Transport logistics - thesis. Management of the logistics system of a transport enterprise Improving transport logistics at an enterprise

Annotation. This study is aimed at developing the improvement of transport logistics for the delivery of raw materials to the aluminum industry. The article explores the role, goals and objectives of transport logistics in ensuring the operation of the logistics systems of enterprises. A new technology for the transportation of raw materials using our own train formations is proposed.

Keywords: railway transportation, optimization, transportation technology, transport logistics, transportation.

IN modern conditions there are no companies left that could conduct economic and production activities without the use of transport. Transport service industrial production is one of the primary tasks of the enterprise's logistics system, which provides the needs for raw materials and goods at the right time, in the right place and in the required quantity.

The transport system is the most important component economic activity among the elements of the enterprise logistics system. Logistics costs for transportation can reach up to 30-50% of the total logistics costs.

The purpose of the study the optimization of the existing system of transport logistics for the transportation of raw materials between the enterprises of UC RUSAL: the Severouralsky bauxite mine and the Bogoslovsky aluminum smelter.

Transport logistics is a sphere of logistics, which includes transport enterprises that are members of the processes of movement of goods, the purpose of which is to achieve a general economic effect in the logistics chain. Transport is the main characteristic that influences the innovative and progressive development of the economy of enterprises and the country as a whole. The importance of transport is enhanced with the creation and development of market economic relations, since in this case the emergence of local (regional) commodity markets occurs.

Reduction of time and cost costs is the main task of transport in the logistics system.

To increase the efficiency of the enterprise logistics system, it is necessary to use new transport and technological systems. A transport-technological system is a set of commercial, economic, technical and organizational solutions that maximize economic benefits with minimal costs in the transportation of material flows in the process of delivering goods to customers.

The main quality of transport logistics is to ensure the interconnection of the four elements of the logistics system: supply, production, transport and marketing.

The tasks of transport logistics are:

coordination and analysis of the economic interests of the participants in the transportation process;
application common systems to ensure the planning process and information support;
control and provision of technical and technological interaction between the participants of transportation.

Transport logistics for the most efficient work chooses the optimal mode of transport for the implementation of a particular transportation. The cost, speed of delivery and safety of goods to the end consumer directly depend on the correct choice of the mode of transport.

The analysis of the functioning of transport is used to improve the routes for the delivery of raw materials and goods, the formation of traffic schedules, the identification optimal combination mode of transport and packaging, coordination of distance and period of delivery of goods. Such surveys can help reduce transport costs by 10-15%.

To improve the quality and efficiency of transport logistics, the highest quality planning of the route network and the best choice of vehicles are required. This makes it possible to reduce transport logistics costs and time spent on delivery. Application this approach in practice helps to increase the total revenue of the organization.

The main production facilities of UC RUSAL are located in Siberia, which gives the company two important advantages: access to renewable and environmentally friendly hydroelectric power and proximity to the most promising global market - China. In the context of the ongoing imbalance of supply and demand in the global primary aluminum market, RUSAL is actively optimizing own production with a focus on the Russian ore base (Severouralskoye and Timanskoye bauxite deposits). The volumes of extraction of bauxite ore are given in table. one.

Table 1

Growth in bauxite ore production by deposits

In general, the increase in bauxite ore production by 2021 will amount to 1,194 thousand tons, or 21.6%.

In the gravity range of the Sverdlovsk railway there are two large enterprises United Company RUSAL (hereinafter referred to as RUSAL): Severo-Uralsky bauxite mine (Bauxity station) and Bogoslovsky aluminum smelter (Klimki station).

The North Ural bauxite mine (hereinafter - SUBR) and the Bogoslovsky aluminum smelter (hereinafter - BAZ) were built as a single technological complex bauxite processing into alumina and further into aluminum. Transportation between SUBR and BAZ is part of the technological process. The production cycles of these enterprises are closely interconnected, delays in the delivery of bauxite negatively affect the cost of production.

RUSAL is working on import substitution of imports of raw materials (bauxite) from abroad, manufacturing program of the company until 2022 provides for an increase in the output of semi-finished products (alumina) and finished products (aluminum) from domestic raw materials. This will cause an increase in the volume of shipment of bauxite ore from the Bauxite station to the Klimki station by up to 30% compared to 2018. The capacity of the Klimki station will be exhausted by the end of 2019 with an increase in the volume of transportation of bauxite ore by 100-110 thousand tons.

Insufficient track development of the Klimki station (4 station tracks, the length of which is 44-46 conditional wagons), the complex profile of the junction of the access track with the station tracks and the current technology for transferring cars from the access track to the public track and back do not allow for the delivery of bauxite ore by rail with increasing production volumes.

As a solution to the issue, it is proposed to carry out the transportation of bauxite ore (which are essentially technological) by our own train formations with the formation of loaded and empty trains on the sidings of RUSAL enterprises and the passage of the Bauxite and Klimki junction stations without stopping. Due to these measures, the tracks at the junction stations are freed up and it becomes possible to increase the volume of traffic without additional investments in station development.

The grounds for the new transportation organization system are:

a sufficient level of track development of industrial stations of enterprises for the formation and disbandment of trains;
transportation of bauxite ore by a permanent fleet of own dump cars, formed into three turntables and undergoing regular scheduled repairs in the wagon depot of Russian Railways;
the possibility of organizing transportation on fixed threads of the schedule;
the location of the serviced enterprises at neighboring stations, the distance between which is 39 km

The proposed new bauxite transportation organization system provides for the concentration of all acceptance and delivery operations directly on the SUBR and BAZ sidings, as well as the exit of our own train formations to the main public tracks in communication between Klimki and Bauxity stations using a diesel locomotive leased from Russian Railways.

This article briefly outlined the role, goals and objectives of the enterprise's transport logistics. Improving the transport logistics of the enterprise is one of the priority tasks for increasing profits. With an increase in the volume of transportation of raw materials to BAZ with SUBR, problems will arise in the near future with the impossibility of ensuring the full volume declared for transportation due to the inefficiency of the old transportation scheme. As a result of the study, an improved scheme for the transportation of raw materials is proposed. The economic advantages of the new scheme are:

in the possibility of developing additional volumes of RUSAL's cargo transportation without the need to invest in the development of RZD stations Klimki and Bauxity;
in reducing the cost of transportation of bauxite ore for Russian Railways and the cost of its delivery for RUSAL;
in increasing labor productivity during the transportation of bauxite ore as a result of a reduction in the volume of technological operations and the transition to electronic document management.

Bibliography:

Aluminum Association: [Electronic resource]. M., 2019. URL: http://www.aluminas.ru/ (Accessed 22.02.2019)
Aminova M.T. The concept and structure of transport logistics management // Alley of Science. -2018. -№7(23). – P.478-483
Dovzhenko M.V. International aspects of transport logistics // Symbol of science. - 2017. - No. 3. –C.66-71
Lashko S.I., Lashko T.A. International transport logistics // Scientific Bulletin of the Southern Institute of Management. – 2016. -№4. – P.21-27
Lisitsa E.O. Problems of development of transport logistics // Education and science without borders: social and humanitarian sciences. - 2018. - No. 9. – P.39-42
Nikolaeva M.Yu., Polyanskaya Yu.S., Semenycheva E.S. The role of transport in the logistics chain // Bulletin of young scientists of the Samara State University of Economics. - 2015. - No. 2 (32). – pp. 215-219
Smirnova O.M. Development strategy of UC RUSAL for the company's alumina enterprises until 2030. M., "RUSAL", 2019
Talanova O.A. Development of the market for road freight transportation in Russia / D.M. Matveev, O.A. Talanova, D.V. Menyaikin // Trends in the development of the economy of Russia and the CIS countries: materials of the international correspondence course. scientific practical conf. - Novosibirsk: Media Center, 2015. - P. 100-103.

Transport is one of the most important components of the material base of the economy, which plays an extremely important role in the development of the economy of any state, since the implementation of cargo transportation in accordance with the needs of production ensures the normal functioning and development of industries, regions and enterprises.

The sale of transport services or their purchase on the world market means the participation of transport in operations of invisible export or import. Unlike the products of other sectors of the national economy, transport products do not have a material form, but are material in nature, since material resources are spent in the process of moving. Recently, in connection with the development of integration processes throughout the world, in connection with the strengthening of economic and trade relations, the development of international transportation and, accordingly, the issues of their state regulation are becoming increasingly important. Thus, the relevance of this topic is obvious.

The level of development of the transport system of the state is one of the most important signs of its technological progress and civilization. The need for a highly developed transport system is further enhanced by integration into the European and world economy, the transport system becomes the basis for Russia's effective entry into the world community and taking a place in it that meets the level of a highly developed state. The objective conditions of transformational processes in the development of Russia determine its focus on joining the global economic system and, above all, economic integration with the leading Western European states. This process will certainly lead to an increase in barter transactions between the cooperating countries. In addition, Russia's geostrategic location allows it to be an advantageous bridge for the transit of goods and passengers between the states of Europe, Asia and the Middle East. One of the defining systems that provide cargo and Passenger Transportation on the territory of Russia is a transport system, which in market conditions are subject to high requirements in terms of the quality, regularity and reliability of transport links, the safety of goods and the safety of passenger transportation, the timing and cost of delivery. In accordance with this, the state of transport communications in Russia must meet the requirements of European integration. The most important indicator of the integration of the Russian transport system is the rational use of existing transport networks, the realization of the advantages of their geographical location and communication ability, providing the shortest route to European countries with the Eastern and Asian continents. But in order for the transport systems of Russia to transform into world-class transport systems as quickly as possible, it is necessary to carry out a comprehensive modernization of the entire transport industry.

In market conditions, an important requirement of the consumer of transport services is the timely and high-quality delivery of goods. It seems possible to fulfill the specified conditions using logistics, that is, a control algorithm that, using various economic and mathematical methods, allows you to optimize the operation of individual elements of the transport process and combine these elements into a single system. The insufficient development of logistics transport and technological transportation systems in Russia leads to an increase in transportation costs, and, consequently, to the loss of the market.

Complex economic situation in our country, requires immediate action on the part of the state, solving many problems associated with international road transport and identifying ways to improve the development of the industry. The right economic decision is the key to the successful development of Russia's logistics complex at the global level.

Thus, the chosen theme of graduation qualifying work is highly relevant.

The object of research is the system of international road freight transportation of the Russian Federation.

The subject of the work is the study of the foreign economic activity of the enterprise in the field of international road transport.

The purpose of the study is to consider, on the basis of the available regulatory and theoretical material, the features of state regulation of international road transport in the Russian Federation and economic justification recommendations for improving the activities of the transport and logistics company TTK Mobi Group LLC in the field of international road transport.

To achieve this goal, it is proposed to solve the following tasks:

1. to study the essence of international road transport and their legal regulation;

2. consider sources legal regulation international road transport in the Russian Federation;

3. analyze the role of the international union road transport in the road transport system;

4. to analyze the market of international road transport in the Russian Federation;

5. characterize foreign economic activity LLC "TTK Mobi Group" in the field of international road transport;

6. identify the key problems of the company LLC "TTK Mobi Group" in the implementation of road transport;

When writing the thesis, the methods of a systematic approach were used, the study used a set of theoretical and empirical methods based on the analysis of legal sources, statistical data.

The structure of the work is determined by the purpose and objectives of the study, it includes an introduction, three chapters, a conclusion and a bibliography.

1.1 The concept of international road transport and its development in the global economy

Cargo transportation is carried out by rail, road, air and sea transport. International transportation is understood as the transportation of goods between two or more states, carried out on the terms established by international agreements concluded by these states. A characteristic feature of legal regulation in this area is that the main issues of transportation are resolved in international agreements (transport conventions) containing unified norms that uniformly determine the conditions for international transportation of goods (Appendix A). Typically, such agreements contain requirements for transportation documentation, determine the procedure for accepting cargo for transportation and issuing it at the destination, the terms of the carrier's liability, the procedure for filing claims and lawsuits against the carrier, which are specified in advance in the application for transportation of cargo (Appendix B). In the absence of uniform substantive legal norms, they turn to the norms of transport conventions or national legislation.

