Transportation of inert cargo by dump trucks. Inert material in construction: types, features, transportation conditions Brief technical characteristics of the selected PS

Route No. 1 А1Б1-Б1А1 - 5 riders (pendulum with reverse idle run)

Route No. 2 А3Б3-Б3А3 - 6 riders (pendulum with reverse idle run)

Route No. 3 A4B4-B4A4 - 1 trip (pendulum with reverse idle run)

Route No. 4 A1B1-B1A2-A2B2-B2A4-A4B4-B4A1 -15 riders (circular along a hexagonal contour)

Check: 5+6+1+15=27 riders.

2.8 Determination of the main technical and operational indicators for each rational route (projected transportation)

Route No. 1.

Initial data:

Q days = 100t

tp-p=0.66

1. Route length:

L m =L eg + L` x =8+8=16 (km)

2. Time spent by the car per revolution:

t rev = L m / V t + t pr =16/25+0.66=1.3(h)

3. Number of revolutions along the route:

4. Daily vehicle performance:

V r.d. = q n * Jc* Z rev =20*1*12=240(t)

5. Daily productivity of the substation:

W r.d. = q n * Jc* Leg* Z rev * =20*1*12*8=1920(t.km)

6. Daily vehicle mileage along the route:

L day = L m * Z rev + L n1 + L n2 - L` x =16*12+3+9-8=196(km)

L gr = Leg* Z rev =8*12=96 (km)

8. Mileage utilization rate:

B= L gr / L day =96/196=0.48

9. Actual time in outfit:

T n.f. = t rev * Z rev +(L n1 + L n2 - L` x / V t)=1.3*12+(3+9-8/25)=15.76(h)

e = L day / T n.f = 196/15.76 = 12.43 (km/h)

11. Operating number of vehicles operating along the route:

A E = Q day / V r.d =100/240=0.41(aut)

12. Number of vehicle-hours on duty along the route6

ACh n = A E * T n.f. =0.41*15.76=6.4(auto-hour)

13. Vehicle days in operation:

AD e = A E *D e =0.41*60=24.6(aut-day)

14. Total vehicle mileage along the route:

L total = L day * BP e =196*24.6=4821.6(km)

15. Loaded vehicle mileage along the route:

L` gr = L gr * AD e =96*24.6=2361.6(km)

16. Volume of transportation:

Q= V r.d * AD e =240*24.6=5904(t)

Freight turnover:

Р=W р.д * BP e =1920*24.6=47232(t.km)

Route No. 3.

Initial data:

L n2 = 6 km s1 = 1

Tn = 16h t = 25km/h

t p-r = 0.66 h

1. Route length:

L m =L eg + L x =9+9=18(km)

2. PS turnover time:

3. Number of revolutions along the route:

Z rev =(T n - (L n1 + L n2 - L` x)/ V t)/ t rev =(16-(11+6-9)/25)/1.38=11(rev)

5. Daily productivity of the substation:

W r.d. = q n *J s *

6. Daily vehicle mileage along the route:

L day = L m * Z rev + L n1 + L n2 - L` x =18*11+11+6-9=206(km)

L gr = L eg * Z rev =9*11=99(km)

8. Mileage utilization rate:

B= L gr / L day =99/206=0.48

Actual time in outfit:

T n.f. = t rev * Z rev +(L n1 + L n2 - L` x / V t)=1.38*11+(11+6-9/25)=15.5(h)

Vehicle operating speed:

e = L day / T n.f =206*15.5=13.29(km/h)

Operating number of vehicles operating along the route:

A E = Q day / V r.d =80/220=0.36(aut)

Number of vehicle-hours on duty per route6

ACh n = A E * T n.f. = 0.36*15.5=5.58(auto-hour)

Vehicle days in operation:

AD e = A E *D e =0.36*60=21.6 (aut-day)

14. Total vehicle mileage along the route:

L total = L day * BP e =206*21.6=4449.6 (km)

Loaded vehicle mileage along the route:

L` gr = L gr * AD e =99*21.6=2138.4 (km)

Volume of transportation:

Q= V r.d * AD e =220*21.6=4752 (t)

Freight turnover:

Р=W р.д * BP e =1980*21.6=42768 (t.km)

Route No. 3

Initial data:

L n2 = 4 km s1 = 1

Tn = 16h t = 25km/h

t p-r = 0.66 h

1. Route length:

L m =L eg + L x =9+9=18(km)

2. PS turnover time:

T rev = L m / V t + t pr =18/25+0.66=1.38(h)

3. Number of revolutions along the route:

Z rev =(T n - (L n1 + L n2 - L` x)/ V t)/ t rev =(16-(10+4-9)/25)/1.38=11(rev)

4. Daily productivity of the substation:

V r.d. = q n * J s * Z rev =20*1*11=220(t)

5. Daily productivity of the substation:

W r.d. = q n *J s * L eg * Z rev =20*1*9*11=1980 (t/km)

L day = L m * Z rev + L n1 + L n2 - L` x =18*11+10+4-9=203(km)

7. Loaded mileage along the route:

L gr = L eg * Z rev =9*11=99(km)

8.
Mileage utilization rate:

B= L gr / L day =99/206=0.48

Actual time in outfit:

T n.f. = t rev * Z rev +(L n1 + L n2 - L` x / V t)=1.38*11+(10+4-9/25)=15.38(h)

Vehicle operating speed:

e = L day / T n.f =203*15.38=13.19(km/h)

Operating number of vehicles operating along the route:

A E = Q day / V r.d = 20/220 = 0.09 (aut)

Number of vehicle-hours on duty per route6

ACh n = A E * T n.f. = 0.09*15.38=1.38(auto-hour)

Vehicle days in operation:

AD e = A E *D e =0.09*60=5.4 (aut-day)

Total vehicle mileage along the route:

L total = L day * BP e =203*5.4=1096.2 (km)

Loaded vehicle mileage along the route:

L` gr = L gr * AD e =99*5.4=534.6 (km)

Volume of transportation:

Q= V r.d * AD e =220*5.4=2376 (t)

Freight turnover:

Р=W р.д * BP e =1980*5.4=10692 (t.km)

Route No. 4.

A1B1-B1A2-A2B2-B2A4-A4B4-B4A1

Initial data:

Q day = 300t

L eg2 = 12 km

L n2 = 4 km s1 = 1 s2 = 1 s3 = 1

Tn = 16h t = 25km/h

t p-r = 0.66h

1. Route length:

L m =åL eg +å L x =29+13=42(km)

2. PS turnover time:

T rev = L m / V t + t pr =42/25+0.66=3.66(h)

3. Number of revolutions along the route:

Z rev =(T n - (L n1 + L n2 - L` x)/ V t)/ t rev =(16-(3+4-7)/25)/3.66=5(rev)

4. Daily productivity of the substation:

V r.d. = q n * (J с1 + J с2 + J с3)* Z rev =20*(1+1+1)*5=300(t)

5. Daily productivity of the substation:

W r.d. = q n *(J с1 * L eg1 + J c2 * L eg2 + J c3 * L eg3)* Z rev =

20(1*8+1*12+1*9)*5=2900 (t/km)

6. Daily vehicle mileage along the route:

L day = L m * Z rev + L n1 + L n2 - L` x =42*5+3+4-7=210(km)

7. Loaded mileage along the route:

L gr = (L eg1 + L eg2 + L eg3)* Z rev =(8+12+9)*5=145(km)

