementation of the plan in terms of traffic volume (including external, internal and special), data on the value of meters of rolling stock operation should be used. composition (locomotive-hours, car-days), the level of its use, a number of information that should come in the form of certificates from services (sections) and regions.

In refineries, process units typically operate continuously with a uniform load. For each calendar period (month, quarter, year), the number of days of work and stops for scheduled preventive maintenance is planned. Violation of the work schedule may occur due to interruptions in the supply of raw materials, failure to supply rolling stock for the export of products and accidents. When analyzing the rhythm of the work of the plant, the work of each installation should be considered, paying attention to Special attention stoppages due to accidents.

Accounting for the use of rolling stock on the access roads of industrial enterprises is the most important factor to analyze the transport service of the enterprise, the work of the railway workshop and develop measures to reduce transport costs for production.

Reducing the time spent by wagons under cargo operations leads to an acceleration in the turnover of the wagon. Improving the use of the capacity and carrying capacity of wagons through the use of rational ways of placing goods in them makes it possible to transport more goods with the same fleet of wagons and fewer trains. This creates real prerequisites for reducing transport costs, reducing costs and increasing labor productivity. Therefore, the selection of options for organizing loading and unloading operations and design normative materials should be carried out with particular care on the basis of a comprehensive analysis of production capabilities, the use of advanced methods and methods of labor when loading and unloading each cargo, the use of advanced technology and rational ways of loading rolling stock, establishing a clear interaction between all parts of the loading or unloading process, etc.

For example, in the practice of motor transport enterprises, very often the load capacity utilization factor y is not calculated taking into account the types of goods and the type of rolling stock used for their transportation, but its average value is taken tariff guide. This allows considerable inaccuracy in planning and analysis. First, it should be firmly remembered that the class of a particular cargo is determined by the value of the coefficient of utilization of the carrying capacity. and not vice versa.

The carrying capacity of the rolling stock significantly affects the average length of a trip with a load. When operating heavy-duty vehicles over long distances, the average trip length with a load is less than the average transportation distance of 1 ton of cargo, and vice versa, when operating at shorter distances, the average trip length is greater than the average transportation distance of 1 ton of cargo. In order not to make mistakes in the calculations, both when drawing up a plan, and when analyzing the operation of a car transport company, you need to remember the following if the calculation uses the value of the average transportation distance of 1 ton of cargo, then in all calculations, where it is required, you should take the nominal carrying capacity of the rolling stock and the coefficient of static use of the carrying capacity; if you use the average length of the ride with the load, you should take the nominal carrying capacity and dynamic load capacity utilization factor.

The increase in the cost of improving the conditions for the maintenance, repair and storage of rolling stock creates the prerequisites for improving the quality of maintenance and repair of rolling stock and the growth of technical readiness and production of vehicles on the line. How these opportunities were used should be shown by an analysis of the balance of car-days, as well as an analysis of the implementation of the maintenance and repair plan for cars.

The deviation of the percentage of use of materials in one direction or another from 100% is caused by numerous reasons - a change in the number of cars on the list, the structure of the car park, the degree of use of rolling stock for work on the line, the average daily mileage, changes in fuel and material consumption rates, savings or cost overruns, etc. the stages of analysis should help to identify how the materials were used and what reasons caused the deviations of the reporting data from the planned ones.

With the help of d) it is possible to evaluate the work of the operation service of various vehicles, that is, to compare the level of organization of the transport process for a variety of working conditions. This is the meaning of the penultimate stage of economic-statistical analysis - comparison of the activities of individual units. Moreover, one should always link the quantitative change of all indicators with the material interest in fulfilling the increased norm by each member of the team, the enterprise as a whole. This is largely facilitated and obligated by the new system of planning and economic incentives . Enterprises began to work steadily, rhythmically. The principles laid down in the economic reform immeasurably increased the interest of each member of the team in the results of their enterprise. The increased material interest of workers in the results of the enterprise's activities increases their responsibility for the fulfillment of tasks, contributes to the strengthening and improvement of on-farm accounting in columns and in all divisions of the ATP. Freight flows are being studied more closely and in more detail, the organization of the transport process, maintenance and repair of rolling stock is being improved, various forms of daily publicity of operational accounting, income, expenses and

The considered examples show that the analysis and economic evaluation of any measure to improve the use of rolling stock or permanent devices on the scale of a railway section or a network as a whole cannot be given in isolation for individual links of the transportation process. It is necessary to consider any change in a separate link of operational work in connection with the entire transportation cycle.