Economic efficiency transactions largely depend on the right choice basic conditions supply of goods and transport conditions.

Typical terms of delivery are different according to the legislation of different countries. Often, the parties to the purchase and sale agreement are not familiar with the differences that exist in the trading practices of their partners in the transaction, which can cause misunderstandings, disputes and litigation.

To solve all these problems, the International Chamber of Commerce published for the first time in 1936 a set of international rules for exact definition trade terms. These rules are known as "Incoterms 1936". Amendments and additions were later made in 1953, 1967, 1976, 1980, 1990 and currently in 2000 to bring these rules in line with modern practice. international trade.

The unification of the terms of delivery "Incoterms - 2000" facilitates the procedure for concluding contracts, since they set out the main formulations that have been tested by trade and arbitration practice.

The international terms "Incoterms - 2000", including 13 terms, are formed into four basic categories.

Group "E" (departure) includes only one term EXW - Ex Works (france - enterprise), according to which the buyer receives the goods ready for shipment at the warehouse (seller's factory); group "A" (basic freight not paid) includes three terms:

FCA - Free Carrier (free carrier);

FAS - Free Alongside Ship (free on board), according to which the seller is obliged to deliver the goods to the vehicles (at the disposal of the carrier) specified by the buyer;

Group "C" (basic freight paid) includes four terms:

CFR - Cost & Freight (cost and freight); CIF - Cost, Insurance & Freight (cost, insurance and freight); CPT - Carriage Paid (freight paid until…)

CIP - Carriage & Insurance Paid (freight and insurance paid before ...) That, according to which the seller must conclude a contract of carriage, but does not bear the risk of loss or damage to the goods and additional costs associated with events that occurred after the goods were sent.

Group "D" (arrival) includes five terms:

DAF - Delivered At Frontier (free-to-border delivery); DES - Delivered Ex Ship (delivery of the franc - ship); DEQ - Delivered Ex Quay (free delivery - berth); DDU - Delivered Duty Unpaid (delivery without payment of duty); DDP - Delivered Duty Paid (delivered duty paid), according to which the seller bears all the costs and risks associated with delivering the goods to the agreed place of the specified destination.

It should be emphasized that the terms included in INCOTERMS refer only to contracts of sale and, therefore, do not affect the terms - sometimes very similar in wording - that can be used in contracts of carriage, especially when characterizing the terms of various charter parties.

COURSE WORK

Transport logistics at the enterprise

Introduction

Logistics is the science of planning, managing, controlling and regulating the movement of material and information flows in space and time from their primary source to the end user.

Logistics, although it has deep historical roots, is nevertheless a relatively young science. It received especially rapid development during the Second World War, when it was used to solve strategic problems and to clearly interact with the defense industry, standard and supply bases and transport in order to timely provide the army with weapons, fuel and food. Gradually, the concepts and methods of logistics began to be transferred from the military to the civilian field, first as a new scientific direction on the rational management of the movement of material flows in the sphere of circulation, and then in production.

Logistics divisions have been created at industrial enterprises, agro-industrial complex, transport, etc.

By the end of the 20th century, logistics science appears as a discipline that includes purchasing or supply logistics, logistics of production processes, marketing or distribution logistics, transport logistics, information or computer logistics, and a number of others.

Each of the listed areas of human activity has been sufficiently studied and described in the relevant literature; the novelty of the logistics approach itself lies in the integration of the above, as well as the areas of activity in order to achieve the desired result with minimal time and resources through optimal end-to-end management of material and information flows.

Transport is a branch of material production that transports people and goods. In the structure of social production, transport belongs to the sphere of production of material services. Transport as an integral part of a larger system, i.e. logistics chain, led to the need to consider it in different aspects. From the point of view of studying the efficiency of individual modes of transport, the transportation of goods between the points of departure and destination on each of them is of interest. However, from the standpoint of the organization of transportation, it is advisable to analyze the entire transportation process as a whole from the consignor's door to the consignee's door. If the interests of the clientele are taken into account, then it is necessary to take into account not only transportation by main modes of transport, but also processing, storage, packaging and unpacking, supply of materials to the machines in the workshop and all related information processes that accompany the material flow. This approach contributes to the optimal choice of transport services, because the quality of transportation, as a rule, is more reflected in the total costs than the cost of transportation.

From the point of view of specialization and cooperation of production, the study of transport cannot be limited to the sphere of individual material and technical relations. It must be considered throughout the entire supply chain, from the primary supplier to the final consumer, including intermediate stages.

explore theoretical basis transport logistics;

identify the essence and objectives of transport logistics,

indicate the tasks of optimizing transportation,

Consider the organization of transport logistics on "".

Target term paper- systematization, consolidation of theoretical and practical knowledge on transport logistics, consideration of the main functions and tasks of the organization of transport logistics at the enterprise.

1.Theoretical foundations of transport logistics

1.1 Economic essence, tasks and functions of transport logistics

Transport logistics - moving the required amount of goods to desired point, the optimal route in the required time and at the lowest cost.

Transport is a link between the elements of logistics systems, carrying out the movement of material resources.

Transport plays a special role in the national economy of the country; it links together all branches of production, ensuring the movement of raw materials, semi-finished products and finished products.

A significant part of the operations on the path of material flow from the source of raw materials to the final consumer is carried out using various vehicles, while the costs of transportation reach 50% of the total costs.

Transport is presented as a system consisting of two subsystems: public transport and non-public transport.

Public transport serves the sphere of circulation and the population. This type of transport is often called the main one (the main line is the main, the main line in some system, in this case, in the communication system). The concept of public transport covers urban transport, railway transport, water transport (sea and river), road, air and pipeline transport.

Non-public transport - intra-industrial transport, as well as vehicles of all types belonging to non-transport enterprises, is, as a rule, integral part any production systems.

Tasks of transport logistics:

ensuring the technical compliance of the participants in the transport process - the consistency of the parameters of vehicles;

ensuring the technological compliance of the participants in the transport process - the use of a single transportation technology;

harmonization of the economic interests of participants in the transport process - a general methodology for building a tariff system;

use of unified planning systems - development and application of schedules for various kinds transport;

creation of transport corridors, choice of mode of transport, choice of vehicle type, route selection, etc.

The transport system has features that are characteristic of any other production system. However, compared with other sectors of the national economy, transport has a number of specific features generated by the nature of the production process:

In the course of its functioning, the transport system does not create a new material product; its products are the very process of moving goods and passengers;

unlike the products of other industries, transport products are not interchangeable: the excess of the volume of transportation of any cargo between some points cannot compensate for the failure to transport the same cargo between other points. These products do not exist separately from transport and cannot be produced in stock, i.e. non-provision of transport services in one period of time cannot be compensated by their overfulfillment in another period of time;

the means of production of the transport industry are dispersed throughout the country, most of them are in constant motion. The scale of the industry, the dispersal of its facilities, the dynamic nature of the production process, the impact of a large number of random factors determine the extreme complexity of managing the transport system.

The significance of transport logistics lies in the organization of the movement of material flow by public transport based on the priority criteria of economic market entities (cargo owners). For this reason, the initiator logistics process, and hence the choice of a particular mode of transport is precisely the cargo owner (usually the consignor), located at the beginning of the logistics chain (supply chain).

Thus, the cargo owner understands by transport logistics, first of all, the possibility of choosing the mode of transport that satisfies him in terms of the implementation of preference criteria. Therefore, the main task of the carrier within the framework of transport logistics is the formation of competitive transport components of the logistics systems of economic market entities (cargo owners), which allow satisfying their needs not only in terms of the possibility of moving products, but also with the obligatory fulfillment of the requirements for the quality of transportation.

1.2 Indicators of the use of vehicles, the methodology for their calculation

logistics vehicle system

Vehicles and transport communications are characterized by high capital value. Therefore, the statement of the majority of scientists - economists, that the high investment component in transport is justified only with its effective use, is quite fair.

Constant growth in the volume of transportation of goods by road, including those owned trade organizations and enterprises, necessitates a more efficient use of it.

Picture 1. Functional structure transport logistics

Factors driving more intensive use of road transport include:

.improving the use of the carrying capacity of vehicles;

.increasing the shift ratio of transport;

.downtime reduction;

.improved mileage utilization;

.acceleration of loading and unloading operations.

To assess the efficiency of road transport, technical and economic indicators are used.

Thus, the use of the rolling stock fleet can be assessed using the coefficients of technical readiness and output.

The coefficient of technical readiness (Kg) of the rolling stock for work is determined by the formula:

Kg=ADg/ADs, (1)

where ADg - car-days in a state ready for operation;

ADs - scheduled car-days of rolling stock in the fleet.

Rolling stock output coefficient can be determined by the formula:

Kv \u003d ADe / ADs, (2)

where ADe is the number of vehicle-days of operation.

These indicators can be improved by increasing the level of technical readiness of vehicles, constantly updating the rolling stock fleet, and taking preventive and repair measures in a timely manner.

Static and dynamic coefficients can be applied to determine the degree of use of the carrying capacity of vehicles.

The static coefficient (Kc) is determined by the ratio:

Кс=Qa/Qn (3)

where Qa - the amount of actually transporting cargo; - the nominal load capacity of the vehicle.

The dynamic coefficient (Kd) is determined by the ratio:

Kd=Rt.f. / Rn (4)

where Rt. f. - actual transport work, tkm;

Рн - the number of ton-kilometers that could be performed with the full use of the rated load capacity of the vehicle.

Improving the use of the carrying capacity of vehicles is largely facilitated by the use of rational methods for placing goods in the back of a car, a well-thought-out development of routes for their delivery.

In this case, such a factor that characterizes the level of transportation organization falls out of sight. After all, it is no secret that in some cases the car, having gone for the goods, arrives with nothing, having made an idle run. And in other cases, transportation is organized so that the goods are transported in both directions: in one direction for themselves, in the other side of the cargo. third parties.

Even the transportation of own cargo in some cases can be organized so that the car will be loaded at both ends of the flight.

For example, when leaving for the goods, the car can be loaded with containers released after the sale of the goods. This will reduce the company's transport costs and distribution costs in general.

Therefore, to assess the operation of vehicles, one can also use such an indicator as the coefficient of useful mileage (Kp), which should be calculated according to following formula:

Kp=P2/P0 (5)

where P2 is the mileage with a load, km.

P0 - total mileage, km.

And of course, to assess the operation of vehicles, one should use such a general indicator as the cost of one ton-kilometer. It contains all the factors characterizing the level of use of the car.

For example, if the cost per ton - kilometer is low, then this clearly indicates not only the economical use of resources, but also the competent organization of transportation, the good technical condition of vehicles and their high technical readiness.

If the cost is high, then this assessment will be completely opposite.

In the transition to a market economy, when energy prices, including gasoline and diesel fuel, have risen sharply, special attention should also be paid to such an indicator as fuel consumption per 100 kilometers of a car run.

This indicator, as well as others, must be analyzed not only in dynamics over several years, but also compared with the same indicators for other related enterprises, as well as with regulatory data.

In particular, for all brands of cars, among other technical data, there is such an indicator as the fuel consumption rate per 100 kilometers.

The improvement of the use of cars is largely facilitated by the use of rational methods of placing goods in the body of a car, a well-thought-out development of routes for their delivery, the choice of the most suitable type of car for the transportation of a particular product and its carrying capacity.

An important condition for increasing the efficiency of the use of vehicles is an increase in the shift of its work, which can be achieved by extending the operating time of forwarding warehouses and dispatch services, as well as creating conditions for the night delivery of goods to trade enterprises.