8. Mileage utilization rate:

B= L gr / L day =145/210=0.69

Actual time in outfit:

T n.f. = t rev * Z rev +((L n1 + L n2 - L` x)/ V t)=3.66*5+((3+4-7)/25)=18.5(h)

Vehicle operating speed:

e = L day / T n.f =210/18.5=11.35(km/h)

Operating number of vehicles operating along the route:

A E = Q day / V r.d =300/300=1 (automatic)

Number of vehicle-hours on duty per route6

ACh n = A E * T n.f. = 1*18.5=18.5(auto-hour)

Vehicle days in operation:

AD e = A E *D e =1*60=60 (aut-day)

Total vehicle mileage along the route:

L total = L day * BP e =210*60=12600 (km)

Loaded vehicle mileage along the route:

L` gr = L gr * AD e =145*60=8700 (km)

Volume of transportation:

Q= V r.d * AD e =300*60=18000 (t)

Freight turnover:

Р=W р.д * BP e =2900*60=174000 (t.km)

2.9 Production program for operation (projected transportation)

1. Operating number of vehicles operating on all routes:

A e = A e1 + A e2 + A e3 + A e4 =0.41+0.36+0.09+1=1.86 (aut)

2. Listed number of cars operating on all routes:

A sp = A e / a b = 1.86/0.8 = 2.32 (aut)

3. Car-days on the farm (listed):

AD sp = A sp * D k = 2.32 * 60 = 139.2 (aut-day)

4. Vehicle days in operation:

AD e = A e * D e =1.86*60=111.6 (aut-day)

5. Fleet utilization rate:

a n = BP e / BP sp = 111.6/139.2 = 0.80

6. The watch car is equipped for all routes:

åACh n =ACh 1 +ACh 2 +ACh 3 +ACh 4 =6.4+5.58+1.38+18.5=31.86 (auto-hour)

7. Average actual time on duty:

T n.f.(sr) = åACh n / A e =31.86/1.86=17.12 (h)

8. Total mileage on all routes:

åL total = L total1 +L total2 +L total3 +L total4 =4821.6+4449.6+1096.2+12600=22967 km

9. Loaded vehicle mileage on all routes:

åL` gr = L` gr1 + L` gr2 +L` gr3 +L` gr4 =2361.6+2138.4+534.6+8700=13734.6 km

10. Mileage utilization rate taking into account all routes:

В=åL` gr /åL total =13734.6/22967.4=0.59

11. Average daily mileage of a car:

L ss =åL total / AD e =22967.4/111.6=205.80 (km)

12. Volume of traffic on all routes:

åQ=Q 1 +Q 2 +Q 3 +Q 4 =5904+4752+2376+18000=31032 (t)

13. Freight turnover on all routes:

åP=P 1 +P 2 +P 3 +P 4 =47232+42768+10692+174000=274692 (t.km)

cargo rolling stock transportation

3. Organizational section

.1 Annual contract and agreements for the carriage of goods, the procedure for its conclusion and a brief description of

The topic of a civil law contract must be given the closest attention, since the vast majority of a businessman’s legal relations objectively develop within the scope 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. By concluding various agreements with the aim of systematically making a profit, a business person inevitably risks his capital, property, good name, and, consequently, his future. The key to the successful implementation of one’s 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 the participants arise, in particular, from the contracts they have concluded.

In the Civil Code of the Russian Federation, a contract is defined as an agreement of two or more persons to establish, change or terminate civil rights or obligations (i.e., a two- or multilateral transaction). (Article 420 of the Civil Code of the Russian Federation).

The parties may enter into an agreement either provided for or 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 an agreement, unless otherwise provided by the rules of this chapter (Chapter 27) and the rules on certain types of agreements contained in this Code (Civil Code of the Russian Federation). (Clause 3 of Article 420).

Since the topic of this diploma project is “Contract for the carriage of goods by road,” let us consider this type of contract in a little more detail.

One of the forms by which the relationship between the parties in the process of organizing cargo transportation is regulated is an agreement on the organization of cargo transportation. Previously, such agreements were used in the relationship between shippers and transport enterprises 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 resolutions provided for the conclusion of direct contracts for the carriage of goods by transport authorities and their clientele.

The use of such agreements at that time and their role on individual types of transport were somewhat different, but their conclusion pursued one goal, to regulate such relationships between the parties, which, taking into account the specifics individual species transport, have not received sufficient regulatory permission, and also ensure the implementation of the transportation plan. Therefore, where the relationship between the parties to the transportation of goods was regulated in detail in a regulatory manner, such agreements 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 regulating the relationship between the parties in organizing and performing the transportation of goods.

Article 798 of the Civil Code of the Russian Federation provides that carriers and cargo owners, if necessary, carry out systematic transportation of goods, can enter into 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 payment procedure, as well as other conditions of the organization transportation These agreements may also establish liability for violation of the obligations provided for therein.

The main purpose of such agreements on various modes of transport is to regulate during the transportation process such relationships between the parties 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, clear coordination of the activities of all participants in the transport process is ensured: shipper, carrier, consignee.

Let's take a closer look at one of the types of cargo transportation contracts - the forwarding contract. .

When transporting goods, there is a need to perform a whole range of auxiliary operations related to sending and receiving goods: in particular, their packaging, labeling, 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 transportation, these operations can be performed by the shippers and consignees themselves. In cases where the flow of cargo sent or arriving at the address of a particular person reaches significant sizes, self-execution of these operations becomes burdensome and economically unjustified. This can be done more effectively by persons specially trained and authorized for such activities. They act as intermediaries between carriers and their clientele. Such activities to serve the clientele of transport organizations are called forwarding (from the Latin expeditio - departure). The forwarding agreement is one of the auxiliary agreements 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 freight transport relationships arise. The meaning of this agreement is to free senders and recipients from performing operations that are not typical for them in organizing and supporting the cargo transportation process. Accordingly, the main function assigned to the freight forwarder is to send or receive cargo on behalf of the client, as well as to provide other related services.

A transport expedition contract is defined as an agreement by virtue of which one party (the forwarder) undertakes, for a fee and at the expense of the other party (the client - the shipper or consignee), to perform or organize the performance of services specified in the forwarding contract related to the transportation of goods (Article 801 of the Civil Code of the Russian Federation).

The expedition agreement is mutual and compensated. 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 a carrier). Its content is similar to a number of other representation agreements. The forwarder provides certain services to the client, which reveals similarities with such contracts as assignment, commission, agency, and paid services. However, the subject of the latter is the completion of any transactions and actions, including those not at all related to transport activities.

In contrast, expedition involves the provision of services directly related to the transportation of goods. Therefore, the expedition cannot be considered as a variety of one of the named agreements or their conglomerate.

On the contrary, in paragraph 2 of Art. 779 of the Civil Code of the Russian Federation directly states that the rules of Chapter 39 on remuneration for the provision of services do not apply to forwarding services. At the same time, the possibility of subsidiary application of the rules on assignment, commission and agency to transport expeditions is not excluded. Previously, this possibility was expressly provided for in Art. 105 of the Fundamentals of Civil Legislation of 1991, which allowed the use of rules on instructions when the forwarder acted on behalf of the client, and a commission agreement when he acted on behalf of own name. Currently Art. 801 of the Civil Code indirectly confirms this possibility by indicating the right of the forwarder to enter into a contract of carriage on behalf of the client or on its own behalf. In addition, any of the parties to the expedition agreement has the right to refuse to fulfill it, which is also typical for assignments, commissions and agency 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 type of transaction of representation.

