Analysis of the multimodal transportation market. Analysis of the modern market of multimodal transportation. Additional services provided by the freight forwarder to the client, as a rule, are

Lecture 5 Analysis of the level of development of multimodal transportation in the Republic of Kazakhstan

The transport complex of the republic is represented by railway, river, sea, air, automobile, urban electric and pipeline modes of transport. Currently, there is a steady increase in the role of the transport complex in the economy of the republic.

Structure transport network The Republic of Kazakhstan consists of land and water communications, the length of which is more than 130 thousand km, including: railways 14,251 km; paved roads 88045 km; main oil pipelines 6844 km; gas pipelines 10138 km; inland waterways 3456 km (as of 2005). Its share in the country's GDP is 12%.

Source: ARKS

Figure 1 - Transportation of goods certain types transport in January-December 2005. in % to the corresponding period of 2004

For January-December 2005 transport of the republic transported 1927.9 million tons gr at call, which is 4.8% higher than the level of January-December 2004; amounted to 297.5 billion tkm (increased in comparison with January-December 2004 by 5.4%). In the total volume of transported goods, the share of road transport amounted to 77.8%, railway 11.7%, pipeline d 9.9%. In freight turnover, the share of railway and transport 58.4%, pipeline 25.8%, road transport 15.7%.

In January 2006, 136.7 million tons of cargo were transported by transport of the republic, which is 4.4% higher than in January 2005; about installed 24.6 billion tkm (increased by 6.8% compared to January 2005), transported e but 736.7 million passengers (4.3% more than in January 2005), passenger about turnover 7.9 billion pkm (increased by 4.3% compared to January 2005). In the total volume of transported goods, the share of road transport amounted to 74.2%, railway 13.0%, pipeline d 12.8%. In freight turnover, the share of railway and transport 55.6%, pipeline 30.3%, road transport 14.0%.

Despite the general adaptation of transport to market conditions, the state of the transport system at present cannot be considered optimal, and the level of its development is sufficient.

For the transport complex, the degree of wear and aging of the fixed assets of the transport complex is 60%. By cargo about the following trend is observed in transportation: growth in cargo turnover about that on all types of transport; increase in the share of pipeline and auto about mobile transport in freight traffic with outstripping those m groin pipeline development; decrease in the share of railway and d transport in the total freight turnover while maintaining the leading role e forest roads.

The unbalanced location of the transport and communication network throughout the country hinders the development of a single economic space and the growth of population mobility. The industrially oriented network of railways and roads developed without taking into account the territorial boundaries of the former Soviet republics. The incompatibility of some technical parameters of the transport infrastructure with international standards and systems of Kazakhstan's existing trading partners is a significant obstacle to regional integration and the development of trade and transport links.

Significant unevenness in the development of the transport network hinders the economic development of the regions. About 2 thousand villages b Russian settlements do not have a year-round transport system about communication. Provision of settlements with regular communication and it is 69.3%.

At the present stage of its development, the transport complex of the republic is characterized by the unsatisfactory condition of fixed assets, outdated and underdeveloped infrastructure and technologies.

The share of transportation costs in the cost of final products rel. about relatively high and is at the level of 8% and 11%, respectively, for the internal n rail and road transport, in developed countries s night economy this figure is 4-4.5%. In terms of gr at In terms of intensity, the economy of Kazakhstan is about 5 times less efficient. Thus, for each unit of GDP in dollar terms, With transport accounts for at least 9 ton-kilometers of transport work, and in the countries of the European Union, the cargo intensity is less than 1 ton-kilometer / dollar of GDP.

Growing demand for quality transport services e is created incompletely due to an insufficient level of technical work h the development of the transport system and the backlog in the field of transport x nology.

Significant growth in the volume of all transportation, including communications n exports of coal, oil cargo, metal products, etc. about the production of chemical and chemical and petrochemical industry, other cargoes, constrained by n e sufficient throughput.

The possibilities of increasing the gross national product through the export of transport services are not fully realized, since the position of domestic carriers in the world market of transport services does not correspond to their real capabilities and the transit potential of the republic is not fully used.

The basis of the transport system of the republic israilway transport.Transportation of goods over long distances is carried out mainly by rail transport, which is characterized by high carrying capacity at a relatively low cost of transportation, large capital investments in the construction of railways, which pay off only with a significant involvement of traffic flows. As of 01.01.2005, the length of main roads, including the roads of the republic on the territory of Kazakhstan, was 14.3 thousand km, 34.7% of which were double-track and multi-track lines, 3.8 thousand km were electrified. The density of railway lines in Kazakhstan is 5.2 km per 1000 km 2 territory. Railway transport performs 11.7% of the total volume of transported goods and 57.7% of cargo turnover.

At the end of 2005, there were 1,711 locomotives, 1,922 passenger cars and 60,792 freight cars in the republic, of which 9.9% belong to private companies and enterprises. But at the same time, it should be noted that technically and morally obsolete models of rolling stock, track equipment, worn-out track structures are used, and outdated technologies for the repair and maintenance of fixed production facilities are used.

The total volume of cargo transportation of the Joint-Stock Company “National Company “Kazakhstan Temir Zholy” in 2005 amounted to 224,773 thousand tons. Growth in transportation volumes compared to 2004 amounted to 8,001 thousand tons or 4%, including due to the growth of transportation in domestic traffic by 7,028 thousand tons (+6%), in import by 2,264 thousand tons ( +18%) and in transit by 859 thousand tons (+11%). In export traffic, there is a decrease in cargo transportation by 2,150 thousand tons (-3%).

Loading Joint Stock Company "National Company "Kazakhstan Temir Zholy" in 2005 in export and intra-republican communications amounted to 200,936 thousand tons, cargo turnover 145,157 million tkm, average distance 722.4 km, income in the period under review was 149,074 million tenge.

Loading in the intra-republican messageaccounted for 58.3% of the total volume of traffic, cargo turnover 45.3%, income 30.8%.

Growth in intra-republican traffic was due to growth in transportation of coal (+2%), oil (+106%), petroleum products (+13%), ferrous metals (+26%), chemicals and soda (+5%), non-ferrous ores (+19%), grain (+19%), construction cargo (+4%), other cargo (+11%).

The main reason for the growth of transportation in the intra-republican traffic is the increase in production capacities of all industries of the Republic.

According to the tendencies formed in 2005, indicators of previous years, as well as according to forecasts of volumes and directions of major shippers, transportation of goods in intra-republican traffic in 2006 is expected at the level of 134,110 thousand tons.

Transportation of goods inexport messageaccounted for 31.1% of the total traffic volume, cargo turnover 37.6%, income 38%.

The decrease in cargo transportation in export traffic by 2,150 thousand tons or 3% was due to a decrease in the transportation of iron ore (-12%), crude oil (-7%), ferrous metals (-9%), non-ferrous metals (-3% ), building materials (-21%), grain (-35%), fertilizers (-51%) and non-ferrous ore (-10%).

Following the results of 2005, as well as in accordance with the forecasts of major shippers, the volume of cargo transportation in export traffic in 2006 is expected to reach 70,883 thousand tons.

The main countries of destination for export traffic in 2004 were: Russia (55% of the volume of export traffic), China (11%), Iran (5%), Switzerland (4%), Kyrgyzstan (3%), Uzbekistan (2%), Italy (1%), Ukraine (1%), Romania (1%), Netherlands (1%), Tajikistan (2%), Turkey (1%), Finland (1%), other countries (12%).

Cargo transportation in import messageaccounted for 6.7% of the total volume of traffic, cargo turnover 8.8%, income 14.0%.

The growth of cargo transportation in import traffic in 2005 compared to 2004 was ensured by the growth of transportation of the following cargoes: ferrous metals (+42%), crude oil (in 2004 these transportations were not carried out), construction cargoes (+31%) , chemicals (+10%), fertilizers (+2%), grain (+79%), other cargo (+26%).

In the 1st quarter of 2005, the main countries of shipment of imported goods were: Russia (67% of the volume of import traffic), China (7%), Ukraine (4%), Kyrgyzstan (4%), Uzbekistan (5%), Brazil (3% ), Poland (1%), Belarus (1%), Finland (0.7%), Lithuania (0.9%), USA (0.6%) other countries (5.8%).

Taking into account the prevailing trends for each type of cargo in 2003-2005 and the information presented in the media, the expected volume of import cargo transportation in 2006 is 15,701 thousand tons.

Automobile transportalthough it performs about 15% of the country's cargo turnover, it transports 78% (according to 2004 data) of the total volume of cargo within the country.

Out of 88045 km of roads common use 82638 km with a hard surface, of which 16.1% are cement concrete and asphalt concrete, 47.7% black gravel, black highway and soil-asphalt, 26.9% crushed stone and gravel without processing with binders. Of the total length of paved roads, 27.5% are of republican significance. Public roads according to technical categories consist of 812 km of roads of the 1st category, 4509 km II , 32430 km III , 42130 km IV , 2757 km V .

The density of public roads with hard surface in Kazakhstan is 30.3 kilometers per 1000 km 2 territory. the highest density of roads is in the North Kazakhstan region (71.5 km), the lowest in the Kyzylorda region (13.3 km).