It should be taken into account that the efficiency of transportation depends on a large number of factors. First of all, we are talking about the fact that not all goods use the carrying capacity of vehicles to the same extent. In this regard, all national economic goods are divided into 4 classes according to the degree of use of the carrying capacity of vehicles. The first class includes goods that ensure the loading of vehicles by 100%, the second - by 85%, the third - by 63%, and finally, the fourth class includes the same loads that ensure the use of the carrying capacity of transport by less than 45%. The classification of all national economic goods is given in economic reference books. And since trade enterprises simultaneously transport goods of various classes, but are normatively established for calculations in relation to a specific class of goods, in the practice of transportation planning, the average class of goods transported is determined by the following formula:

K=(01*k1+02*k2+03*k3)/(K1+K2+K3) (6)

Where K is the average class of transported goods;

02, 03 - weight of certain types of cargo, t.

K1, K2, K3 - class of certain types of cargo (taken from directories).

Transportation figures largely depend on the type of roads on which transportation is carried out. In this regard, all roads are divided into three groups.

The first group includes paved roads and one-way traffic with dividing lanes. The second group also includes roads with a hard surface, but also with oncoming traffic. There are more such roads in Belarus than the first group. Finally, the third group of roads includes dirt roads.

The highest standards for the use of transport are set for the first group of roads, and vice versa - the lowest are set for the third group of roads.

The cost of transporting goods largely depends on the average distance of their transportation. The shorter the transportation distance, the lower the transportation costs, and vice versa.

All these factors and indicators must be taken into account when planning the rational organization of the transportation of goods.

1.3 Prospects for the development of transport logistics

Automation of information flows accompanying cargo flows is one of the most essential technical components of logistics. Modern trends in information flow management are to replace paper shipping documents with electronics.

With documentless technology, the traditional methods of performing cargo and commercial operations at the stations of departure, arrival and en route have become an anachronism - they are a barrier to the creation of fundamentally new technologies for the transportation process.

Attempts are being made to simplify the transportation documents of freight rates, the system of mutual settlements for transportation between senders, recipients and transport organizations. But, in fact, outdated technology commercial work imposed on modern technical means of automation.

Naturally, when developing new technology it is necessary to focus not only on the existing technical means of automation, but also to take into account the future prospects for their development. The technical basis for creating advanced technologies and building a transport logistics system is:

multiprocessor computers, mini- and macro-computers of the fifth generation;

channels of connection;

equipment personal computers cargo station officials.

In addition to the use of a progressive technical base, when creating a fundamentally new technology, it is necessary to carry out a set of the following organizational and technological measures:

to develop a unified system for coding cargoes, consignors and consignees, wagons and other vehicles for all types of transport, as well as railway stations, ports, bus stations. All types of information on cargo units, including shipping and railway markings, should be applied in a way that is convenient for automatic reading by modern pattern recognition devices;
build databanks from regulatory reference and operational information in the station's aircraft, information center and main computer center, which contain all the information necessary to solve the problems of automating cargo and commercial operations of tracking and searching for goods within the boundaries of the station, roads and railway network. The main goal of developing a promising fundamentally new technology is to fully automate the processes of receiving, searching for and accounting for goods, tracking their movement at all stages of the transportation process, including at the phases of servicing the material flows of a cargo station with virtually no paper documents. As a result of the abolition of work on the preparation of transportation documents and clerical reports, the procedure for receiving and issuing goods is significantly simplified, many operations are eliminated, including the preparation of a complex of transportation documents and a wagon place; sighting in the consignment note in the form of permission on the transportation document; registration of the consignment note after acceptance of goods for transportation by the consignor; filling in the book of acceptance of cargo for departure; maintaining records of the supply and cleaning of wagons and non-numbered accounting; preparation of financial reports; registration of arrived cargoes in the station technology center and commodity office; preparation of operational reporting on the loading and unloading of goods; drawing up ten-day applications and ten-day orders of tasks for loading cargo; preparation of banking and financial documents for centralized payments for transportation; maintenance of the archive of the cargo station, etc.

The main principle of the documentless technology of cargo and commercial work in the implementation of the transportation process is that from the moment goods arrive on the railway until the moment they are issued, all the necessary information is stored in the computer's memory.

The process of movement of goods by rail is modeled by the movement of data on memory arrays at the stations of departure, destination, marshalling yards in the ICC and MCC of the MPS, i.e. a global dynamic model of material flow movement is built.

Dynamic information model at the beginning it is built at the departure station with data transfer to the data center of the departure road. When the cargo is transferred to the destination station, an information model of its processing in the distribution center of the station is formed according to the elements of the technological process. In addition, the MCC is building a dynamic information model for the elements of the transport network for roads, marshalling and freight yards. Proceeding from this, the idea of documentless technology is to ensure the synchronization of the processes of movement of goods along the transport network and data on the cargo in a dynamic information model, which corresponds to the ideas of logistics.

A hypothetical documentless technology for servicing material flows and accompanying information flows is carried out as follows.

An application for the carriage of goods in the form of a request is transmitted by the sender via the communication channels of the CC station. Upon receipt of a visa for transportation, information about the cargo is recorded in the computer memory. The movement of information as the material flow is serviced at the cargo station can be carried out according to the “shift register” principle.

The cargo is delivered to the transport and warehouse complex. After it is received and placed in the storage area, information about the cargo is again transmitted by the operator to the CC of the station, compared with the records and, if they match, enters the next memory array - “Waiting for loading”. From this moment begins the electronic material accounting of the accepted cargo. A signal about a change in the state of the cargo is transmitted to the computer in the form of a code. Additional information upon acceptance of the cargo is automatically read from the marking applied to the cargo in the form of a bar code.

All loading and unloading and warehouse operations are carried out automatically at the transport and warehouse complex (TSK). The linear bar code allows for automatic addressing of goods by sections and cells of the storage area.

At the moment of the start of loading, a signal is received in the computer and information about the cargo is transferred from the memory array "Waiting for loading" to the array "Loading". Upon the loading completion signal, the data is transferred from the "Loading" array to the "Waiting for harvesting" array. The automatic device reads the cipher number of the wagon and the information is transmitted to the computer via the video terminal simultaneously with the signal about the completion of loading. It complements the information previously stored in memory. If small shipments are loaded into the wagon, then the information contains a list of all goods in the wagon, and is an undocumented analogue of the wagon place.

Upon a signal about the completion of the cleaning of wagons, received from the driver of the shunting locomotive, information about the wagon and cargo is transferred from the “Waiting for cleaning” array to the “Waiting for formation” array. Here the signal represents the car number.

As a result of the entire procedure described, the material accounting of goods at the TSC is completed. When performing the operation according to the direct variant, the addressing of goods is carried out directly from the wagons to the cars along the shortest path in accordance with the program that is worked out by the computer. After completion of the formation of the train from the brigade of the shunting locomotive, a signal enters the computer, through which information about the cargo is transmitted to the next memory array "Waiting for departure". After the departure of the train, in which the wagon with the accepted cargo is located, the documentless accounting of the accepted shipment at the CC station is completed. Information about it is deleted in random access memory computer, but its contents are transferred to long-term storage media, which are stored in the archive of the station.

If the cargo is received at a station where there is no CC, then all information about the successive stages of cargo processing is transmitted through an intelligent terminal to the CC of the shared use of the cargo station support. The moments of acceptance and departure of cargo at the loading station and the main data on the dispatch are also transmitted to the information center of the departure road and the MCC. Here, a generalized information model is formed that characterizes the state of the cargo at individual stages of the transportation process.

To implement the principles of documentless technology, it is necessary to solve the following tasks:

Reconstruct the existing legal norms related to the abolition of transportation and other documents that are currently of great legal importance.
Perform ergonomic and psychological studies of the activities of officials who were traditionally associated with documenting transportation and will work in conditions of full automation and constant dialogue with computers.
Develop a rational noise-immune unified coding system for wagons, cargo, consignees, consignors, production facilities - elements of the transport network - taking into account the minimum redundancy of this system.
Build the structure of a machine-readable code applied to cargo and wagons for automatic reading of information.

2. Analysis of the logistics system of the enterprise CJSC "Regata"

.1 Organizational and legal characteristics of CJSC Regata

CJSC "Regata" - Production and sale alcoholic products.

Location of CJSC "Regata": Legal address: Omsk, st. 75th Guards Brigade, house 7. Postal address: 644112, Omsk, st. 75th Guards Brigade, house 7.

Legal status CJSC "Regatta" is determined Civil Code RF, federal law on the shareholders of the companies, the Charter, the memorandum of association, other normative documents. CJSC "Regata" owns separate property and is liable for its obligations with this property, has an independent balance sheet, can acquire and exercise property rights on its own behalf, be a plaintiff and defendant in court. The supreme body of a joint-stock company is the general meeting of shareholders, which considers reports on the company's activities, sets the amount of dividends, and decides other most important issues. Shareholders have a different number of votes depending on the number of shares purchased. Operational accounting and statistical accounting and reporting of a joint stock company is carried out in accordance with the procedure established by the legislation of the Russian Federation. The financial results of the joint-stock company's activities are determined on the basis of the annual balance sheet. At the location of CJSC Regata, full documentation is kept in the amount established by the current legislation of the Russian Federation. Control over the financial and economic activities of a joint-stock company is carried out by an elected auditor by the meeting in accordance with the charter and procedure for its activities. Inspection (audit) of financial and economic activities is carried out based on the results of the activities of the joint-stock company for six months and for the year, as well as at any time at the initiative of the auditor, or by decision of the general meeting of shareholders, if necessary. The procedure for reorganization and liquidation of CJSC "Regata" is determined by the charter of the joint-stock company.

The organizational structure of the enterprise consists of the head, this is the general meeting of shareholders, the general director is subordinate to him, the deputy is subordinate to him CEO on various issues and the Deputy General Director for Transport, the head of the logistics department and the repair engineer are subordinate to him, dispatchers-managers are subordinate to the head of the logistics department, and drivers, car mechanics, freight forwarders, auto electricians are subordinate to the repair engineer.

2.2 Analysis of transport logistics at the enterprise CJSC Regata

CJSC "Regata" uses road transport to transport finished products to various wholesale and retail outlets in the city of Omsk and the Omsk region.

The vehicle fleet of the enterprise consists of the following vehicles involved in the delivery of products (table 1).

Table 1. Vehicle fleet of the enterprise

No. p \ p Brand of the car Engine type Load capacity Scope of use 1 load. van ZIL - BYCHOKdiesel 3 t. van ZIL - BYCHOKdiesel 3 t. van GAZ - GAZEL petrol1,1 t.sale4gruz. van GAZ - GAZEL petrol1,1 t.sale5gruz. van ZILdieselny6 t.sales, supply6cargo. van ZILdieselny6 t.sales, supply7cargo. van ZIL diesel7 t.sales, supply8cargo. van MAZdiesel 7 t.sales, supply9 tractor / semi-trailer MAZdiesel 20 t.sales 10cargo. van ZIL petrol5 t.sales, supply11cargo. van ZIL petrol5 t.sales, supply12cargo. van ZIL petrol5 t.sales, supply13cargo van ZIL petrol5 t.sales, supply14cargo. van ZIL petrol5 t.sales, supply15cargo van ZIL petrol 5 t. for write-off16 cargo. van ZILpetrol 5 tons for write-off17 cargo. onboard ZILpetrol3 t.supply, sales18cargo. onboard ZILpetrol3 t.supply, sales

As can be seen from the presented table, 11 vehicles (mainly with gasoline engines) are involved in customer service (delivery of products). To deliver products to retail outlets in the city and to wholesalers in the city, small-medium-tonnage vehicles are used (ZIL 5 tons, BYCHOK 3 tons, GAZELLE 1.2 tons), and large-capacity vehicles (ZIL, MAZ 7-20 tons).

According to the vehicle distribution system that has developed at the enterprise, in 80% of cases, cars with a gasoline engine, a large payload (5 tons) and a high fuel consumption per 100 km, are sent for a trip around the city. mileage (ZIL). This is explained by the fact that it is more convenient for loaders-forwarders to unload products from a large van in order not to re-sort the products given the large assortment.