There is also an internal connection between the contract of carriage and the expedition, due to the derivative of transport and forwarding services from transportation. Often, the duties of a forwarder can be directly assigned to the carrier (clause 2 of Article 801 of the Civil Code of the Russian Federation). In this case, the carrier does not have the right to enter into a contract of carriage on his own behalf, but can act as a commercial representative of another party (clause 3 of 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 forwarder in relation to another person (for example, another carrier) and the rules on forwarding are applied without any exceptions. In the other, the carrier becomes a forwarder in relation to its own transportation. In the latter case, the expedition is superimposed on the transportation, having the same subject composition in the two obligations. This affects the liability of the parties, statute of limitations and other conditions for the execution of both contracts.

For the first time, the Civil Code of the Russian Federation singled out the transport expedition agreement in a separate chapter, although previously the independent nature of this obligation was not subject to serious doubt. The norms contained in this chapter are of a very general nature, therefore, in accordance with paragraph 3 of Art. 801 of the Civil Code of the Russian Federation, a special law on transport and forwarding activities must be adopted. In his absence, the rules of the current transport charters and codes dedicated to the expedition remain in force.

The forwarding activities of road transport, which most often act as a freight forwarder due to their specific nature, were subject to 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 of transport and forwarding services). They remain valid to the extent that they do not contradict Chapter 41 of the Civil Code of the Russian Federation.

For issues that currently do not have 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 an agreement, which are common to various types of agreements and entities entering into relations: sending one party an offer to conclude an agreement (“offer”, written or oral), consideration of the other party to the offer and giving a response on acceptance of the offer (“acceptance”) ”) receipt of acceptance by the party sending the offer.

According to Article 433 of the Civil Code of the Russian Federation, a 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 to conclude an agreement, the agreement is considered concluded from the moment of transfer of the relevant property (Article 224 of the Civil Code of the Russian Federation).

The contract subject to state registration, is considered concluded from the moment of its registration, unless otherwise provided by law.

As we 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 appropriate person, but also the delivery to a transport organization or communication organization for delivery to the addressee. The transfer of a bill of lading or other document of title is equivalent to the transfer of a thing.

When concluding agreements 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 to register the transaction if the other evades state registration of the agreement. In this case, the transaction is registered by court decision. The moment of conclusion of the contract in such situations should also be determined in accordance with the court decision.

The contract for the carriage of goods is concluded by the transport organization and the shipper (cargo owner). If, after delivery to the destination, the cargo must be handed over to the sender himself, then the circle of participants in the transportation obligation is limited to this. Most often, however, a third party is indicated as the consignee, who is the sender’s counterparty under the contract (purchase and sale, etc.). He should be given the cargo at the destination

A contract for the carriage of goods is defined as an agreement by virtue of which the carrier undertakes to deliver the cargo entrusted to him by the sender to the destination and deliver 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 freight transportation contract is mutual and compensated. It is considered concluded only after the transfer of the cargo to the carrier and, therefore, is considered a real contract. Only in maritime transport, the contract of carriage, called the contract of affreightment or charter, is consensual.

A contract for the carriage of goods is a strictly formal contract. It is always in writing, and often in compliance with the mandatory details established by law.

As a rule, the 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 a freight transportation contract as public, a number of conditions must be met.

Firstly, the carrier must be a specialized commercial organization carrying out transportation by public transport.

Secondly, in accordance with transport legislation or a license, this organization must be endowed with the functions of a public carrier, obliged to carry out transportation at the request of anyone who applies.

Thirdly, this organization must 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 single document system provided for in paragraph 2 of Art. 785 of the Civil Code of the Russian Federation. Filling out and issuing such a document has important evidentiary value. Depending on the type of document used to formalize transportation, the following are distinguished:

 consignment note system used on almost all types of transport;

 bill of lading system

 charter system, usually used in maritime transport.

In some cases, 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 coincide with the 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 the general manner provided for civil contracts.

Freight transport contracts are divided by type of transport into railway, road, inland waterway, sea and air transport contracts. Based on territoriality, they are divided into domestic and international. Depending on the number of transport organizations involved in the transportation of goods, contracts for transportation in local, direct and direct mixed transport are distinguished.

Local transportation is 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 direct transportation.

Direct mixed transportation is recognized as transportation in which at least two types of transport are involved, carrying out transportation under a single document drawn up for the entire route (for example, transportation of cargo from St. Petersburg to Volgograd with transshipment by the transport itself in Moscow with railway for water transport).

The procedure for carrying out 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 enter into agreements with each other on the organization of work to ensure the transportation of goods (nodal agreements, contracts for centralized delivery and export of goods, etc.) in the manner established by transport legislation (Article 799 of the Civil Code of the Russian Federation).

3.2 Operational daily planning and management of cargo transportation

The main task of a 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 completion of this task is possible with correct use rolling stock, increased productivity of workers, and primarily drivers, implementation of measures to save material and Money. One of the conditions contributing to the achievement of high performance indicators of a motor transport enterprise is properly organized transportation planning.

Operational transportation planning includes:

Drawing up a daily shift plan for cargo transportation (freight map) for the entire motor transport enterprise;

Development of transportation routes and drawing up planned tasks for the transportation of goods for each driver;

Reception and processing of waybills, accounting and operational analysis of the implementation of the daily shift 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 a road transport enterprise, detailed for each cargo owner and each route, taking into account the specific characteristics of transportation for the coming day.

Drawing up a daily shift transportation plan begins with accepting 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 one-time transportation, an order is submitted. Applications (orders) are received in the established order by the cargo group and are recorded as they are received in a special journal.

Based on requests, columns 1-10 of the daily operational transportation plan are filled out in the cargo group

Receiving applications and orders for the transportation of goods is one of the main elements of daily shift planning. Practice shows that the success of the transportation plan largely depends on checking and clarifying all data specified in applications and orders.

The driver’s work 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 of goods, the preparation of cargo for transportation and the time of loading and unloading operations. All these factors must be checked when accepting applications.

According to the current rules for the transportation of goods by road, deadlines for submitting applications and orders for transportation are established.

Reception of applications (orders) and drawing up a daily operational plan takes up to 14 hours, 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 cars begin to leave the line, 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 a motor transport enterprise for a calendar day.

The shift-daily plan can be various shapes, but it must reflect all the elements necessary to determine the required number of vehicles, routing transportation and calculating the productivity of each vehicle.

The daily shift plan is divided into two main parts. The first part, filled out by the dispatcher who accepts applications for the transportation of goods (in large motor transport enterprises there is a special group within the operation department that is responsible for selecting goods, accepting applications and drawing up a daily shift plan; in this case it is filled out by the senior dispatcher of this group), contains everything necessary data for selecting the type of rolling stock, determining its quantity and drawing up routes. In the second part, filled out by the dispatcher involved in drawing up planned assignments for drivers (in large ATPs by the senior dispatcher of the dispatch group), which are subsequently entered into waybills, the numbers of 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 daily shift plan is drawn up separately for groups of vehicles (dump trucks, flatbed vehicles, etc.), shifts and for each loading point.

A correctly completed daily shift plan ensures the drawing up of a real operational plan for the operation of vehicles, which is a complex task that can be solved by appropriately selecting applications for the transportation of goods, drawing up rational transportation routes and reducing zero mileage to a minimum. To do this, the dispatcher must have excellent knowledge of the geography of the city (or region), the location of cargo-generating and load-absorbing points, the condition of access roads and the possibility of using different models of cars and road trains for transportation, as well as the throughput of loading and unloading points. In addition, the dispatcher must have the knowledge necessary to calculate the vehicle’s performance depending on the value of technical and operational indicators.

