Transportation of non-metallic and inert materials. Professional transportation of inert materials. Tariffs for the delivery of inert materials

Route No. 1 A1B1-B1A1 - 5 riders (pendulum with reverse idle run)

Route No. 2 A3B3-B3A3 - 6 riders (pendulum with reverse idle run)

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

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

Check: 5 + 6 + 1 + 15 \u003d 27 riders.

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

Route number 1.

Initial data:

Q days \u003d 100t

tp-p \u003d 0.66

1. Route length:

L m \u003d L er + L` x \u003d 8 + 8 \u003d 16 (km)

2. The time spent by the car per revolution:

t about \u003d L m / V t + t p-p \u003d 16/25 + 0.66 \u003d 1.3 (h)

3. Number of turns along the route:

4. Daily vehicle productivity:

V working d. \u003d q n * Jc * Z about \u003d 20 * 1 * 12 \u003d 240 (t)

5. Daily productivity of PS:

W r.d. \u003d q n * Jc * Leg * Z about * \u003d 20 * 1 * 12 * 8 \u003d 1920 (t.km)

6. Daily mileage of the car along the route:

L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 16 * 12 + 3 + 9-8 \u003d 196 (km)

L gr \u003d Leg * Z about \u003d 8 * 12 \u003d 96 (km)

8. Usage factor of mileage:

B \u003d L gr / L day \u003d 96/196 \u003d 0.48

9. Actual time on duty:

T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.3 * 12 + (3 + 9-8 / 25) \u003d 15.76 (h)

e \u003d L day / T n.f \u003d 196 / 15.76 \u003d 12.43 (km / h)

11. Operational number of vehicles operating along the route:

A E \u003d Q day / V p.d \u003d 100/240 \u003d 0.41 (auto)

12. Number of car-hours in the order along the route6

ACh n \u003d A E * T n.f. \u003d 0.41 * 15.76 \u003d 6.4 (auto-h)

13. Vehicle-days in service:

HELL e \u003d A E * D e \u003d 0.41 * 60 \u003d 24.6 (auto-dn)

14. Total mileage of the car along the route:

L total \u003d L days * HELL e \u003d 196 * 24.6 \u003d 4821.6 (km)

15. Loaded car mileage along the route:

L` gr \u003d L gr * HELL e \u003d 96 * 24.6 \u003d 2361.6 (km)

16. Volume of traffic:

Q \u003d V p.d * HELL e \u003d 240 * 24.6 \u003d 5904 (t)

Freight turnover:

P \u003d W p.d * HELL e \u003d 1920 * 24.6 \u003d 47232 (t.km)

Route number 3.

Initial data:

L n2 \u003d 6km s1 = 1

T n \u003d 16h t \u003d 25km / h

t p-p \u003d 0.66 h

1. Route length:

L m \u003d L eg + L x \u003d 9 + 9 \u003d 18 (km)

2. PS turnover time:

3. Number of turns along the route:

Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16- (11 + 6-9) / 25) / 1.38 \u003d 11 (about)

5. Daily productivity of PS:

W r.d. \u003d q n * J with *

6. Daily mileage of a car along the route:

L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 18 * 11 + 11 + 6-9 \u003d 206 (km)

L gr \u003d L er * Z about \u003d 9 * 11 \u003d 99 (km)

8. Usage factor of mileage:

B \u003d L gr / L day \u003d 99/206 \u003d 0.48

Actual time in the outfit:

T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.38 * 11 + (11 + 6-9 / 25) \u003d 15.5 (h)

Vehicle operating speed:

e \u003d L day / T n.f \u003d 206 * 15.5 \u003d 13.29 (km / h)

Operational number of vehicles operating along the route:

A E \u003d Q days / V p.d \u003d 80/220 \u003d 0.36 (auto)

Number of car-hours in the order along the route6

ACh n \u003d A E * T n.f. \u003d 0.36 * 15.5 \u003d 5.58 (auto-h)

Vehicle-days in operation:

HELL e \u003d A E * D e \u003d 0.36 * 60 \u003d 21.6 (auto-dn)

14. Total mileage of the car along the route:

L total \u003d L day * HELL e \u003d 206 * 21.6 \u003d 4449.6 (km)

Loaded car mileage along the route:

L` gr \u003d L gr * HELL e \u003d 99 * 21.6 \u003d 2138.4 (km)

Traffic volume:

Q \u003d V p.d * HELL e \u003d 220 * 21.6 \u003d 4752 (t)

Freight turnover:

P \u003d W p.d * HELL e \u003d 1980 * 21.6 \u003d 42768 (t.km)

Route number 3

Initial data:

L n2 \u003d 4 km s1 = 1

T n \u003d 16h t \u003d 25km / h

t p-p \u003d 0.66 h

1. Route length:

L m \u003d L eg + L x \u003d 9 + 9 \u003d 18 (km)

2. PS turnover time:

T about \u003d L m / V t + t p-p \u003d 18/25 + 0.66 \u003d 1.38 (h)

3. Number of turns along the route:

Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16- (10 + 4-9) / 25) / 1.38 \u003d 11 (about)

4. Daily productivity of PS:

V working d. \u003d q n * J c * Z about \u003d 20 * 1 * 11 \u003d 220 (t)

5. Daily productivity of PS:

W r.d. \u003d q n * J with * L er * Z about \u003d 20 * 1 * 9 * 11 \u003d 1980 (t / km)

L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 18 * 11 + 10 + 4-9 \u003d 203 (km)

7. Loaded mileage along the route:

L gr \u003d L er * Z about \u003d 9 * 11 \u003d 99 (km)

8.
Mileage utilization rate:

B \u003d L gr / L day \u003d 99/206 \u003d 0.48

Actual time in the outfit:

T n.f. \u003d t about * Z about + (L n1 + L n2 - L` x / V t) \u003d 1.38 * 11 + (10 + 4-9 / 25) \u003d 15.38 (h)

Vehicle operating speed:

e \u003d L day / T n.f \u003d 203 * 15.38 \u003d 13.19 (km / h)

Operational number of vehicles operating along the route:

A E \u003d Q day / V p.d \u003d 20/220 \u003d 0.09 (auto)

Number of car-hours in the order along the route6

ACh n \u003d A E * T n.f. \u003d 0.09 * 15.38 \u003d 1.38 (auto-h)

Vehicle-days in operation:

HELL e \u003d A E * D e \u003d 0.09 * 60 \u003d 5.4 (auto-dn)

Total mileage of the car along the route:

L total \u003d L days * HELL e \u003d 203 * 5.4 \u003d 1096.2 (km)

Loaded car mileage along the route:

L` gr \u003d L gr * HELL e \u003d 99 * 5.4 \u003d 534.6 (km)

Traffic volume:

Q \u003d V p.d * HELL e \u003d 220 * 5.4 \u003d 2376 (t)

Freight turnover:

P \u003d W p.d * HELL e \u003d 1980 * 5.4 \u003d 10692 (t.km)

Route number 4.