Cars free from orders are sent on a flight as tasks are received, the loading of the body is partial and sometimes not fully used.

Table 2 shows fuel consumption rates per 100 km. mileage of vehicles accepted at the enterprise.

Table 2. Fuel consumption rates

No. p / p Type and brand of equipment. Carrying capacity. Type of fuelConsumption rates per 100 km./summerWinter1Gr. van ZIL 6 t. Diesel 37.541.32 Gr. Van ZIL 5 tons. Gasoline A8039,443,33Gr. Van ZIL 7 t. Diesel27,830,64Gr. Van GAZ-GAZELLE 1.2 t. Gasoline A8019.321.25 Gr. Van ZIL-BUCK 3 t. Diesel 17.919.76 Tractor trailer MAZ 20 t. Van MAZ 7 t. Diesel38,442,2

Using the data from table 2, we can determine how much gasoline is required on average to complete one full trip for three cars: ZIL (5 tons), ZIL-Bychok (3 tons), GAZ-Gazelle (1.2 tons).

Table 3. Calculation of transport costs

ZIL (5 tons) Flight (L), km Fuel consumption (Pt/100 km) l Actual fuel consumption, l Cost of fuel per liter (St), rub. 40 annual2640041,310,03,219207160,80Zil-bull (3 tons) daily10019,719,718,90372.33 months220019,7433,418,908,741,26,08,90,75200,819,9098295,12gaz-gazelle (1.2 tons) daily10021,221,219402 ,80Month220021.2466.4198861.60Year2640021.25596.819106339.2

Analyzing table 3, we can conclude that the cost of transport services when operating Gaz-Gazelle is more than when using ZIL-Bychok.

Looking at Table 3, we can conclude that:

when replacing a ZIL car with a GAZ-Gazelle car, the fuel cost savings is 94%;
when replacing a ZIL car with a ZIL-Bychok car, the fuel cost savings is 110%;
when replacing a GAZ-Gazelle car with a ZIL-Bychok car, the fuel cost savings is 8%.

Knowing the most economical vehicle from the company's fleet, you need to calculate how many retail outlets ZIL-Bychok can bypass per flight. To do this, we use the list of orders (table 4)

Table 4. List of orders in the city of Omsk

Name of goods Quantity, Kg. Address, customer Vodka "White birch" 250B. Green 34, "Our Store" Wine "Kagor" 400 Krasnoarmeyskaya 61, "Magnet" Martini "Lime" 250 Sibirsky pro-kt, 12, "Food" Cognac "5 Stars" 500 Semashko 20, "Sunshine Store" Vodka "Polyarka" 550 Machine builders 1, "Quiet Don"Vodka "Rus"450Krasny Put 35, "Astor"Wine "Favorite"300Newspaper 70, "Magnet"Brandy "Smith"15070 years of October 20, "Our Store"Whiskey "Oke"150Dianova 13, "Povorot"TOTAL3000

Table 4 shows a list of orders, the maximum load of the car is 3 m tons. We sort the list of orders by distance relative to the location of the enterprise and lay the route from the nearest customers to the distant ones, covering all the rest along the way. Let's display the sorting results in Table 5.

Table 5. Sorted list of orders by distance

Distance from the enterprise to the customer, km Way 35, "Astor" 3,170 years of October 20, "Our Store" 3.2B. Green 34, "Our Store"3,4Dianova 13, "Turn"

Table 5 contains a list of orders sorted by distance, to determine the first stage, we take the shortest distance of 0.6 km, when creating a ring route, it is necessary to plan the return trip to the enterprise, so the middle of the list of orders will be the longest distance of 3.4 km, all other orders must be located according to the path from the enterprise to the middle of the list, and the rest from the middle of the list to the enterprise.

Due to significant savings in time and resources, the result of using the transport logistics system at the enterprise will be: a high probability of fulfilling the "six rules of logistics" - the right cargo, in the right place, at the right time, in the required quantity, required quality, at minimal cost.

2.3 Disadvantages and ways to improve transport logistics at the enterprise CJSC Regata

An analysis of transport logistics at the ZAO Regata enterprise showed that it is economically feasible to use vehicles with the lowest fuel consumption (ZIL - Bychok, GAZ-Gazelle) to deliver products around the city. The average tonnage of one trip around the city (1.2 tons) makes it possible to accommodate the entire range of products and not re-grading when unloading the truck by freight forwarders. Orders received from the clients of JSC "Regata" should be summed up to fill the body of one vehicle and sorted by the range of destinations, this will allow the use of transport resources as much as possible, which will reduce downtime. A comparative table of costs when using different vehicles showed that the use of ZIL cargo vans should be abandoned, since the costs of their operation are not justified. It should also be noted that the use of GPS navigators on board the car will allow you to plot the route in advance and track the actual location of the vehicle and reduce the number of frauds associated with draining fuel during vehicle downtime.

Analyzing table 1, it can be seen that on the balance sheet of the enterprise there are 2 cars that are not used in operation (they cannot be restored) and are subject to write-off. From this transport, the company pays corporate property tax and transport tax, which are unjustified expenses; these two vehicles should be sold for spare parts.

Conclusion

In the process of studying the topic of the course work, theoretical knowledge in the field of transport logistics was used and applied in practice. The object of application of this knowledge was chosen closed Joint-Stock Company"Regatta".

When solving the problems of the course work, it was determined that transport logistics is the movement of the required amount of goods to the right point, the optimal route for the required time and at the lowest cost. Tasks of transport logistics:

-creation of transport systems, including the creation of transport corridors and transport chains;

-ensuring the technological unity of the transport and storage process;

-joint planning of the transport process with warehouse and production;

-determination of a rational route for the delivery of goods;

-choice of type and type of vehicle.

Prospects for the development of transport logistics are to replace paper shipping documents with electronic ones. Automation of information flows accompanying cargo flows is one of the most essential technical components of logistics.

As a result of the analysis of the transport logistics of the enterprise CJSC "Regata", it was revealed that this area does not function effectively enough, ways to improve this issue were proposed, and in particular:

-use vehicles with the lowest fuel consumption (ZIL - Bychok, GAZ-Gazelle);

-rejection of ZIL cargo vans;

-collection and packaging of incoming orders;

-sorting the range of destinations to set the optimal route;

-it is possible to use GPS navigators on board the transport;

-sale of unused vehicles.

The result of using the transport logistics system for the enterprise will be: a high probability of fulfilling the "six rules of logistics" - the right cargo, in the right place, at the right time, in the right quantity, the right quality, at minimal cost.

Literature

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4.Gadzhinsky A.M. Fundamentals of Logistics: Study Guide. - M.: IVTs Marketing, 2006. - 124 p.

5.Gadzhinsky, A.M. Workshop on logistics: Textbook. - M.: Infra-M, 2000.

6.Golikov, E.A. Marketing and logistics: Textbook. - M.: Dashkov i K°, 2006.

7.Gordon, M.P. Logistics of distribution: Textbook. - M.: Center for Economics and Marketing, 2001.

8.Kirshina, M.V. Commercial Logistics: Textbook. - M.: Center for Economics and Marketing, 2001.

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10.Myasnikova, L.A. Fundamentals of logistics: Textbook, - M.: SPbGUEF, 2005.

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Tags: Transport logistics at the enterprise Diploma Management

INTRODUCTION

Logistics is the science of planning, managing, controlling and regulating the movement of material and information flows in space and time from their primary source to the final consumer.

Logistics subdivisions have been created at enterprises of industry, the agro-industrial complex, transport, in the NATO apparatus, they are included in the organizing committees for holding major international competitions, etc.

From the point of view of specialization and cooperation of production, the study of transport cannot be limited to the sphere of individual material and technical relations. It must be considered throughout the supply chain, from the primary supplier to the end user, including intermediate stages.

The purpose of the course work is to systematize, consolidate, theoretical and practical knowledge in transport logistics.

The objectives of the course work are to identify the essence and tasks of logistics, as well as to consider the impact of logistics on transport policy, to indicate the tasks of optimizing transport transportation.

THEORETICAL ASPECTS OF LOGISTICS AT THE ENTERPRISE

1.1 The essence of logistics and its functional areas

Logistics - management of material flows in the areas of production and circulation.

Currently, commercial relations are being formed in conditions of high competition, uncertainty and instability of the market environment. In order to be successful in entrepreneurial activity, it is no longer enough to use only marketing approaches, the use of modern highly effective methods and methods for managing flow processes is required. The most progressive scientific and applied direction in this area is logistics.

The growing interest on the part of entrepreneurs in logistics is due to the potential for improving the efficiency of the functioning of material-carrying systems. Practice shows that companies using logistics have gained an advantage over competitors and significantly increased profits by reducing costs associated with reducing production costs in the field of resource potential. The passage of goods through various technical operations of the production process takes about 90% of all time costs. The use of logistics can significantly reduce the time interval at all stages of the production cycle. Time reduction occurs primarily in the production process between the acquisition of raw materials, materials and delivery finished product consumer.

The efficiency of the functioning of an enterprise using logistics is achieved mainly due to:

a sharp decrease in the cost of goods;

improving the reliability and quality of supplies.

The peculiarity of logistics lies in the systematic consideration of the totality of all links of the production process from the standpoint of a single material production chain, which is called the "logistics system". The interaction of individual links of this chain is carried out at the technical, technological, economic, financial, methodological and other levels of integration. Reducing resource costs and minimizing time costs is achieved by optimizing the end-to-end management of material and information flows.

Information flows arise where there are material flows and are a characteristic of these material flows. Therefore, the use of the term material flows implies the existence of information flows and management optimization affects both material and information flows. The use of logistics speeds up the process of obtaining information and improves the level of service of the production process.

The material flow consists of:

blanks;

production;

distribution center;

consumer.

The use of logistics in one enterprise involves close interaction with a partner / buyer, which is aimed at making commitments to reduce costs and accurately fulfill their obligations to a partner.

The basis of successful activity when using the logistics approach is formed by the principles that imply a high degree of coordination between the participants in the movement of goods in the field of technical equipment of cargo processing systems.

When organizing logistics in an enterprise, six rules must be followed:

cargo - the desired product;

quality - the required quality;

quantity - in the required quantity;

time - must be delivered at the right time;

place - to the right place;

costs - with minimal costs.

If these six rules are met, then the goal of logistics activities is considered to be achieved.There are five main functional areas of logistics:

procurement logistics - solves issues related to the provision of the enterprise with raw materials and materials. Analysis is carried out among suppliers, contracts are concluded and their execution is monitored. The mechanism of interaction with the supplier is used in case of violation of the terms of delivery and prompt measures are taken to correct the situation. Area of interaction constituting the main content purchasing logistics, is determined by the terms of the contract with suppliers and the composition of the functions of the supply service within the enterprise;

production logistics - solves the problems of creating wealth or providing material services. The bulk of the work is carried out within the territory of one enterprise. Participants in the production process interact with each other not as a result of concluded contracts, but as a result of decisions made by the enterprise management system;

distribution logistics - solves the problem of selling finished products. To solve these problems, two options for promoting finished products are used: manufacturers themselves and trading and intermediary enterprises are engaged in sales;

transport logistics - solves the issues of material flow management in transport areas. Transport work performed in the process of bringing the material flow from the primary source of raw materials to the final consumer. Transport operations carried out by logistics can be divided into two large groups, performed by: Special transport organizations (public transport), Transport owned by the manufacturer of finished products (non-transport enterprises);

information logistics - rationalizes the organization of the movement of information flows. Information Systems provide management of material flows, using microprocessor technology, information technology and other components of the informatization process, achieving effective management of information flows.