In the first case, the growth of transportation within the limits of the available capacity is considered with stable qualitative indicators of the use of rolling stock and norms. It is only required to determine the change in costs that will be reflected in the annual report of a given year. In this case, some movement-dependent expenses, namely those that will be made after a certain period outside the given year, will not change and, therefore, will fall into the movement-independent ones. Thus, with an increase in the volume of traffic, the wear of the track superstructure increases and the service life of sleepers and other materials of the superstructure decreases. However, the program for a single change of track superstructure materials established for a given year in case of overfulfillment or underfulfillment of the annual transportation plan is not reviewed, and the costs associated with the change of these materials will not change in this year. The increase or decrease in these costs associated with the change in the work of this year will be reflected in subsequent years. The amount of costs that do not depend on the size of the traffic in solving problems of this nature varies for roads in the range from 55 to 65% of the total operating costs (annual version of the analysis).

The described nomograms, winners and Explanations to them do not cover the whole range of issues related to the planning and analysis of the work of a motor transport enterprise. However, the proposed nomograms, theory and practical advice on their construction will contribute to the improvement of the existing system of planning and analysis, standardization of the use of technical means , will increase the profitability of the rolling stock road transport.  

So, while the plan for freight turnover was overfulfilled by 2.9%, the plan for gross ton-kilometers in freight traffic was overfulfilled by 4.7%, train-kilometers by 3.0%. Thus, the work of the rolling stock is overfulfilled in a larger amount than the plan for freight turnover, which causes additional unnecessary operating costs. As a more detailed analysis showed, this situation has developed as a result of the fact that the plan for operational ton-kilometers was exceeded by a larger amount than for tariff ones. The gap between the operational tariff ton-kilometers increased to 4.57% instead of 3.8 according to the plan. As a result, the road completed excess operating tonne-kilometres in the amount of 5,172 million. To determine the excess work in gross tonne-kilometres, it is necessary to establish a planned gross factor and multiply the excess operating tonne-kilometres by it. This coefficient on the considered road is equal to 157 937 93 650 = 1.66. Consequently, the excessive operation of the rolling stock amounted to 5,172-1.66 = 8,585 million gross ton-km. Excess train-kilometres is defined as the quotient of excess gross tonne-kilometres (8,585 million) divided by the average gross weight of a freight train (2,515 tons). In our example, they will amount to 3,413 thousand. The excess mileage of wagons is accordingly determined by dividing the excess operating ton-kilometers (5,172 million) by the dynamic load on the wagon axle of the operating fleet (8.87). In our example, it is equal to 594,400 thousand wagon-axle-kilometers.

Before proceeding with a detailed analysis of the implementation of the transportation plan, it is necessary to check what organizational and technical measures for the best use of the rolling stock (use of trailers, mechanization of loading and unloading operations, reduction of vehicle mileage without cargo, elimination of unproductive losses, etc.) , scheduled for implementation in the analyzed period, were completed and which were not.

Characteristics of works. Regeneration and fine purification of used oils. Regeneration of polster brushes and lubricants for axle boxes of rolling stock. Regeneration of acetone by evaporation method. The choice of equipment scheme, necessary materials and the establishment of a regime for cleaning and regenerating oils, depending on the degree of contamination and aging of the oil. Establishment of the drying regime for silica gel, bleaching earth, active alumina before loading them into the equipment. Determination of oil quality without oil analysis. Carrying out an abbreviated physical and chemical analysis of the oil. Determination of the degree of oil recovery. Improving the performance properties of oils through the introduction of additives and mixing. Purification of oils in devices under electrical voltage. Centrifugation of oils with a vacuum centrifuge. Washing the oil with water. Steam heating oil and drying it under vacuum with spraying. Trial transformer oil for a test. Start-up and adjustment of oil cleaning machines, devices and participation in their repair.

The section Technical planning and regulation of transportation contains the main data on the development of a technical plan for departments, roads and the network as a whole, including calculations of the most important quantitative and qualitative indicators of the use of rolling stock, materials on the regulation of loading and transportation and operational planning of station and cargo work of departments and roads. Particularly highlighted in this section are the issues of dispatch control of train traffic and analysis of operational work.

Analysis of the availability of rolling stock of a motor transport enterprise

carried out on the basis of data on the receipt and disposal of the rolling stock of the motor transport enterprise (table 2.1).

