Routing meaning. Routing components and route definition 1 meaning of routing and its types
Lecture 19 Brief description protocols
Questions:
1. Routing. Types and algorithms of routing.
2. Dynamic routing protocol RIP.
3. ICMP Control Message Protocol.
4. UDP protocol.
5. TCP protocol.
6. DNS protocol.
7. SNMP network management protocol.
8. Protocols remote control. Telnet protocol.
9. File exchange protocols.
10. SMTP, POP3, IMAP protocol.
11. HTTP protocol.
Routing refers to the movement of information from a source to a destination through an internetwork. Routing is often contrasted with bridging, which, in the popular understanding of this method, performs exactly the same functions. The main difference between the two is that bridging takes place at Layer 2 reference model ISO, while routing occurs at Layer 3. This difference accounts for the fact that routers use logical addresses (such as IP addresses) and bridges use hardware addresses.
From a commercial point of view, routing only gained popularity in the 1970s.
A routing table is a form of rules by which IP datagrams from of this computer sent to the destination address of the datagram. Routing tables are created not only in special devices - routers, but also on each computer. The routing table can be static or dynamic.
The distribution of static routing tables is set by the network administrator before routing begins. It does not change unless the network administrator changes it. Algorithms that use static routes are easy to develop and work well in environments where network traffic is relatively predictable and the network design is relatively simple.
Dynamic routing algorithms adapt to changing network conditions in real time. They do this by analyzing incoming routing update messages. If the message indicates that a network change has occurred, the routing programs recalculate the routes and send new routing adjustment messages. Such messages permeate the network, prompting routers to re-run their algorithms and change routing tables accordingly.
Algorithm for searching a route in a routing table
The table contains entries that consist of a network address field, a network mask field, a gateway address field, a network interface address field, and a metrics field.
When a computer sends a datagram, it first determines whether the recipient's address is on the same branch as the sender's address, if so, then the datagram is sent to the recipient directly. (direct routing) If not, then the routing table is looked up for an entry corresponding to the address destinations (indirect routing).
The search algorithm is as follows. If for any record the bitwise product of the destination IP address and the network mask field matches the value of the network address field, then this datagram will be sent to the gateway corresponding to this record, specified in the gateway address field, through the network interface - the host of the datagram sender to this gateway , specified in the network interface address field.
In the TCP/IP stack, not only routers, but also end nodes make decisions about who to send a packet to for its successful delivery to the destination node, based on the so-called routing tables.
Consider the following example of organizing a small class C network connected to an Internet provider through a router, which at the same time provides communication between these two segments. Let the network number allocated to this organization be 210.20.30, and the Internet gateway address be 210.20.30.254.
To analyze and evaluate the performance of a routing task, the carrier sets the following key indicators:
1. number of vaginas. send for the reporting period in general and by type of cargo on average per day;
2. level of routing (%) for stations separately and the network as a whole and by type of cargo, determined by the ratio. number of wagons, loaded and send in routes to the total number of passengers. wagons in %. : φ m =u mrsh /u total *100;
3. average travel distance of all routes and cars in their trains and by type of cargo: l m = ∑N mrsh *l/N mrsh;
∑N mrsh *l – sum of route-km;
N mrsh – total number routes;
3. distribution of wagons, departure. in routes along distance belts and their % in the total number of loaded cars;
range belts: up to 400 km; 401-1000km; 1001-1500km; over 1500km
4. number of wagons, departure. in direct routes and their % in the total number of loads. carriages;
5. The average composition of the route is determined by dividing the number of routed cars by the number of routes sent.
(tasks 1-5 for those who have the last even number in the grade book).
(tasks 5-10 for those who have the last odd number in their grade book).
Task No. 1
94,000 tons arrive at the station and 127,000 tons of packaged cargo depart during the year. Determine the number of loaders for processing a given volume: k under = k down = 4; t under = t down = 20 min.; P = 32 t/h.