At the same time, it should be noted that the unsatisfactory condition of the road surface leads to a decrease in operating speeds, an increase in operating transport costs, and an increase in accidents. Depreciation of the rolling stock of the motor transport fleet (about 30% of buses and 40% trucks have a service life of more than 13 years) entails an increase in the cost of repairs and operation, reduces the level services and has a negative impact on the environment.

Automobile park of Kazakhstan as of January 1, 2005 totaled 1532257 units and nits (increased by 4.1%), of which: 224872 trucks, 1204118 cars, 40373 special and 62894 buses.

In addition, in 2004 there were 45,782 car trailers, 17,554 semi-trailers for truck tractors, 64,391 mopeds and motorcycles in the republic.

Personal transport occupies 86.1% of the total Vehicle in the republic and amounted to 1319427 units. At the beginning of 2005 in Kazakhstan in personal ownership were: 1145499 cars, 134122 trucks about mobiles, 37189 buses and 2617 special vehicles.

In 2004, 22,167 enterprises of all types of activity operated 212,830 vehicles (13.9% of the total number of vehicles), of which 42.6% were at calling, 27.6% - cars, 17.7% - special and 12.1% - buses. From 90750 cargo about There were 31901 dump trucks, 21487 onboard vehicles, 11958 qi With turn, 12121 vans, 6900 truck tractors and 6383 other vehicles and lei.

In the freight fleet of enterprises of the republic, cars with a carrying capacity of up to 3000 kg occupy 21.8%, from 3000 to 4999 kg 26.4%, from 5000 to 6999 kg 15.3%, from 7000 to 9999 kg 14.1%, from 10000 to 14999 kg 14.9%, from 15000 to 20000 kg 4.2%, over 20000 kg 3.3%.

According to the time spent in operation of cars in 2004, the distribution I lis as follows.

Own freight fleet of transport enterprises decreased by 457 units and prostrate (by 4.8%). This is due both to the financial condition of auto enterprises (ne h the ability to sufficiently update the fleet of vehicles, support and keep it in good condition) and by reducing the need to replenish a in topark (more and more cars are rented). The growth trend continues and number of machines with exceeding the standard service life. Over 13 years of operation a 45.2% of trucks are registered (in 2003 - 41.5%), 40.4% of special vehicles about of mobiles (39.1% in 2003), 34.0% of buses (30.2% in 2003), and 9.4% of cars in cars (in 2003 - 8.8%).

With the expansion of the transport services market and the development of competition, t In addition to the relative "aging" of trucks, there is an increase in the efficiency of its use in enterprises with state and private ownership.

Air Transportmainly of importance in passenger transportation. On 01.01. In 2005, there were 44 air transport enterprises in Kazakhstan. In 2004, they transported 0.1% of cargo and the cargo turnover amounted to 0.2% of the total cargo turnover.

On the basis of world practice, a classical model of air transport has been created, within which air transportation is carried out in the interaction of three economically independent structures:

• air carriers representing mainly the private sector;
• airports, consisting mainly of municipal and state property;
• a single service for the organization and control of air traffic, which is state-owned.

Thus, the general state of air transport is as follows:

1. Out of 22 airports in the republic, 21 operate. Due to a discrepancy technical standards airfield complexes and in connection with the introduction of restrictions on the types of aviation equipment, only 5 airports (in the cities of Astana, Almaty, Aktobe, Atyrau and Karaganda) can receive heavy aircraft without restrictions. The rest of the airports are in need of reconstruction.

2. An outdated fleet of aircraft (672 units) that are not economical and do not meet international standards on noise and engine emissions, creates restrictions in the service of international airlines.

3. Due to insufficient capacity and non-compliance with technical standards, hub airports in Kazakhstan are forced to reduce the number of aircraft they receive and send, along with the introduction of restrictions on the types of aircraft.

Sea transportrepresented by the port of Aktau. The share of maritime transport in the cargo turnover is 0.02%, in the total volume of transported goods 0.1%. Further development of maritime transport in the Caspian will increase foreign trade transportation.

River transportaccounts for 0.03% of cargo turnover and 0.03% of transported goods, is of particular importance for ensuring transport links in multimodal transportation in the eastern and western regions of the country.

The length of the inland navigation routes of the republic at the beginning a lo 2006 composition vila 4032 km. The number of berths in ports and marinas increased by 1 in 2005 (the total length of berths increased and chilas for 200 linear meters. meters) and amounted to 17 units. The rolling stock in operation at the beginning of 2006 totals 135 at dov, of which 127 - cargo (including tugs, pushers), 8 - passenger and cargo-passenger. Out of 127 cargo ships (including tugs, pushers) only 19 (15.0%) were built after 1990, the rest served more than 15 years.

Despite the fact that the fleet of cargo ships increased by n e significantly by 2 units, cargo transportation by river transport n e significantly increased. For 2005 trans. e zeno 830.5 thousand tons of cargo, which is 22.6% more than in 2004. As before, mainly mineral construction cargoes are transported (86.5% of the total volume of cargoes). Passenger transfers h river transport is insignificant: in the income from transportation, the share of With fat transportation is only 1.8%.

River transport occupies a small share in total volumes work of transport of the republic. In 2005, 0.13% of all cargo transported in the republic and 0.004% of all passengers transported were transported by shipping. Of the volumes of cargo and passenger transportation by shipping in 1991 (the year with the maximum volume of traffic), the figures for 2005 are respectively 4.5% and 1.0%. Along with a decrease in indicators over a number of years, in 2005 the volume of cargo transportation increased by 9.6% compared to 2000. Within the republican cargo transportation by shipping amounted to 488.8 thousand tons (98.6%). Among the transported goods, a significant volume of 432.8 thousand tons (87.3%) is construction materials.

The main deterrent to the development of transportation by water (maritime) transport is that most of the ships of the inland industry water transport worked out 23 lifetimes. The depreciation of the state technical river fleet is 85%.

For the development of multimodal transportation in the Republic of Kazakhstan, it is necessary to single out the following main directions of the state transport policy, which are equally important for each type of transport:

development of container, multimodal transportation and the creation of transport and logistics centers that ensure technological unity various kinds transport;

system improvement state regulation transport activities;

formation and development of transport infrastructure;

development of the market of transport services;

regional development of the transport system;

improving the safety of transport processes;

increasing the efficiency of using the transit potential of Kazakhstan;

innovative development in the field of transport;

increasing scientific and human potential in the field of transport.

Modeling, planning and optimization of multimodal transportation

Ranjit Singh, Leading Transport Logistics Expert at i2 CIS © LOGINFO www.loginfo.ru

Thanks to IT, globalization is happening rapidly, and trade between different countries is growing at a rapid pace. The growth of commodity exchange is pushing transport and logistics operators to constantly improve and expand their portfolio of transport services.

In practice, complex transport tasks in the industry of transport logistics and supply chains are considered and effectively solved by modern specialized software tools such as TMS * (Transportation Management System - Transport Management System). They allow you to develop an optimal transportation plan, taking into account real business constraints, while minimizing transportation costs.

This article discusses how to optimally solve actual problems and rationally use the resources of multimodal (MM) networks with the help of a tactical solution TMS.

The development of transport corridors allows logistics operators to dynamically select the available facilities that make up the transport network according to certain criteria, and use them rationally in order to minimize transport costs. At the same time, the complex tasks are: the search for more efficient options for the movement of goods via MM messages, taking into account the imposed business restrictions, such as the work schedule of facilities, temporary delivery restrictions, the availability of facilities, the throughput of facilities, the characteristics of the vehicle (vehicle) and PS (rolling stock ). In addition, there are restrictions on the transport arms, which also need to be taken into account when choosing the optimal transportation plan.

Functions of a 3pl logistics operator in international transportation

For example, the work of a 3pl logistics operator specializing in international logistics services is based on factors such as:

• selection of the type of vehicle, substation, with the appropriate carrying capacity and their accessibility zone;
• determining available ports;
• formation of available routes;
• choice of tariffs;
• determination of sites for cross-docking;
• choice of consolidation and deconsolidation criteria;
• choice of tracking method for vehicles and vehicles;
• defining gates for loading/unloading operations;
• selection of a certain number of vehicles and substation in accordance with availability restrictions or quotas;
• determining the location of goods in a container according to specified rules;
• choice of stacking scheme;
• sorting of goods according to their compatibility and incompatibility.

The failure of at least one element or object of the MM of the transport and distribution network (TRN) for uncontrollable reasons leads to a disruption in supplies. As a result, this can potentially destroy the business relationship with the customer. As a rule, MM TRS are very complex, so the role and characteristics of the work of each MM TRS object is inefficient to evaluate at the level of non-specialized programs.

In practice, to optimize the above factors, it is often necessary to use different tools that reduce the amount of computational operations. These operations become very unwieldy as the number of TPC MM elements or objects increases. The complex transport tasks of developing an optimal transportation plan are almost impossible to solve with the help of highly specialized software products, because when the task becomes more difficult, they cannot find effective solution. However, modern specialized software tools such as TMS * (Transportation Management System - “Transport Management System”) in the industry of transport logistics and supply chains effectively solve complex transport problems, find transportation plans taking into account real business constraints and ways to reduce transportation costs.