Table 2.1– Incoming and outgoing rolling stock

At the first stage, the average number of cars per year is calculated using the formula:

where - the list number of cars at the beginning of the year;

The number of cars retired in the current year;

Number of calendar days in a year (365 days);

The number of car-days of stay at the motor transport enterprise of incoming cars, car-days;

The number of car-days of stay at the motor transport enterprise of retired cars, bus-days.

It is conditionally assumed that the delivery and write-off of cars takes place in the middle of the quarter.

where - the number of retired cars in the i-th quarter;

The number of days of stay of cars at the transport company, departing in the i-th quarter.

Number of car-days of stay at the motor transport enterprise of retired cars:

auto-days.

The number of car-days of stay at the transport company of the received cars:

car-days.

Average number of cars per year:

cars.

2.2 Main technical and operational indicators

The main technical and operational indicators include the total carrying capacity of vehicles, traffic volume, freight turnover, total vehicle mileage and other indicators.

The calculation of technical and operational indicators is carried out on the basis of the performance indicators of the enterprise, which are given in table 2.2.

Table 2.2 - Enterprise performance indicators

The total carrying capacity of the vehicle is calculated by the formula:

where is the standard carrying capacity of the vehicle, i.e.

The annual traffic volume is determined by the formula:

, (2.4)

where - the coefficient of release of the car on the line;

The duration of the car on the line, hours;

Estimated vehicle mileage, km/h;

Mileage utilization rate;

Load capacity utilization factor;

Average length of a ride with a load, km;

Downtime for loading and unloading per 1 trip is calculated by the formula:

(2.5)

where - the rate of downtime during loading and unloading, depends on the carrying capacity of the vehicle, 3-5 min / t

The capacity utilization factor depends on the load class. In road transport, all goods are divided into 4 classes. This classification is applied to tariffing of transportations. The heavier the load, the lower the coefficient, respectively, the lower the tariff transportation.

1st class - 1;

The load capacity utilization factor (K gr) for the transported cargo is synthetic resins (2nd class) - 1.25.

Freight turnover is determined by the formula:

The total mileage of the car is determined by the formula:

where - the average daily mileage of the car, it is calculated by the formula:

, (2.7)

,

where - car-days in operation, is determined by the formula:

Car-hours in operation:

AChr=1788*7.3=13052 a/m-h

Annual output per 1 average auto-ton (t, t-km)

, (2.10)

, (2.11)

The results of calculations of the main indicators of the work of the ATP are presented in table 2.3.

Table 2.3 – ATP performance indicators

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For the transportation of goods in motor transport enterprises there are various rolling stock. These are single cars and road trains, cars with different body types, universal and specialized, of various carrying capacities, etc. Economic indicators The transportation process largely depends on the correct use of the rolling stock. For the transportation of goods, it is necessary to allocate vehicles and trailers that ensure minimal costs in specific operating conditions. Of particular relevance is the rationalization of the use of the rolling stock of motor transport enterprises in modern economic conditions when, with a decrease in traffic volume, it is required to provide financial stability transport process. Separate and difficult problem is the task of forming a rational structure of the rolling stock fleet in terms of carrying capacity. The structure of the rolling stock fleet in terms of carrying capacity should be such as to carry out with maximum efficiency the transportation of various consignments of goods.

Forwarding company "VITTRANS" until recently did not have its own rolling stock and provided forwarding services, acting as an intermediary between the consignor and the consignee. However, in 2011 the company decided to expand the range of transport services, in connection with which 3 MAZ tractors (Figure 2.1) and 3 MAZ semi-trailers were purchased. At the beginning of 2012, the company replenished its fleet of Vehicle and purchased 7 DAF tractors and a specialized FAYMONVILLE trailer for transportation oversized cargo.

The tilt semi-trailer of the Minsk Automobile Plant is a universal semi-trailer, most often used to transport most types of cargo as part of a road train. The semi-trailer has a carrying capacity of 22 tons, a body volume of 90 m 3 , a capacity of 22-33 euro pallets. Loading of cargo into the semi-trailer can be carried out using 3 different ways of loading: top, rear, side.

The Dutch-made DAF tractor is designed for transporting goods over long distances, i.e. for international road transport. This vehicle is characterized by low operating costs, maximum driver comfort and high reliability.

Figure 2.1 - MAZ tractors

The FAYMONVILLE oversized platform (figure 2.2), manufactured by a Belgian company, has a platform length of 13.4 m with a 4 m extension section. The load capacity of this semi-trailer is 32 tons. oversized cargo, primarily for the transportation of heavy equipment.