Task No. 3
On average, the station processes per day: packaged cargo - N day = 25 cargo, N day = 21 cargo; containers - N p days = 49 wag., N o day = 57 wag.; heavy cargo - N day = 32 wag., N o day = 8 wag.
Draw up a balance table, determine k adv, indicate under what conditions k adv can be equal to 2.
Task No. 4
The station loads 185,000 tons of printing paper in rolls
wagon shipments. The following are provided for transportation: 30% covered 4-axle wagons with a body volume of 90 m 3 (P t = 42 t); 25% - with a volume of 106 m 3 (P t = 42 t); 45% - with a volume of 120 m 3 (P t = 45 t). Determine the total number of cars needed to load paper.
Problem No. 5
Determine the number of daily and calendar routes with butane potassium, if Q about year = 1,100,000 tons, and the weight norm of the sending route
Q = 3200 t. Draw up a calendar plan of shipping routes.
Problem No. 6
On average, the following arrives at the station per day: 18 wagons with packaged cargo; 25 wagons with containers; 32 wagons with bulk cargo; 9 wagons with heavy cargo and 11 empty wagons. Determine the number of transfer trains if the number of cars in the transfer train is 27 and fulfill the conditions for decomposition of the transfer train composition.
Problem No. 7
Cargo in containers arrives at the station - Q avg day = 400 t,Q max day = 500 tons. Determine the coefficient of unevenness of container arrivals: k n = ?
Problem No. 8
Determine the duration of the cargo operation with the supply of cars with containers (3 and 5 tons), which is performed by two gantry cranes KDK - 10, if n = 8 wagons, P = 38.1 cont/h.
Problem No. 9
Determine the minimum and maximum number of wagons supplied to the freight front, if N day = 20 wagons, L fr = 120 m, the time limit of the shunting locomotive for servicing the freight front is 3 hours, t under = 20 min.
Problem No. 10
Determine the costs associated with the downtime of cars waiting for the start of cargo operations, and shunting movements, if N day = 17 wag., e wag-h = 1.5 rub., e lok-h = 65.2 rub., t under = t kill = 20 min., n =3.
Tests (written during a practical lesson).
Test No. 1
(consists of 2 blocks).
Block 1.
Expand the questions
· Document flow in the company's logistics system.
· Efficiency of document management and its adequacy.
· Principles and technology of constructing document flow diagrams.
· Primary accounting documents.
· Mandatory details in primary documents.
· Types of errors and ways to correct them when accounting for inventory items.
· Unified forms of primary accounting documentation for materials accounting.
· Power of attorney (forms No. M-2 and No. M-2a).
· Journal “Accounting for issued powers of attorney”.
· Receipt order (form No. M-4).
· Certificate of acceptance of materials (form No. M-7).
· Limit-fence card (form No. M-8). Requirement - invoice (form No. M-11).
· Invoice for the release of materials to the third party (form No. M-15).
· Materials accounting card (form No. M-17).
· Act on the recording of material assets received during the dismantling and dismantling of buildings and structures (form No. M-35)
· Organization of accounting when receiving inventory items from individuals, legal entities and PBOYUL
Block 2.
- (Sea transportation of goods).
2. The concept of “real” communication and the practice of “convenience” flags.
3. International Maritime Organization (IMO).
4. Maritime shipping in conditions of pluralism of legal regimes.
5. Port State Jurisdiction
6. Freedom of navigation on the high seas.
7. International Maritime Organization satellite communications(INMARSAT).
8. INCOTERMS rules.
2. (air transportation).
1. International legal regulation of air services.
2. Regulation of commercial activities of air transport enterprises in modern air law.
3. Mandatory insurance during cargo transportation.
4. Improving joint agreements as a form of commercial cooperation between airlines.
5. Liability for damage caused by the aircraft to third parties on the surface.
3. (rail transportation).