1.2 Organization of logistics at the enterprise and the formation of logistics systems

The use of a logistics system in a small enterprise provides for the management of all operations as a single activity. To do this, the company needs to organize a special logistics service that will manage the material flow, starting from the formation of contractual relations with supplies and ending with the delivery of finished products to the consumer. The material flow on the way from the warehouse of material resources to the warehouse of finished products passes through a number of links in the main production. Management of material and information flows at this stage has a number of specific features and is called production logistics.

planning and control;

planning the release of finished products;

planning of transport processes;

warehouse network planning;

budget control;

Information Systems;

operations management;

in warehouses;

in transport, in the process of servicing production processes;

Inventory Management;

demand forecasting, management and control of stocks of raw materials, semi-finished products and finished products;

choice of containers and packaging.

The production process consists of a large number of elementary and complex logistics activities, united by a given objective function. This objective function is usually formulated on the basis of marketing strategy and lies outside the immediate production cycle. Therefore, an isolated consideration of logistics in the production of finished products (FP) is possible only if the goals and limitations of the external macro- and micrologistics environment are set. These limitation goals are the basis for the operational volume-calendar planning of the release of a certain range of products.

These prerequisites make it possible to formulate a certain set of tasks for the intra-production micro-logistics system within the framework of a given (forecasted and planned by demand and orders) production program.

The logistics service created at the enterprise in the person of a department or one person must perform the following functions:

operational-calendar planning with a detailed schedule for the release of finished products;

operational management of technological processes of production;

overall quality control, maintenance of product quality standards and related service;

strategic and operational planning supply of material resources (MR);

organization of in-house warehousing;

forecasting, planning and regulation of MR consumption in production;

organization of work of intra-production technological transport;

control and management of stocks of MR, NP and GP at all levels of the intra-production warehouse system and in the technological process of production;

intra-production physical distribution of MR and GP;

information and technological support of management processes - intra-production material flows;

automation and computerization of management of material (information, financial) flows in production;

the listed set of tasks should be solved within the framework of a corporate logistics strategy for optimizing the management of material and related flows from the point of view;

Optimization (minimization) of the levels of all stocks of MR, NP, GP inside;

Production and technological cycle and warehouse system;

Reducing the time of the production and technological cycle;

Reducing all logistics costs in the production of HP;

Optimization of the work of the intra-company transport and warehouse complex.

The proposed structure allows to allocate at the enterprise single function management of end-to-end material flows. The complexity of the implementation of the logistics concept in production largely depends on the current technological specialization, and primarily in the field of transport and moving operations.

Cost accounting in the production process involves:

identification of all departments involved in the production process;

determination of the change in costs caused by the abandonment of this business process;

identification of costs that can be avoided if this product will not be manufactured and brought to the client.

To improve efficiency modern production The following tasks are solved at the enterprise:

the task of full capacity utilization is replaced by the task of minimizing the time for the passage of working capital through the enterprise;

the task of maintaining stocks of material resources is replaced by the task of providing information on their acquisition and management of free logistics capacities for their processing;

the task of reducing costs is complemented by the task of faster satisfaction of demand.

The dynamism and uncertainty of demand in the market makes it impractical to create and maintain large stocks. At the same time, manufacturers are very interested in receiving each new, even a small order. All this leads to the need for flexible production facilities that are able to quickly respond to demand conditions. At the same time, cost reduction in the face of growing competition is achieved not by the traditional increase in the number of products, but by the logistics organization of the production process in conjunction with the entire complex of logistics operations of material and commodity distribution systems as a whole. Material flow management should be end-to-end and coordinated from one center. All logistics operations must be fully interconnected and interdependent. They should constitute a single process for managing material, informational and other types of flows arising in the production process.

Material flows are formed as a result of transportation, storage and other material operations with raw materials, semi-finished products and finished products - from the primary source of raw materials up to the end consumer in a certain period of time.

Material flows can flow between various enterprises or within the same company.

For example, the movement of material flow entering the warehouse in work time, can be immediately sent for storage or pre-pass acceptance. On the day off, the arrived cargo is placed in the acceptance expedition. On the first working day, he moves from the receiving room to the warehouse. Ultimately, all goods are moved to the storage area.

In the course of movement, various operations take place with the cargo: unloading, packing into appropriate containers, moving, unpacking, storage, etc. The volume of work for a separate operation, calculated for a certain period of time (month, year), is the material flow for the corresponding operation.

attitude towards the enterprise;

natural-material composition of the flow;

the number of goods forming the flow;

the specific gravity of the cargo forming the flow;

degree of cargo compatibility;

cargo consistency.

In relation to the enterprise, the cargo is distinguished:

external - proceeds in an external environment for the enterprise and are directly related to it;

internal - is formed as a result of an operation within the enterprise;

input - comes from the external environment and can be determined by the sum of the value of material flows during unloading of cargo;

output - comes from the enterprise to the external environment. For a wholesale trade enterprise, it can be determined by adding up the material flows tracked during the operation of loading various types of vehicles. If the enterprise maintains stocks at the same level, the input material flow will be equal to the output.

By natural composition:

single-assortment and multi-assortment - the construction of the logistics process with the cargo depends on these parameters.

Quantitatively:

mass;

large;

medium;

small.

By specific weight:

heavy;

lightweight.

According to the degree of compatibility:

compatible and incompatible.

By cargo consistency:

bulk;

packaged;

bulk.

The logistics system is an adoptive system with feedback, which performs certain logistical functions at the enterprise. It, as a rule, consists of several subsystems and has developed links with external environment. The purpose of the logistics system is the delivery of goods and products to a given place, in the right quantity and assortment, prepared to the maximum extent possible for industrial or personal consumption at a given level of costs.

The main direction for the development of small enterprises is the creation of a mechanism that would flexibly and effectively ensure the interaction of the main elements of the logistics system (LS): "purchase - production - warehousing - transportation - marketing". Modern conditions for the development of economic processes urgently require the creation of conditions for the unification of industrial, commercial enterprises and market infrastructure enterprises into integrated supply chains. It is they who are able to quickly, timely and at minimal cost deliver products to the consumer.

The prerequisites for an integrated logistics approach are:

a new understanding of the mechanisms of the market and logistics as a strategic element in the implementation and development of the competitive capabilities of enterprises;

real prospects and modern tendencies on the integration of participants in economic relations among themselves, the development of new organizational forms- logistics networks;

technological capabilities in the field of the latest information technologies, opening fundamentally new opportunities for interaction and cost reduction.

Logistics systems are divided into:

macrologistic;

micrologistic.

The macrologistic system is a large material flow management system covering enterprises and organizations of industry, intermediary, trade and transport organizations different departments located in different regions of the country or in different countries. The macrologistic system is a certain infrastructure of the economy of a region, country or group of countries.

When forming a macrologistic system, covering different countries, it is necessary to overcome the difficulties associated with the legal and economic features of international economic relations, with unequal conditions for the supply of goods, differences in the transport legislation of countries, as well as a number of other barriers.

The formation of macro-logistics systems in interstate programs requires the creation of a single economic space, a single market without internal borders, customs obstacles to the transportation of goods, capital, information, labor resources.

Micrologistics systems are subsystems, structural components of macrologistics systems. These include various industrial and commercial enterprises, territorial production complexes. Micrologistics systems are a class of intra-production logistics systems, which include technologically related industries, united by a single infrastructure.

The boundaries of the logistics system are determined by the production cycle, starting from the organization of production and ending with the delivery of finished products to the consumer. The organization of the production process begins with the purchase of the necessary means of production. They enter the logistics system, are stored, processed, stored again and then leave the logistics system for consumption in exchange for financial resources entering the logistics system.

The allocation of the boundaries of the logistics system on the basis of the cycle of circulation of means of production is called the principle of "paying money - receiving money.

Logistics systems management is based on the method of involving separate interrelated elements in an integrated business process in order to prevent irrational losses of material, financial, labor resources. The majority of firms are organized according to the traditional functional basis, not adapted to extracting additional benefits from logistics.

For the successful operation of the enterprise, the total activity of the subsystems must have the following properties: the desire to fulfill a single goal, have a close and decent relationship of all subsystems of the enterprise, have integrative qualities, i.e. to have the ability to deliver the right product at the right time, to the right place, of the required quality and quantity, at minimal cost, to have the ability to adapt to changing environmental conditions.

The logistics system of the enterprise, which has integrative qualities, is responsible for the supply of material, the entire production cycle and the sale of the goods produced, while achieving predetermined goals.

Dynamically developing enterprises using a logistics system are able to quickly respond to emerging demand by supplying the right product.

The logistics system must have developed links with the external environment, which allows you to navigate the ongoing changes in the market.

The logistics system sets and solves the problem of designing harmonious, consistent material flows, with given output parameters. This system is distinguished by a high degree of coordination of the productive forces included in them in order to manage through material flows.

There are four main properties of logistics systems.

The first property (integrity and segmentation) - the system is an integral set of elements interacting with each other. The decomposition of logistics systems into elements can be done in different ways. At the macro level, when a material flow passes from one enterprise to another, these enterprises themselves, as well as the transport connecting them, can be considered as elements.

At the micro level, the logistics system can be represented as the following main subsystems:

purchase - a subsystem that ensures the flow of material flow into the logistics system;

production management - this subsystem receives the material flow from the procurement subsystem and manages it in the process of performing various technological operations that turn the object of labor into a product of labor;

sales - a subsystem that ensures the disposal of the material flow from the logistics system;

elements of logistics systems are of different quality, but at the same time compatible. Compatibility is ensured by the unity of purpose, which is subject to the functioning of logistics systems.

The second property (connections): there are significant connections between the elements of the logistics system, which, with a natural necessity, determine interactive qualities. In macrologistic systems, the basis of communication between elements is the contract. In micrologistics systems, elements are connected by intra-production relations;

The movement of the material flow can occur according to the following schemes:

with direct connections (the material flow passes directly from the manufacturer of the product to its consumer, bypassing intermediaries);

echeloned (on the path of the material flow there is at least one intermediary);

flexible.

The movement of the material flow can be carried out both directly and through intermediaries.

The third property (organization): the links between the elements of the logistics system are ordered in a certain way, that is, the logistics system has an organization. For the emergence of a system, it is necessary to form ordered connections, i.e. certain structure, organization of the system.

Svir's algorithm allows you to divide the entire service area into several sectors. Within each sector, the compilation of a circular route can be carried out by solving the problem of various optimization problems, including the traveling salesman problem.

2. ANALYSIS OF THE LOGISTICS SYSTEM OF THE ENTERPRISE CJSC "REGATA

2.1 Organizational and legal characteristics of CJSC Regata

CJSC "Regata" - Production and sale of alcoholic products.

Location of CJSC "Regata": Legal address: Rostov-on-Don, Gvardeisky lane 7. Postal address: Rostov-on-Don, Gvardeisky lane 7.

The legal status of CJSC "Regata" is determined by the Civil Code of the Russian Federation, the Federal Law on Shareholders of Companies, the Charter, the memorandum of association, and other regulatory documents. CJSC "Regata" owns separate property and is liable for its obligations with this property, has an independent balance sheet, can acquire and exercise property rights on its own behalf, be a plaintiff and defendant in court. CJSC "Regata" independently determines the directions and procedure for the use of profits, guided by the constituent documents and current legislation. The reserve fund of the company is 20% authorized capital and intended to cover losses. The amount of annual deductions to the reserve fund is 10% of net profit. The reserve fund is spent according to the decision of the Directorate of CJSC "Regata" and cannot be used for other purposes. A dividend is a part of the net profit distributed among the founders of CJSC Regata in proportion to the number of shares they own. The amount of dividend per share is determined by the general meeting of founders at the suggestion of the Directorate. The supreme body of a joint-stock company is the general meeting of shareholders, which considers reports on the company's activities, sets the amount of dividends, and decides other most important issues. Shareholders have a different number of votes depending on the number of shares purchased. Operational accounting and statistical accounting and reporting of a joint stock company is carried out in accordance with the procedure established by the legislation of the Russian Federation. The financial results of the joint-stock company's activities are determined on the basis of the annual balance sheet. At the location of CJSC Regata, full documentation is kept in the amount established by the current legislation of the Russian Federation. Control over the financial and economic activities of a joint-stock company is carried out by an elected auditor by the meeting in accordance with the charter and procedure for its activities. Inspection (audit) of financial and economic activities is carried out based on the results of the activities of the joint-stock company for six months and for the year, as well as at any time at the initiative of the auditor, or by decision of the general meeting of shareholders, if necessary. The procedure for reorganization and liquidation of CJSC "Regata" is determined by the charter of the joint-stock company.