A1B1-B1A2-A2B2-B2A4-A4B4-B4A1

Initial data:

Q days \u003d 300t

L er2 \u003d 12km

L n2 \u003d 4 km s1 = 1 s2 = 1 s3 = 1

T n \u003d 16h t \u003d 25km / h

t p-p \u003d 0.66 h

1. Route length:

L m \u003d åL eg + å L x \u003d 29 + 13 \u003d 42 (km)

2. PS turnover time:

T about \u003d L m / V t + t p-p \u003d 42/25 + 0.66 \u003d 3.66 (h)

3. Number of turns along the route:

Z about \u003d (T n - (L n1 + L n2 - L` x) / V t) / t about \u003d (16- (3 + 4-7) / 25) / 3.66 \u003d 5 (about)

4. Daily productivity of PS:

V working d. \u003d q n * (J с1 + J c2 + J c3) * Z about \u003d 20 * (1 + 1 + 1) * 5 \u003d 300 (t)

5. Daily productivity of PS:

W r.d. \u003d q n * (J с1 * L er1 + J c2 * L er2 + J c3 * L er3) * Z about \u003d

20 (1 * 8 + 1 * 12 + 1 * 9) * 5 \u003d 2900 (t / km)

6. Daily mileage of a car along the route:

L day \u003d L m * Z about + L n1 + L n2 - L` x \u003d 42 * 5 + 3 + 4-7 \u003d 210 (km)

7. Loaded mileage along the route:

L gr \u003d (L er1 + L er2 + L er3) * Z about \u003d (8 + 12 + 9) * 5 \u003d 145 (km)

8. Usage factor of mileage:

B \u003d L gr / L day \u003d 145/210 \u003d 0.69

Actual time in the outfit:

T n.f. \u003d t about * Z about + ((L n1 + L n2 - L` x) / V t) \u003d 3.66 * 5 + ((3 + 4-7) / 25) \u003d 18.5 (h)

Vehicle operating speed:

e \u003d L day / T n.f \u003d 210 / 18.5 \u003d 11.35 (km / h)

Operational number of vehicles operating along the route:

A E \u003d Q day / V p.d \u003d 300/300 \u003d 1 (auto)

Number of car-hours in the order along the route6

ACh n \u003d A E * T n.f. \u003d 1 * 18.5 \u003d 18.5 (auto-h)

Vehicle-days in operation:

HELL e \u003d A E * D e \u003d 1 * 60 \u003d 60 (auto-dn)

Total mileage of the car along the route:

L total \u003d L days * HELL e \u003d 210 * 60 \u003d 12600 (km)

Loaded car mileage along the route:

L` gr \u003d L gr * HELL e \u003d 145 * 60 \u003d 8700 (km)

Traffic volume:

Q \u003d V p.d * HELL e \u003d 300 * 60 \u003d 18000 (t)

Freight turnover:

P \u003d W p.d * HELL e \u003d 2900 * 60 \u003d 174000 (t.km)

2.9 Production program for operation (projected transportation)

1. Operational number of vehicles operating on all routes:

A e \u003d A e1 + A e2 + A e3 + A e4 \u003d 0.41 + 0.36 + 0.09 + 1 \u003d 1.86 (auth)

2. List of vehicles operating on all routes:

A cn \u003d A e / a b \u003d 1.86 / 0.8 \u003d 2.32 (auth)

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

HELL cn \u003d A cn * D k \u003d 2.32 * 60 \u003d 139.2 (auto-dn)

4. Car-days in operation:

HELL e \u003d A e * D e \u003d 1.86 * 60 \u003d 111.6 (auto-dn)

5. Park utilization rate:

a n \u003d HELL e / HELL sp \u003d 111.6 / 139.2 \u003d 0.80

6. A watch car on duty on all routes:

åАЧ n \u003d АЧ 1 + АЧ 2 + АЧ 3 + АЧ 4 \u003d 6.4 + 5.58 + 1.38 + 18.5 \u003d 31.86 (auto-h)

7. Average actual time in the order:

T n.f. (cf.) \u003d åAH n / A e \u003d 31.86 / 1.86 \u003d 17.12 (h)

8. Total mileage on all routes:

åL total \u003d L total1 + L total2 + L total3 + L total4 \u003d 4821.6 + 4449.6 + 1096.2 + 12600 \u003d 22967 km

9. Loaded vehicle mileage on all routes:

åL` gr \u003d L` gr1 + L` gr2 + L` gr3 + L` gr4 \u003d 2361.6 + 2138.4 + 534.6 + 8700 \u003d 13734.6 km

10. Ratio of mileage utilization taking into account all routes:

B \u003d åL` g / åL total \u003d 13734.6 / 22967.4 \u003d 0.59

11. Average daily mileage of the car:

L cc \u003d åL total / HELL e \u003d 22967.4 / 111.6 \u003d 205.80 (km)

12. Volume of traffic on all routes:

åQ \u003d Q 1 + Q 2 + Q 3 + Q 4 \u003d 5904 + 4752 + 2376 + 18000 \u003d 31032 (t)

13. Freight turnover on all routes:

еР \u003d Р 1 + Р 2 + Р 3 + Р 4 \u003d 47232 + 42768 + 10692 + 174000 \u003d 274692 (t.km)

cargo rolling stock transportation

3. Organizational section

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

The topic of a civil law contract must be given the closest attention, since the overwhelming majority of legal relations of a businessman are objectively formed in the sphere of civil law, and almost all sections and chapters of parts 1, 2 of the Civil Code of the Russian Federation are directly related to the regulation of the contract. By concluding various contracts with the aim of systematic profit making, a business person inevitably risks his capital, property, honest name, and, consequently, his future. The key to the successful realization of your rights and obligations related to entrepreneurial activity is deep knowledge legal framework contractual relationship.

Obligatory legal relationships that establish legally binding relationships between participants arise, in particular, from the contracts they have concluded.

In the Civil Code of the Russian Federation, an agreement is defined as an agreement of two or more persons on the establishment, change or termination of civil rights or obligations (i.e. two - or multilateral transaction). (Article 420 of the Civil Code of the Russian Federation).

The parties can conclude an agreement both provided for and not provided for by law or other legal acts, but not contrary to existing legislation. The agreements are subject to the rules on two - and multilateral transactions, provided for in Chapter 9 of the Civil Code of the Russian Federation (Part 2 of Article 420). The general provisions on obligations (Articles 307-419) apply to the obligations arising from the contract, unless otherwise provided by the rules of this chapter (Chapter 27) and the rules on certain types of contracts contained in this Code (Civil Code of the Russian Federation). (Clause 3 of Article 420).

Since the topic of this thesis project is "Contract for the carriage of goods by road", we will consider in a little more detail given view contracts.

One of the forms by which the relationship of the parties is regulated in the process of organizing the carriage of goods is an agreement on the organization of carriage of goods. Previously, such agreements were used in the relationship of shippers with transport companies under different names and were regulated in transport charters (for example, an annual agreement for road transport).

It should be noted that the system of long-term (long-term) contracts became widespread in transport in the early thirties, when a number of government decrees provided for the conclusion of direct contracts for the carriage of goods by transport authorities and their clients.

The application of such agreements at that time and their role in individual modes of transport were somewhat different, but their conclusion pursued one goal, to settle such relations between the parties, which, given the specifics of individual modes of transport, did not receive sufficient regulatory permission, and also to ensure the implementation of the transportation plan. Therefore, where the relationship between the parties for the carriage of goods was regulated in detail in a regulatory manner, such contracts were not applied.

On the contrary, in road and river transport, where the carriage of goods (with their large volume) was not sufficiently detailed, the conclusion of such contracts was a necessary means of regulating the relationship of the parties on the organization and implementation of the carriage of goods.

Article 798 of the Civil Code of the Russian Federation provides that carriers and cargo owners, if it is necessary to carry out systematic transportation of goods, can conclude long-term agreements on the organization of transportation, which determine the volumes, terms and other conditions for the provision of vehicles and presentation of goods for transportation, the procedure for settlements, as well as other conditions of organization transportation. These agreements may also establish liability for violation of the obligations provided for in them.