1. State regulatory bodies in the field of railway transport: powers, organization of activities.
2. Legal regulation transport and forwarding services for freight transport by rail.
3. Preparation of goods for transportation. Requirements for containers and packaging of goods. Transport marking of goods.
4. Types of departure routes and their organization.
5. Contract for the carriage of goods by rail.
6. Transportation of goods in containers.
7. Types of failure. Actual matter.
4. (road transport).
1. Basic regulations governing the activities of road transport.
2. Motor transport control system.
3. Organization of cargo transportation by road transport.
4. Responsibility of shippers and passengers in road transport.
5. Acts, claims and lawsuits in motor transport.
6. State regulatory bodies in the field of inland road transport: powers, organization of activities.
Control No. 2.
Task 1.
A perishable cargo – strawberries – arrived at the Tyumen-Roshchino airport. Due to meteorological conditions, it was delivered with a delay of more than two days. As a result, the berries completely rotted, and the consignee, JSC Plus Two, refused to receive it. At the same time, the consignee demanded that the airport draw up a commercial act, but he, citing the absence of his guilt, insisted on accepting the cargo from Plus Two JSC.
Give a legal assessment of the current situation.
Task 2.
In accordance with Article 17 of the TUZD of the Russian Federation, OJSC Magnitogorsk Metallurgical Plant entered into a long-term agreement with the Sverdlovsk Railway on the organization of transportation. According to the terms of this agreement, from January 1 to January 10, 2012, the supply of 400 cars, 40 each day, was provided.
The static load for ferrous metals established by the plant is 60 tons per four-axle car. In fact, the station supplied four-axle cars with a carrying capacity of 65 tons for loading on the following days: from January 3 to 7, 40 cars daily; January 2, 8, 9 to 20, since on January 2 the sender had no cargo, on January 8 the loading front was busy, on January 9 there was no empty cargo; On January 1 and 10, no cars were supplied, since on December 28 the sender notified the station of the refusal of cars allocated on January 1, and on January 10 there were snow drifts.
Due to the lack of cargo, the sender loaded only 20 wagons on January 3, on January 6 and 8, due to an emergency stop in production, only 5 wagons each, on the remaining days - all loaded wagons. The plant shipped 65 tons of cargo in each car.
Draw up an account card and calculate the fine for failure to comply with the terms of the contract.
Task 3.
CJSC Lesprom shipped timber in a wagon to OJSC Ufa Plywood Mill. The cargo had a T-shaped marking on it. Upon admission October 10, 1999 wagon onto the recipient's access road, it was established that the height of the timber stack is 2.1 m on one side and 2.4 m on the other. According to the railway bill of lading, the height of the stack was 2.5 m. On this basis, the recipient demanded the participation of the railway in checking the quantity of cargo. However, the destination station refused to check the cargo, citing the safety of the markings.
Is the railway obliged to release the cargo with inspection and in what order are its results documented? What should the recipient do in this case?
Task 4.
Cement was shipped to Murmansk reinforced concrete products via direct mixed rail and water transport. However, the cargo was not delivered to the recipient, and therefore the consignee filed a claim, and then a lawsuit against the shipping company to recover the cost of the lost cargo. The shipping company rejected the claim citing failure to submit a commercial act, and did not recognize the claims due to the plaintiff’s failure to comply with the claim procedure for resolving the dispute.
Give an opinion on the present case.
Task 5.
X5 Retail Group entered into an agreement with the railway for the transportation of tomatoes and apricots from Krasnodar to Moscow. Railway delivered the wagons for loading his cargo four days late. By this time the fruit began to spoil. As a result, X5 Retail Group suffered significant losses when selling fruit and filed a lawsuit against the railway demanding compensation for losses caused by the delay in the delivery of cars. The railway refused to pay, citing the fact that the delay in the supply of wagons was caused by the erosion of the railway track due to prolonged heavy rains 100 km from the cargo loading station.
Questions for the problem:
What decision should the court make? (justify your answer with an article in the legal act).