Figure 2.2 - Specialized semi-trailer FAYMONVILLE

The company "VITTRANS" uses the existing rolling stock for the transportation of various types of cargo: products Agriculture, perishable goods, products chemical industry etc.

Transportation of goods is carried out using transport and technological schemes. When substantiating them, one of the most important issues is the choice of rolling stock. The solution to this issue is closely related to the technology of preparation and movement, consumption and packing of cargo, the transport equipment used, methods and means of performing loading and unloading and storage operations.

The rolling stock selected for the carriage of goods must ensure the minimum total costs for the movement and storage of goods throughout the entire cargo distribution chain.

The choice of rolling stock is influenced by many factors. Among them it is necessary to highlight:

1) volume and distance of transportation;

2) conditions and methods for organizing transportation;

3) the size of the shipments;

4) type of cargo and its price;

5) means and methods of carrying out loading and unloading operations;

6) road and climatic conditions.

Tractors for the transportation of heavy loads are selected based on the required traction-speed and dynamic properties of road trains.

Since the company "VITTRANS" carries out the transportation of various types of cargo, including perishable cargo and cargo that requires maintaining a special temperature regime, oversized and heavy cargo, dangerous and other types of cargo, it is proposed to re-equip vehicles to better use the rolling stock.

The design of tarpaulin semi-trailers allows you to remove the tarpaulin, remove the sides, remove racks for side loading of long loads, and if necessary, you can completely disassemble the frame. This makes this body type one of the most common and most in demand in all types of urban, intercity and international transportation.

When transporting light, but bulky goods by road, the road carrier can build up the sides of the body of a cargo vehicle. These measures will ensure an increase in the use of its carrying capacity.

The design of the semi-trailer allows you to remove the tarpaulin and thus makes it possible to load / unload from the side or from above. In addition, a semi-trailer without an awning allows you to use the semi-trailer as an open area with a side height of 35 to 50 cm.

Additional loading equipment (elevator, belts, handrails, etc.) can be installed on the semi-trailer.

The suspension of semi-trailers can be pneumatic or spring, while pneumatic provides the road train with a smoother ride, which protects the easily breaking cargo from damage.

In order to transport perishable goods, the semi-trailer can be equipped with an independent refrigeration unit. Modern refrigeration units have different levels of protection against emergency temperature changes, which ensures the safety of the cargo. On rolling stock equipped with a refrigeration unit, it is possible to transport goods that require maintaining a certain temperature regime.

For the transportation of some perishable goods, an insulated semi-trailer can be used, which is a semi-trailer, the sides of the cargo compartment of which are made of foam plastic sheathed with tin. The doors of the cargo compartment are equipped with a seal.

For the transportation of oversized cargo, it is more expedient to use specialized rolling stock. The FAYMONVILLE oversized platform is equipped with retractable extensions of 230 mm on each side, there is also a 4 m extension. For the transportation of heavy equipment, wheel wells are provided on this rolling stock. (Figure 2.3)

Figure 2.3 - FAYMONVILLE oversized platform

The FAYMONVILLE low-bed semi-trailer is equipped with the necessary additional equipment for securing the load. This combination technical means allows transportation of road construction equipment, power plants, bulky metal structures, mining equipment.

The body type of the used motor vehicle is determined depending on the type and nature of the transported cargo, climatic conditions and the cargo capacity achieved. If it is possible to use several types of body, then the accepted one should provide the highest efficiency of cargo transportation.

The carrying capacity of vehicles is selected depending on the size of the consignment, the urgency of its delivery and road conditions. High-capacity rolling stock has high productivity, provided that the cargo capacity is fully utilized. Therefore, in all cases, it is advisable to use rolling stock with the maximum possible carrying capacity allowed under given operating conditions.

When choosing a rolling stock, complex meters of the efficiency of cargo transportation and partial ones are used. Comprehensive indicators include:

1) vehicle performance;

2) transport costs;

3) the cost of transportation;

4) profit;

5) energy intensity of transportation (specific fuel consumption).

A rational rolling stock used for the transportation of goods should provide maximum performance with minimum values ​​of cost indicators and energy intensity of transportation.

The choice of rolling stock may be based on individual performance, for example, cargo capacity, cross-country ability, etc.