The main purpose of such contracts for various types of transport is to settle in the course of the transportation process such relationships of the parties that have not received sufficient regulatory permission, as well as to facilitate the implementation of the transportation process for this period. Thanks to the conclusion of a long-term agreement on the organization of transportation, a clear coordination of the activities of all participants in the transport process is ensured: the consignor, carrier, consignee.

Let's consider in more detail one of the types of contracts for the carriage of goods - an expedition contract .

When transporting goods, it becomes necessary to perform a whole range of auxiliary operations related to the sending and receiving of goods: in particular, their packaging, marking, loading and unloading, delivery to the station (port) of departure or from the station (port) of destination to the consignee's warehouse, etc. In case of occasional transportation, these operations can be performed by the consignors and consignees themselves. In cases where the flow of goods sent or arriving at the address of a person reaches a significant size, the independent performance of these operations becomes burdensome and economically unjustified. FROM greater efficiency this can be done by persons specially trained and authorized for such activities. They act as intermediaries between carriers and their clientele. Such activity for servicing the clientele of transport organizations is called expeditionary (from Latin expeditio - departure). The forwarding agreement is one of the auxiliary agreements related to the provision of transport services. This determines the scope of its application and the functions of its subjects (forwarder and client). It is used where a freight transport relationship arises. The meaning of this agreement is to release senders and recipients from performing operations that are not typical for them to organize and support the cargo transportation process. Accordingly, the main function assigned to the forwarder is to send or receive cargo on behalf of the client, as well as provide other related services.

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

The expedition agreement is mutual and compensated. It can be either consensual, when the forwarder organizes the performance of forwarding services, or real, when he performs them with the cargo entrusted to him (in particular, when the carrier is the forwarder). In terms of its content, it is similar to a number of other agreements on representation. The forwarder provides certain services to the client, which reveals similarities with such contracts as order, commission, agency service, and paid services. However, the subject of the latter is the completion of any transactions and actions, including those not at all related to transport activities.

In contrast, the expedition involves the provision of services directly related to the carriage of goods. Therefore, the expedition cannot be regarded as a kind of one of the above-mentioned agreements or their conglomerate.

On the contrary, in paragraph 2 of Art. 779 of the Civil Code of the Russian Federation explicitly states that the rules of Chapter 39 on retaliation for the provision of services do not apply to forwarding services. At the same time, the possibility of subsidiary application of the rules on commission, commission and agency service to a transport expedition is not excluded. Previously, this possibility was directly provided for by Art. 105 of the Fundamentals of Civil Legislation of 1991, which allowed the use of the rules on the order, when the forwarder acted on behalf of the client, and the commission agreement, when he acted on his own behalf. Currently, Art. 801 GK indirectly confirms this possibility by indicating the right of the forwarder to conclude a contract of carriage on behalf of the client or on his own behalf. In addition, any of the parties to the expedition agreement has the right to refuse to execute it, which is also typical for instructions, commissions and agency services as personal transactions (Articles 806, 977, 1002, 1010 of the Civil Code of the Russian Federation). Thus, the expedition should be viewed as a special kind of a representation deal.

There is also an internal connection between the contract of carriage and forwarding, due to the production of freight forwarding services from carriage. Frequently, the duties of a freight forwarder can be directly assigned to the carrier (clause 2 of article 801 of the Civil Code of the Russian Federation). In this case, the carrier is not entitled to conclude a contract of carriage on his own behalf, but he can act as a commercial representative of the other party (clause 3 of article 182 of the Civil Code of the Russian Federation). In addition, when using the carrier itself as a forwarder, two situations may arise.

In one of them, the carrier acts as a forwarder in relation to another person (for example, another carrier) and the rules on forwarding are applied without any exceptions. In the other, the carrier becomes the freight forwarder in relation to its own transportation. In the latter case, the expedition is imposed on transportation, having the same subject composition in two obligations. This affects the liability of the parties, the statute of limitations and other conditions for the performance of both contracts.

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

The expeditionary activity of road transport, which most often acts as a forwarder due to its specifics, has undergone more detailed regulation. The UAT contains a special chapter on the expedition (section VIII). In addition, there are special documents of a departmental and interdepartmental nature (rules for freight forwarding services). They remain valid insofar as they do not contradict Chapter 41 of the Civil Code of the Russian Federation.

The general provisions of the law of obligations, as well as the aforementioned norms of chapters 49, 51, 52 of the Civil Code of the Russian Federation, may apply to issues that currently do not have special regulatory permission.

The legislation provides for three main stages of concluding an agreement, which are common for various types of agreements and entities entering into relations: one party sends an offer to conclude an agreement (“offer”, in writing or orally), consideration of the other party of the offer and giving a response about accepting the offer (“acceptance ”) Receipt of acceptance by the party that sent the offer.

According to Article 433 of the Civil Code of the Russian Federation, the contract is recognized as concluded at the moment the person who sent the offer receives its acceptance.

If, in accordance with the law, the transfer of property is also required to conclude an agreement, the agreement is considered concluded from the moment the relevant property is transferred (Article 224 of the Civil Code of the Russian Federation).

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

As we can see, paragraph 2 of Article 433 of the Civil Code of the Russian Federation for determining the moment of concluding a real contract refers us to Article 224 of the Civil Code of the Russian Federation, which indicates that the transfer of property is not only its delivery to the relevant person, but also the delivery of a transport organization or organization of communication for delivery to the addressee. The transfer of a thing is equivalent to the transfer of a bill of lading or other document of title.

When concluding agreements requiring state registration (for example, transactions with land or real estate), the court, as we know, has the right, at the request of one of the parties, to make a decision on the registration of the transaction if the other evades the state registration of the agreement. In this case, the transaction is registered by a court decision. The moment of concluding a contract in such situations should also be determined in accordance with a court decision.

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

A contract for the carriage of goods is defined as an agreement by virtue of which the carrier undertakes to deliver the cargo entrusted to him by the sender to the point of destination and issue it to the person entitled to receive the cargo (the recipient), and the sender undertakes to pay a specified fee for the carriage of the cargo (Article 785 of the Civil Code of the Russian Federation).

It follows from the definition that the contract of freight carriage is mutual and compensated. It is considered concluded only after the transfer of the goods to the carrier and, therefore, belongs to the number of real contracts. Only by sea is the contract of carriage, called a charter or charter contract, consensual.

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

As a rule, the contract for the carriage of goods is of a public nature (Articles 789, 426 of the Civil Code of the Russian Federation).

However, for the recognition of a contract of carriage of goods public, a number of conditions must be met.

Firstly, a specialized commercial organization that carries out transportation by public transport should act as a carrier.

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

Thirdly, this organization should be included in a special list of persons obliged to carry out transportation by public transport, which is subject to mandatory publication.

To conclude an agreement, the system of a single document provided for in paragraph 2 of Art. 785 of the Civil Code of the Russian Federation. Filling in and issuing such a document is of great evidentiary value. Depending on the type of document serving for the registration of transportation, the following are distinguished:

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

 bill of lading system

• charter system, usually used in maritime transport.

In some cases, the systems can be combined.

The procedure for concluding a contract of carriage depends on its nature. The conclusion of a real contract is timed to the moment of handing over the cargo to the carrier along with the accompanying documents. If the carriage is formalized by a consensual charter contract, it is concluded in accordance with the general procedure provided for in civil law contracts.