Will the court's decision change if the delay in delivery of wagons occurred due to a delay in unloading them by the previous client?
Transportation routing
1) by method of organization
2) as intended
3) by following distance
Organization of cargo transportation by routes
The development of sustainable loaded car flows through route transportation is taken into account when developing a train formation plan.
The shipper with an application for the transportation of goods submits to the Railway Directorate an application for the transportation of goods by routes in 3 copies in the prescribed form.
When considering an application, the compliance of the volumes of cargo presented for transportation with the established norms of weight and route length is checked.
1 copy accepted application for the transportation of goods by route is sent to the shipper
2 copies departure station manager
3 copies remains in DUD Railway
At the route loading station, the transportation documents for wagons traveling as part of a route or core to one unloading station are marked with the stamp “Departure route No. ... direct.”
And the appointment at the spraying station with the stamp “Departure route No.... with spraying at the station...”
The procedure for supplying cars for loading and unloading routes, their formation, return of empty cars after unloading, technological standards for loading/unloading are established in contracts for the operation of non-public tracks and for the supply/removal of cars.
When organizing route transportation, one should take into account the technical equipment of cargo loading/unloading areas, weight standards, length of route trains, and other factors.
The shipper must agree with the consignee on the technological possibility of accepting routes of a set weight and length for unloading; thanks to the development of transportation according to the direct option, the weight and length of the departure time and arrival at the consignee's warehouses of the sending routes are agreed upon, which turns them into logistics trains.
Meaning, characteristics and classification of non-public railway tracks.
Railway PNP are intended to serve individual enterprises and institutions. They are related to common network railway Russia continuous rail gauge.
PNP. – this is a complex of devices, including track facilities, storage facilities, loading and unloading devices and mechanisms, weighing instruments, signaling and communication devices, etc.
The PNP must ensure, in accordance with the volume of work, uninterrupted loading and unloading, shunting work and rational use of cars and locomotives.
Here the process of transporting cargo, carried out by public transport, begins and ends; the main part of cargo operations is carried out on them. Also, the PNP carries out a large volume of intra-plant transportation. finished products, raw materials and semi-finished products in the production process. These transportations are called technological. They are carried out, as a rule, at enterprises of ferrous and non-ferrous metallurgy and the chemical industry.
Another category of PNP includes PNP that is not related to technological intra-plant transportation. On such tracks, only cargo loading/unloading and shunting operations are performed.
The Charter provides that PNP not related to technological transportation may belong to the carrier or enterprises and organizations.
6. Basic requirements for railway PNP adjacent to public railway tracks
Railroad PNP and the structures and devices located on them must ensure shunting and sorting work in accordance with the volume of transportation.
Rhythmic loading and unloading, as well as rational use of railway transport and its safety.
The design and condition of structures and devices located at the POP must comply with building codes and regulations, ensure the passage of cars within the technical load standards permissible on railway tracks, as well as the passage of locomotives intended for servicing the railway POP.
The owner of the PNP ensures, at his own expense, their maintenance in compliance with the requirements of traffic safety and operation of railway transport, and also, together with the Civil Defense and State Enterprise, carry out the lighting of such tracks within the territory they occupy and in places where cargo is loaded and unloaded. The PNP is cleaned of debris and snow.
If a railway substation is supplied to the POP, the operation of which is also carried out on public railway tracks, the railway POP must comply with the requirements established for the railway POP and in certain cases are subject to mandatory certification.
Construction and reconstruction of the railway POP, devices intended for loading and unloading cargo, cleaning and washing of cars (containers), determination of the junction points of the railway POP to the railway POP is carried out in the manner established by the federal executive body in the field of railway transport (FAZhT) in agreement with the owner of the infrastructure to which the railway PNP is adjacent and the federal executive body in the field of transport (Ministry of Transport).
The construction of new railway stations is carried out in agreement with the executive authority of the constituent entity of the Russian Federation on the territory of which such railway tracks will be located.
