06 марта 2016г.
As it is known the main aim of logistics is to deliver “required goods of required quality and in a required quantity to a destination point in time appointed by a consumer and it must be completed with the least costs. In this case logistics is considered effective and company gets competitive advantages and reduction of spending.
According to different estimates cost of transportation in general is 20-70 of total price of logistics services. Main parts of this cost are railway rate, cost of transshipment and road transportation.
In the Strategy of development of transport in the Russian Federation for the period up to 2030 it is mentioned that the share of expences is 15-20% against 7-8% in countries with developed market economy. This is connected with insufficient level of merchandising system as well as with factors like a large range of transportation and difficult weather conditions.
Generally functional structure of transport logistics has the form presented in picture 1.
Prevalence of piggy-back, multimodal and intermodal transportation can be justified
by the possibility of compensation of particular
disadvantages of different
types of transport, using primary routes and kinds of transport
on distinct
sites of a route, and as a result
it gives an opportunity to reduce transportation costs, time of shipping
and to improve quality of transport service.
Participation of several
kinds of transport
in freight transportation leads to essential
synergetic effect, including
economy of power resourses, decreasing harmful
influence on the environment etc.
In particular, interaction of private transporters and joint-stock company RZD determines the following objectives:
1)
Complete, timely, high-quality
maintenance of needs in freight transportation.
2)
Maintenance of optimal use of proper car’s fleet, transportation process in general
due to application of transportation routing,
maximal loading
of car fleet, acceleration of its turnover.
3)
Attraction of additional freight volumes to transportation by railway transport.
Thus, organization of transportation process based on intellectual logistics, providing decreasing of costs
on transportation, is possible only in cases when there are coordinators (operators) of transportation on key points between the following elements
of the logistics chain:
1)
Client – railway – client;
2)
Client – railway – other kind of transport (intermodal and multimodal transportation);
3)
Client – railway – sea
transport – (railway) –client. Wherein, in our opinion,
coordinators can be represented by:
1)
Territorial firm centre of transport service;
2)
Logistics centers;
3)
River harbors and structures, connected with them;
4)
Newly created centers
for coordination of intermodal transportation;
There is not any structure in the Russian
Federation today, which would carry
out an operational control
of transportation in unified state transport system. Operative control of transport
process is divided between
control centers
of different kinds of transport taking part in shipping. Therefore, in order
to achieve the highest carrying capacity of railway transport and wide development of railway transportation,
it is suggested to choose RZD as an initiator and founder of the system of intellectual logistics centers.
The
main target of organizer and coordinator (it can be forwarding agent or logistics
operator) of shipping
process is to design transportation process in all details and to provide service synchronization of logistics
chain participants. Implementation of this function is essential because
it lets out freight owners from taking
part in process,
providing acceleration of transportation, costs
decrease, reduction of losses by damage.
To generalize different interpreting this definition is given:
“Logistics centre – structure, uniting
several companies and organizations (private, public,
state), jointly using logistics infrastructure (transport, warehouse, and information systems) located on a certain territory
under the control
of head-company and by integrating, coordination of logistics activity, which provides
added price for clients and participants.”
Experience of national and international transportation shows that full-value logistics service leads to large increase of costs,
as a result
of assets turnover’s acceleration, reduction
time wasted on
unnecessary operations etc. It is necessary to create network of logistics
centers of different
levels for the provision for participants of transportation this kind of service. The main aim of these centers is synchronization of actions on multi-agent system
of shipping, forming
and offering of service complexes.
The
main target of the creation of logistics centers is the increase of transport efficiency in RZD by the implementation of
maintenance and implementation of
logistics technologies of shipping
process control in interaction of communicating kinds of transport, harbors,
large industrial complexes and other participants of process; increase
of technological and financial stability of RZD functioning on the transport
service market.
List of references
1.
Акулиничев В.М. Автоматизированные
системы управления транспортом // Взаимодействие разных
видов транспорта и контейнерные перевозки: Итоги науки и техники / ВИНИТИ.-
1983.- Т.10.- С.187-272.
2.
Алесинская Т.В. Основы логистики. Функциональные
области
логистического
управления. Часть 3. Таганрог: Изд-во
ТТИ ЮФУ, 2010. 116 с.
3. Бельницкий Д.С.
Экономика и логистика управления вагонными парками
компаний-операторов
/ Бельницкий Д.С., Котляренко А.Ф., Куренков П.В., Левченко
А.С., Тарасова Т.М. - Самара: СамГУПС, 2009.- 166 с.
4.
Бородин А.Ф. Технологическое обеспечение перевозочного процесса//
I научно-техническая конференция «Интеллектуальные системы управления
на железнодорожном транспорте» (ИСУЖТ-2012). М., 15-16 ноября 2012 г. – С. 72-76.
5.
Вовк Ю.А. Экономическая оценка эффективности использования грузовых вагонов транспортной компании.- Автореф. дис. на соиск. уч. степ. к.э.н. - М.: МИИТ, 2005.- 24 с.
6.
Давыдов С.В. Экономические аспекты развития Самарского узла в системе
международных транспортных коридоров. Дис. на соиск. уч. степ. к.э.н.
7. Козлов П.А. Теоретические основы, организационные формы,
методы оптимизации гибкой
технологии транспортного обслуживания заводов черной металлургии: Дисс. д-ра техн. наук. — М., 1987. — 393 с.
8.
Мачерет Д.А., Чернигина И.А. Экономические проблемы грузовых железнодорожных перевозок.- М.: МЦФЭР, 2004.- 240 с.
9.
Соловьёва
Л.В. Логистическая координация работы
компаний-операторов // Логистика.- 2013.- № 7.- С.33- 37.
10. Транспортная стратегия РФ на период до 2030 года (Утверждена распоряжением Правительства РФ от 22 ноября 2008 г. N 1734-р).