The organizational structure of the enterprise consists of the head, this is the general meeting of shareholders, the general director is subordinate to him, the deputy is subordinate to him. Director General for various issues and deputy. Director General for Transport, the head of the logistics department and the repair engineer report to him, the dispatchers-managers report to the head of the logistics department, and the drivers, car mechanics, forwarders, auto electricians report to the repair engineer.

2.2 Analysis of transport logistics at the enterprise CJSC "REGATA"

CJSC "Regata" uses road transport to transport finished products to various wholesale and retail outlets in the city of Rostov-on-Don.

The vehicle fleet of the enterprise consists of the following vehicles involved in the delivery of products (table 1).

Table 1. Vehicle fleet of the enterprise

cargo. van GAZ - GAZELLE

petrol

1.1 tons

sales

cargo. van ZIL

petrol

5 t.

sales, supply

cargo. van ZIL

petrol

5 t.

sales, supply

cargo. van ZIL

petrol

5 t.

sales, supply

cargo. van ZIL

petrol

5 t.

sales, supply

cargo. van ZIL

petrol

5 t.

sales, supply

cargo. van ZIL

petrol

5 t.

for write-off

cargo. van ZIL

petrol

5 t.

for write-off

cargo. onboard ZIL

petrol

3 t.

supply, sales

cargo. onboard ZIL

petrol

3 t.

supply, sales

According to the vehicle distribution system that has developed at the enterprise, in 80% of cases, cars with a gasoline engine, a large payload (5 tons) and a high fuel consumption per 100 km, go on a trip around the city. mileage (ZIL). This is explained by the fact that it is more convenient for loaders-forwarders to unload products from a large van in order not to re-sort the products given the large assortment.

Table 2 shows fuel consumption rates per 100 km. mileage of vehicles accepted at the enterprise.

Table 2. Fuel consumption rates

Using the data from table 2, we can determine how much gasoline is required on average to complete one full trip for three cars: ZIL (5 tons), ZIL-Bychok (3 tons), GAZ-Gazelle (1.2 tons).

Table 3. Calculation of transport costs

Daily

41,3

784,70

Month

2200

31,3

908,6

17263,40

Year

26400

41,3

10 903,2

207160,80

ZIL-Bychok (3 tons)

Daily

19,7

18,90

372,33

Month

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Introduction

1.2 Main modes of transport and transportation

Conclusion

List of sources and literature

INTRODUCTION

Logistics is the science of planning, managing, controlling and regulating the movement of material and information flows in space and time from their primary source to the end user.

Logistics, although it has deep historical roots, is nevertheless a relatively young science. It received especially rapid development during the Second World War, when it was used to solve strategic problems and to clearly interact with the defense industry, standard and supply bases and transport in order to provide the army with weapons and food in a timely manner. Gradually, the concepts and methods of logistics began to be transferred from the military to the civilian field, first as a new scientific direction on the rational management of the movement of material flows in the sphere of circulation, and then in production.

The relevance of the problem of transport in the logistics system of enterprises in last years is constantly growing, which is largely due to the development of the infrastructure of the domestic commodity market, increased turnover, tougher competition in economic markets and the ever-increasing need to optimize costs in all parts of the supply chain.

The management system of the transport support of logistics of a modern enterprise is based on the concept of integrating transport, supply, production and marketing, on the search for optimal solutions in general for the entire process of movement of material flow in the sphere of circulation and production using the criterion of minimum costs for transportation, supply, marketing, production.

The tasks of transport logistics primarily include tasks, the solution of which enhances the coordination of actions of the direct participants in the transport process. The relevance in solving such problems arises when the volumes of transport work are allocated to a large independent array.

The role of transport is changing significantly with the development of logistics systems. Within the framework of logistics technology, the discipline of transport service is determined today not by the interests of an individual sender (recipient), but by the optimal ratio of costs and profits in the specified production and consumption cycle.

The purpose of this work is to develop measures to improve the transport support of logistics at the above-mentioned enterprise.

In accordance with the goal, the following tasks were solved in the work:

Describe transport logistics;

Expand the types of transportation;

Give a description of the enterprise JSC "Red October";

To give an analysis of the transport and transportation of products of JSC "Krasny Oktyabr";

Propose measures to improve the transport support of logistics at OAO Krasny Oktyabr.

The object of the study is JSC "Red October". The company specializes in the production of dairy products.

The subject of this course work is the organization of transport logistics for JSC "Red October".

In the course of the work, the works of the following authors were used: Bowersox D., Gordon M.P., Inyutina K.B., Kozlov V.K., Mirotina L.B., Novikov D.T., Rodnikova A.N., and other scientists.

The methodological basis of the study was systems approach, methods of analysis of the logistics system of the enterprise.

CHAPTER 1. THEORETICAL FOUNDATIONS OF THE TRANSPORT SUPPORT OF THE LOGISTICS SYSTEM

1.1 Transport logistics: concept, tasks, functions

Transport logistics - moving the required amount of goods to the right point, by the optimal route for the required time and at the lowest cost. Transport is a link between the elements of logistics systems, carrying out the movement of material resources. The cost of creating any product is the sum of the cost of production and the cost of performing all the work from the moment the materials are purchased to the moment the product is purchased by the end user. Most of the cost is the so-called "transition price", that is, the mark-up of each link in the chain manufacturer - end customer. The markup for such a transition can be 15 - 20%.

The movement of the material flow from the primary source of raw materials to final consumption is carried out using various vehicles. The cost of these operations can reach up to 50% of the total logistics costs.

Transport is presented as a system consisting of two subsystems: public transport and non-public transport.

Public transport serves the sphere of circulation and the population. This type of transport is often called the main. The concept of public transport covers urban transport, rail transport, water transport (sea and river), road, air and pipeline transport.

Non-public transport - intra-industrial transport, as well as vehicles of all types belonging to non-transport enterprises, is, as a rule, an integral part of any production systems.

Transport is an integral part of production and trade processes. Therefore, the transport component is involved in many technological processes, performing the tasks of the logistics system. At the same time, there is a fairly independent transport area of logistics, in which multidimensional coordination between the participants in the transport process can be considered outside of direct connection with the associated production and storage areas of the material flow.

The presence of a single operator of the end-to-end transportation process, which performs a single function of managing the end-to-end material flow, creates the opportunity to effectively design the movement of the material flow, achieving the specified output parameters.

When organizing multimodal transportation, the logistics system involves the use of:

Two or more modes of transport;

Availability of a single operator of the transportation process;

Single transport document; unified freight rate;

Sequential-central scheme of interaction of participants;

Single and as a result high responsibility for the cargo.

The result of using the transport logistics system for the enterprise will be: a high probability of fulfilling the "six rules of logistics" the right cargo, in the right place, at the right time, in the required quantity, the required quality, at minimal cost.

The main tasks of transport logistics include ensuring the technical and technological connectivity of the participants in the transport process, harmonizing their economic interests, as well as using unified planning systems.

Technical contingency in the transport complex means the consistency of the parameters of vehicles both within individual types and in the interspecific section. This consistency allows you to apply modal transportation, work with containers and cargo packages.

Technological contingency involves the use of a single transportation technology, direct reloading, non-reloading communication.

Joint planning commercial activities participants in the logistics system means the development and application of common schedule plans. The tasks solved by the transport logistics system include:

Creation of transport systems, including the creation of transport corridors and transport chains;

Ensuring the technological unity of the transport and storage process;

Joint planning of the transport process with warehouse and production;

Determination of a rational route for the delivery of goods;

Selecting the type and type of vehicle.

One of the most famous concepts and common transport logistics is the concept of "just in time" (just-in-time, JIT). It is based on a fairly simple logic of product delivery, in which the flows of material resources are carefully synchronized with the need for them, set by the time and production schedule for the release of finished products.

Using the system allows you to deliver material resources or finished products to a certain point of the logistics chain (channel) at the very moment when they are needed (not earlier and not later), which eliminates excess stocks both in production and in distribution. Many modern logistics systems using this system are focused on short components of logistics cycles, which requires a quick response of the logistics system links to changes in demand and, accordingly, in the production program.

The transport (transportation) process is a set of organizational and technologically interconnected actions and operations performed by a transport enterprise and their subdivisions independently or in coordination with other organizations in the preparation, implementation and completion of the transportation of goods.

The structure of the transport process includes:

Marketing research of the cargo transportation market;

Data driven development marketing research rational route schemes;

Selection of the type and determination of the required number of rolling stock for the carriage of goods;

Determining the scope of the appropriate use of vehicles, depending on specific conditions cargo transportation, type and properties of cargo, operational indicators of cargo transport;

Rationing the speed of vehicles;

The choice of systems for organizing the movement of vehicles using rational modes of work of service personnel;

Coordination of the work of various modes of transport;

Analysis of road conditions in order to develop efficient and safe routes for vehicles;

Ensuring efficient and safe transportation of goods;

Application of economic and mathematical methods and calculations to improve the efficiency of the use of vehicles;

Vehicle traffic management;

Operational control over the movement of vehicles, etc.

The rational organization of cargo transportation is based on the study of cargo turnover and cargo flows.

The movement of various goods is carried out along the route, which is an established (planned), and, if necessary, equipped route for the vehicle between the start and end points.

Routes, depending on the classification feature, are divided into:

1) by length: urban; suburban; intercity; international;

2) according to the time period of the year: constant; seasonal;

3) according to the method of movement: pendulum; ring.

The modern mission of transportation in the logistics service system can be briefly formulated as follows: "to deliver the right product of the required quality and quantity at the specified time with optimal costs."

Transport service in modern conditions includes not only the actual transportation of goods from the supplier to the consumer, but also a large number of forwarding, information operations, services for cargo handling, insurance, security, etc. Therefore, transportation can be defined as a key logistics function associated with the movement of products by a vehicle (or vehicles) according to a certain technology in the supply chain, and consisting of logistics operations and functions, including forwarding, cargo handling, packaging, transfer of ownership of the cargo, risk insurance, customs procedures etc.

1.2 Main modes of transport and transportation transport logistics transportation transportation

There are five main types of transport: rail, water (sea and river), road, air and pipeline.

Rail transport provides economical transportation of large loads, while offering a number of additional services, thanks to which it has almost a monopoly position in the transport market. More recently, there has been a trend towards the specialization of rail transport, which is associated with the desire to improve the quality of the services they provide. This is how double-deck container platforms, articulated wagons, and special-purpose trains appeared.

Water transport. Here, the division into deep-sea (ocean, sea) and inland (river) navigation is accepted. The main advantage of water transport is the ability to transport very large cargoes. The main disadvantages of water transport are limited functionality and low speed.

Automobile transport. The main reasons for the active use of vehicles in logistics systems were the inherent flexibility of delivery and high speed intercity transportation.

Air Transport. Cargo aviation is the newest and least demanded mode of transport. Its main advantage is the speed of delivery.

The choice of a combination of modes of transport is influenced by:

The need to create transport corridors, i.e. such a part of the national or international transport system that provides more or less constant transportation between individual regions, significant in volume or intensity;

The feasibility of creating transport chains, i.e. such transportations or their stages, when even using different modes of transport, the goods themselves remain unchanged, representing a standardized container;

Possibility of technological linkage and joint planning of transportation with the production and release of finished products and with the warehousing process;

Possibility in the case of multimodal transportation of mutual linking and joint planning of transportation processes for different modes of transport.

An important role in the choice of a particular mode of transport is played by transport tariffs. But important importance is given to what methods of transportation (types of transportation) exist.

Systems theory states that every system is made up of subsystems. It is accepted that any system can be described in terms of system objects, properties and relationships. The hierarchy and number of subsystems depend only on the internal complexity of the system as a whole.