The adjoining of public railway tracks under construction, new or restored railway PNP is carried out in the manner determined by the government of the Russian Federation.
Adjacent to the railway POP of the POP under construction in the manner determined by the federal executive body in the field of railway transport together with the federal executive body in the field of transport.
The contract for the operation of the railway PNP contains the following provisions:
1. Belonging to a non-public railway track;
2. Indication of the expanded length of the railway PNP in meters;
3. Description of the procedure for transmitting notification of the delivery of wagons;
4. Description of the procedure for the movement of trains on the railway PNP, including compliance with PTE, IDP, instructions for shunting work, ISI (signaling);
5. The number of cars to each group simultaneously handed over and the place of their transfer;
6. The procedure for exchanging information about the readiness of cars for assembly and the period for cleaning the cars by the carrier;
7. Standards for the technological period of wagon turnover (hours);
8. Unpaid technological time for performing initial/final operations included in the tariff, as well as unpaid time for delivering cars to loading (unloading) places, tender counterparty
9. Processing capacity for main types of cargo;
10. Distance for which the fee for supplying and cleaning wagons is charged
11. Measures for the development of transport facilities.
12. Types of fees paid by the owner for the supply and cleaning of wagons.
Container terminals
Container processing on the Russian railway network takes place at container terminals, which are part of the station territory, where: loading/unloading, sorting, storage, import/export, picking, technical and commercial inspection and maintenance, registration of cargo and transportation documents, forwarding documents, informing the consignee about the time of arrival of the container, as well as other operations ensuring the safety of the cargo.
The terminal may have one or more container areas, which include loading and unloading and crane tracks, a short-term storage area, lifting devices and machines, parking for trailers and semi-trailers.
There are 700 terminals in the network, 298 of which are open for processing large-capacity containers.
Depending on the type of work performed, containers are divided into: cargo, sorting, and mixed. Freight ones process only local containers, sorting only transit containers, mixed containers of both.
Placement of containers in compliance with the rules for the design and safe operation of cranes, fire safety rules, dimensions and requirements related to the organization of routine repairs of containers and maintenance of cranes.
Medium-tonnage containers are installed on the site, as a rule, in one tier; large-tonnage containers, depending on the loading and unloading machines used and the strength of the area's coverage, can be installed in no more than 6 tiers. (most often 1-2).
The number of loading and unloading tracks, quantity, and linear dimensions of the platforms are determined by the volume of work, the nature of the operations and the means of mechanization.
The area of container sites is calculated, but the norms established by the instructions on the design of stations and nodes. Container terminals should be adjacent to the station tracks on the side where the sorting devices are located or to the neck in parallel with the connecting track; it is advisable to have an exhibition track about 220 meters long, accommodating 50% of the container train.
It is necessary that the movement of vehicles at the terminal be continuous, and that vehicles do not cross the railway tracks at the same level.
Oversized cargo index
Oversized cargo index To indicate in transportation documents as well as in train documents data issued from a computer about zones and degrees of oversized cargo transported, the concept of oversized cargo index is introduced, which consists of 5 characters. Each sign of the oversize index (except for the first) indicates the degree of oversize. Oversized in any zone is indicated by the number 8.
Designation in the oversize index.
First character: always the letter H
Second character: degree of lower oversize (from 1 to 6)
Third character: degree of lateral oversize (from 1 to 6)
Fourth character: degree of upper oversize (from 1 to 3)
Fifth character: vertical oversized (8)
The absence of oversize in any zone, including the absence of vertical oversize, is marked with the number 0 in the corresponding sign of the oversize index.
For example, the oversize index H8480 means that oversized cargo has lower and upper oversize, lateral oversize of the 4th degree, and there is no vertical oversize. In the full-scale sheet and telegram on the full-scale sheet, next to the train number, the train's oversize index is indicated. That is, the letter H and the codes of the greatest degrees of lower, lateral and upper oversize (taking into account the calculated) as well as the code for the vertical oversize (0 or 8) of cargo available on the train.