Freight transport contracts are subdivided by type of transport into contracts for rail, road, inland waterway, sea and air carriage. On a territorial basis, they are divided into domestic and international. Depending on the number of transport organizations involved in the transportation of goods, contracts for carriage in local, direct and direct mixed traffic are distinguished.

Local transportation is called transportation carried out by one transport organization, within the territorial boundaries of its activities.

Transportation in which several transport organizations of the same type of transport participate in a single transport document is called direct transportation.

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

The procedure for carrying out such transportations is determined by agreements between organizations of various types of transport, which must be concluded on the basis of a special law on direct mixed (combined) transportations (Article 788 of the Civil Code).

In this case, enterprises of various types of transport conclude agreements among themselves on the organization of work to ensure the transportation of goods (nodal agreements, contracts for centralized delivery and export of goods, etc.) in the manner prescribed by transport legislation (Article 799 of the Civil Code of the Russian Federation).

3.2 Operational daily planning and management of cargo transportation

The main task of the road transport enterprise for the operation of rolling stock is to carry out the maximum possible volume of traffic with the least labor and material resources. The successful implementation of this task is possible with the correct use of rolling stock, an increase in labor productivity of workers, and primarily drivers, implementation of measures to save material and money. One of the conditions contributing to the achievement of high performance indicators of a motor transport enterprise is a properly organized transportation planning.

Operational planning of transportation includes:

Drawing up a shift-daily plan for the transportation of goods (cargo card) as a whole for the trucking company;

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

Reception and processing of waybills, accounting and operational analysis of the implementation of the shift-daily plan.

The daily transportation plan is a specific expression of operational planning for road transport and is a certain part of the monthly plan of a road transport company, detailed for each cargo owner and each route, taking into account the specific features of transportation for the coming day.

Drawing up a shift-daily transportation plan begins with accepting applications (orders) for the transportation of goods from enterprises and organizations of shippers and recipients of goods, i.e. clientele. In case of a contractual relationship between the carrier and the client, the latter submits an application for the ATP; for one-time transportation, an order is submitted. Applications (orders) in the prescribed manner enter the cargo group and are registered as they are received in a special journal.

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

Acceptance of applications and orders for the carriage of goods is one of the main elements of daily shift planning. Practice shows that the success of the implementation of the transportation plan largely depends on the verification and clarification of all data indicated in the applications and orders.

The driver's work on the line and his fulfillment of the planned volume of traffic is largely related to the state of the access roads to the places of loading and unloading of goods, the preparation of the goods for transportation and the time of the loading and unloading operations. All of these factors must be checked when accepting applications.

According to the current rules for the carriage of goods by road, deadlines have been set for filing applications and orders for transportation.

Acceptance of applications (orders) and drawing up a daily operational plan are carried out up to 14 hours, the development of a shift-daily plan - up to 16 hours, after which waybills are issued. The need to develop a shift-daily plan by 16 o'clock is due to the fact that by this time cars start from the line, and the dispatcher must warn drivers about the upcoming work the next day.

The shift-daily transportation plan is an important document of the operational planning system, it reflects the entire transportation plan of a trucking company for a calendar day.

The daily shift plan can be of various forms, but it must necessarily reflect all the elements necessary to determine the required number of vehicles, route transportation and calculate the performance of each vehicle.

The daily shift plan is divided into two main parts. The first part, filled in by the dispatcher who accepts applications for the carriage of goods (in large trucking companies there is a special group within the operation department, engaged in the selection of goods, accepting applications and drawing up a shift-daily plan; in this case, it is filled in by the senior dispatcher of this group), contains everything the necessary data for choosing the type of rolling stock, determining its number and making routes. In the second part, filled in by the dispatcher who draws up planned tasks for drivers (in large ATPs by the senior dispatcher of the dispatching group), which are subsequently entered into the waybills, the numbers of waybills are indicated according to the planned number of cars and the time of departure and arrival of the car according to the schedule.

The daily shift plan is drawn up separately for groups of vehicles (dump trucks, flatbed vehicles, etc.), shifts and for each loading point.

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

Transportation planning according to the shift-daily plan begins with the preparation of rational routes for the movement of vehicles, in which the maximum value of the mileage utilization factor can be achieved. When drawing up routes for vehicles when transporting goods, it must be borne in mind that the most simple are pendulum routes. Ring routes are more complex and when they are drawn up, a complete analysis of all data should be carried out to ensure the highest productivity of the rolling stock. If on a circular route the mileage utilization factor is equal to 0.5, then it is more expedient to use pendulum routes.

In general, the expediency of drawing up one type of route or another is determined by the hourly performance of the car in tons. The circular route will be beneficial if the car's performance in tonnes per hour on the circular route is greater than the vehicle's performance in tonnes per hour on the pendulum route.

The possibility of drawing up rational routes largely depends on the specific conditions of transportation: distance, availability of associated cargo, transportation time, etc.

When drawing up rational routes, only the location of loading and unloading points in the area of \u200b\u200btransportation are taken into account, but also the type of goods transported, the type of rolling stock used for transportation, work shifts, the throughput of loading and unloading points and the remoteness of road transport enterprises.

In the process of planning transportation, the dispatcher in some cases can influence the change in the conditions of transportation in the direction necessary for drawing up rational routes. For example, according to the location of the loading and unloading points, the type of cargo and the type of rolling stock, it is possible to organize the transportation of goods between two clients along a pendulum route with a high mileage utilization factor; an obstacle to this is that the transportation of goods (on request) by these customers can be carried out in different shifts. In this case, the dispatcher must take measures agreed with the clients to organize transportation in the same shifts.

The possibility of organizing rational routes is largely related to the type of rolling stock. For example, to transport round timber (length - 6m), you can use a car with a dismantling trailer or a truck tractor with a semitrailer. In the first case, a return escape without cargo is almost inevitable due to the difficulty of picking up cargo for a car with a trailer - dissolving, in the second case, it is possible to transport cargo in the opposite direction of a car with a universal body (truck tractor with a semi-trailer).

The compiled rational routes are marked in column 15 of the shift-daily plan, which indicates the number of the application with which the transportation is linked, the number of tons of cargo transported in the order of linking, and the numbers of riders showing the procedure for carrying out transportation. All this is shown in numbers: the first means the number of the application with which the transportation is associated, the second - the amount of cargo transported in the order of linking, the third - the number of the ride, i.e. where the transportation starts from.

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

Such tables are compiled for all models of vehicles available in the trucking company, taking into account the classes of goods transported and the methods of carrying out loading and unloading operations.

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

Before starting transportation planning, the operation department must receive information from the technical service of the enterprise about the production of cars by model and shift work for the planned day.

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

The result of the development of a shift-daily operational plan is an assignment, i.e. distribution of all rolling stock, intended for release on the line, for specific work objects (transport customers).

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

3.2.1 Organization of acceptance and accounting of applications for the carriage of goods

Customers (consignors or consignees) must submit to the ATP: an application in form 1 if there is an agreement between them or an order for a one-time transportation of goods. Applications and orders are submitted no later than 2 pm on the eve of the day of transportation, and for intercity transportation - 48 hours in advance.

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

I ask you to provide _________ units of vehicles of the brand ______________ with a carrying capacity of _________________ body volume _______________ cubic meters for the carriage of ______________ cargo weighing ________ tons along the route __________________________________. Car delivery to the address: ______________________________________

_________________________: telephone___________________

Loading point address and consignor's name: _________________________ phone ___________________

Unloading point address and consignee's name: ______________________ telephone ___________________

I undertake:

make payment according to the agreed tariff;

use the vehicle for its intended purpose;

in case of untimely return of the vehicle, pay a fine in the amount of 100 percent of the car services for each day of delay;

make a mark in the shipping documents;

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

before "___" ________ 20__ pay a fee for the use of vehicles in the amount of ________________________________ rubles.