Introduction

Chapter 1. Status of the issue and research objectives 8

1.1 Study of the current structure of motor transport enterprises 8

1.1.1 Basic principles for the formation of the fleet of a motor transport enterprise 8

1.1.2 Analysis of performance indicators for the operation of the vehicle fleet 9

1.2 Analysis of existing approaches to improve the functioning of ATP 13

1.2.1 Analysis of directions for improving the functioning of the ATP 13

1.2.2 Analysis of methods for improving the efficiency of the functioning of the ATP 15

1.3 Conclusions, tasks object and subject of research 43

Chapter 2. Theoretical substantiation of the methodology for choosing a rational structure of the rolling stock of auto transport enterprises 47

2.1 Justification of the choice of methodology for improving the structure of the rolling stock of motor transport enterprises 47

2.2. Formation of a mathematical model for improving the functioning of motor transport enterprises 50

2.3 Methodology for choosing a rational structure of the rolling stock of motor transport enterprises 57

CHAPTER 3 Methods functional analysis auto transport company 69

3.1 Aims and stages of the pilot study 69

3.2 Methods of data collection and primary processing 69

3.3 Methodology for the formation of a mathematical model of a motor transport enterprise 73

Chapter 4. Results of the assessment and development of measures to improve the functioning of the transport service of the state educational institution Orenburg State University 86

4.1 Analysis of the efficiency of operation of the rolling stock of the Transport Service of the state educational institution "Orenburg State University» 86

4.1.1 Characteristics of the structure of the rolling stock of the transport service of the State Educational Institution "Orenburg State University" 87

4.1.2 Analysis of the activities of the transport service of the State educational institution "Orenburg State University" 90

4.2 Formation of the matrix of initial data 93

4.3 The choice of a rational structure of the rolling stock of the transport service of the State educational institution "Orenburg State University" 95

4.4 Evaluation of the effectiveness of the results obtained 100

4.4.1 Calculation of the costs of operating the rolling stock of the transport service of the State educational institution "Orenburg" State University "100

4.4.2 Implementation results 109

Conclusion 111

List of sources used

Introduction to work

Relevance. The development of the branches of the state economy depends on the efficiency of the organization of transport work, which consists in the transportation of goods and passengers. In the context of constantly changing demand for the performance of a particular type of transportation, the problem arises of adapting the structure of the rolling stock of a motor transport enterprise to external dynamic conditions, which are characterized by a variation in the needs for transportation of various types, as well as requirements for the production and technical base, the cost of fuels and lubricants, energy carriers , vehicles and equipment.

The variety of types and volumes of transportation predetermines the use of the appropriate types and quantity of the rolling stock of a motor transport enterprise, which ensures, under given operating conditions, the maximum volume of transportation with minimal cost.

The purpose of optimizing the structure of the rolling stock is to increase the competitiveness of a motor transport enterprise, which is determined by its ability to carry out transport work with minimal costs. The solution of these and other tasks of ensuring the effective functioning of a motor transport enterprise on present stage can be successfully implemented only through the use of modern science-intensive information technologies, which are based on the achievements of domestic and foreign scientists. The currently existing methods for optimizing the structure of the rolling stock of a motor transport enterprise do not have sufficient flexibility in relation to external changing conditions.

In connection with the above, Scientific research, aimed at improving the functioning of a motor transport enterprise based on the formation of a rational structure of the rolling stock, is relevant.

5 The connection of the research topic with the plan of the main scientific- research work. The work was done in accordance with:

With the concept of "State transport policy of the Russian Fe
derations” (approved by Decree of the Government of the Russian Federation of September 8, 1997 No.
1143);

With the directions of the federal target program "Modernization
transport system of Russia (2002 - 2010)" (approved by the Decree
loan of the Government of the Russian Federation on December 5, 2001. No. 848).

Goal of the work- Improving the efficiency of the functioning of the ATP on the basis of program-targeted planning when choosing a rational structure of the PS.

To achieve this goal, it is necessary to solve the following tasks:

analysis existing methods optimization of the structure of the rolling stock of a motor transport enterprise;

formation of a mathematical model of the relationship between the performance indicators of a motor transport enterprise and the structure of its rolling stock;

development of an algorithm for choosing a rational structure of the rolling stock of a motor transport enterprise;

experimental study of the adequacy of mathematical modeling;

Determination of the rational structure of the rolling stock of modern
of a motor transport enterprise and the development of a model of its functioning
rovaniya;

grade economic efficiency developed methods for increasing the efficiency of the functioning of a motor transport enterprise.

Object of study- the process of functioning of a motor transport enterprise.

Subject of study- patterns of formation of a rational structure of the rolling stock of a motor transport enterprise.