Definition and classification of routes
Transportation routing– is a highly effective way to optimize freight transportation. It ensures the fastest movement of goods from points of production to points of consumption. Reduces the work of technical stations to reorganize trains, wagon turnover, reduces the cost of transportation, and ensures the safety of transportation. On routes, wagons as part of full-fledged trains transit without reorganization all or part of the district and marshalling stations located between loading and destination stations.
In accordance with Article 13, a Route is a train of a specified weight or length, formed in accordance with the rules of technical operation of the Railway PTE and a plan for the formation of cars for a specific purpose, subject to passing through at least 1 technical station without processing.
Routes from loading points are classified according to the following criteria:
1) by method of organization
a) consignor, loaded and formed at 1 station or on 1 non-public route, by one or more shippers.
b) stepped, loaded by several GOs on non-public tracks with the merging of groups of cars at the junction station, or loaded at several stations of a node or section with merging at the reference station.
c) circular (turntables), train sets circulating between 1 loading and unloading station on the principle of shuttle movement.
2) as intended
a) straight lines, made up of cars traveling to 1 destination station
b) in a spray, consisting of cars traveling to several destination stations subject to disbandment at the nearest unloading area of the technical station.
3) by following distance
a) network - following from the formation station to the destination station within two or more railway lines.
b) intraroad - within one railway.
The weight and length of network routes are established by JSC RZh/D, and internal roads by the head of the directorate, respectively, or his deputy. The weight and length of the route are determined by the shipper. The route can transport homogeneous cargo or cargo of several types.
Subject – « Bulk cargo transportation technology:
Fuel, ore-metal and bulk products"
Plan:
Transportation routing. Types of routes.
Technology of transportation of fuel and ore-metal cargo. Characteristics of fuel and metallurgical cargoes. Features of the operation of access roads when transporting bulk cargo.
Liquid cargo transportation technology. Characteristics of liquid cargo. Features of liquid cargo routing. Technology of operation of petroleum products loading stations. Technology of operation of drainage stations.
Literature:
Typical technological process of a freight station, Moscow: “Transport”, 1989.
5. Fundamentals of managing freight and commercial work in railway transport; Mukhametzhanova A.V., Izbairova A.S. Almaty: “KazATK”, 2009. – 250 p.
6. Management of freight and commercial work on railway transport. Smekhov A.A. Moscow: “Transport”, 1990.
1. Transportation routing. Types of routes
Types of routes and their meaning
Routeis a train of a set weight or length, formed by the shipper or the road in accordance with the Rules of Technical Operation of Railways and a formation plan from cars loaded by one or more shippers at one or more stations, assigned to one unloading or spraying station with the obligatory passage of at least one technical station without processing the composition.
Of great importance is the routing of transportation from places of cargo loading, i.e. dispatch, in which cars are organized into direct trains not at technical stations, but directly at their loading points. The efficiency of such block trains (routes) is determined mainly by the acceleration of the movement of cars. This is achieved by the fact that block trains pass through a number of technical stations without processing (at least one).
Sender routing speeds up delivery cargo and the release of significant material resources in the sphere of circulation; accelerating the turnover of cars, which reduces the need for a fleet of cars and capital investments in their construction; reducing the volume of shunting work at technical stations and eliminating the need for track development of marshalling yards; improving cargo safety conditions; reducing the cost of cargo transportation.
The efficiency of routing cargo transportation is higher, the greater the degree of coverage of shipped cargo by this type of organization of car flows and the further the route goes without processing, i.e., the higher the route range.
The most efficient routes are those assigned to one unloading station, the share of which in the total route car flow is about 60%.