Planning transportation according to a daily shift plan begins with drawing up rational vehicle routes that can achieve highest value mileage utilization factor. When drawing up routes for vehicles when transporting goods, it is necessary to keep in mind that the simplest are pendulum routes. Circular routes are more complex and should be carefully considered when planning them. full analysis all data ensuring the highest performance of rolling stock. If on a circular route the mileage utilization coefficient is equal to 0.5, then it is more advisable to use pendulum routes.

In general, the feasibility of drawing up a particular type of route is determined by the hourly productivity of the vehicle in tons. The circular route will be profitable if the vehicle productivity in tons per 1 hour on the circular route is greater than the vehicle productivity in tons per 1 hour on the pendulum route.

The ability to create rational routes largely depends on the specific transportation conditions: distance, availability of associated cargo, transportation time, etc.

When drawing up 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 capacity of loading and unloading points and the remoteness of motor transport enterprises.

In the process of transportation planning, the dispatcher in some cases can influence changes in transportation conditions in the direction necessary for drawing up rational routes. For example, depending on 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 clients along a pendulum route with a high mileage utilization rate; An obstacle to this is that the transportation of goods (upon request) by these clients can be carried out in different shifts. In this case, the dispatcher must take measures, agreed with clients, to organize transportation in the same shifts.

The ability to organize rational routes is largely related to the type of rolling stock. For example, to transport round timber (length - 6 m), you can use a car with a spreader trailer or a truck tractor with a semi-trailer. In the first case, a reverse escape without cargo is almost inevitable due to the difficulty of selecting cargo for a car with a trailer - dissolution; in the second, it is possible to transport cargo in the opposite direction of a car with a universal body (a truck tractor with a semi-trailer).

The rational routes drawn up are noted in column 15 of the daily shift plan, which indicates the number of the request with which the transportation is linked, the number of tons of cargo transported in the order of linking, and the numbers of riders showing the order of transportation. All this is shown in numbers: the first means the number of the request with which the transportation is associated, the second - the amount of cargo transported in the order of linking, the third - the number of the trip, i.e. where does the transportation start?

To facilitate the work of dispatchers during operational planning, the productivity and required number of vehicles on simple pendulum routes are determined using auxiliary tables in which the vehicle productivity is calculated depending on the type of cargo, transportation distance and other factors affecting production.

Such tables are compiled for all car models available in a motor transport enterprise, taking into account the classes of cargo transported and methods of loading and unloading operations.

Knowing the amount of cargo to be transported and the performance of one vehicle using the auxiliary table, the dispatcher can easily determine the number of vehicles required to complete the transportation task.

Before planning transportation, the operations department must receive information from the technical service of the enterprise about the production of vehicles by model and work shifts for the planned day.

The total number of cars planned according to the daily shift plan (by model and shift) must correspond to the expected production of cars on the line according to the technical service. In the event of an insufficient amount of cargo for allocated vehicles or, conversely, an excess of operation departments, measures must be taken to correct the situation by additional selection of cargo or notifying individual clients about the possibility of fulfilling their requests in the next day.

The result of developing a daily shift operational plan is an order, i.e. distribution of all rolling stock intended for production on the line to specific work objects (transport customers).

The work order drawn up by the dispatchers is approved by the head of the operations department or the director of the enterprise and is transferred to the dispatch group to the shift dispatcher for issuing waybills.

3.2.1 Organization of receiving and recording applications for the transportation 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 must be submitted no later than 14 hours before the day of transportation, and for intercity transportation - 48 hours in advance.

The application form is indicated and can be arbitrary; it is allowed to make an application by telephone, teletype, or telegram.

I ask you to submit _________ units of vehicles of brand ______________ with a carrying capacity of _________________ body volume of _______________ cubic meters for the transportation of cargo ______________ weighing ________ tons along the route __________________________________. Cars should be submitted to the following address: ________________________________________

_________________________: telephone___________________

Address of loading point and name of shipper:__________________________phone_____________

Address of the unloading point and name of the consignee:______________________telephone___________________

I undertake:

make payment according to the agreed 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;

make a mark in the shipping documents;

in case of unforeseen circumstances (breakdown of rolling stock, disaster etc.) immediately notify you by telephone or telegram;

Before “___” ________ 20__, pay a fee for the use of vehicles in the amount of ________________________________ rubles.

Name and legal address:______________________

Passport details for individuals:

3.2.2 Calculation of driver shift assignments for each rational route for both shifts (designed transportation)

Route No. 1 А2Б3-Б3А2 1st shift:

Number of revolutions:

n about I cm =Z about /2=8/2=4 (about)

Volume of transportation:

Q I cm =q n *Jc* Z about I cm =10*1*4=40 (t)

Freight turnover:

P I cm = q n *Jc*Leg* Z about l cm =10*1*4*9=360 (t.km)

Number of revolutions:

n about II cm =Z about /2=8/2=4 (about)

Volume of transportation:

Q II cm = q n *Jc* Z about Il cm =10*1*4=40(t)

Freight turnover:

P I cm = q n *J s * Z about I cm *L eg =10*1*4*9=360 (t.km)

Route No. 2 A1B1-B1A1-A2B3-B3A1

Number of revolutions:

Volume of transportation:

Q I cm =q n *(J c1 + J c2)* Z about I cm =10*(1+1)*3=60(t)

Freight turnover:

P I cm = q n *(Jc1*Leg1+Jc2*Leg2)* Z about l cm =10*(1*16+1*9)*3=750 (t.km)

Number of revolutions:

n about I cm =Z about /2=6/2=3 (about)

Volume of transportation:

Q I 1cm =q n *(J c1 + J c2)* Z about I 1cm =10*(1+1)*3=60(t)

Freight turnover:

P II cm = q n *(Jc1*Leg1+Jc2*Leg2)* Z about l 1cm =10*(1*16+1*9)*3=750 (t.km)

Route No. 3 A2B2-B2A3-A3B4-B4A2

Number of revolutions:

n about I cm =Z about /2=5/2= 2(about)

Volume of transportation:

Q I cm =q n *(J c1 + J c2)* Z about I cm =10*(1+1)*2=40 (t)

Freight turnover:

P I cm = q n *(Jc1*Leg1+Jc2*Leg2)* Z about l cm =10*(1*12+1*13)*2=500(t.km)

Number of revolutions:

n about II cm =Z about /2=5/2=2 (about)

Volume of transportation:

Q II cm =q n *(J c1 + J c2)* Z about II cm =10*(1+1)*2=40 (t)

Freight turnover:

P II cm = q n *(Jc1*Leg1+Jc2*Leg2)* Z about II cm *L eg =10*(1*12+1*13)*2=500(t.km)

Route No. 4 A1B1-B1A2-A2B2-B2A3-A3B3-B3A1

n about I cm =Z about /2=4/2=2 (about)

Volume of transportation:

Q I cm =q n *(J c1 + J c2 + J c3)* Z about I cm =10*(1+1+1)*2=60(t)

Freight turnover:

P I cm = q n *(J c1 *L eg1 + J c2 *L eg2 + J c3 *L eg3)* Z about I cm =10*(1*16+1*12+1*9)*2= 740 (t.km)

Number of revolutions:

n about I cm =Z about /2=4/2=2 (about)

Volume of transportation:

Q I 1cm =q n *(J c1 + J c2 + J c3)* Z about I 1cm =10*(1+1+1)*2=60 (t)

Freight turnover:

P I 1cm = q n *(J c1 *L eg1 +J c2 *L eg2 +J c3 *L eg3)*Z about I 1cm = 10*(1*16+1*12+ 1*9)*2 = 740(t.km)

3.2.3 Organizing and carrying out the release of PS onto the line and receiving it upon return to the garage

Cars are released onto the line depending on the method of organizing work (individual, collective, transport complexes and columns), the front of loading work (the number of loading posts) and the interval of movement of cars. At individual work Each driver receives a specific task that is not related to the work of other cars, and performs it independently. The driver’s task during group work is related to the work of other vehicles in the transportation complex. Each car has independent movement.