Let's consider how to most effectively solve the above problems and rationally use the resources of MM networks using a tactical TMS solution. It is worth noting that full package tactical TMS solution allows you to model, plan and optimize TMS, as well as manage transport. It will be shown how a tactical solution (one TMS module) can reduce transport costs and improve the quality of service. Emphasis will also be placed on MM TRS modeling and what-if scenario analysis to see how transport costs will be reduced after optimization based on existing business constraints. These business constraints (see above) are determined by the specifics of the transport company's business. In the field of MM transportation, the objects included in the TRS, or the operation of these objects, often change dynamically. A tactical solution allows these changes to be taken into account in minutes and provides an optimal transportation plan while minimizing transportation costs.

The value of TMS solutions

The value of TMS solutions can be demonstrated by modeling a company's existing MM TMS and what-if scenario analysis. In the process of modeling and optimization according to various criteria (selection of the optimal route, consolidation and deconsolidation of goods, vehicles and substation, route formation), it is possible to analyze various transportation scenarios and make an economically sound decision on the best option.

Attention should be paid to the complexity of the TRS, which significantly increases the modeling time and the cost of scenario analysis and its optimization. However, practice confirms that it quickly pays off. For example, for a company with a monthly turnover of $5 million, transportation costs account for 10% of turnover. An analysis of the TPC model shows that the company can potentially reduce transportation costs by 5-15%. In our case, the savings in transportation costs amount to $25-75 thousand per month. This cost savings pays off the cost of modeling and analysis within a few months.

What-if scenario analysis considers potential options for maintaining new objects: it allows you to turn on / off existing objects in the TRS, change the schedule and type of their work, and also dynamically selects options from potentially given objects. This possibility allows transport and logistics operators to efficiently use the resources of the MM network, taking into account the above business constraints.

In addition, through scenario analysis, it is possible to identify potential risks or weaknesses that can be identified and traced when modeling an existing TRS or its modifications. A tactical decision provides recommendations to eliminate potential risks: for example, what happens if the order is not completed at the scheduled time; if the truck arrives at the loading / unloading point at an unscheduled time, etc.

With the help of TMS solutions, such abnormal or emergency market situations can be assessed and resolved in the best possible way before the execution of the transportation plan.

Below is a simplified business case in the field of MM transportation, which demonstrates the concept of a tactical solution, and also clearly illustrates the above points.

Business case

Let's consider a business case from the field of MM transportation. For example, a large 3pl operator is a consignor of the products of a leading manufacturer (let's designate it "A") of Indian tea raw materials in India. Company "A" is very popular and has a customer (let's call it "B") of tea raw materials in Russia. The Russian company "B" is located in Moscow and has a factory for packing tea raw materials in Serpukhov. After packaging tea raw materials in standard cardboard boxes, company "V" transports finished products using the services of a 3pl operator to 40 regions of the Russian Federation. For convenience, let's take a closer look at each business process involved in the supply chain (Fig. 1):

Tab. one. The monthly volume of transportation along the routes BP1-3 is 250,000 kg of raw tea.

Business Process I

Company A uses the services of a 3pl operator to export tea raw materials to Russia. To transport tea raw materials to Russia from India, the 3pl operator usually uses the following sea routes (Fig. 2):

Tab. 2. Used sea routes for transporting tea.

For transportation through the 3pl sea channel, the operator uses 20 and 40-foot standard sea containers, in which tea is transported in bags weighing 50 kg. Approximately 220 and 440 tea bags can be loaded into 20' and 40' containers respectively. The average delivery time for tea raw materials is 30 calendar days along routes BP-1.1-1.4.

Business Process II

After the arrival of tea raw materials in the ports of Kotka and St. Petersburg, the containers are transferred from the ship to trucks with platforms of different carrying capacity. After customs operations these trucks arrive at the warehouse of Tea Company B in Serpukhov. Further, the raw materials go through a series of technical processes at the tea factory, as a result of which finished products are formed for delivery to 40 regions of the Russian Federation. The average delivery time for tea raw materials along routes BP-2.1-2.2 is 10-15 calendar days. In business process II, we use the following routes (Fig. 3):

Tab. 3. Route used in BP-2.

Business Process III

To meet the demand, company "B" produces finished products under different brands with different classifications of tea: large-leaf, loose-leaf, medium-leaf, flavored (with fruit and berry flavors: lemon, blackcurrant, strawberry and raspberry). Delivery of different assortment and volume finished products carried out by road and rail in 40 regions of the Russian Federation. Note that the share of transportation by road is more than 90%, so we do not take rail transportation into account.

Company "B" does not have its own transport fleet and for the delivery of finished products, it again turns to the services of a 3pl operator, which delivers the finished product to 40 distribution centers throughout the Russian Federation. We list the names of some routes (Fig. 4):

Tab. four. The location of the distribution centers of the company "B".

Transportation of finished products to 40 regions is carried out in trucks with a carrying capacity of 20 tons. Further, each distribution center serves its own region and independently uses the services of local regional carriers to deliver products to the end consumer. In this work, we do not touch upon the issue of product delivery within each region, however, the principle of its operation is almost the same as the principle of transportation from the point of departure (Serpukhov) to delivery points in forty regions of the Russian Federation.

Problems of modeling, planning, optimization of MM transportation

Suppose we have a large 3pl operator that has been operating in the logistics services industry for over 20 years and has a reputation as a reliable partner in the MM transportation sector for over 15 years. Over the past decade, the 3pl operator has been gradually expanding its service portfolio and specializing in the provision of MM transportation services, turning them into priority its activities. The portfolio of services provided is gradually growing, as a result of which the list of carriers, vehicles and substation units, the number of tariffs, distribution centers, cross-docking sites, consolidation and deconsolidation criteria are increasing, the work schedule, the list of available transport links, etc. are changing. that in this business case, the operator does not have its own vehicles, substation, vessel, containers, warehouses, etc.

A practical challenge that a 3pl operator often faces in performing MM shipments is a cumbersome number of computational operations and their optimization. These above business processes and the complex interactions between their various participants can be effectively addressed through tactical TMS solution module.

For a visual representation, we will consider several stages of modeling and planning business processes:

Modeling of BP I-III MM TRS companies should be carried out taking into account real business constraints and solve problems that directly affect the cost of cargo transportation:

A tactical solution allows you to "lose" several options for the development of a business process. When modeling MM TRS, the degree of influence of individual parameters on the cost of transportation is traced. A complex change in these parameters allows you to reduce costs by 5-15%, thus choosing the best solutions and transportation plans.

The main stages of modeling MM TRS

For clarity, we describe a brief summary of the input and output (optimized) data blocks that are included in the main stages of modeling:

1. Orders- here you enter orders for transportation and also dimensions, number of boxes, product code, etc.
2. Location of objects- here you enter data on the physical location of ports and distribution centers and hubs, i.e. longitude, latitude, etc.
3. Hub– the role of each hub is determined, i.e. unloading and loading process. In our case, these are the ports of Kotka and St. Petersburg.
4. Gates- here the number of gates of each object (distribution center, port and warehouse), their attachment to specific cargo, etc. is fixed.
5. Transport arms– a list of available transport arms is entered for each vehicle and substation, gradation by tonnage, etc.
6. Containers- the number of available containers, their carrying capacity and dimensions are noted.
7. Product incompatibility- here the incompatibility of imported goods in one vehicle or PS is indicated.
8. Service– here it is indicated what kind of transport services the carriers provide: monomodal or multimodal, cross-docking services, etc.
9. Opening hours of objects- here is a detailed description of the work schedule of each object, i.e. distribution center, hub, ports, etc.
10. Product code- Each product is assigned a product code.
11. Consolidation class– product codes are determined for which consolidation is possible in the optimization process.
12. Merging goods in transit- the names of goods are entered, which are consolidated, if it is important for the end user to receive them in one vehicle or PS.
13. Tariffs– Tariffs are introduced for the use of TS, PS. The tariff can be calculated for mileage, idling, unit of goods, cross-docking operation, and so on.
14. Product grouping- the grouping of goods is set, taking into account the order of their unloading.
15. TS- here you enter the names of each vehicle and substation, the number of available units of the vehicle and substation, their carrying capacity, the dimensions of the vehicle and substation, the work schedule, the service radius of the vehicle and substation, and so on.
16. Generated optimized orders (Loads)– a list of optimized orders, including orders that do not meet the loopback criteria (see below and also Fig. 3).
17. Formed flights (Trips)– a list of optimized orders that meet the loopback criteria (see below and also Fig. 2).
18. Graphical representation– each order (before and after optimization) and trip can be analyzed on the network diagram (Fig. 3) and on the road map.

Rice. 2. Representing the formation of a loopback or flight

Rice. 3. Optimized Order Fulfillment Network Graph (Loads)

The modeling and planning procedure ends after filling in the main blocks. Next, we define optimization criteria.

In our business case, the optimization criteria are as follows.