An analysis of the distribution of route transportation by distance over a number of years shows that the share of short-distance routes over the past 11 years has remained approximately at the same level, for distances from 401 to 1500 km it has increased slightly, and over 1500 km has decreased. However, these indicators do not always give a correct idea of routing efficiency, since the distances between marshalling yards in different regions differ significantly. So, with a run of 400 km in one region, the route passes two or three technical stations (for example, in the Donbass), and in another with a run of 1,500 km - only one (Siberia, Far East). Therefore, the success of routing is more accurately characterized by the average number of technical stations traversed by a route without processing, and even better - the number of cars from which these stations are exempted from processing as a result of routing.
Routes from places of cargo loading, according to the conditions of their organization, are divided into three main groups:
1) consignors, loaded and formed at one station by one consignor or on one access route by its owner and other consignors - its counterparties. These routes can go to one unloading station or to a technical route spraying station located as close as possible to the area where the unloading station is located;
2) consignor step - loaded by different shippers on their access tracks with the merging of groups of cars at junction stations (station routes) or loaded at different stations of a node or section with merging at a section or in a junction (sectional or hub routes). Stepped routes can also follow to one destination station or to a spray at a technical station.
The basis for organizing step routes is the calendar planning of loading according to destinations. It consists in the fact that at all or part of the stations or access roads, cargo for the same purpose is loaded on a certain day. On the same day, a regular assembly train (or a transfer train at the hub) is sent to the site (or to the hub station), which, when distributing cars to stations, picks up groups of cars loaded for the route. At the station where the last group of cars is coupled, the train turns into a route that goes to the cargo destination (or spray point) without processing along the way.
Stepped routes make up approximately a quarter of the total transportation routing;
3) circular - represent the most efficient part of the sending routes, which run from one loading station to one unloading station. The trains of these routes are constant, they are not disbanded and after unloading they are returned to the home station, where they are served for loading. In this case, the movement of ring route trains when empty must coincide with the general empty direction of the same type of cars. Circular routes are most effective in cases where they are loaded at a loading station or at another passing station and they proceed loaded to the area where the loading station is located. At the same time, the empty mileage of wagons is sharply reduced.
Based on the travel distance, routes are distinguished: network routes (travel within several roads) and intraroad routes (on one road).
Trains operating between two points with constant composition over short distances are called “turntables”; if they do not pass through a technical station, then these transportations are not included in the routing accounting.
Dispatch and step routes are formed from both homogeneous and heterogeneous cargo.
Stepped routes are organized when car flows to certain cargo destinations are insufficient to form dispatch routes from one loading point.
Routing of cargo transportation in some cases requires additional capital investments for the development of cargo fronts. Therefore, in order to increase the efficiency of routing, it is necessary when planning transportation to provide for the concentration of cargo flows and the coordinated work of the junction station, access roads and enterprises that own these routes on which goods are shipped.
Routing Planning and Its Importance
When planning a route, the technical and economic efficiency of routes is checked and routes that do not reduce the processing of car traffic are excluded. First of all, departure routes are planned that go to one unloading station. Then at the spraying station, taking into account the maximum possible flow of them without processing. From the remaining cargo flow not covered by sender routing, sender step-by-step routes are organized.
When planning, the technical equipment of the loading and unloading station, maps of the norms of weight and length of trains are taken into account.
Routing plans for cargo transportation are drawn up when developing a train formation plan. They are annual and monthly. When drawing up a train formation plan, first of all, transportation routing plans are developed based on car flows in directions (streams) of a sustainable nature.
The efficiency of routing the transportation of goods from places of loading is determined by the speed of progress of routes (reducing the delivery time of goods), the number of technical stations that, on average, each route passes without processing, the reduction of idle time of cars at technical stations (without processing) and loading and unloading stations, as well as the number of organized routes and the net weight of each route train (the total amount of cargo transported on the routes).
Routing efficiency:
A) the speed of movement of the load
B) with a reduction in the volume of shunting work, the number of technical and technical personnel is reduced.