Name and legal address: ______________________

Passport data for individuals:

3.2.2 Calculation of shift tasks of the driver for each rational route for both shifts (projected transportation)

Route No. 1 А2Б3-Б3А2I shift:

Number of revolutions:

n about I cm \u003d Z about / 2 \u003d 8/2 \u003d 4 (about)

Traffic volume:

Q I cm \u003d q n * Jc * Z about I cm \u003d 10 * 1 * 4 \u003d 40 (t)

Freight turnover:

P I cm \u003d q n * Jc * Leg * Z about l cm \u003d 10 * 1 * 4 * 9 \u003d 360 (t.km)

Number of revolutions:

n about II cm \u003d Z about / 2 \u003d 8/2 \u003d 4 (about)

Traffic volume:

Q II cm \u003d q n * Jc * Z about Il cm \u003d 10 * 1 * 4 \u003d 40 (t)

Freight turnover:

P I cm \u003d q n * J s * Z about I cm * L er \u003d 10 * 1 * 4 * 9 \u003d 360 (t.km)

Route No. 2 A1B1-B1A1-A2B3-B3A1

Number of revolutions:

Traffic volume:

Q I cm \u003d q n * (J c1 + J c2) * Z about I cm \u003d 10 * (1 + 1) * 3 \u003d 60 (t)

Freight turnover:

P I cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about l cm \u003d 10 * (1 * 16 + 1 * 9) * 3 \u003d 750 (t.km)

Number of revolutions:

n about I cm \u003d Z about / 2 \u003d 6/2 \u003d 3 (about)

Traffic volume:

Q I 1cm \u003d q n * (J c1 + J c2) * Z about I 1cm \u003d 10 * (1 + 1) * 3 \u003d 60 (t)

Freight turnover:

P II cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about l 1cm \u003d 10 * (1 * 16 + 1 * 9) * 3 \u003d 750 (t.km)

Route number 3 A2B2-B2A3-A3B4-B4A2

Number of revolutions:

n about I cm \u003d Z about / 2 \u003d 5/2 \u003d 2 (about)

Traffic volume:

Q I cm \u003d q n * (J c1 + J c2) * Z about I cm \u003d 10 * (1 + 1) * 2 \u003d 40 (t)

Freight turnover:

P I cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about l cm \u003d 10 * (1 * 12 + 1 * 13) * 2 \u003d 500 (t.km)

Number of revolutions:

n about II cm \u003d Z about / 2 \u003d 5/2 \u003d 2 (about)

Traffic volume:

Q II cm \u003d q n * (J c1 + J c2) * Z about II cm \u003d 10 * (1 + 1) * 2 \u003d 40 (t)

Freight turnover:

Р II cm \u003d q n * (Jc1 * Leg1 + Jc2 * Leg2) * Z about II cm * L er \u003d 10 * (1 * 12 + 1 * 13) * 2 \u003d 500 (t.km)

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

n about I cm \u003d Z about / 2 \u003d 4/2 \u003d 2 (about)

Traffic volume:

Q I cm \u003d q n * (J c1 + J c2 + J c3) * Z about I cm \u003d 10 * (1 + 1 + 1) * 2 \u003d 60 (t)

Freight turnover:

P I cm \u003d q n * (J c1 * L er1 + J c2 * L er2 + J c3 * L er3) * Z about I cm \u003d 10 * (1 * 16 + 1 * 12 + 1 * 9) * 2 \u003d 740 (t.km)

Number of revolutions:

n about I cm \u003d Z about / 2 \u003d 4/2 \u003d 2 (about)

Traffic volume:

Q I 1cm \u003d q n * (J c1 + J c2 + J c3) * Z about I 1cm \u003d 10 * (1 + 1 + 1) * 2 \u003d 60 (t)

Freight turnover:

P I 1cm \u003d q n * (J c1 * L er1 + J c2 * L er2 + J c3 * L er3) * Z about I 1cm \u003d 10 * (1 * 16 + 1 * 12 + 1 * 9) * 2 \u003d 740 (t.km)

3.2.3 Organization and implementation of the release of PS on the line and its reception upon return to the garage

Cars are released on the line depending on the method of work organization (individual, collective, transport complexes and in columns), the front of loading operations (the number of loading posts) and the interval of movement of vehicles. In case of individual work, each driver receives a certain task, not related to the work of other cars, and performs it independently. The task of the driver in group work is associated with the work of other vehicles of the transportation complex. The movement of each car is independent.

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

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

The correct organization of rolling stock release for work has essential... The fact is that the dispatcher who issued the waybill to the driver believes that he immediately leaves for work. In fact, the driver, for one reason or another, may linger on the territory of the ATP (the engine does not start, the tire is flat, technical malfunctions have emerged, etc.).

There are several methods of organizing the production of cars on the line. In some ATP-for a serviceable and ready-to-release car, the control mechanic (mechanic of the KTP) issues a token to the driver, on the basis of which the dispatcher writes out a waybill, believing that the car will immediately enter the line. In others, the dispatcher makes a note of the time of departure from the vehicle after the mechanic of the KTP signs a waybill about the technical serviceability of the vehicle. Thirdly, a mark on the time of departure of the car from the territory of the ATP is made by the mechanic of the KTP, etc.

However, in any case, it is necessary to ensure the timely arrival of cars on the line, not to create queues for drivers to receive travel documents and not to accumulate cars at the checkpoint while waiting for an inspection. In large motor transport enterprises (with the number of vehicles 300 and more), these issues are of paramount importance. If the dispatcher spends only one minute to issue the waybill (find the waybill, make a note of the departure time in the waybill and in the dispatcher's list, let the driver sign the waybill), then it will take 5 hours to release 300 cars. cars should last no more than 30 minutes, you need to have at least 10 dispatchers for the release of cars, which, of course, is not realistic.

One of the systems that allows to accelerate the release of cars on the line is the following. All cars returning from the line are inspected at the checkpoint, where their general technical condition is determined. For technically serviceable cars, special tokens are given to the dispatching service, which allow drivers to enter the line without inspection. On the basis of these tokens, the dispatcher issues waybills.

Drivers' receipt of waybills was transferred to "self-service". A special rack with cells is placed in the driver's room, into which, before the cars are released onto the line, the dispatcher puts waybills and tokens. Arriving at work, the driver starts the car, takes a waybill and a token from the appropriate box, and presents them to the mechanic of the checkpoint. The mechanic signs the waybill and puts down the time of the car to go to work. Every five to ten minutes, he informs the dispatch service of the numbers of cars released on the line, on the basis of which the corresponding marks are made in the dispatch lists.

When performing some tasks that require special conditions for transportation, the dispatcher issues the waybills to drivers personally, checks the driver's knowledge of the rules for the transportation of these goods, provides additional instructions, explaining the nature and possible specifics of the upcoming work.

For constant monitoring of the location of the car, the dispatcher's display (garage display) is usually located in the dispatching office of a motor transport company. It is intended for visual observation of the technical condition and location of the rolling stock. The board is made in the form of a light field, divided into luminous cells, the number of which is equal to the number of cars in the ATP, and the cell number corresponds to the car's garage number. Each cell can display one of four possible vehicle states:

car on the line;

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

the car came to the park out of order and was sent to the repair area;

the vehicle is charged but has not yet come online.