Scientific novelty lies in the theoretical justification and development of:

methods for optimizing the structure of the rolling stock of a motor transport enterprise, based on the use of the provisions of the theory of sensitivity and allowing to determine the influence of the structure of the rolling stock of a motor transport enterprise on the cost of a unit of a transport operation;

Algorithm for choosing a rational structure of the rolling stock of a motor transport enterprise;

a mathematical model of the functioning of a motor transport enterprise, which establishes the relationship between the cost of a unit of a transport operation and the structure of the rolling stock.

The practical significance of the work. The results obtained make it possible to increase the efficiency of the functioning of a motor transport enterprise by choosing a rational structure of the rolling stock, taking into account the specifics of transport work and changes in the nature and volume of transportation.

Work implementation. The results of the work performed are used in the process of functioning of Orenburggazpromtrans LLC, the transport service of the State Educational Institution of Higher Professional Education "OSU", as well as in the educational process of the Orenburg State University in the preparation of graduates in the specialties 190601 and 190702.

Approbation of work. The results of the work were discussed and approved at the sixth and seventh Russian scientific and technical conferences "Progressive technologies in transport systems» (Orenburg, 2003, 2005); at scientific and practical seminars of departments technical operation and repair of cars and automobile transport of OSU (2002...2006).

Workload. The dissertation consists of an introduction, four chapters and general

7 conclusions set out on 130 typewritten pages, including 28 figures, 12 tables. The list of sources used includes 112 items. Applications are designed on 8 pages.

Provisions for defense:

Mathematical model of the functioning of a motor transport enterprise
yatiya;

methodology for optimizing the structure of the rolling stock of a motor transport enterprise;

an algorithm for choosing a rational structure of the rolling stock of a motor transport enterprise based on gradient methods for optimizing complex systems and the Pareto-Lorenz method;

the results of an experimental study of the influence of the structure of the rolling stock on the cost of a unit of a transport operation.

Study of the current structure of motor transport enterprises

The formation of the structure of a motor transport enterprise is based on the principles of organizing the transportation of goods and passengers. The main tasks of the motor transport enterprise in the organization of transportation are: meeting the needs of customers in road transport with the greatest efficiency; ? providing a high level of customer service; ? implementation of existing transportation plans; ? efficient use of vehicles, increase in labor productivity, maximum reduction of transport costs; ? systematic profit.

The efficiency of the functioning of the motor transport enterprise should be ensured by: - ​​coordination of the work of all departments and employees of the motor transport enterprise; -optimal organization of movement; -delivery of goods to as soon as possible; - effective use rolling stock; - traffic safety; - profitability of transportation.

An analysis of literary sources made it possible to identify measures to organize the transportation of specific goods and passengers.

Motor transport enterprises must operate in such a way as to ensure the timely and high-quality provision of transport services to the customer. However, practice shows that at present most of the existing motor transport enterprises operate according to the model of enterprises of the late 50s of the last century. Study existing model formation of the structure of the rolling stock of a motor transport enterprise in a given period of time, in the conditions of tough market relations, is not effective.

Modern motor transport enterprises are complex complexes. Ensuring their normal activity requires special methods for improving the efficiency of functioning, based on a comprehensive (systemic) optimization of socio-economic and technical characteristics.

Therefore, the topic of scientific research work aimed at developing modern methods optimization of a motor transport enterprise based on the latest information technology, is up-to-date.

The efficiency of the transport work performed by the rolling stock of a motor transport enterprise is assessed by its technical and operational indicators. Conventionally, these indicators can be divided into two groups:

The first group - indicators characterizing the degree of use of rolling stock (technical readiness factors, vehicle use, carrying capacity, mileage, average driving distances, average transportation distances, downtime for loading and unloading, technical and operational speeds).

The second group - performance indicators of the rolling stock (number of trips, total distance of transportation, traffic volume, transport work). The indicators are determined according to the following formulas given in Table 1.1.

The choice of the vehicle brand and the number of vehicles for transportation is largely determined on the basis of the calculation of technical and operational indicators.

Justification of the choice of methodology for improving the structure of the rolling stock of motor transport enterprises

Program - target planning is one of the types of planning, which is based on the orientation of activities towards achieving the set goals. In fact, any planning method is aimed at achieving any specific goals. But in this case, the planning process itself is based on the definition and setting of goals, and only then are the ways to achieve them selected.