Figure 1. Hierarchical structure of transportation.

Figure 1 shows a hierarchical pyramid (structure) of transportation technology and organization. At the top of this pyramid are intermodal transport. This is the transportation of goods by several modes of transport, with one of the carriers organizing the entire transportation from the point of departure to the point of destination. Below - multimodal transportation, the operator takes responsibility for the entire transportation.

Next - unimodal transportation, then intra-regional and city transportation by specialized enterprises and, finally, local transportation of individual entrepreneurs and their own transport of industrial and commercial structures. Depending on the complexity of the order, the place of delivery and the nature of the cargo, the client can choose the most convenient method of transportation.

As for the transport and logistics industry in Russia, it is necessary to consider the main economic indicators characterizing the work of the transport complex.

Table 1 - Indicators of cargo transportation in Russia by mode of transport (million tons)

Types of transport
Transport of all sectors of the economy
Automotive
Railway
Pipeline
Inland waterway

Aviation

Thanks to the table, we can see that over the years road transport has occupied and occupies a large share of the market, but rail transport is also popular. These two modes of transport still have a leading position today. The advantages of these modes of transport over others are high availability and relatively low fares.

We define the main advantages and disadvantages of using vehicles in terms of logistics in Table 2.

Table 2 - Comparative table of vehicles

Automobile transport
Advantages	disadvantages
used for short distance transportation	high cost of transportation
high maneuverability	urgency of unloading
door-to-door delivery with the required degree of urgency	possible theft of cargo and theft of vehicles
ensures regular delivery	relatively small payload
small batch deliveries possible
the least stringent requirements for product packaging.
Railway transport
Advantages	disadvantages
transportation of large consignments of goods in all weather conditions	slow movement speed
	limited number of carriers
relatively fast delivery of goods over a long distance	theft and loss
transportation is regular	low possibility of delivery to consumption points (in some cases, it must be supplemented by road)
convenient loading and unloading
relatively low cost of transportation of goods, as well as the availability of discounts
Sea transport
Advantages	disadvantages
low freight rates	low speed
high carrying capacity (actually a disadvantage for MB)
	stringent requirements for packaging and securing cargo
	low sending frequency
	dependence on weather and navigation conditions
Inland water transport
Advantages	disadvantages
low freight rates (the cheapest transport for transporting goods weighing more than 100 tons over a distance of more than 250 km.)	slow delivery speed
	limited possibility of delivery to consumption points
	low sending frequency
	low geographic accessibility
Air Transport
Advantages	disadvantages
the fastest delivery speed	high freight rates
Possibility of delivery to remote areas	limited lot size
high security of goods	dependence on weather conditions (leads to unpredictable delivery schedules)
Pipeline transport
Advantages	disadvantages
low cost	narrow range of goods to be transported (liquids, gases, emulsions)
high throughput

To determine the main mode of transport, there are six main factors influencing the decision: delivery time; the cost of transportation; reliability of compliance with the schedule of cargo delivery; departure frequency; ability to carry different cargoes; the ability to deliver cargo to any point of the territory.

The correctness of the choice made must be confirmed by technical and economic calculations based on an analysis of all costs associated with the transportation of various modes of transport.

CHAPTER 2. ANALYSIS OF THE TRANSPORT SUPPORT OF THE LOGISTICS SYSTEM OF THE ENTERPRISE JSC "RED OCTOBER"

2.1 Characteristics of the enterprise

Kushvinsky gormolzavod was founded in 1969 and was originally considered a state enterprise of food dairy products. In 1996, the enterprise was transformed into an open joint-stock company "Kushvinsky Gormolzavod". On June 9, 2007 OJSC "Kushvinsky Gormolzavod" was renamed into Open Joint Stock Company "Red October" by the decision of the general meeting of shareholders. JSC "Red October" is located in the Sverdlovsk region, Kushva, at the address: st. 40 years of October, 2.

The company specializes in the production of dairy products and occupies a leading position. The products manufactured at OAO Krasny Oktyabr have certain market specifics. Most of the dairy products, being products of prime necessity, find guaranteed sales within the markets in which the enterprise producing them occupies a dominant position. These types include: milk, kefir, sour cream, cottage cheese, etc. Let's designate the main types of products manufactured by Krasny Oktyabr OJSC:

Dairy products (pasteurized milk, baked milk, butter);

Sour-milk products (varenets, fermented baked milk, kefir, biokefir, yogurt, snowball, sour cream, cottage cheese, cheese, glazed cheese);

Cheese (cheese mass with the taste of mushrooms, cheese mass with the taste of greens, cheese mass with the taste of bacon).

Deliveries of raw milk are carried out from 29 farms, mainly from four districts of the Sverdlovsk region, the share of which is: Alapaevsky district - 41.5%, the volume of supplies compared to 2009 increased by 8.9%. The corresponding figures for the Verkhotursky district were 19.9% and 11.9%, for the Prigorodny district - 11.8% and 8.8%, for the Irbitsky district - 18.6%, which gave the largest increase in supply volumes of 53.4%. Of the farms, a significant increase in the volume of deliveries compared to 2009 was achieved by LLC Agrofirma Zarya by 54.2%, SEC Kolkhoz Druzhba by 56.6%, SEC Kilachevsky by 40.1% (all Irbitsky district) , SPK Kolkhoz im. Chapaev" by 12%, LLC "Koptelovo" by 26.6%, KH Molokova by 14.5% (Alapaevsky district), LLC DSP "Sovkhoz "Bogoslovsky" by 29%. At the same time, there is a decrease in the volume of deliveries from the farms of the Prigorodny district by 1.2%, including from Nizhnesaldinskoye LLC by 12%, from State Unitary Enterprise Sovkhoz Verkhnesaldinskiy by 5.9%.

The main economic indicators of the work of JSC "Red October" for 2010 are presented in table 3.

Table 3 - Main economic indicators of JSC "Krasny Oktyabr"

The name of indicators	Unit measured.	Ratio of 2010 to 2009 in %
Marketable products produced (without VAT), including whole milk: Diet products Sour cream Butter
Received from agricultural producers of raw milk
Costs for the production of marketable products

Profitability
Labor productivity	Thousand rub. for 1 person

In terms of dairy production, according to the regional Ministry of Agriculture, the Company ranks third among related enterprises in the Sverdlovsk region. The Company's products were sold in 23 cities of the Sverdlovsk and Tyumen regions among 605 counterparties (in 2009 there were 597 counterparties).

The staff number is 378 people.

The company has two separate structural divisions- Koptelovsky milk collection point in the village. Koptelovo, Alapaevsky district and the Krasnogorsk milk collection point in the village. Krasnogorsk Verkhotursky

district without an independent balance sheet and current account, the last of which was put into operation in December 2010.

The technological scheme, which is used at the plant, provides for the production of almost all types of products in a single technological system. Depending on the fat content, quantity and quality of incoming raw materials, as well as customer requests, there is the possibility of prompt changes in the production of a diverse range.

All milk received from suppliers enters the receiving department, where it is received, cleaned, and cooled. Then the milk enters the hardware department, where heat treatment, pasteurization and normalization are carried out. After that, the processed milk enters the bottling shop for bottling, and is also divided into shops for further deeper processing to develop an assortment.

Further processing of milk is carried out in the workshops. The cottage cheese shop produces cottage cheese with a fat content of 9%, curd cheese, curd cream. In the cheese production shop, Adygeisky cheese is produced. The entire range of fermented milk products and milk is produced in the workshop for the production of dietary milk products. In the sour cream shop, milk is pasteurized, separated by fat content, separated, after which such types of products as sour cream, butter, cream dessert, yoghurts are produced.

All products of the enterprise have certificates of conformity confirming the safety of products. To control the quality of products, the company operates a laboratory. Thanks to the modernization and installation of new equipment, the plant is able to conduct the most thorough analysis of raw cow's milk.

The territory of the plant has a ring passage for transport, with an asphalt concrete surface. On the territory, within a radius of 30 meters from the production building, there are utility and storage facilities, a boiler room of the plant.

There are four artesian wells in the sanitary zone.

The production building is made according to the principle of a single room, the internal walls are lined with glazed tiles to the full height.

OAO Krasny Oktyabr is a kind of autonomous mini-town, which fully and independently supplies itself with heat, steam, compressed air, and hot water. On the territory of the plant with an area of 2.71 hectares there is a production building, utility and storage facilities, a boiler room of the plant, 4 artesian wells, a laboratory, and its own fleet of vehicles.

The availability of a developed auxiliary production sphere at the dairy plant allows saving money and keeping prices for the company's products within the limits accessible to trade and the population.

In 1969, the capacity of the plant was 30 tons of milk per shift. Modernization at all production sites made it possible to increase the plant's capacity by four times. The actual capacity as of 01/01/2012 is 120 tons of milk per shift.

According to its level of development JSC "Krasny Oktyabr" is approaching such a stage of technical and technological development, when in the process of receiving and processing milk, direct contact of people with the products is practically excluded.

In order to improve the consumer properties of products, the company put into operation a machine for packing products into pure-pack bags RG-50. This packaging is more attractive appearance compared to packaging in plastic bags, and is also more convenient for transportation for wholesale buyers and consumers. Products in such packaging are subject to longer storage and can be transported to areas farther from the plant.

The plant annually upgrades equipment, as well as constantly modernizing production, which allows it to meet modern quality requirements.

2.2 Characteristics of transport and transportation of raw materials and products of JSC "Red October"

In the recent past, the plant refused to deliver raw materials by rail tank cars. It turned out to be faster and more efficient to bring milk by road.

Transportation of dairy products of the plant is carried out by vehicles with isometric bodies, equipped with refrigeration units and recording devices. Each time, before loading, sanitary passports, personal medical books of drivers and the condition of vehicles are checked. Loading of finished products without the permission of the responsible person is not allowed. Washing and decontamination of vehicles is carried out in an isolated room in full compliance with sanitary rules.

Delivery of finished products to hundreds of points located throughout the Sverdlovsk region required serious attention to the creation of its own transport base. As a result, the Kushvinsky Krasny Oktyabr plant now has a truck fleet and a garage.

Currently, Krasny Oktyabr JSC has 3 milk tankers with a tank volume of 16 tons, as well as 4 milk tankers with a tank volume of 14 tons, for the delivery of raw materials.

To deliver finished products to the place of sale, refrigerator trucks with a carrying capacity of 1.5 and 3.5 tons are used. To date, the plant has 6 refrigerator trucks of the Gazelle brand, as well as 7 refrigerator trucks of the Hyundai brand.

Most of the vehicles in the plant's fleet have been in operation for more than five years. It should be noted that on the balance sheet of the enterprise there are 2 trucks that are not used in operation (they cannot be restored) and are subject to write-off.

The path of food from the direct producer to the counter is often accompanied by malfunctions. Various overlays with transport, non-compliance of the vehicle with sanitary standards, absence or incorrect execution of accompanying documents, various delays on the way - all these unpleasant circumstances often jeopardize the safety of products. Especially when it comes to dairy products.

This type of food requires compliance with some important conditions of transportation. And above all, it is suitably equipped and equipped with all necessary documents, automobile. For road transportation of milk in liquid form, special milk tankers are used, and transportation in spilled form (bags, bottles, etc.), as well as in the form of packaged dairy products (sour cream, cottage cheese, etc.) is carried out in isothermal vans. After all, these products are classified as perishable, so the transportation of dairy products requires compliance with a certain temperature regime.

To carry out the transportation of containers, the dairy uses special container trucks, at present there are only two such vehicles on the company's balance sheet. At the very beginning of the implementation transport activities the dairy was forced to use the services of private drivers and various separate transport depots, in the process of working with which he encountered a number of specific difficulties.

First of all, difficulties arose due to the lack of the proper level of efficiency. And various car depots, in turn, accepted applications only 2 - 3 days before the direct implementation of the cargo transportation. Among other things, the problems were also in certain fluctuations in the cost of transportation.