The speed of cargo movement on routes is significantly higher than with wagon shipments (more than 30%). It depends on reducing the idle time of trains at technical stations without processing. As a result of the fact that cars are not processed at technical stations, a reduction in the volume of shunting work is achieved, as well as a reduction in the staff of carriages, since the processed car undergoes technical inspection twice (on arrival and departure), and the next one in the routes undergoes one.
It is possible to save capital investments for the development of some permanent devices (sorting tracks and train reception tracks, processing devices). In connection with the passage of part of the transit car flow on routes, reserves of processing capacity are created in these devices, allowing the development of additional car traffic without strengthening them. These savings apply only to those stations that do not have reserves. The methods for calculating all savings along the route are the same as for through trains formed at technical stations and are presented in a special course.
Downtime of wagons when loading a route often exceeds the time spent on a cargo operation with a separate group or single wagons. At the same time, single cars and groups can stand idle for a longer time waiting for their accumulation and departure from the station than during route loading. In this regard, there may not be an increase in the total time spent by cars at the station during route loading.
The time spent on direct loading of a route depends on the capacity of the cargo front and its equipment, as well as on the number of fronts on which individual parts of the route can be loaded in parallel. The greatest downtime for loading wagons on a route occurs when the capacity of the loading front is low, the weight of the route is large, and it is loaded at one front in parts. This time is reduced if there is an additional (exhibition) path, which allows you to combine the supply and collection of each part of the route with the loading of another part.
If the route is organized without increasing the downtime of cars at loading and unloading stations and passes at least one technical station without processing, it is always effective. When the route goes without processing to one unloading station, then to determine the amount of efficiency it is necessary to compare the increase in idle time of cars not only at the loading station, but also for unloading cargo with savings along the route.
Questions:
1. What goods are transported by routes?
2. What is a route called?
3. Positive aspects of routing?
4. Who sets the weight and length standards for block trains and on what do they depend?
Literature:
1. Perepon V.P. "Organization of cargo transportation." Route 2003 (page 114)
Routing shipments from loading points is a highly efficient way to organize freight transportation.
Routing is the subject of a contract for the organization of cargo transportation by rail, therefore only the parties to the contract have the right to determine its content. It may provide for dispatch routes formed on a railway access track or at a railway station, groups of cars for organizing stepped station or section routes, etc.
Each loaded car or group of loaded cars is not sent directly to the destination station, but is included in the train for that direction.
The process of waiting for the required number of cars for a full train is called accumulation . After the accumulation of cars, special trains are organized. This organization is called train formation plan .
According to the conditions of formation, bulk cargo: coal, ore, oil, building materials, etc. transported by routes.
Route - this is a train of a set weight or length, formed by the shipper or the road in accordance with the PTE and the formation plan from cars loaded by one or more shippers at one or more stations, assigned to one unloading station or in a spray with the mandatory release of at least one technical station from processing car traffic.
Routing is one of the effective methods of transporting goods and has the following positive aspects: Sending routes pass through one or more marshalling stations without processing, therefore, cargo delivery is accelerated, the work of reforming trains is reduced, the cost of transportation is reduced, the turnover of wagons is accelerated, the need for wagons is reduced, it is better the safety of transported goods is ensured, the competitiveness of goods manufacturers and railway transport increases.
Standards for the weight and length of block trains for roads are established by the Ministry of Transport. This depends on local conditions (terrain, track profile, technical equipment of the site, length of receiving and departure tracks). It is prohibited to change the established standards for the weight and length of routes on roads in the direction of increase, but in the direction of decrease it is possible, but not by more than one car. Established norms of weight and length of routes are announced to shippers.
The railway is obliged to provide wagons primarily for loading to those shippers who send goods along routes; for this purpose, preferential transportation tariffs are provided.
The basis for organizing shipping routes is the calendar planning of loading at intermediate stations to different destinations on certain days. Scheduling allows you to organize routes from wagons loaded by several shippers, when the loading size of each of them is insignificant.