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

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

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

glowing garage number 3 means - the car is charged, but is still on the territory of the ATU;

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

3.2.4 Management and control over the work of the substation on the line

In the process of managing the work of the rolling stock on the line, the workers of the dispatching group:

maintain operational communication with the points of loading and unloading, consignors and consignees;

monitor the correct execution of the established routes for the movement of rolling stock;

control the progress of implementation of the established plans for the export of goods from each facility;

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

take the necessary measures to eliminate disruptions and malfunctions arising during the work of a fallow deer;

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

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

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

control over the observance by shippers of the established standards for the idle time of rolling stock under loading and the correctness of the preparation of shipping documents;

control over the timeliness of the arrival of the rolling stock at the cargo-forming points;

checking the waybills of drivers arriving at cargo-forming points;

monitoring the implementation of specified transportation routes;

checking the statements of drivers about problems at unloading points and going to the site to eliminate these problems;

taking into account the fulfillment of the plan for the transportation of goods from this cargo-generating point to individual delivery points;

switching the rolling stock to other work objects as agreed with the dispatching group in the event of a lack of cargo, idle time of rolling stock in excess of the established time limit due to breakdown of loading mechanisms and other reasons;

drawing up acts and making a special note in waybills in cases of idleness of rolling stock in excess of the established time norms;

fulfillment of orders received from employees of the dispatching group;

information of the dispatching group at the end of the working day on the results of the fulfillment of the plan of transportation and cargo from this cargo-forming facility and on the reasons for deviations from the established plan.

Dispatch communication and a brief description of the technical means of communication.

Of great importance for the management of cargo transportation is the organization of communication between the dispatching group and line dispatchers, consignors and consignees, a motor vehicle trust and other superior organizations, with individual vehicles. To do this, you can use the public network telephone communication, switchboard, telegraph and radio communication.

Telephone, switchboard and partly telegraph communications are types of wire communications using overhead wires, overhead and underground cables.

Telephone communication enables direct two-way or multilateral conversation of subscribers. Selector communication is provided by the use of dispatcher switches, which guarantee: selective conversation of the dispatcher with each subscriber or separate groups of subscribers; the dispatcher's conversation with all subscribers; conversations between subscribers; two-way communication with other telephone systems.

In telegraph communication, high-speed transmission and reception of messages takes place at almost any distance using direct-printing teletype machines.

Teletypes are used in road transport, the advantages of which in comparison with telephone communication are: a high degree of use of wire communication lines; large resistant to interference and a small number of distortions of the transmitted text; in the possibility of obtaining a finished document. In addition, the use of teletypewriters, as a rule, does not completely eliminate the need to use telephone communications.

Organization of operational accounting and analysis of PS work.

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

Upon returning from the line, the drivers hand over to the shift dispatcher the issued waybills with the shipping documents attached to them. The dispatcher is obliged to carefully check the correctness of their filling and execution, the correspondence of the entries in the waybills to the entries in the shipping documents, the performance of shift tasks, traffic routes, etc. In case of incorrect registration, non-fulfillment of tasks, etc. the dispatcher is obliged to establish the reasons for these violations and deviations and report this to the senior dispatcher.

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

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

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

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

Based on the results of the analysis, appropriate measures should be taken to ensure the elimination of the identified deficiencies.

Duties of the dispatch office

(job descriptions of employees of the operation service).

Job description of a senior dispatcher.

1. General part.

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

2 Persons with specialized secondary education and work experience in the vehicle system for at least 3 years can be appointed to the position held.

3 Report directly to the head of the operations department.

2. Basic responsibilities.

2.1 Organizes and controls the work on the line and the fulfillment of the shift-daily tasks for transportation.

2 Instructs drivers about the conditions and peculiarities of transportation on routes, paying special attention to the condition of the roads, the peculiarities of traffic on certain sections. Checks the driver's license every day.

3 Every day until 9 o'clock in the morning, the arrival of vehicles carries out operational communication with the clientele, takes measures to eliminate all normative downtime of vehicles.

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

5 Every day calculates the corresponding indicators in the waybills, analyzes the quality of the drivers' performance of the shift task.

6 Prepares promptness reports and reports on work and incidents on the shift.

7 It is reported daily to the head of the operation department on the delivery of waybills by the driver's staff in the prescribed form.

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

9 Draws up the movement of fuels and lubricants for drivers on a daily basis in the prescribed form.

10 Carries out daily timekeeping of drivers' working hours on the line and during repairs.

11 Every day keeps records of the fulfillment of the income plan in the amount of the clientele in the prescribed form.

12 Takes part in daily shift planning until 2 pm on the previous day.

3. Must know.

3.1 The order of registration and processing of waybills, accounting of technical and operational indicators.

2 Road plans and their condition.

3 Addresses, telephones of enterprises and organizations serviced by the rolling stock "TATK", their mode of operation.

4 Rules for the operation of cars, road traffic.

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

6 Fundamentals of economics, organization of labor and production.

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

Job description of the head of the operation department.

A common part.

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

2. Reports directly to the General Director.

Work experience in vehicles for at least 3 years.

Special training - management courses.

Must know:

laws and legal acts regulating issues of transportation and forwarding;

rules for the carriage of goods by road transport agreement and international road freight traffic;

forms of transport and financial documentation;

methods of studying and forecasting the demand for transport services;

schemes for establishing connections with consumers of transport services;

rules for the conclusion and execution of contracts for the carriage of goods and the provision of additional services;

fundamentals of the organization of the transport process;

diagrams of the corresponding transport networks and the main routes of cargo transportation;

idle time of vehicles for cargo operations;

standards for the conditions of transportation and packaging of goods;

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

fundamentals of economics, labor organization;

labor legislation;

safety rules and regulations.

Job responsibilities.

1. Organize the operation of vehicles for cargo transportation.

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

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

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

Organizes the work of the driver's staff.

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

Takes measures for the timely conclusion of contracts with enterprises and organizations for the carriage of goods.

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

Checks the condition of roads, bridges and access roads in the area of \u200b\u200boperation of motor transport and takes measures through the appropriate organization to keep them in good condition.

Organizes the work of the dispatch service and control over the work of vehicles on the line.

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

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

Analyzes the performance of vehicles, the cost of operating materials for them.

Analyzes vehicle fuel consumption and ensures compliance with the norms of its consumption.

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

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

Provides control over the correctness of the definition of shipments.

Supervises the employees of the department.

3.3 Documentation used in the carriage of goods

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

Waybills for trucks are made in three forms: No. 4-c (piece-rate), used for the carriage of goods on terms of payment for piece-rate rates; No. 4-p (time-based) - when transporting goods on terms of payment at time-based rates; No. 4 (intercity), used for the transportation of goods in intercity traffic .

Waybills of forms No. 4-c and No. 4-p and a waybill of form No. 1-t are interdepartmental documents, i.e. mandatory for all ATP, shippers, regardless of their subordination.

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

On the waybill there should be a stamp and seal of the ATP (organization) - the owner of the car and the date of issue; it indicates the brand, state and garage numbers of cars and trailers (trailers), the surname and initials of the driver; his driver's license number, class and driver's service number.

When the ATP leaves and returns to it, the relevant officials (dispatcher, mechanic, refueller, paramedic) make marks in the waybill characterizing:

the possibility of the driver leaving the line (availability of a driver's license, health status), serviceability of the car;

time (according to schedule and in fact) of departure from and return to the vehicle and speedometer readings;

fuel consumption (issue, balance).