The number of cars that can be put on the line at the same time depends on the loading front.

The interval of movement of vehicles must correspond to the rhythm of operation of the loading and unloading point. Each vehicle must be released onto the line in such a way that it arrives at the loading point on time and does not wait there for loading.

Proper organization of the release of rolling stock for work is important. The fact is that the dispatcher who issued the driver a waybill believes that he immediately leaves for work. In fact, for one reason or another, the driver may be delayed in the territory of the ATP (the engine does not start, the tire turns out to be flat, technical faults have emerged, etc.).

There are several methods for organizing the production of cars on the line. In some ATP-on a vehicle that is in good working order and ready for release, the control mechanic (KTP mechanic) gives the driver a token, on the basis of which the dispatcher issues 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 transport service station after the transport service station mechanic signs the waybill confirming the technical serviceability of the vehicle. Thirdly, a note about the time of departure of the vehicle from the territory of the ATP is made by the KTP mechanic, etc.

However, in any case, it is necessary to ensure that cars enter the line on time, not to create queues of drivers to receive travel documentation and not to accumulate cars at the control point awaiting inspection. In large motor transport enterprises (with the number of vehicles 300 or more), these issues become of paramount importance. If the dispatcher spends only one minute issuing a waybill (find a waybill, make a note about the departure time in the waybill and in the dispatch list, let the driver sign on the waybill), then it will take 5 hours to issue 300 cars. Considering that the issuance the release of cars should last no more than 30 minutes, you need to have at least 10 dispatchers at the release 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 inspected at the checkpoint, where their general technical condition is determined. For technically sound 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 issues waybills.

Receipt of waybills by drivers has been switched to “self-service”. In the driver’s room there is a special rack with cells into which the dispatcher places waybills and tokens before releasing the cars onto the line. Arriving at work, the driver starts the car, takes a waybill and a token from the appropriate cell, and presents them to the mechanic at the control point. The mechanic signs the waybill and records the time the car leaves for work. Every five to ten minutes, he reports to the dispatch service the numbers of the cars released on the line, on the basis of which appropriate notes 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 provides additional instructions, explaining the nature and possible specifics of the upcoming work.

To constantly monitor the location of the vehicle, a dispatcher's display (garage display) is usually located in the control room of a motor transport enterprise. It is intended for visual monitoring of technical condition and the location of the rolling stock. The display 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 line;

the car came from the line to the park in good condition and can be used for further work;

the car arrived at the park in a faulty condition and was sent to the repair area;

the car is charged, but has not yet reached the line.

To reproduce the above information, each cell has the following light indication:

a burning green light 2 and a glowing garage number 3 of the car (light 4 is on) means that the car arrived at the park in good condition;

a burning red light / and a glowing garage number 3 of the car means that the car arrived at the park in a faulty condition;

illuminated garage number 3 means the car is loaded, but is still on the territory of the ATP;

the cell does not have a light signal - the car is on the line.

3.2.4 Management and control of the operation of the substation on the line

In the process of managing the work of rolling stock on the line, employees of the dispatch group:

maintain operational communication with loading and unloading points, shippers and consignees;

monitor the correct execution of the established rolling stock routes;

monitor the progress of implementation of established plans for the removal of goods from each facility;

ensure priority execution of urgent and important transportation, switching rolling stock from one work site to another if necessary;

take the necessary measures to eliminate disruptions and malfunctions that arise during work;

Technical assistance vehicles are sent to the line at the request of drivers.

However, control of the operation of rolling stock on the line only by the central control room is insufficient, especially when a large number of vehicles operate at cargo-generating points. In this regard, line dispatchers are assigned to such cargo-generating points, who can also serve a group of small points located in the same area. Their job is to:

control over the provision of cargo-forming points with cargo and loading mechanisms;

monitoring compliance by shippers with established standards for idle time of rolling stock during loading and the correct execution of shipping documents;

monitoring the timely 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 from drivers about problems at unloading points and going to the site to eliminate these problems;

accounting for the implementation of the plan for the transportation of goods from a given cargo-generating point according to individual points delivery;

switching rolling stock to other work sites in agreement with the dispatch team in the event of a lack of cargo, downtime of rolling stock beyond the established time limit due to breakdown of loading mechanisms and other reasons;

drawing up reports and making special notes on waybills in cases of rolling stock downtime beyond the established time standards;

carrying out orders received from dispatch team employees;

information from the dispatch group at the end of the working day about the results of the implementation of the transportation and cargo plan from a given cargo-generating facility and the reasons for deviations from the established plan.

Dispatcher communication and brief description technical means communications.

The organization of communication between the dispatch group and line dispatchers, shippers and consignees, auto trust and other higher-level organizations, and individual vehicles is important for managing cargo transportation. To do this, you can use public telephone communications, switchboards, telegraph and radio communications.

Telephone, switchboard and partially telegraph communications are types of wired communications using overhead wires, overhead and underground cables.

Telephone communication allows direct two-way or multi-way conversation between subscribers. Intercom communication is provided by the use of dispatch switches, which guarantee: selective conversation between the dispatcher and each subscriber or separate groups of subscribers; conversation between the dispatcher and all subscribers; conversations between subscribers; two-way communication with other telephone systems.

Telegraph communications involve high-speed transmission and reception of messages over almost any distance using direct-printing teletype machines.

Teletypes are used in road transport, the advantages of which compared to telephone communications are: high degree use of wired communication lines; highly resistant to interference and low distortion of the transmitted text; in the possibility of obtaining a finished document. In addition, the use of teletypes, as a rule, does not completely eliminate the need to use telephone communications.

Organization of operational accounting and analysis of the work of the PS.

To determine the results of the work of the PS on the basis of data from waybills and shipping documents, the accounting and control group maintains operational records.

Upon returning from the line, drivers hand over completed waybills with shipping documents attached to the shift dispatcher. The dispatcher is obliged to carefully check the correctness of their completion and execution, the correspondence of the entries in the waybills with the entries in the shipping documents, the execution of shift assignments, traffic routes, etc. At incorrect registration, failure to complete tasks, etc. The dispatcher is obliged to establish the reasons for these violations and deviations and report this to the senior dispatcher.

Dispatchers-controllers of the accounting and control group perform the initial processing of sheets and shipping documents, which includes: calculating the total and loaded mileage, checking the correspondence of the mileage according to the speedometer readings with the mileage determined by established distances, determining the time of movement of rolling stock and downtime during loading - unloading and checking compliance of downtime with established standards, determining the results of work, calculating the cost of transport and other work performed.

After initial processing, waybills and shipping documents are transferred to other departments of the ATP for further processing. Primary processing can be performed using computer technology.