• For BP1, containers are fully loaded, so cargo consolidation for this business process is not required. However, the choice of a suitable container among a huge number of suppliers (by minimum tariffs, dimensions, permitted transport arms and their availability schedule) is a difficult task and is solved by enabling the appropriate optimization function.
• For BP2, containers are moved from ports on trucks with platforms of different carrying capacity. Consolidation in this case is again not required, but it is necessary to coordinate the time of the vessel's arrival at the port with the schedules for the availability of trucks of the appropriate capacity. This problem is also solved by enabling the appropriate optimization function.
• For BP3, this business is very relevant, since the range of goods (tea) is large, and each region places the order in different proportions. Therefore, in this case, you should include the consolidation criteria and the function of generating loopback flights.

The role of the criterion for consolidation and the formation of looped flights for BP3

Every 3pl operator wants to use trucks efficiently. For example, after delivery of goods on the route Serpukhov - St. Petersburg, an empty truck on the way back is used to deliver goods to other customers. In a tactical solution, these criteria and the formation of loopbacks are modeled as follows (Fig. 2):

• minimize units of TS and PS to meet the demand for the delivery of goods;
• minimize the total empty run;
• rational use of the vehicle and PS after unloading at the destination;
• empty run for a distance of not more than 50 km in one flight is not included in the billing;
• the first consolidation takes place in the warehouse in Serpukhov; and the second consolidation - in the zone of 40 regions;
• it is allowed to release the truck within a radius of no more than 350 km from the point of formation of the flight;
• the minimum total distance with cargo in flight is 1000 km;
• the maximum load capacity of the truck is 20 tons.

Modeling makes it possible to consider all BPs integrally and dynamically change the MM TRS objects, which, accordingly, makes it possible to evaluate the contribution of each network object as a whole. Analysis of the model shows that the company can potentially reduce transportation costs by 5-15%. As already noted, this cost reduction pays off the cost of modeling and analysis within a few months.

Benefits of a tactical TMS solution

In conclusion, we can briefly list some of the benefits of a tactical TMS solution, which potentially include:

• reduction in transport costs, as demonstrated by the “what-if” scenario analysis of the existing MM TRS before and after its optimization;
• identification of weaknesses in the existing MM TRS and development of recommendations for their elimination;
• maximum rational use existing MM TRS facilities, taking into account the imposed business restrictions;
• service improvement;
• increasing the safety of imported goods;
• transparency MM TRS.

*Transport planning and management system TMS has three planning horizons:

• strategic planning: planning horizon from months to years;
• tactical planning: planning horizon from weeks to months;
• operational planning: planning horizon from minutes to days.

Strategic planning considers global challenges, such as choosing the best location for opening a new warehouse terminal or a new production unit in the face of existing business constraints, in order to minimize investment and improve service levels.

Tactical planning is modeling the transport and distribution network and conducting “what-if” analyses, i.e. playback of business scenarios according to various optimization algorithms, when the values ​​of the set parameters change in order to select the tactics of actions with minimal transportation costs.

Operational planning is a simulation of the implementation of the chosen planning tactics at the operational level. The optimal scenario is played in real time. With the interaction of various participants, such as carriers, shippers, consignees, the delivery of products is tracked from door to door.

1. Information support in multimodal transportation systems

Delivery of goods to international traffic associated with the constant exchange of information between participants in the logistics process. At present, it is practically impossible to ensure high-quality delivery of goods without timely provision of information to consignors, consignees, operators and representatives of the transport company.

Information flows in LANs can be divided into flows of an individual enterprise or transport company (micro level) and flows of interorganizational regional and interstate levels (macro level).

In transport systems, information flows of the following categories are distinguished:

1. Operational information about the loading / unloading of the vehicle.

2. Operationally accounting information on the fulfillment of vehicle loading norms

3. Reporting information on established indicators

4. Information about the location of the cargo

5. Information about technological processes inside container terminals

6. Information on the interaction between modes of transport

TS are large systems consisting of many links. The work of the transport system is accompanied by a large flow of information of a situational nature, because the transport process has a stochastic character, i.e. subject to external circumstances Negative consequences which cannot always be eliminated by preventive measures.

In transport systems built on the principles of logistics, the issue of accompanying the material flow with information flows is central to guaranteeing the stability of the system's controllability.

Information support for multimodal systems is of particular importance, due to the fact that these systems combine several modes of transport into one system to organize just-in-time delivery. Delivery of goods within the specified time is considered as the main indicator of the quality of customer service, while a feature of the transport process in international traffic is the difficulty of controlling vehicles and cargo units along the way.

To reduce shortcomings in the operation of transport, it is necessary to be more careful about the collection of information at all stages of its occurrence. the efficiency of the transport process depends on the efficiency and accuracy of accounting for income and expenses, on the speed of response to changing conditions external environment, transport market conditions and changes in prices for transport services, while the possibility effective management transport system depends not only on the availability of information, but also on its nature, technical means of obtaining and processing.

The creation of an information support system includes the issues of researching information flows based on requests from customers. Analysis of the application by a transport company or intermodal operator is a crucial moment in the relationship between the customer and the contractor and requires a detailed calculation for each element. Any system functions normally with synchronous MP and IP, but for systems built on the principles of logistics, it is necessary to receive some information ahead of time in order to reduce the risk in delivering goods within the just-in-time concept.

That. the development of information support in drugs is associated with the growing role of information in the circulation of goods and services, as well as with the increasing volume of information related to the MT.

2.Information interaction between the seller and the buyer in international trade

IP permeate the entire sphere of cargo circulation in international trade, while within the framework of the logistics approach, only those flows that are associated with material flows and stocks are considered ( accompanying documents, orders for goods, information about the movement of stocks in the warehouse or the movement of vehicles, etc.).

When organizing the interaction of consignors and consignees in international trade, appropriate information technologies are used. For example, when automating purchase orders, when negotiating and concluding contracts, when organizing the delivery of goods, which allows you to minimize the time of the logistics cycle from receiving an application to the receipt of goods at the client's warehouse.

Compilation of accompanying documentation is a particular difficulty in international trade, so electronic data interchange is used to automate procurement.

The shipped goods are assigned a unique barcode, which is included in all accompanying documents for automatic identification.

To improve the interaction between suppliers and buyers, an electronic business system is currently used, as the implementation of business processes in global computer networks.

E-Business - B2B.

The main e-business technologies include:

1. B2C e-commerce

2. Electronic Interaction with government organizations B2G

3. Electronic interaction with employees B2E

The main advantages of e. procurement:

1. Instant access to suppliers located anywhere in the world.

2. A transparent market where goods are easily available and the conditions for obtaining them are acceptable.

3. Automation of purchases by means of standard procedures.

4. Saving the time required for the purchase.

5. Reduced purchase costs.

6. The possibility of using outsourcing.

Most software products that automate the management of purchases of industrial or trade enterprises contains the following features:

1. Monitoring of contractual relations with suppliers and carriers

2. Control of obligations to pay for deliveries.

3. Generation of documents required for acceptance of goods at the warehouse.

That. the sphere of procurement is the initial part of the general commodity distribution chain, therefore, the work of the entire macrologistic system depends on the quality of procurement.

3. IP levels in the organization of the transport process

The entire array of information for the organization of the transport process can be divided into 4 levels in accordance with the stages of the transport process:

1. Pre-project solutions

2.Design stage

3. Implementation

4. Post-sales stage

At the 1st level of inf flow, the carrier or intermodal operator generates a package of messages, which includes information from the contract or application from the client.

The composition of information at the first level:

Cargo, container and packaging data

Rules for the carriage of goods

Dislocation of the consignor and consignee

Kind of transport

Delivery times

Customer requirements

Special transport conditions

Data from the analysis of operating conditions and features of the transport network in the region of transportation

Compiled preliminary route.

At the 2nd level of the information flow, an advancing flow of information is formed to prepare measures that ensure the transport process with minimization of the transport risk. At this stage, the following is carried out:

Choice of vehicle taking into account the information obtained at the stage of pre-project decisions

Preparing the vehicle for departure

Preparation of documents for transportation

Determination of the return time of the vehicle or container at the enterprise.

At the same stage, the shipper generates a package of information messages, including:

Ready time for shipment

Time of receipt of the vehicle for loading

Commodity-transport documents.

3 level of information flow. Accompanying, synchronous with material flow information that ensures safe and timely delivery of goods to their destination.

At this stage, a message package is formed that includes the following information:

On the route of the vehicle, indicating possible places of risk

The location of the cargo at a particular point in time.

Time of loading, unloading and movement along the route

End time on the route

Fixing the location of the vehicle on the route is necessary not only to control the timeliness of cargo delivery, but also to adjust the route in case of adverse circumstances.

Stage 4 includes information "after the action", i.e. processing and analysis of information after the implementation of the transportation process. This information includes reports on established indicators, identification of shortcomings in the organization of the transport process, etc.

This level of information makes it possible to take into account the shortcomings in the design and implementation of the transportation system, which makes it possible to increase its reliability in the future.