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

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

On the reverse side of the waybill in form No. 4-c, the shipper marks and certifies with a signature and seal the sequence of the task, serial numbers of riders, numbers of consignment notes for each trip, and in form No. 4-p, the customer writes down and certifies with his signature the routes the car while it is at the customer's place.

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

In the section "Results of the car and trailers", posted on the reverse side of the waybill, the data calculated for the ATP on fuel consumption, time in the order, mileage, number of trips, converted tons and executed tons-kilometers are entered.

3.3.2 Assignment and filling of consignment notes

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

Two types of TTN are used:

No. 1-t for transportation of goods in urban, suburban and intercity communications;

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

The consignment note consists of two sections: goods and transport. In the header part of the TTN indicate the date of its discharge, the name of the customer (the payer who pays for the transport work for this TTN), the name of the ATP, the brand and state numbers of the car and trailers, the surname and initials of the driver, the number of the waybill.

The goods section is completed by the shipper. It contains information about the cargo (name, type of packaging, method of determining the mass, class, number of pieces and tons), as well as about the person who releases the cargo (name and position). The transport section contains information about loading and unloading operations (performer, method of execution, time of arrival and departure, downtime, number and duration of additional operations), which are drawn up respectively by the consignor and consignee, and other information (transportation distances by road groups, prices, etc. the amount to be paid for transportation and other services, fines, payment for excess idle time, etc.), filled after the delivery of the waybills and TTN by the motor company.

If in the section "Information about cargo" it is not possible to list all the names and characteristics of inventory items that are important for warehouse, operational and accounting for senders and recipients, then as a commodity section, the TTN is attached, as an integral part of it, specialized form (for example, a consignment note), which must necessarily contain the details provided for by the standard interdepartmental form No. 1-t. The numbers of the waybills are recorded in the commodity section of the standard TTN.

Consignment notes must be issued for each trip in at least four copies: the first remains with the sender, the second is handed over to the consignee, the third and fourth are sent to the ATP, the third is then applied to the invoice for transportation).

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

The persons responsible for the registration of the TTN are appointed by orders of the heads of enterprises, organizations, institutions that are consignors and consignees. They are personally responsible for the accuracy of the data specified in these documents.

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

3.3.3 Document flow diagram

Provided in the graphic part of the course project.

4.4 Organization of driver's work

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

labor protection requirements;

the peculiarities of the organization of the transportation process, which consists of completed operations of delivery of goods-transportation cycles, and associated with the daily or shift cycle of the rolling stock, its supply from the ATP to the first point of cargo export and return to the ATP from the last point of delivery;

the operating mode of the serviced enterprises.

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

The beginning of the driver's working day is the time of his appearance at work, established for him by the schedule, and not the time of the actual departure to the line.

When drawing up schedules for the shift of drivers, as well as schedules and schedules of movement in city, suburban and intercity communications, it is necessary to proceed from the fact that the duration of the driver's working time in hours per shift does not exceed the permissible maximum duration of the shift. The number of shifts with the summarized accounting of working time by day must ensure compliance with the working time norm for the accounting period.

For both six and five-day working weeks, the duration of the change of drivers is established by the rules.

3.4.1 Calculation of the planned and actual fund of working time and calculation of shifts

1. We calculate the planned fund of working time:

F pl \u003d (D k - D c - D pr) * t c m \u003d (30-4-0) * 6.7 \u003d 184.2 (h)

D k - calendar days;

D on - days off;

D pr - holidays;

t c m - change time.

Actual fund of working time:

F fact \u003d n c m * (T n.f. + t p-z) \u003d 10 * (15.49 + 0.38) \u003d 195 (h)

n c m - number of shifts per month;

T n.f - actual time in the outfit;

t p-z - preparatory-final time.

Number of shifts:

n c m \u003d F pl / (T n.f. + t p-z) \u003d 174.2 / (15.49 + 0.38) \u003d 10 (shifts)

4. Processing amounts to:

Фr \u003d Ф fact - Ф PL \u003d 195-184.2 \u003d 11 (h)

According to the Labor Code of the Russian Federation, processing is allowed for more than 10 hours per month or 120 hours per year.

3.4.2 Schedule of drivers' work on routes for the billing period

The schedule should be built so that cars, regardless of the length of time they are on the line and the mode of operation, are assigned to a certain team of drivers, i.e. two drivers are assigned to each vehicle.

3.4.3 Progressive form of organization of work of drivers (brigade contract)

IN last years at motor transport enterprises it is used brigade method of organizing the work of drivers. At the beginning of the eleventh five-year plan, about 75% of the driver's staff were covered by the brigade form of labor organization in public road transport. Brigades of 12-20 people are formed according to the production principle, taking into account the homogeneity of the clientele served and the goods transported, the uniformity and the same brand of rolling stock. The brigade receives planned production assignments for the volume of traffic and freight turnover for a year, quarter, month, day, for the utilization rate of the fleet and the operating mode.

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

The team entered into a contract with a supplier (a plant of reinforced concrete products) for the export of all products to construction sites, taking on collective responsibility for fulfilling the agreed volume of transportation.

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

the basis of a brigade contract is a contract, the obligatory participants of which are the team and the consignor (bilateral contract). However, the contract can be both tripartite, when the administration of the ATP participates in it, and four-sided, when the consignee is also included in it;

in a row, the brigade is taken on the transportation of a certain volume of goods in accordance with the task provided for by the annual (five-year) plan and taking into account the counter plan;

the agreement provides for clear obligations and responsibilities of the parties, to increase which it is necessary to mutually check the performance of the parties of their obligations on a quarterly (monthly) basis;

the brigade is set a number of planned indicators in addition to the volume of traffic and cargo turnover (the limit for the consumption of spare parts, the task for saving fuel, the level of labor productivity, the size of wages and material incentives, etc.), i.e. introducing elements of internal cost accounting.

Under the conditions of a brigade contract, the concept of "profitable" and "unprofitable" work within the brigade disappears. In addition, the existence of contracts forces the entire technological "chain" of participants in the transportation process to work smoothly and without disruption: senders, drivers, recipients. All this contributes to an increase in the quality of transportation and an increase in productivity, makes it possible to ensure the fulfillment of the required volumes of transportation with a smaller number of cars and the number of drivers.

Therefore, the brigade contracting method is becoming widespread in road transport, but by the middle of the eleventh five-year plan, only 14% of drivers of public transport were working on it.

In the system of the Ministry of Aviation Transport of the RSFSR, 2.1 thousand brigades worked on the transportation of goods in 1980 by the method of brigade contract, in 1983 - 2.7 thousand.