At the end of the day, senior dispatchers draw up a dispatch report, which they submit to the management of the ATP and to a higher organization by 12 noon.

Based on data on the release of rolling stock and processing of waybills, the senior transport dispatcher analyzes the implementation of the daily transportation plan, i.e. determines the level of implementation of operational daily and monthly plans for cargo transportation in general for ATP, the most important types of cargo and individual objects of centralized transportation, identifies reasons for deviations from the plan, determines the status of settlements with customers for cargo transportation.

Based on the results of the analysis, appropriate measures must be taken to ensure that the identified deficiencies are eliminated.

Responsibilities of the dispatcher

(job descriptions of operation service employees).

Job description of a senior dispatcher.

1. General part.

1.1 The convoy dispatcher is appointed to the position and dismissed from it by order of the automobile plant.

2 Persons with secondary education may be appointed to a position special education and work experience in the motor transport system for at least 3 years.

3 Report directly to the Head of Operations.

2. Main responsibilities.

2.1 Organizes and controls work on the line and the implementation of daily shift assignments for transportation.

2 Instructs drivers about the conditions and features of transportation on routes, paying special attention to the condition of the roads and traffic conditions in certain areas. Checks the driver's driver's license daily.

3 Every day, before 9 a.m., carries out operational communication with the clientele regarding the arrival of vehicles, takes measures to eliminate all regulatory vehicle downtime.

4 Issues and monitors the delivery of waybills and other documents by drivers on a daily basis, denying the performance of work by drivers, and is personally responsible for the correctness of their execution.

5 Daily calculates the corresponding indicators in waybills, analyzes the quality of the drivers’ performance of shift assignments.

6 Prepares prompt summaries and reports on work and incidents on the shift.

7 Reports daily to the head of the operation department on the delivery of waybills by the drivers in the prescribed form.

8 Strictly monitors and is personally responsible for client accounts receivable to the enterprise and regularly informs the head of the operation department about this.

9 Daily compiles fuel and lubricants movements for drivers according to the established form.

10 Performs daily timesheets of drivers’ working hours on the line and during repairs.

11 Keeps daily records of the implementation of the income plan in the amount of clientele in the prescribed form.

12 Participates in daily shift planning until 14:00 the previous day.

3. Must know.

3.1 The procedure for issuing and processing waybills, recording technical and operational indicators.

2 Road maps and their condition.

3 Addresses, telephone numbers of enterprises and organizations served by TATK rolling stock, their operating hours.

4 Rules for the operation of cars and road traffic.

5 Regulations and instructions on the procedure for transportation, tariffs and rules for their application.

6 Fundamentals of economics, organization of labor and production.

7 Transportation distance, linear fuel consumption rates by car brand.

Job description of the head of the operations department.

A common part.

1. The head of the operations department is appointed to work and dismissed from it by order of the enterprise by the general director.

2. Reports directly to the General Director.

Minimum 3 years of experience working in motor vehicles.

Special training - management courses.

Must know:

laws and legal acts regulating transportation and freight forwarding issues;

rules for transporting cargo by road transport agreement and international road freight traffic;

forms of transport and financial documentation;

methods for studying and forecasting demand for transport services;

schemes for establishing connections with consumers of transport services;

rules for concluding and executing contracts for the transportation of goods and the provision of additional services;

basics of organizing the transport process;

diagrams of relevant transport networks and main cargo routes;

standards for vehicle downtime during cargo operations;

standards for the conditions of transportation and packaging of cargo;

the procedure for introducing accounting and reporting on rolling stock and operating materials;

basics of economics, labor organization;

labor legislation;

rules and regulations of labor protection and safety.

Job responsibilities.

1. Organize the operation of vehicles for cargo transportation.

2. Ensures rational use of rolling stock on the line.

Manages the development of current and future transportation plans and organizes their implementation in compliance with road safety requirements.

Organizes daily shift planning and ensures its implementation in compliance with the work and rest schedule of drivers.

Organizes the work of the driving staff.

Organizes briefing of car drivers on the rules and conditions of cargo transportation.

Takes measures to timely conclude contracts with enterprises and organizations for the transportation of goods.

Ensures the fulfillment of contractual obligations and participates in complexes when considering claims regarding them.

Checks the condition of roads, bridges and access roads in the area where motor transport operates and takes measures through the appropriate organization to ensure they are in good condition.

Organizes the work of the dispatch service and monitors the operation of vehicles on the line.

Takes measures to ensure the safety of transported goods and luggage, correct and timely execution of waybills and other documentation.

Develops measures to improve the technical, operational and economic performance of the enterprise, strengthen financial discipline, and prevent receivables.

Analyzes the performance indicators of vehicles, the costs of operating materials for them.

Analyzes vehicle fuel consumption and ensures compliance with fuel consumption standards.

Ensures timely and correct preparation of accounting and reporting on the operation of rolling stock of vehicles.

Organizes control over the proper execution of travel, commodity, and transport documentation, and operational accounting of the consumption of fuel and lubricants.

Provides control over the correct definition of transportation.

Manages department employees.

3.3 Documentation used during cargo transportation

3.3.1 Purpose and procedure for filling out waybills 4C and 4P

Waybills for trucks are produced in three forms: No. 4-c (piecework), used for the transportation of goods on the terms of payment according to piecework tariffs; No. 4-p (time-based) - when transporting goods on terms of payment at time-based tariffs; No. 4 (intercity), used for intercity transportation of goods .

Waybills of forms No. 4-c and No. 4-p and consignment note of form No. 1-t are interdepartmental documents, i.e. mandatory for use by all ATPs and shippers, regardless of their subordination.

Dispatchers issue drivers with receipt forms for waybills for one working day, subject to the delivery of the waybill for the previous day of work (waybill form No. 4 can be issued for a longer period if the duration of transportation must be more than two days).

The waybill must bear the stamp and seal of the ATP (organization) - the owner of the car and the date of issue; it indicates the make, state and garage numbers of the car and trailer (trailers), the surname and initials of the driver; his driver's license number, class and driver's license plate number.

When leaving the ATP and returning to it, the relevant officials (dispatcher, mechanic, fuel tanker, medical worker) make notes on the waybill characterizing:

the possibility of the driver going on line (availability of a driver’s license, state of health), serviceability of the car;

time (according to schedule and actually) of leaving the ATP and returning to it and speedometer readings;

fuel consumption (output, remainder).

The driver signs for the receipt of a technically sound car from the mechanic at the beginning of the working day and when handing over the car to the mechanic at the end of the working day. The surnames and initials of accompanying persons (trainee, forwarder, loader, etc.) can be entered in the waybill.

On the front side of the waybill of form No. 4-c, before issuing it to the driver, fill out the “Assignment to the driver” section, which indicates the name of the customer, address and time of arrival to the customer, the number of trips and the volume of transportation in tons. If during the day it is necessary to carry out transportation from several customers or to several recipients from one customer, then the task is made for each trip (group of drivers). The waybill form No. 4-c indicates the name of the customer and planned time arrival to and departure from the customer.

On the reverse side of the waybill according to form No. 4-c, the shipper notes and certifies with a signature and seal the sequence of task completion, the serial numbers of the riders, the numbers of waybills for each trip, and according to form No. 4-p the customer writes down and certifies with his signature the travel routes car while it is with the customer.