4. Basic means of navigation and control in transport

The transport economy is one of the functional areas that provides movement between suppliers and consumers in macro-logistics systems. Various information technologies are used to improve the efficiency of transportation. AT recent times on the highways to manage the flow of vehicles use geographic information systems, which are a set of tools for creating and displaying electronic cards terrain, drawing on them settlements, roads and route network. These tools are designed to plan road and rail routes with a visual representation of the route scheme and the legend of its movement.

When transporting goods in international traffic, satellite navigation systems are used.

Maritime transport uses the inmarstat satellite communication system, founded in 1979, and since 1988, proposed for the navigation of land and air transport.

On-board computers and tachographs are used on some vehicles, which makes it possible to significantly increase the circulation of information, to refuse travel documents and thereby save significant financial resources.

With the help of these technologies, the path of the vehicle is tracked, the level of fuel consumption is determined, the time spent by the vehicle on the road and other parameters are determined.

That. Information Support the transport process in international traffic is characterized by the complexity of the organization and contributes to the reliability of the functioning of the transport. systems.

1.3 Analysis of the prospects for organizing international multimodal and intermodal transportation by the airline.

Now in Russia there are about 350 airlines of various forms of ownership, which appeared on the basis of the once unified Aeroflot. Currently, most of the transportation in Russia is carried out by the so-called regional airlines. Most of the regional airlines appeared on the site of the former territorial offices civil aviation. Many of them still own airports, as in the days of the existence of the joint air squadrons. Having gained independence, many airlines were not ready to accept the burden of full responsibility, because in the days of a single Aeroflot, even the flight schedule was centralized. And the companies were forced to solve all the problems on their own.

What kind of aircraft should we fly? This question is being asked by many airline executives today. Of course, now civil aviation is going through difficult times. The main indicator of the current situation is the decline in traffic volumes on domestic airlines. Many airlines have reduced their traffic by more than 3 times. The equipment is idle, the period of its operation is a continuous process, and even if it flies a little, at a certain moment it is time to write it off. An analysis of the age of the aircraft fleet currently in operation shows that by about the beginning of 2000, airlines will no longer be able to cope with the existing volumes of traffic if they do not take care to renew the existing aircraft fleet.

However, this process brings with it many problems. It requires large material costs, which not all air carriers can afford. Solving the problem associated with the renewal of the fleet means maintaining the competitiveness of domestic air carriers, both in the global and domestic markets.

What is our aircraft fleet now? Approximately 1650 mainline aircraft. At the same time, 80% of long-haul traffic is carried out on aircraft that operate outside of the originally assigned resources. In 1996, 12% were written off, and by 2002 more than half of the main aircraft will have to be written off. About 20% of all transportation is carried out on "modern" domestically produced liners: Il-86, Tu-154M and Yak-42, which have been in operation for more than 10 years and are obsolete. Our air fleet consists of several thousand aircraft of local lines, most of them are An-2s. The serviceability of the aircraft does not meet the standards. For example, the degree of serviceability of the Il-86 fleet is slightly more than 50%, while the norm is 66%. Currently, 65% of all civil aircraft are out of order. As a result, only a quarter of our aircraft are in operation, while others are laid up, rotting in hangars. The general state of domestic aviation can be characterized in one figure - 85% of physical deterioration.

So, in 1996, there were 725 incidents related to the failure of equipment in the air, of which 8 could actually end in air crashes.

A scientific and technical council held at the Department of Air Transport came to the conclusion that out of 162 Tu-154 type aircraft tested, 135 need structural improvement. Considering that this aircraft is the main mode of transportation for most passengers in Russia, there is something to be afraid of.

The annual flight time of one long-haul aircraft is barely more than one and a half thousand hours. The best aircraft of local lines L-410 is idle due to lack of spare parts. The main types of aircraft that should replace the existing ones were identified a long time ago: on long-range air lines - Il-96 (modifications - 300 and M), on medium-sized Tu-204, Tu-214 and An-218, on short-range air lines - Yak -242, Tu-334-100 and Il-114M, in the An-70T and Tu-330 cargo class, the five-ton MiG-110 and Tu-130 aircraft, as well as cargo variants of the Il-96T and Tu-204S. But so far, only four types of aircraft have entered regular airlines: Tu-204 (Vnukovo Airlines, Kavminvodyavia and Perm Airlines and its cargo version Tu-204S in Aeroflot), Il-96-300 (Aeroflot) and Domodedovo Airlines"), Il-114 ("Uzbek Airlines"), as well as An-38, which received a residence permit in one of the airlines in Khabarovsk. The first two types are equipped with a PS-90 engine that has proven itself poorly. Its improvements are currently underway There are variants of these aircraft with Western engines.Thus, the Tu-204 is equipped with engines "Rolls Royce" (England), and the Il-9bM / T with the PW2337 engine manufactured by "Pratt Whitney" (USA).The prospects for obtaining these aircraft in the near future are vague. Currently, there are project proposals for dozens of aircraft for business travel, general purpose, different classes of carrying capacity, but their promotion to the market rests on the issue of financing. There are options for re-equipping existing aircraft with more economical Western-made engines. For example, in 1993, various Russian airlines and enterprises bought 182 aircraft: 71 planes and 111 helicopters for a total of 250 billion rubles. Slightly more than 10% of this amount is government investment, the rest is funds from enterprises and local sources of funding. Sixty percent of all aircraft, including 12 Tu-154M aircraft, were purchased by non-state enterprises for the purpose of operation, leasing or resale. And already in 1996, only 25 aircraft were ordered (13 Tu-204s for Kato Group and 12 Tu-154Ms for Iranian airlines). It is also worth emphasizing the fact that such aircraft as Il-96, Tu-214, Yak-42 and An-38 generally remained unclaimed (see Table 1). There is a project to equip Yak-40 aircraft with two Lacoming engines.

Table 1 Plan for the production of passenger aircraft in Russia in 1996

aircraft type	Production plan	Ordered	Customer
IL-96-300	9	0
Tu-204 (Ulyanovsk)	12	13	Kato groups
Tu-214 (Kazan)	2	0
Tu-154M	20	12	Iranian airline
Yak-42	8	0
An-38	5	0
Total	56	25

At the same time, many airlines do not have the money to get their aircraft after repairs. At the end of 1993, there were 50 aircraft and 80 helicopters at the aircraft repair plants. They were repaired, but not redeemed: the total debt to aircraft repairmen then amounted to 12 billion rubles.

The choice in favor of buying domestic aircraft, the prices of which are constantly growing and are already approaching the prices of Western aircraft, or leasing Western-made aircraft remains fundamental in the formation of a new fleet.

What should be the aircraft in the market conditions?

With coming market relations our operators were left alone with such a problem. We felt the difference between the level of domestic and Western technology with the advent of these relations. For example, in the production of engines, we lagged behind Western competitors by 15-20 years. In the former Soviet Union, this provision had no meaning, as there was no competition.

Manufacturers of equipment were interested in the release of new models of aircraft, rather than finalizing those already created. In terms of the number of different types of aircraft, we were confidently ahead of the entire planet. Yes, and, for example, many of our passenger aircraft came from military aviation (Tu-104, Tu-114 and others). Such was the state policy... Experts have calculated that for the normal operation of our air transport, only three or four models of aircraft are enough, which, at the same time, must be constantly modified. Until recently, not a single plant, not a single design bureau had certificates for their products. After all, just yesterday, when releasing an aircraft, manufacturers accompanied it with a long list of necessary improvements - for the elimination of each of them they received decent money from the state.

Now the extension of the resource of used equipment has generally become a formality. In order to save money, the factories decided to limit themselves to simple replies. The manufacturer gives the right to the operators themselves to decide whether the device will fly or not. This situation is reminiscent of the traditional Russian "maybe it will fly".

The main requirement for a new aircraft at present remains high fuel efficiency, since it allows to significantly reduce the cost of aviation fuel both in absolute and relative terms. The next most important requirement is the reliability and safety, resource and efficiency of methods and means of monitoring the state of equipment in operation, because this set of characteristics determines the possibility of achieving a high level of capital investment turnover and preventing potential losses from accidents and incidents.

The most important condition is the creation of a system of after-sales support by the airline manufacturer, including training of crews and technical personnel, equipment of maintenance bases necessary equipment, uninterrupted supply of spare parts and, of course, reasonable price and terms of payment.

Many airlines were left without financial opportunities to purchase new airliners. And those who have purchased domestically produced aircraft are not satisfied with the results of their operation. Thus, in 1995, Aeroflot was forced to replace 31 failed PS-90 engines in a fleet of five Il-96-300 aircraft at its own expense - an average of 6.2 engines were replaced per four-engine aircraft per year. This is an unsatisfactory result, given that the airline has invested more than 200 billion rubles in the Russian aviation industry, and as a result received a "raw" aircraft. The solution is seen in leasing foreign equipment. It has already become customary to see the abbreviation of Douglas, Airbus industry and Boeing aircraft in the schedules.

A very important circumstance is the appearance on our domestic market foreign liners leased by some of our airlines. This indicates the beginning of a fundamentally new stage in the development of Russian civil aviation - real competition between domestic and foreign aircraft in the domestic market. And this must be taken seriously.