3.5 Organization of work of cars on the line

3.5.1 Developing and scheduling the joint work of the PS and PDP

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

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

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

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

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

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

And e \u003d 6 (auth)

t about \u003d 2.47 (h)

Z about \u003d 6 (about)

L er1 \u003d 16 (km)

L er2 \u003d 9 (km)

L n2 \u003d 12 (km)

T n.f \u003d 15.49 (h)

V t \u003d 21 (km / h)

t p \u003d 26 (min)

t dv.gr. 1 \u003d L er1 / V t * 60 \u003d 16/21 * 60 \u003d 46 (min)

5. Downtime under unloading:

t p \u003d 26 (min)

Travel time for the first idle ride:

Loading time:

{!LANG-d6ff05cf732db6007f9a4dee12549ce3!}

{!LANG-7018ec43ef1640cb701333c1033599ad!}

{!LANG-b699040779d600bc3ae1667f342a47f5!}

t p \u003d 26 (min)

{!LANG-a9aa22c64c5ec533fd24cf15223ef225!}

{!LANG-61f870ee0b50f89d2b60d89c241ddfe8!}

{!LANG-662f55711d0f7c5f6959a2c9e1b82c65!}

{!LANG-e2866ab0813949b175b81ec61eab4761!}

{!LANG-80016ed2f67ceba46a1aa260303e4d3f!}

{!LANG-b2e7914a1ca3c4f9d22f42dcc5c3f7e9!}

{!LANG-5c94df48ad554dc531738632e2c46e7e!}

{!LANG-b2e7914a1ca3c4f9d22f42dcc5c3f7e9!}

{!LANG-90fc2304c87c14b7501655493fe977d6!}

{!LANG-64f642e00ad1cf0305fe62f66871e2a9!}

{!LANG-d2be5ac42cdcff4da713bd2e534f0909!}

{!LANG-0a1c73414ce5e6815dd09ccbee611ac7!}

{!LANG-21c26714229ccfa259d117891dc5abe6!}

{!LANG-3733673a1bf49ba0454f65b6559ccdc4!}

{!LANG-f435845a128e82d4b94bf3255ec078a3!}

{!LANG-9822ac0aa3f4ae042146ce59fa4cc531!}

{!LANG-f7f2871b019c5c233db5f82eb546a408!}

{!LANG-7e50488a586b087cfbad0417a7e3f57a!}

{!LANG-3a9391238a86aeaa6cb637bedee430f6!}

L er1 \u003d 16 (km)

{!LANG-3d98f52660fa5c8a062ccad3758b275c!}

{!LANG-88b8a7aaa7acd696166ca45875f59860!}

L n2 \u003d 12 (km)

{!LANG-ab6d07ba917b28290f6983a7fbe66cc9!}

V t \u003d 21 (km / h)

{!LANG-03e6924bcd4c64820b03a12f84095fbd!}

{!LANG-8c44b4a73c725e065983d599ff4aad08!}

{!LANG-49145e10d3b90f95f84b2719a19ff5e2!}

{!LANG-dcc7fee30eee549a678ed57806d92265!}

{!LANG-7474aba2aff35d57a69dac214275d871!}

{!LANG-d6ff05cf732db6007f9a4dee12549ce3!}

{!LANG-e9dc397cfbf27d6be14d33c60b4e2ce1!}

{!LANG-3477ca9829efe1391f7ba9f7536e4569!}

{!LANG-3f8ade1da60a9703d8ef8f9b1dfbf71f!}

{!LANG-06ba112bf146d8eb8d7f70b6f2613b13!}

{!LANG-927ef8d6fa554be69230026d89447a11!}

{!LANG-74293f28ea74a506c43a3c2fb68916ca!}

Loading time:

{!LANG-d6ff05cf732db6007f9a4dee12549ce3!}

{!LANG-f32ddddd2f599f8d63a45a4d004d7f13!}

{!LANG-389acab2a726ba9a0d7e45ab99ecb705!}

{!LANG-b699040779d600bc3ae1667f342a47f5!}

t p \u003d 26 (min)

{!LANG-bfd163b9b05bdf0af40271af8087141f!}

{!LANG-67b0bc480c2e52a5ab20bb023cc64740!}

Loading time:

{!LANG-d6ff05cf732db6007f9a4dee12549ce3!}

{!LANG-e5c2b4c50532442e3362569d0bcb8aaf!}

{!LANG-3645c3099fd1c7b0244cd0060e55a7ad!}

{!LANG-cde738ce1afd188cfde662a2c5a6005f!}

{!LANG-8db55e5174f434c4099f83f3b457a7b4!}

{!LANG-07aeb38da48d9773c98fd19001864b4f!}

{!LANG-60d618a465ab0dda150d62f86a517ad0!}

{!LANG-b6679dd7f55f6ee420302cee942ffeca!}

{!LANG-fc25f57d382eef354de506a04b2f523b!}

{!LANG-06b3159e486bf833e5cdfb71b0fa62e2!}

{!LANG-9640b156cae69670a969328eabf6561f!}

{!LANG-779e29a48093d73d87399e51e4a0abdc!}

{!LANG-b2e7914a1ca3c4f9d22f42dcc5c3f7e9!}

{!LANG-c77bcf9270ab19a6b85d8e1ab0065e54!}

{!LANG-779e29a48093d73d87399e51e4a0abdc!}

{!LANG-b2e7914a1ca3c4f9d22f42dcc5c3f7e9!}

{!LANG-90fc2304c87c14b7501655493fe977d6!}

{!LANG-64f642e00ad1cf0305fe62f66871e2a9!}

{!LANG-d2be5ac42cdcff4da713bd2e534f0909!}

{!LANG-0f4cf5ca477122ca68ed5578c211653d!}

{!LANG-a9c31da029bdc8e729a2fa63021b8be0!}

{!LANG-7347db79cfc087c1f10783acbbd7730a!}

{!LANG-996eefb873b749031ac51528a1323729!}

{!LANG-83ae0a80c4eb2faa683efb150755ab30!}

{!LANG-4c13d478435bc917839744fb672672a9!}{!LANG-32f8e0bb6944a6efe8b1351b72b8facc!}{!LANG-2bbdbcce1d6f11ef70aa652232506d6b!}{!LANG-561884418c8cd7ed1a49a30caf520595!}{!LANG-cc282d658c1caaafb828f1036c3c1aa0!}

{!LANG-6ef073105bc8f2ad3cf792f8e3a1d21f!}

{!LANG-eb4a3863747403f8a8bdaf6fd1912960!}

{!LANG-86214e6b462c3b94621d846a98519162!}

{!LANG-a939b1ba8aca594ac746f1ee87dcdae9!}

{!LANG-a8220d8423c5dc155eacea83315ffe68!}

{!LANG-0b012067febd4d3e4ce16a66563f5431!}

{!LANG-88e248745a9df2a7b212270f9d37fd28!}

{!LANG-8a4041452e5fd34b007cbea654a1b554!}

{!LANG-39f407220544bb15f847449e4dcc25f3!}

{!LANG-00c56378ba816b6c013c3f3ee3512c91!}

{!LANG-a8a1fd04f422c12910e4d7fc08533afd!}

{!LANG-a0587360372fc4a3e6c42ac50a31cb9b!}

{!LANG-3368675fea125c7fa4e3db6702d5e711!}

{!LANG-ed9eab7e8f7678ab8deac80debbfac45!}

{!LANG-4807319d560ccab837feb3bd06cca479!}

{!LANG-a151c1e8ca9707101c0854a38de25f48!}

{!LANG-56441cf1216183db32e89fe1ebe31887!}

{!LANG-e72badf3dc8715fecddad805ce32769b!}

{!LANG-22f6b4fa06242676384e8033244565cf!}

{!LANG-77b7ffee29098547c09f01987871b7d3!}

{!LANG-d2777b916d596604cc204d6606dd3bcb!}

{!LANG-8b8318b6bfa6851fbcd022a87c83d1bf!}

{!LANG-6ba4adab56b7208e5858dfd8a2d3d377!}

{!LANG-51b0a93baae0728c8e6a7c588788a78f!}

{!LANG-d9e224b6dab1e486ad8ca7c84745cf65!}

{!LANG-8dc5aae41314048d85c501ff29765f40!}

{!LANG-2f1192c1acf523ce7dd6efb9396ce2a3!}

{!LANG-df2075fd4fb04e391322cd695c4ff377!}

{!LANG-10967e31a7baff2de64f7af9cb906668!}