The waybill in form No. 4-p has on the front and back sides a “Customer Coupon”, which indicates the numbers of the waybill, the names of the vehicle, the state numbers of the car and trailer, the name of the customer, surname, initials and position of the person responsible for the use of the car. The customer notes and certifies with his signature and stamp the time and speedometer readings upon arrival and departure of the car and trailer. The coupon on the front side of the waybill is tear-off and after processing it at the ATP - calculating the cost of using the car - it is sent to the customer along with the invoice for using the car. On the reverse side of the waybill there is space for notes about vehicle downtime on the line.

In the section “Results of the operation of the vehicle and trailers”, located on the reverse side of the waybill, data calculated at the ATP is entered on fuel consumption, time on duty, mileage, number of riders, tons transferred and ton-kilometers completed.

3.3.2 Purpose and filling of waybills

The consignment note is intended to record the movement of inventory and goods and is a document on the basis of which the shipper writes off and the consignee receives the transported valuables. For ATP, it is the basis for accounting for transport work and payments for transportation.

Two types of TTN are used:

No. 1 for the transportation of goods in urban, suburban and intercity traffic;

No. 2-tm for the transportation of goods in intercity traffic, carried out with the participation of freight bus stations (or other enterprises of public road transport, which are responsible for organizing intercity transportation of goods).

The consignment note consists of two sections: commodity and transport. In the header part of the TTN, the date of its issue, the name of the customer (the payer paying for the transport work under this TTN), the name of the vehicle, the make and state license plates of the vehicle and trailers, the driver’s last name and initials, and the waybill number are indicated.

The goods section is filled out by the shipper. It contains information about the cargo (name, type of packaging, method of determining weight, class, number of pieces and tons), as well as about the person releasing the cargo (name and position). The transport section provides information about loading and unloading operations (performer, method of execution, time of arrival and departure, duration of downtime, number and duration of additional operations), which are formalized by the consignor and consignee respectively, and other information (transportation distances by groups of roads, prices and amount payable for transportation and other services, fines, payment for excess downtime, etc.), filled out after the delivery of waybills and TTN by the motor transport enterprise.

If in the “Cargo Information” section it is not possible to list all the names and characteristics of inventory items that are important for warehouse, operational and accounting for senders and recipients, then as a commodity section, a specialized form (for example, a delivery note), which must contain the details provided for in the standard interdepartmental form No. 1-t. The numbers of invoices are recorded in the product section of the standard TTN.

Bills of lading must be issued for each trip in at least four copies: the first remains with the sender, the second is handed over to the consignee, the third and fourth are received at the ATP, the third is then attached to the invoice for transportation).

If homogeneous cargo is transported from the same point of departure to the same destination, then it is recommended to issue a coupon of the established form for each trip, and at the end of the work, issue a consignment note with the overall result of the work. The form and details of the coupon are established by the consignor in agreement with the ATP and the consignee. Coupons are valid only on the day of issue. Before the last trip, they are replaced with a waybill and then destroyed. When determining the volume of transported cargo based on geodetic measurements, coupons for each trip may not be issued at all.

Persons responsible for registration of the consignment note are appointed by orders of the heads of enterprises, organizations, institutions that are shippers and consignees. They bear personal responsibility for the accuracy of the data indicated in these documents.

The consignment note form No. 2-tm is issued by the freight bus station in five copies. In its header part, in addition to the details available in the TTN form No. 1-t, the delivery time of the cargo, the operating hours of the sender's and recipient's warehouses, the address of the vehicle for loading and unloading, the name and address of the motor transport organization that makes payments to the payer for transportation are indicated.

3.3.3 Document flow diagram

Provided in the graphic part of the course project.

4.4 Organization of driver’s work

One of the most important socio-economic tasks is to ensure rational organization of the work of drivers. When solving it, it is necessary to comprehensively take into account:

labor protection requirements;

features of the organization of the transportation process, consisting of completed cargo delivery operations - transportation cycles, and associated with the daily or shift cycle of operation of rolling stock, its supply from the ATP to the first point of cargo removal and return to the ATP from the last point of delivery;

operating hours of serviced enterprises.

The working hours of drivers are regulated by general labor legislation, taking into account the specifics of the organization of the transport process.

The beginning of a driver’s working day is considered to be the scheduled time of reporting to work, and not the time of actual departure to the line.

When drawing up driver shift schedules, as well as timetables and timetables for urban, suburban and intercity traffic, it is necessary to proceed from the fact that the length of time drivers work in hours per shift does not exceed the permissible maximum shift duration. The number of shifts when recording working time summed up by day must ensure compliance with the standard working time for the accounting period.

For both six and five-day work weeks, the length of driver shifts is established by the rules.

3.4.1 Calculation of planned and actual working hours and calculation of shifts

1. We calculate the planned working time fund:

F pl =(D k - D in - D pr)*t c m =(30-4-0)*6.7=184.2(h)

D k - calendar days;

D in - days off;

D pr - holidays;

t c m - shift time.

Actual working hours:

F fact =n c m *(T n.f. + t p-z)=10*(15.49+0.38)=195(h)

n c m - number of shifts per month;

T n.f - actual time on duty;

t p-z - preparatory and final time.

Number of shifts:

n c m = F pl / (T n.f. + t p-z) = 174.2 / (15.49 + 0.38) = 10 (shifts)

4. Processing amounts to:

Фr= Ф fact - Ф pl =195-184.2=11(h)

By labor code In the Russian Federation, overtime is allowed for more than 10 hours per month or 120 hours per year.

3.4.2 Drivers’ work schedule by route for the billing period

The schedule must be built in such a way that the cars, regardless of the duration of their stay on the line and operating mode, are assigned to a specific team of drivers, i.e. Each car is assigned two drivers.

3.4.3 Progressive form of labor organization for drivers (team contract)

IN last years used in motor transport enterprises brigade method of organizing the work of drivers. In public road transport, the brigade form of labor organization at the beginning of the Eleventh Five-Year Plan covered about 75% of the driver workforce. Teams of 12-20 people are formed according to the production principle, taking into account the homogeneity of the clientele served and the goods transported, the same type and brand of rolling stock. The brigade receives planned production tasks for the volume of transportation and cargo turnover for the year, quarter, month, day, according to the fleet utilization rate and operating mode.

Further development of the team method was reflected in the team method brigade contract, proposed in 1971 and introduced in the transportation of construction materials by the team of drivers of the automobile plant No. 29 of Glavmosavtotrans, headed by the foreman, Hero of Socialist Labor, laureate State Prize USSR E.P. Fedyunin.

The team entered into an agreement with the supplier (a reinforced concrete products plant) for the removal of all products to construction sites, accepting collective responsibility for fulfilling the contractual volume of transportation.

The organizational forms of the team contract method (especially in terms of the wage distribution system - equally, in proportion to the number of hours worked, etc.) are different. The most important provisions of this method are as follows:

The basis of a team contract is an agreement, the obligatory participants of which are the team and the shipper (bilateral agreement). However, the agreement can be tripartite, when the administration of the ATP is involved in it, and quadripartite, when the consignee is also included in it;

the team is contracted to transport a certain volume of cargo in accordance with the task provided for by the annual (five-year) plan and taking into account the counter plan;

the agreement provides for clear duties and responsibilities of the parties, to increase which it is necessary to mutually check the parties’ fulfillment of their obligations quarterly (monthly);

The brigade is set a number of planned indicators in addition to the volume of transportation and cargo turnover (spare parts consumption limit, fuel economy target, level of labor productivity, wage fund amounts and material incentives, etc.), i.e. introduce elements of internal cost accounting.