The fact is that the prices for manufactured aircraft have come close to their Western counterparts. Thus, the cost of the Tu-204-200 is about 30 million US dollars. At the same time, according to the Western press, more than eighty used DC-9 aircraft of various modifications are currently offered for sale or lease at prices ranging from 750 thousand US dollars (DS-9-10 / -20) to 6.2 million dollars (DS-9-50), that is, two to three million on average. Then, with an average monthly rental rate of about one percent of the price of an aircraft, airlines would pay $20,000-30,000 per month for rent. By increasing it one and a half times to take into account the cost of spare parts, since the aircraft are not new, we get 30-40 thousand dollars a month, including periodic Maintenance.

There is something to think about our business leaders. Before the onset of the financial crisis, with the current levels of tariffs for passenger and cargo transportation, the profitable operation of these aircraft was quite real. And their advantages are in fuel efficiency (25 g / pkm compared to 30 g / pkm for the most economical among domestic aircraft Tu-154M), reliability, the ability to provide a flight of six to ten hours a day, a well-established system technical support and so on, made these aircraft very attractive for Russian airlines. The operation of DC-9 aircraft opens the way for newer and completely new aircraft such as MD-82/-88 and MD-91/-95, which are currently offered at prices ranging from 15 to 24 million US dollars. The cost of some aircraft are presented in table. 2.

Table 2.

Residual value of some types of Western-made aircraft

(in million US dollars)

aircraft type	Year of issue	1996	2001	2006	2011
A-320-200	1992	33,1	28,4	24,5	20,8
B-727-200	1978	2,5	1,8	1,3	0,6
B-737-300	1990	23,9	18,0	15,4	12,4
B-747-400	1993	111,2	104,5	90,3	76,9
B-767-300	1993	70,6	68,9	60,3	50,9
MD-11	1993	85,1	77,7	67,0	56,9

This is also the case with the Boeing-737 and Boeing-757/-767 family aircraft. For example, the Transaero airline, having started operating the used B-737-200, is now gradually switching to a newer modification of this B-737-700 aircraft. The airline did the same with the B-757-200 aircraft taken a few years ago. The fact is that, having mastered an aircraft of this type, pilots can: operate a more spacious B-767 aircraft, thanks to similar on-board equipment. So, in 1998, the airline leased a B-767-300, an aircraft that any of our airlines could envy. Of course, we should not forget about the not so successful experience of operating leasing equipment, as happened in the case of the A-310-300 Almazy Sakha Airlines, Boeing-757-200 Baikal and DS-10-ZO KrasAir. The main thing, of course, is the effective demand for transportation and a clearly defined scope of work, and not just simple equipment, as was the case with the KrasAir DS-10-30. Yes, and the state, in the case of KrasAir, "set the bandwagon" to the domestic air carrier. Almost a year after the import of the first aircraft, the State Customs Committee issued an explanation on the use of preferential conditions for the "temporary import" of transport equipment. The DC-10 aircraft, issued under this category, did not fall under these preferential conditions, and the customs office already “backdated” charged the full customs duty on them. From the date of import (approximately 3% of the cost of the aircraft per month, or 36% of 20 million US dollars per year) plus, of course, late fees. A possible way out of this situation may be the creation of an effective mechanism for leasing (financial or operational) of domestic aircraft. Of course, here we are talking about new types of aircraft, such as Tu-204, Il-96. Using this technique, the airline needs to separate the aircraft and the engine. Moreover, not acquiring an engine, but making payments with the Perm Motor Plant for a "serviceable flight hour", KrasAir decided to take this path.

Unhealthy competition and the monopoly of certain privileged airlines have led to the fact that, with a decrease in the total volume of air transportation by an average of 2.5 times, the accident rate in air transport has increased by more than 5 times.

For the sake of maintaining their own profitability, airlines go to the transportation of "left" tonnage. For many of them this main source income. At the same time, for the sake of obtaining the so-called "black cash", the leaders neglect the safety of passengers and members of their own crews.

So, for example, on August 10, 1996, at the Yakutsk airport, an inspection check of the Il-76 found on board the cargo Il-76 almost 24 tons of unaccounted for weight, while, taking into account the weight of the fuel, the take-off weight of the aircraft would be as much as 210 tons, which significantly exceeds the maximum take-off weight , the mass for which an aircraft of this type is designed. During the investigation, it turned out that the plane belonged to the Samara airline, but was operated by the Moscow-based Vityaz airline, whose license was terminated back in 1993, and the Il-76 itself was not in the register of operators at all. What such "overloads" lead to is already known to everyone. So on January 8, 1996, the fall of an overloaded An-32 of Vnukovo Airlines on a busy area of ​​​​Kinshasa led to the death of 297 people. Another example occurred in Kamchatka in April 1996, when an Il-76 crashed short of reaching the airport due to lack of fuel in the fuel tanks.

The fall in traffic volumes in 1998, caused by the onset of the crisis, had the least effect on charter carriers, while regular airlines lost 15 to 25% of their passengers. Many regional airlines had to abandon the operation of international airlines, so the KrasAir airline, which planned to organize flights to the United States, was forced to abandon this project, because the entry of airlines into the international market now requires significant financial resources. But the decline in the volume of work among regional airlines was not observed everywhere. For example, the volume of work among the airlines of the interregional territorial administration of the Central regions increased by 30.3%, in the North-Eastern region by 55% and in the Krasnoyarsk MTU by 11%. However, in the country as a whole, this indicator decreased by 10.9%. In 1998, the East-Siberian MTU, Sakha (Yakutsk) MTU and Komi MTU became the leaders in terms of traffic reduction among the regions.

In the current situation, it is difficult to judge what are the prospects for the further development of our aviation enterprises and aviation in general. Among the ways out of this situation, it seems to me possible to merge or combine several airlines into one. In developed Western countries, there are several large airlines, the competition between which is quite high. In turn, many of them were formed through mergers or acquisitions. You can give an example of the American "United airlines" and "US airways", the English "British airways" and the interstate "SAS". I think a series of bankruptcies will push the airlines to merge. Even in the former USSR there were regional associations - regional departments of civil aviation, uniting several squadrons on a geographical basis. Entering the international market alone seems nebulous. Thus, there are many examples of unsuccessful attempts by our airlines to stay on the market, although studies show that international flights are now the most promising, and especially charter tourist flights. For example, many Spanish airlines specialize only in charter flights ("VSM", "LTE" and "Futura" and others), and for some, the experience of charter flights has helped in entering the regular flight market ("Spainair" and "Air Europa" ).

The pricing policy of regional carriers depends mainly on competition on the operated lines and on the territorial features of the region. In different conditions, airlines behave differently. For example, the Saratov Airlines is a monopoly on the Saratov-Moscow route, offering flights to Sheremetyevo and Domodedovo airports, thereby making convenient connections with flights to the eastern part of the country and international lines, but the presence of a direct railway connection does not allow the airline to use their exclusive right on this line to the full extent and introduce higher tariffs. On the other hand, Sakha Avia, in the absence of a railway connection and being a monopolist on the Yakutsk-St. Petersburg line, can afford to operate flights on this line with a 14% profitability and a fare of 2,400 rubles. Moreover, on an approximately the same length of the airline to Moscow, the airline keeps a fare of 1,700 rubles, while having zero profitability. The difference is that on the Yakutsk-Moscow route there is fierce competition with two other airlines - Domodedovo Airlines and Diamond Sakha, and the fare for transportation on this airline is the same for all airlines.

In the current situation after the events of August 17, and the ensuing decline in traffic volumes, many airlines are in an extremely difficult position. After all, even an increase in the level of tariffs by 10% can lead, according to the leaders of the FAS, to a proportional decrease in traffic volumes, which could be irreversible for many airlines. Therefore, many regional airlines were forced to choose their own pricing strategy. So, some simply raised prices for all flights, while reducing unprofitable ones, while others left tariffs at the same level. Some airlines have lowered prices in an attempt to retain passengers, introduced various benefits for various groups of the population, such as Domodedovo Airlines, or increased free baggage allowances. Other airlines have organized additional services to attract passengers to their flights. So, Siberia Airlines continues to surprise passengers by introducing a new rather unusual service: right in flight on a number of airlines, such as Moscow-Novosibirsk, St. Petersburg-Novosibirsk and international lines, you can order a taxi at a reduced rate from the airline's home airport - "Tolmachevo" to Novosibirsk and throughout the Siberian region. This became possible after the conclusion of an agreement with the taxi company "Grand Auto". Good service and moderate price policy gives good results for the airline. But still, for the industry as a whole, the increase in tariffs was about 6.9% in 1998, which is lower than the 24.8% in 1997.

If we consider the structure of expenses of a typical airline (see Table 3), we can see that expenses in 1998, compared with 1997, for fuels and lubricants, airport expenses and maintenance and repair (constituting more than 50% of all expenses ) remained almost unchanged or decreased, expenses for wages and depreciation also decreased, only expenses for leasing and other expenses increased. The latter indicates the withdrawal of a certain share of fixed assets (aircraft, etc.) from circulation and the involvement of third-party aircraft in operation.