Program - target planning is built according to the logical scheme "goals - ways - ways - means". First, the goals to be achieved are determined, then the ways of their implementation are outlined, and then more detailed methods and means are outlined. Ultimately, having set some goals, the organizer develops a program of action to achieve them. It follows that a feature of this planning method is not just forecasting future states of the system, but drawing up a specific program to achieve the desired results. That is, the program-target planning method is “active”, it allows not only to observe the situation, but also to influence its consequences, which distinguishes it favorably from most other methods.

A feature of program planning is also a way to influence the planned system. At the forefront is not the system itself, its constituent elements and the existing organizational structure, but the management of program elements, program actions.

From the statements discussed above, it follows that key concept target planning is a program. The program is a set of measures for the implementation of strategies. In turn, the system of strategies and goals achieved with their help is nothing more than a plan. Thus, the duality of program-target planning is confirmed, namely, the combination of planning and the actual impact on economic indicators.

As already mentioned, the first stage of program - target planning is goal setting; at subsequent stages, ways and specific ways to achieve them are developed. Let's consider this procedure in more detail.

Setting goals in the program-target method of planning is the formation of a "tree of goals". Then, in accordance with it, a system of measures to achieve the goals, called the target complex program, is determined. For its implementation, a special control system is being built, which brings the tasks of the program to specific performers and controls their implementation. Organizational structure of this system is determined, therefore, by the "tree of goals", the composition of the performers and the content of the program.

Thus, we have singled out one more element of program-target planning - the structure of the system, including (in our case) rolling stock. Its construction is, in fact, the basis on which the execution of the program is based. Those. planning a solution to any problem with the program-target method is largely reduced to the formation of a rational structure of a motor transport enterprise. Let's consider its main stages. Formation of a common block diagram system and its main characteristics (composition stage). Development of the composition of units and the main links between them (structuring stage). Development of quantitative characteristics of the structure of the organization (in our case, rolling stock), establishing the procedure for its activities (regulation stage).

In this case, the first stage is of fundamental importance, since it determines the structure of the organization. It defines the system of goals and objectives of the organization, its type and legal status, degree of independence, boundaries of activity, composition of functions. At the second and third stages, more detailed parameters of the system are established (including the rolling stock of the motor transport enterprise).

The theory of planning and building systems to solve new problems should be based on an analysis of the practice of creating and operating existing systems. The main difficulty lies in the fact that among the many isolated facts and observations of various specialists, to identify some key provisions, patterns common to planning and building all types of systems. Among them are the following: The formation of the structure of the system is a multi-stage process. Necessary condition to start planning, and then the creation of the system under consideration, is the presence of a certain social need, that is, a problem that needs to be solved. However, one need is not enough, more are needed certain conditions and guarantees: economic, legal, social, technical and others, to provide the system with the necessary stability.

The solution of newly emerging problems does not necessarily require the creation of new systems. Many problems can be successfully solved within existing systems. Usually, a special set of measures (program) is developed for this, and resolutions or orders are prepared obliging the corresponding systems to perform the new functions prescribed for them. Control over the implementation of such a program is carried out by an organization appointed as the head of this problem.

Analysis of the efficiency of operation of the rolling stock of the Transport Service of the State Educational Institution "Orenburg State University"

The motor transport enterprise of the transport service of the State Educational Institution "Orenburg State University" was chosen as the object of study. The activity of the motor transport enterprise of the transport service of the State Educational Institution "Orenburg State University" is to meet the needs of the departments of the Orenburg State University in the transport work in a high-quality and timely manner at minimal cost. In this regard, certain restrictions are imposed on the organization of transport work related to the development strategy determined by the parent company, as well as the scheme of interaction with the departments of the State Educational Institution "Orenburg State University". In accordance with the developed mathematical model, improving the efficiency of the functioning of a motor transport enterprise is aimed at reducing the cost of operating vehicles, and thereby reducing the cost of a unit of a transport operation. Characteristics of the structure of the rolling stock of the transport service of the State educational institution "Orenburg State University"

The rolling stock of the transport service of the State Educational Institution "Orenburg State University" consists of cars, trucks and buses. The branded distribution of the rolling stock of the transport service of the State Educational Institution "Orenburg State University" is shown in Figures 4.1.. .4.3.

After analyzing the diagram in Figure 4.4, it can be noted that the vast majority of the fleet are cars made in 1997, 1998. Such an increase in cars manufactured in 1997-1998 can be explained by the fact that during this period the fleet of the Strela Production Association and Orenburg State University were merged into a common structure.