In the conditions of a team contract, the concept of “profitable” and “unprofitable” work within a team disappears. In addition, the presence of contracts forces the entire technological “chain” of participants in the transportation process to work smoothly and without disruption: senders, drivers, recipients. All this contributes to improving the quality of transportation and increasing productivity, making it possible to ensure the required volumes of transportation with fewer vehicles and fewer drivers.

Therefore, the team contract method is becoming widespread in road transport, but by the middle of the Eleventh Five-Year Plan, only 14% of drivers of public vehicles worked under it.

In the system of the Ministry of Automobile Transport of the RSFSR, in 1980, 2.1 thousand teams worked on cargo transportation using the brigade contract method, in 1983 - 2.7 thousand.

3.5 Organization of work of vehicles on the line

3.5.1 Development and scheduling of joint work of the PS and PRP

The joint work schedule is the PS work schedule, which should be developed jointly with the ATP, GO and GP.

The essence of such a schedule is that the PS moves and arrives at the loading and unloading points at a strictly established time.

Here, the cargo and the RFP are prepared in a certain way, and the number of vehicles simultaneously arriving at the loading or unloading points. The main advantage of such a schedule is: the development of a time-consolidated task for the transportation of goods and ensuring the rhythmic operation of the PRP, increasing the productivity of the PS and PRP by reducing downtime while waiting for loading and unloading.

This schedule allows you to reduce excess downtime, provided that the interval of vehicle movement is equal to the rhythm of loading and unloading.

The joint work schedule simultaneously displays vehicle movement schedules for both work shifts along each route. The main requirement for its development is the elimination of waiting time for loading and unloading and ensuring the most complete unloading of the PRM.

Route No. 2 A1B1-B1A2-A2B3-B3A1 (circular)

A e =6 (aut)

t rev =2.47 (h)

Z rev =6 (rev)

L ег1 =16 (km)

L eg2 =9 (km)

L n2 =12 (km)

T n.f =15.49 (h)

V t =21 (km/h)

t p = 26 (min)

t dv.gr.1 = L eg1 / V t *60=16/21*60=46 (min)

5. Downtime under unloading:

t р =26 (min)

First idle driving time:

Loading time:

t p =26 (min)

t dv.gr.2 = L eg2 / V t *60=9/21*60=26 (min)

Unloading time:

t р =26 (min)

t dv.x.2 = L x2 / V t *60=5/21*60=14 (min)

Z about I cm - 3 (about)

Z about II cm - 3 (about)

Number of revolutions before and after lunch of the first shift:

Z about before lunch - 2 (about)

Z about after lunch - 1 (about)

Z about before lunch - 2 (about)

Z about after lunch - 1 (about)

Dinner time:

t lunch - 60 (min)

Shift change time:

t shift changes - 10 min)

Travel time of the second zero run:

t n2 = L n2 / V t *60=12/21*60=34.28 (min)

t return = T departure + T n.f +2* t lunch + t shift change. =6h 40min+15.49+2+10=00h 29min

Route No. 3 A1B1-B1A2-A2B2-B2A3-A3B3-B3A1 (circular)

A e =11 (aut)

t rev =3.67 (h)

Z rev =4 (rev)

L ег1 =16 (km)

L eg2 =12(km)

L eg3 =9 (km)

L n2 =12 (km)

T n.f =15.35 (h)

V t =21 (km/h)

Time of movement of the first zero run:

t n1 = L n1 / V t *60=7/21*60=20 (min)

Time to leave the car from the garage:

T departure = T n.r.r. - t n1 =7h 00min - 20 min=6h 40min

Downtime during loading:

t p =26 (min)

Travel time of the first loaded ride:

t dv.gr.1 = L eg1 / V t *60=16/21*60=46 (min)

Downtime under unloading:

t р =26 (min)

6. First idle driving time:

t dv.x.1 = L x1 / V t *60=4/21*60=11 (min)

Loading time:

t p =26 (min)

Travel time of the second loaded ride:

t dv.gr.2 = L eg2 / V t *60=12/21*60=34 (min)

Unloading time:

t р =26 (min)

Second idle driving time:

t dv.x.2 = L x2 / V t *60=4/21*60=11 (min)

Loading time:

t p =26 (min)

Travel time of the third loaded ride:

t dv.gr.3 = L eg3 / V t *60=9/21*60=26 (min)

Unloading time:

t р =26 (min)

Driving time of the third idle run:

t dv.x.3 = L x3 / V t *60=5/21*60=14 (min)

Number of revolutions of the 1st and 2nd shifts:

Z about I cm -2 (about)

Z about II cm - 2 (about)

Number of revolutions before and after lunch of the first shift:

Z about before lunch - 1 (about)

Z about after lunch - 1 (about)

Number of revolutions before and after lunch of the 2nd shift:

Z about before lunch - 1 (about)

Z about after lunch - 1 (about)

Dinner time:

t lunch - 60 (min)

Shift change time:

t shift changes - 20 minutes)

Travel time of the second zero run:

t n2 = L n2 / V t *60=12/21*60=34 (min)

Time to return the car to the garage:

t return = T departure + T n.f +2* t lunch + t shift change. =6h 40min+15.35+2*1+20=00h 35min

3.5.2 Drawing up an hourly schedule of vehicles for one circular route onIAndIIshifts

Route No. 2 A1B1-B1A2-A2B3-B3A1

Departure time on the line: 1st shift - 6 hours 40 minutes;

II shift - 18h 15 min.

Shift change time: from 18:15 to 19:15.

Lunch time: 1st shift - from 13:42 to 14:42;

2nd shift - from 21:35 to 22:35.

PS turnover time - 2.47 hours.

Return time to ATP - 00h 35min

3.6 Block diagram of traffic dispatch control

The main task of the operation department is to organize the transportation of goods, ensure the implementation of the established transportation plan with the most efficient use of rolling stock.

The cargo group is studying: cargo flows and cargo turnover, the condition of access roads and loading and unloading areas, the provision of shippers with loading and unloading mechanisms, the possibility of using road trains and specialized substations.

The dispatch group is engaged in the operational planning of transportation, the release of the substation onto the line and its acceptance upon return from the line, the operational management of the work of the substation on the line, the preparation of a shift-daily report on the release on the line and a daily report on the work of the substation, and operational analysis of the implementation of the cargo transportation plan.

The accounting and settlement group performs the initial processing of waybills and shipping documents and carries out operational accounting of the implementation of the cargo transportation plan.

Conclusion

The course project involves the development of rational routes for the transportation of goods using economic and mathematical methods.

Rational routes provide for a reduction in idle runs, while increasing mileage utilization rates, thereby increasing the productivity of rolling stock and improving technical and operational indicators:

The operational number of vehicles is reduced from 27.26 to 23.26 units.

The total mileage is reduced from 2,083,545 to 1,499,522 km.

Vehicle days in service are reduced from 8314 to 7094 vehicle days.

The actual time on duty decreased by 15.3 hours.

Mileage utilization rate increased by 0.17.

Bibliography

1. Batishchev I.I. “Organization of mechanization of PRR in road transport” 2010.

Geronimus B.L. “Economic and mathematical methods in planning for road transport” 2009.

Brief automobile reference book NIIAT 2010.

Mayboroda M.E. "Road Freight Transportation" 2007.

Rules for the carriage of road transport 2006.

Price list No. 13-01-01 “Unified tariffs and time standards for loading and unloading of road transport” 2009.

Khodosh M.S. "Freight transportation" 2009.