Table 3

The structure of the airline's expenses, in %

Expenses	1997	1998
Salary with deductions	9,1	8,88
Fuels and lubricants	23,05	21,5
Airport	15,55	15,0
Maintenance and repair	16,21	16,21
Air navigation support	5,94	5,4
Depreciation	5,85	4,93
Leasing and rental	4,65	6,68
Other	19,7	22,4
Total	100	100

It would seem that airlines should go bankrupt and there are a lot of reasons for that. During 1998, 50 airlines ceased to exist, of which 11 were merged into five larger ones. And this process will continue, and the separatism that was at the beginning of the reforms is already gradually being replaced by consolidation and amalgamation into more powerful enterprises, especially since, as you know, it is easier to "survive" together. But I think that for the 30 main Russian airlines this process of bankruptcy will not be something inevitable. And the currently operating, currently 77 regional airlines, may be united into more powerful territorial organizations. This process may also affect 93 local carriers, which may subsequently merge into several regional ones.

Russian air carriers should actively participate in conducting market research and scoping work to optimally meet the demand for traffic. Find and open new airlines, using the existing fleet of aircraft more efficiently. At the same time, airline managers should compare financial opportunities with needs, and, of course, one should not rely on some kind of "financial gifts" from the state. It is necessary to find solutions on our own and think not only about our own ambitions, but also about the prospects for further growth and development of the airline as a whole.

Another way out of this situation is the development of multimodal and intermodal transportation.

Since the export and delivery of goods from airports is carried out by cars, almost all cargo transportation by air is intermodal. However, there is another reason to consider a significant proportion of air transport as intermodal. The fact is that transportation by air is carried out mainly over long and ultra-long distances. Thus, the average distance of transportation of one ton of cargo by Russian air transport in 1999 was more than 3 thousand km. In this case, if the cargo is transported by land, then it would be intermodal transportation. With long-range air-land transportation, the client receives a double benefit: part of the way the cargo passes from high speed, which is provided by air transport, and the other part of the way, the cargo is transported at significantly lower rates for land transportation. As a result, the shipper can receive the cargo "just in time", and even save money. Mixed aviation and sea transportation developed in the 60-70s. An example of using the delivery of goods in standard 20-foot containers is their transportation by sea between Yokohama and Nakhodka, and then by air in IL-76 aircraft between Artem airports (Primorsky Krai, delivery by road from Nakhodka to Artem) and Luxembourg. The most economical is the use of unloaded air routes with cargo transshipment at intermediate airports from standard 20- and 40-foot containers delivered by sea to aviation ones. Examples of such transport schemes are the transportation of household electrical equipment, office equipment, spare parts, etc. in the direction: Japan - Vancouver (sea); Vancouver - Montreal (railway); Montreal - European airports (air transport). Another example: Hong Kong - Dubai (Sharjah) - by sea, and then to European airports (air transport).

There is an increase in air freight traffic both in absolute and relative terms compared to the growth in passenger traffic. Thus, the volume of cargo transportation by air in international traffic in 1999 amounted to 16.8 million tons. their volume should increase by almost a third and amount to 20.7 million tons.

A significant increase in the volume of cargo transportation by air is explained by the advantages that air transportation gives to the client in comparison with other modes of transport. The main advantages are lower insurance premiums, since the likelihood of theft, loss and damage is less than on land modes of transport; the cost of tare and packaging is also lower. The reduction in the cost of tare and packaging is explained by the fact that air transportation, especially compared to sea transportation, practically does not cause damage to the cargo due to its short duration and the absence of shocks and pitching.

In table. 4 shows a typical analysis of the cost of transportation industrial equipment different types of transport. The data in the table shows that if we analyze the transportation as a whole for all its elements "from door to door", then the client can achieve significant cost savings, despite the higher air fare.

Table 4

The structure of the cost of transporting industrial equipment by mode of transport

(in British pounds sterling)

Types of expenses	Kind of transport
	Railway	Nautical	Aviation
Insurance Downtime and other expenses Agency costs Port dues Customs clearance Container and packaging
Total:	347,10	334,16	251,36

In addition, cost savings are possible due to a decrease in the level of inventory in an enterprise served by air transport. In turn, lower inventory speeds up inventory turnover and lowers inventory costs per unit.

Each national airline has its own hub. So, for Air France - this is Paris, for KLM - Amsterdam, for Lufthansa - Frankfurt am Main. Cargoes are delivered to key points by aircraft of smaller capacity, serving radial routes, where they dock with mainline aircraft of larger capacity. This system of transportation, which is called "hub and spoke", has spread to other modes of transport, in particular, to mixed railway- road transport. From airports, most of the cargo, as already noted, is exported or imported to airports by road. Road transport is used for the delivery of goods in the intermodal air-ground communication, because. compared to other modes of transport, it is easier to adapt to the schedule of departure and arrival of aircraft. In turn, each airline seeks to capture the intermodal transportation market, to this end provides the necessary frequency of flights, flexibility of routes, and for its part seeks to link cargo transportation with traffic on other modes of transport in order to ensure a given delivery time.

As with other modes of transport, containerization of transportation is carried out by air. It became possible with the advent of wide-body aircraft such as the Boeing 747. Since then, the volume of non-containerized shipments by individual places has noticeably decreased. So, according to the American Air Transport Association (ATA), back in the early 80s. more than 40% of the volume of cargo transported by air was in containers. For air transportation, standard (ISO) containers are used for land, for example, sea transportation, 8x8x20 feet in size; aviation containers of the same size (tare weight is 2 times lower than the tare weight of standard 20-foot containers); special aviation containers, called "Igloo", American - types A-1; A-2; international (IATA) - types 3, 5, etc., fig.__. However, end-to-end container air-land transportation in standard containers (8x8x20 feet) is underdeveloped, although there are examples of such transportation, for example, in the USA. One of these end-to-end schemes involved 2 clients, 2 airlines, a shipping company and a leasing company. So, in San Juan (Puerto Rico), two standard 20-foot containers with components for computers were loaded on an American Airlines plane to a factory in Boston. There, the cargo was unloaded from the containers, and they were loaded to computers and to the address of another plant of the same company, located in Tokyo. From Boston, these containers loaded with computers were sent by car to New York, from where they followed Japan Airlines.

Rice.__. Special aviation containers "Igloo":

a) type 3 (IATA); b) type 5 (IATA).

After unloading in Tokyo, the containers were loaded with Olympus cameras and followed to the USA. This cargo was shipped by a Maersk Line ocean-going vessel to Long Beach, from there by road to Los Angeles Airport, from where one of the containers was on an American Airlines plane to Chicago and the other to New York. After the cameras were delivered to these two points, both containers were loaded by forwarders with a passing general cargo and sent to the point from where they started their movement - San Juan.

However, such transportation using standard containers throughout the route is quite rare, as it is expensive for airlines due to the large tare weight.

Thus, the tare weight of sea 20-foot containers is 5 thousand pounds (2.27 tons). However, since the fittings of these containers do not allow them to be secured inside the aircraft, the containers are slinged to the pallets and this adds another 800 pounds (360 kg) to the total tare weight. In addition, the use of standard containers does not fully use the volume of the aircraft, since their height is 8 feet, and, for example, in a Boeing 747 aircraft, cargo can be stacked to a height of 10 feet. True, in this case it would be possible to use special high-capacity containers with a height of 10 feet, but they are inconvenient for intermodal transportation. When transported on some types of aircraft, such as DC-10, the side space on both sides of the container is not used. Considering that one unit of fuel is consumed per four units of mass of the transported cargo (or tare), the use of containers can adversely affect economic efficiency air transportation. Their use is thus limited only to large aircraft on main routes.

Some companies use a transportation scheme that eliminates these difficulties. Thus, the American company Sea Tigers transports electronic household appliances from Far East in sea containers that follow by sea to the port of Los Angeles, then transported by road to the Flying Tigers terminal at Los Angeles International Airport. Here the cargo is reloaded into air containers or onto pallets and goes to destinations located in Europe, the USA or South America on Boeing 747 cargo aircraft. - half the cost of delivery by pure air transport.

As for special aviation containers, they can be divided into two types: air-ground sized 8x8x20, adapted for the Boeing 747 aircraft and various types of ground facilities, and aviation Igloo, adapted to a specific type of aircraft and not corresponding to another type of aircraft and dimensions ground vehicles. Due to the fact that aircraft of different designs and types have different sizes, incompatibility problems may arise when transshipping containers from one type of aircraft to another. Therefore, the consignor, when sending cargo on a pallet or in a container, must know what type of aircraft it is, on which deck the cargo will be located, otherwise it may have difficulties with acceptance for transportation on this flight or with transshipment to another aircraft, since the container may not match the specific type of aircraft. Air-ground containers can also be called intermodal, since they can carry out through transportation. The tare weight of such containers is only 2200 pounds (about 1 ton), i.e. 2 times less than standard shipping containers.