It is also worth noting that not every driver was able to provide the documents necessary for carrying out transportation activities, which led to the need to significantly narrow the circle of partners to the number of car depots and drivers who had officially issued permits and licenses.

Another source of problems was the equipment, which was clearly in an improper, sometimes even deplorable, technical condition, and this, far from every time, could satisfy the requirements of the plant.

Having made a thorough analysis of the current situation, the plant decided to purchase its own equipment.

Transportation planning is one of the most important moments in the implementation of the entire transport process. This is due to the fact that with this approach, the cycle time of the commercial operation itself will be significantly reduced. In addition, this approach to the process has become necessary due to the ever-increasing cost of storage, as well as due to a certain need to respond to dynamically changing customer demand.

At the plant, the process of optimizing the design of the delivery of goods is completely handled by logistics. Among the tasks of logisticians are also the detailing and concretization of all organizational measures enterprises that are associated with the implementation of the transportation of goods, to ensure a significant reduction in transportation costs, timely delivery of goods, ensuring the most complete satisfaction of all the requirements and preferences of the direct consignor. The planning of cargo transportation is based on the schedule and schedule for the implementation of the transportation itself, which are compiled on the basis of systematization of all agreements or contracts concluded with shippers, analysis of submitted applications for transportation, as well as on the study of direct cargo flows. The study of cargo flows involves a thorough analysis of all cargo transportation carried out over a certain period of time, not only on a single route, but also on the entire road network. The analysis of cargo flows can be selective and continuous. A continuous analysis is performed on all routes simultaneously, and a selective analysis is performed only on a single route.

Among the main methods for obtaining information on cargo flows, natural and reporting and statistical data are distinguished. Most often, it is the reporting and statistical method that is carried out on the basis of an analysis of data on income received from the transportation of products, as well as the mass of all transported products on the route.

Among the main tasks of JSC "Red October" in the process of organizing the transportation of products, the following should be distinguished:

Proper satisfaction of all the needs of customers in the implementation of transportation of products by road;

Providing quality customer service;

Compliance with all planned plans for the implementation of transportation of products;

Efficient operation of vehicles, increase in labor productivity indicators, significant reduction in transport costs and expenses;

Ensuring systematic profit.

Among other things, a quality system at the factory for transporting products ensures:

Careful coordination of the work of various departments and personnel of the plant;

Ensuring optimal organization of traffic;

Ensuring the shortest terms in the transportation of products;

Ensuring the most efficient operation of rolling stock of road transport;

Ensuring an appropriate level of transportation safety;

Ensuring the profitability of transportation.

During the transportation of products, a number of special events are carried out.

Firstly, a specific transportation route is drawn up and a scheme of this route is drawn up, in which all kinds of dangerous sections are indicated. As for the permissible length of the route for transporting cargo by road, this indicator is determined in accordance with the driver's work and rest time established by the current legislation, speed calculation standards and technology in the implementation of direct transportation.

Secondly, the brand and type of the automobile vehicle is selected, in accordance with the weather and climate conditions and the condition of the road surface.

Thirdly, a travel schedule is being developed. This is done on the basis of determining the most optimal values in the speed of the vehicle along the entire route, along its individual sections and between all stopping points.

Due to the short shelf life of milk and dairy products, their transportation is always clearly organized. Transportation of milk and dairy products is carried out around the clock, in strict accordance with the schedule agreed by the consignor and recipient.

All barrels, flasks, boxes and baskets in which dairy products are transported are sealed by the plant. The consignee must check the integrity of the seals on the hatches of tanks and containers, and only after that fill in the relevant documents on receipt of the products.

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The consequence of increasing competition in the market for goods and services is an increase in the level of customer requirements. In such conditions, the development of any company focused on serving a large number of consumers must be very dynamic. Its goal is to provide services, the quality and volume of which will meet the expectations of customers. It is likely that even a company that has achieved success in the market top level service and frozen for a moment in a complacent contemplation of the opening prospects and opportunities, as a result, you will have to see the backs of overtaking and rapidly receding competitors. Regular studies of the preferences of economically active groups of Russian consumers show a gradual change in the criteria for choosing a service.

Undoubtedly low price and high quality of goods are still the most important in this list, but they are no longer just desirable, but rather indispensable for a competitive service. Today, consumers are increasingly paying attention to additional criteria, such as delivery time, the possibility of receiving the ordered goods at a clearly agreed time, as well as quality information support order fulfillment process.

While not all firms can offer their customers same day delivery of goods, the usual practice is next day delivery. However, it is obvious that at present service standards are becoming more stringent, and the company's position in the market will depend on the ability to meet them.

We will try to analyze and determine the factors that determine the timing of the execution of a client order, and suggest ways to improve the relevant processes using the example of Krasny Oktyabr OJSC.

Reducing the order-delivery cycle. When determining the duration of the "order-delivery" cycle, the interests of different departments of the company often collide. In the enterprise under consideration, the issue of interaction between the transport department and the marketing department is especially acute.

Sales managers are interested in delivering goods from the supplier to the place where the finished product is sold as quickly as possible. At the same time, transport workers are trying to organize the most economical route and tend to wait until the delivery vehicle is completely full. Obviously, it is necessary to take into account the opinions of both sides. The well-being of the entire company depends on the success of sales, and competent management of transport costs can significantly affect the final cost of goods. Of course, sales success also depends on the price of the product.

It is known that the cost of producing some goods is only about 10% of their value, while the share of delivery costs can reach 50%, and in some cases even more.

The increase in the amount of transport used is a natural consequence of the reduction in the “order-delivery” cycle due to the lengthening of the distance to each of the customers, the high probability of successively sending several cars to the same point and underutilization of resources. If you do not optimize the use of vehicles, costs can increase dramatically, which will negate the positive effect of increasing the level of service, and only modern logistics approaches allow us to find the correct solution to this complex two-criteria problem.

On the balance sheet of the dairy, as we have already discussed above, there are 7 milk trucks for the delivery of raw materials, 2 container trucks, 13 refrigerator trucks for the delivery of finished products. In general, the number of vehicles meets the needs of the enterprise today, but it is worth noting that out of 13 vehicles, only 7 have a carrying capacity of up to 3.5 tons to deliver products. In our opinion, the delivery of finished products to the point of sale would be faster and more economical if the number of vehicles with a carrying capacity of 3.5 tons increased to 10.

Next, consider the main parameters that affect the length of the "order-delivery" cycle.

The number of requests per day and the average order size are key parameters for determining the length of the order-delivery cycle. Obviously, the larger the orders and the more requests come in per unit of time, the shorter the optimal cycle, since the number of points in the route decreases. At the same time, unit costs for delivery are also reduced due to efficient use vehicle resources.

composition of clients. Corporate customers are much more predictable than private ones. However, the advantage of serving individuals is usually a more flexible schedule (extended boundaries of the earliest and latest delivery). In addition, it is easier to agree with a private customer to transfer the order to another time in case of any problems.

Variety of assortment. The narrower the product range, the more stable the list of customers, the more complete the information about the product and order parameters, the more standard and familiar the packaging. Accordingly, the warehouse technologies used are much simpler, and the chances of failures and disruption of the rhythm of cycles are lower.

Standard shipping unit and service level. The choice of a standard shipment unit (wagon, container, pallet, factory packaging, etc.) significantly affects the ratio of "service level / cost of transport and storage technology". Wagons or containers usually do not require warehouse handling and in most cases can be delivered to the customer directly from the supplier. In this case, the duration of the cycle depends on the quality of information communication in the supply chain and the choice of reliable suppliers. When switching to sales by pallets or factory packaging, an additional stage of warehouse processing is introduced into the order fulfillment process, but at the same time the circle of potential customers is significantly expanded. The sale of piece goods from a warehouse requires the organization of intra-warehouse production (to convert an industrial assortment into a commercial one), picking, packaging and labeling areas. This lengthens the "order-delivery" cycle as much as possible, but allows to achieve the highest attractiveness of the service in the eyes of customers.

Complex measures to improve the productivity of the delivery department depends, first of all, on the complexity of the task and may include both the adoption of organizational measures that reduce the influence of the human factor at all stages of order processing, and the almost complete automation of route planning, control and management of vehicles by the dispatch service.

The boundaries and location of service areas are determined by such a criterion as the ease of movement along the area's road network, and the dimensions depend on the maximum number of orders that can be served by one vehicle.

The task of managers of the delivery department when using this method is not to plan routes (the driver himself determines the optimal order of delivery), but to update the parameters of the zones.

Transport standardization. The use of transport with standard parameters for each type of delivery (city center, etc.) facilitates the process of route formation and ensures full interchangeability in case the driver is absent from work. The route is formed not for a specific car, characterized by unique features of the body, speed of movement and technical condition and driven by a specific driver, but for the brand of vehicles. At the same time, a change in the route sheet of the name of the driver and the state registration number car will not lead to the need to re-form the finished transport module with the goods or adjusting the sequence of visiting points of the route.

It should also be noted that the use of GPS navigators on board the car will allow you to plot the route in advance and track the actual location of the vehicle and reduce the number of frauds associated with draining fuel during vehicle downtime.

As noted above, on the balance sheet of the enterprise there are 2 cars that are not used in operation (they cannot be restored) and are subject to write-off. From this transport, the enterprise pays corporate property tax and transport tax, which are not justified expenses. Thus, these two cars should be sold for spare parts.

Further I would like to dwell on the technology of transportation.

Container transport is widely used for transporting food products directly from food enterprises, refrigerators to the trading floors of stores. At the same time, the constancy of temperature and other conditions is ensured along the entire route.

Apparently, there is not a single food product that is so delicate and vulnerable, starting to deteriorate literally from the first minutes of its appearance, like dairy products. Therefore, the preservation of milk, as an exceptional food product, should be considered an important task.

The production of dairy products must be balanced with their consumption. An important role in the overall complex of measures to preserve the original properties of these most valuable food products is played by the organization of transportation to the places of its processing and consumption. Not only the organoleptic properties of the products, but also their delivery time depend on the correctness of their implementation. Hence, ease and efficiency of transportation play a decisive role.

Refrigeration technologies and simplicity of devices, their rapid implementation and proper use of modern equipment for cooling milk and dairy products during their transportation make it possible to reduce labor costs, increase productivity and reduce product costs, as well as ensure the delivery of high quality products.

These conditions are met by container transportation, which is widely used for the transportation of food products, cooled with artificial ice, the technology for which is currently in most cases implemented in ice generators with ice freezing on the surface of a rotating drum. Such container transportations are used by Krasny Oktyabr JSC. But the disadvantages of this technology and device are obvious: one-sided cooling and freezing of the ice layer, dimensions and specific gravity of the device.

There is a study that established and substantiated the transportation of milk and dairy products in small-volume containers with granular ice while maintaining the cooling temperature for up to 8 hours and freezing granular ice in two- and three-phase fluidized beds, significantly reduces and reduces the size and weight of the ice maker . The results of this study made it possible to implement a simple design of the ice maker and such containers for intra-regional transportation of products and speed up the process of delivery to the place of consumption.

Transport logistics - thesis. Management of the logistics system of a transport enterprise Improving transport logistics at an enterprise

1.1 The concept of international road transport and its development in the global economy

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Next, consider the main parameters that affect the length of the "order-delivery" cycle.

It should also be noted that the use of GPS navigators on board the car will allow you to plot the route in advance and track the actual location of the vehicle and reduce the number of frauds associated with draining fuel during vehicle downtime.

Further I would like to dwell on the technology of transportation.

Container transport is widely used for transporting food products directly from food enterprises, refrigerators to the trading floors of stores. At the same time, the constancy of temperature and other conditions is ensured along the entire route.

Apparently, there is not a single food product that is so delicate and vulnerable, starting to deteriorate literally from the first minutes of its appearance, like dairy products. Therefore, the preservation of milk, as an exceptional food product, should be considered an important task.

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