The analysis of the activities of the transport service of the State educational institution "Orenburg State University" was carried out for the period from 1999 to 2005. Figure 4.5 shows the dynamics of transport work in the study period.

As an indicator of the transport work of the transport service of the State Educational Institution "Orenburg State University", a general park mileage was used. Registration of runs was carried out according to the analysis of the register of rolling stock runs. Analysis of the activity of the transport service of the State educational institution "Orenburg State University"

For analysis of production - economic activity Transport Service of the State Educational Institution "Orenburg State University" reviewed the financial and economic information of the enterprise for the period from 1999 to 2005.

The volume of work of transport for the transportation of goods and passengers in conditionally natural terms is measured in reduced ton-kilometers. It is defined as the sum of the value of the freight turnover of transport and the value of the passenger turnover, expressed in reduced ton-kilometers. The need to calculate the indicator of reduced transport production is due to the fact that both goods and passengers are transported simultaneously along the same means of communication and by the same means. P.p.t.

is used to calculate the indicator of labor productivity of workers engaged in transportation and the cost of production. Since the motor transport enterprise is mixed, it is necessary to use an efficiency indicator that takes into account the transport work performed by various types rolling stock.

Distribution of the cost of a unit of a transport operation of the transport service of the State Educational Institution "Orenburg State University" by years.

To analyze the structure of the vehicle fleet of the OGU TS, the rolling stock is divided into ten groups depending on the type of vehicle.

Characteristics of the structure of the rolling stock of the transport service of the State Educational Institution "Orenburg State University"

In connection with the above, as an optimization parameter, the cost of a unit of a transport operation was chosen - the cost per kilometer of the total mileage. This indicator makes it possible to evaluate the efficiency of the transport operation of a mixed fleet. On fig. 4.6 - 4.9 shows the performance indicators of the transport service of the State Educational Institution "Orenburg State University" for 1999 - 2005.

As can be seen from Figure 4.6, the cost of transport work is growing throughout the study period. Accordingly, the cost of a transport operation unit also increases (Figure 4.7) Figure 4.7 - Distribution of the cost of a transport operation unit of the transport service of the State Educational Institution "Orenburg State University" by years.

Analyzing Figure 4.2, it can be noted that during the period under review, the cost of a unit of a transport operation increased. This means, in our opinion, that the potential of the enterprise was used inappropriately or incompletely.

Despite the constant increase in the cost of a unit of transport operation, (Figure 4.2.) There is a tendency to increase the volume of freight turnover.

To analyze the structure of the vehicle fleet of the OGU TS, the rolling stock is divided into ten groups depending on the type of vehicle. The distribution of vehicles by groups is presented in Table 4.1.

To ensure the significance of the regression coefficients, a quarterly breakdown of the number of rolling stock was made. The values ​​of the cost of a unit of a transport operation and the number of vehicles in groups were taken as initial data.

Next, the processing of the initial data (normalization, centering) is carried out according to the formula (4.1). Then the pair correlation matrix is ​​formed (table 4.3) XJi - ХР Xj (4.1) where Xj, - centered value; xjt - existing value; X. - mathematical expectation of the value. To do this, data on the functioning of the transport service of the State Educational Institution "Orenburg State University" were processed using the algorithm described in the third chapter.

In accordance with the developed algorithm, the groups of rolling stock that make the greatest contribution to the cost of a unit of a transport operation were determined using the method of principal components.

4.3 The choice of a rational structure of the rolling stock of a motor transport enterprise of the transport service of the State Educational Institution "Orenburg State University"

Establishing the relationship between the cost of a unit of a transport operation and the structure of the rolling stock of the transport service of the State Educational Institution "Orenburg State University" was carried out in two ways. First, the regression equation on all components is established, represented by the expression (4.2) .02190-N6+0.03838-N7- (4.2) 0.00006-N8 +0.03813 -N9+0.05289 -Nw. where Ni ... Nw is the number of cars in the i - group. The relative error of the model was 28%.

When implementing the method of principal components, groups of vehicles were obtained that have the greatest impact on the cost of a unit of a transport operation (groups 9, 6, 8 in Figure 4.10).

Group 1 - cars especially small class; group 2 - small cars; group 3 - passenger cars of the middle class; group 4 - large class cars; group 5 - small class buses; group 6 - buses of the middle class; group 7 - large class buses; group 8 - trucks small load capacity; group 9 - medium duty trucks; group 10 - heavy duty trucks.