Practice has shown that the average size of shipments of general cargo by air is much less than by other modes of transport. Air shipments are small shipments and are similar to LTL or LCL shipments (less than the capacity of a trailer or container when transported by land transport). Even consolidated shipments organized by air freight forwarders are smaller than equivalent ground shipments. Therefore, most air containers are smaller than 8x8x20 feet, i.e. sizes of intermodal air containers, and are poorly suited for intermodal transport. Igloo Aircraft Containers, which meet the International Air Transport Association (IATA) standards, are designed specifically for the upper, main or lower deck of an aircraft and maximize the use of the width and other dimensions of the aircraft. Attempts have been made to find the use of standard intermodal air-ground containers, taking into account the small-scale cargo shipments. For example, Boeing implemented the idea of ​​"intermodal modules" - a family of strong, lightweight, inexpensive, standard-sized boxes that can carry cargo by any mode of transport and are easy to reload from one mode of transport to another, including air, road, water and railway.

The dimensions of the intermodal modules are shown in Table 5.

Table 5

Dimensions of intermodal modules.

Intermodal modules have the following advantages:

1. They are lighter and cheaper than standard air containers.

2. They are reusable, because are multi-turn.

3. They can be folded if they are empty.

4. The lid is equipped with a locking device and the possibility of sealing the load.

5. They can be moved by forklifts.

6. In terms of their dimensions, they correspond to the dimensions of trailers used in both the USA and Europe. Their dimensions are also a multiple of the dimensions of intermodal containers 8x8x20 feet.

7. Since cargo operations are carried out quite quickly, the use of intermodal modules reduces unproductive downtime of vehicles during the export and delivery of goods compared to transportation in separate places.

8. They are convenient for collecting cargo shipments from various small customers before mainline air transportation and delivering them to different consumers after such transportation.

Despite the numerous advantages, the use of intermodal modules has not found any significant acceptance, perhaps because the modules are not as strong as metal or plastic pallets or conventional containers.

As already noted, weight loads have a great influence on the cost of transportation by air transport, therefore, along with containers, cargo transportation on pallets (pallets) has also become widespread. The mass of pallets is much less than the mass of the container. At the same time, pallets are also a means of consolidating cargo, like containers, and also facilitate loading and unloading.

As a result of the ever-increasing volume of air transport, entire "cargo cities" have sprung up around major airports. Container stations have appeared on their territory, where containers are assembled and dismantled. The same work can be carried out at the airport cargo terminal, but it usually cannot cope with peak loads. Considering that most of the cargo gravitating towards air transport is in the form of separate places, each of which is destined for hundreds or more consumers at the transshipment point, airlines, as well as freight forwarders and other intermediaries, often use the services of container freight stations. Tariffs for work performed at container freight stations are usually lower than discounts provided by airlines for the transportation of containers, so it is beneficial for shippers or consignees to pay the container station for this work, and then receive a discount from the tariff from the airline.

... ; land issue; the interdependence of the development of airports and other elements of the air transport system; current trends and projects of the airport development concept. The state of the airport and airfield network: The system-wide crisis of civil aviation in Russia led to a reduction in the volume of air transport work in the industry from 86.0 million passengers in 1991 to 20 million in 1993 ...

Income in the country's GDP. Every year, international tourism occupies an increasingly leading position on the world stage. CHAPTER 2. CURRENT STATUS AND PROBLEMS OF THE DEVELOPMENT OF INTERNATIONAL TOURISM 2.1 Analysis of world trends and prospects for the development of tourism in certain regions of the world world economy individual needs to be considered...

And wholesale suppliers, certifying and licensing organizations, companies operating in the advertising market, educational institutions. 3. Prospects for development wholesale trade Based on the analysis of the problems facing the trade sector in the Russian Federation, it is possible to formulate 7 key objectives of the strategy: Improving the efficiency of regulation of the trade sector Development...

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1 UDC Tipushova I.O. 4th year student, Institute of Energy and Transport Systems Saratov State Technical University named after Gagarin Yu.A. Russia, Saratov Supervisor: Evseeva A. A. Candidate economic sciences, Associate Professor of the Department "Organization of transportation, traffic safety and car service" Saratov State Technical University named after Gagarin Yu.A. Scientific adviser: Krasnikova D.A. Candidate of Economic Sciences, Associate Professor of the Department "Organization of transportation, traffic safety and car service" Saratov State Technical University named after Gagarin Yu.A. RELEVANCE OF THE APPLICATION OF THE MULTIMODAL TRANSPORTATION SYSTEM IN THE WORLD Annotation: The article discusses the effectiveness of multimodal transportation in international traffic. Basic principles of functioning of the multimodal system. Keywords Keywords: multimodal freight transportation, transportation, economics, transport industry.

2 Tipushova I.O. student 4 year, Institute of Energy and Transport Systems Saratov State Technical University named after Gagarin Yu.A. Russia, Saratov Scientific adviser: Evseeva A.A. Candidate of economic sciences, associate professor of the department "Organization of transport, traffic safety and car service" Saratov State Technical University named after Gagarin Yu.A. Scientific adviser: Krasnikova D.A. Candidate of economic sciences, associate professor of the department "Organization of transport, traffic safety and car service" Saratov State Technical University named after Gagarin Yu.A. ACTUALITY OF APPLICATION OF MULTIMODAL TRANSPORTATION SYSTEM IN THE WORLD Abstract: The article examines the efficiency of multimodal transportation in international traffic. Basic principles of the multimodal system. Key words: multimodal freight transport, transportation, economy, transport. The internationalization of production and exchange intensifies competition among transnational corporations, which are forced to reduce the unit costs of production and distribution in order to increase the competitiveness of their products, in particular, by reducing the transport component in the final cost of goods. Considering

3 Russia's entry into the World trade organization, its advantageous geopolitical position is very important to adapt in a timely manner to the use of multimodal transportation for effective organization transportation process. By and large, any transportation is multimodal. At the same time, increasing demand, promoting the growth of trade, meeting the needs of customers in the global market, has put the logistics industry in a difficult position. Factors such as increasing traffic congestion, rising fuel prices and changing conditions environment have led the industry to rethink its business models. Logistics companies are looking for various business models to deal with everyday problems with minimal costs, optimal logistics route and time savings in cargo delivery. Freight intermodal transport or multimodal freight transport is a strategically important type of transport activity. Fig.1 Road congestion Fig.2 Dynamics of fuel cost for years One of the main tasks of the formation of the transport industry is to increase the volume of multimodal transport of goods, because it reduces the imbalance between different modes of transport and,

4 thus optimizes the transport system to meet the needs of economic growth and sustainable development. Thus, the modern formation of the transport industry is focused on increasing and expanding the use of multimodal transportation. Multimodal transportation is the transportation of goods under one contract, but performed by at least two modes of transport. At the same time, the company organizing such transportation is responsible for the entire transportation process, even if delivery is carried out by different modes of transport (sea vessels, trains and cars). One company is responsible for the delivery of goods at all stages. The operator of mixed (multimodal) transportation acts as such a company. The owner of the cargo only needs to issue documents for the goods. A multimodal transportation operator may be a person who, on his own behalf or through another person acting on his behalf, concludes a mixed (multimodal) transportation agreement and acts as a party to the agreement, and not as an agent or on behalf of the shipper or carriers who participate in multimodal transportation, and takes responsibility for the implementation of the contract. Rice. 3 Possible schemes for combining transport for the delivery of goods.

5 A multimodal transport contract is a contract under which the multimodal transport operator, in return for the payment of carriage charges, undertakes to perform or arrange for international multimodal transport. A multimodal transport document is a document certifying a multimodal transport agreement, the acceptance of cargo by the multimodal transport operator, as well as its obligation to deliver the cargo in accordance with the terms of this agreement. The effectiveness of multimodal transportation lies in the fact that the main advantages of each mode of transport are used: - cost; -speed; -accuracy; - environmental safety of delivery. The main principles of functioning of the multimodal system are as follows: -uniform commercial and legal regime; -complex solution of financial and economic aspects of the system functioning; - the use of electronic data interchange (EDI) systems that provide tracking of the movement of cargo, transmission of information and communication; - unity of all links transport chain in the organizational and technological aspect, a single form of interaction and coordination of all links in the transport chain that ensure this unity; - cooperation of all participants of the transport system; -complex development of transport infrastructure of various types of transport. Multimodal transportation has the following advantages:

6 - Reducing the cost of the customer. In any case, cooperation with one company will cost less than working with different individual carriers. - Reduced delivery time. If you connect the aircraft and vehicles, then the transportation of goods will take much less time than its transportation only by trucks. -Ability to deliver cargo from anywhere in the world. For companies engaged in foreign economic activity, multimodal transportation is a real treasure. They can easily deliver goods from any state, even though it is located on another continent. Distances are not important here. - Cargo safety. If you work with one company, then all responsibility for the safety of the cargo lies with it. In turn, choosing different carriers, it is impossible to guarantee that during the transfer of the goods it will not be damaged. Thus, the analysis of the possibilities for the development of multimodal transport in Russia showed that the potential for the development of this type of transportation is quite promising. However, at present they are practically not used. Need to implement A complex approach between the management of Russian railways, motor transport enterprises and intermediaries. With the introduction of multimodal transport in Russia, a new transport alternative can be created, focused on the best direction for the functioning of the entire transport system as a whole.

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