Revista
de la
Universidad
del Zulia
Fundada en 1947
por el Dr. Jesús Enrique Lossada
DEPÓSITO LEGAL ZU2020000153
ISSN 0041-8811
E-ISSN 2665-0428
Ciencias del
Agro,
Ingeniería
y Tecnología
Año 13 N° 36
Enero - Abril 2022
Tercera Época
Maracaibo-Venezuela
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Formation of a rational technology for service cargo points at
railway connecting lines of industrial enterprises
Hanna Sergiivna Baulina *
Hanna Yevhenivna Bohomazova **
Svitlana Mykolaivna Prodashchuk ***
ABSTRACT
The aim of the article is to define of rational technology for service cargo points at railway connecting
lines of industrial enterprises taking into account possible penalties. To solve this problem, the
authors used methods of analysis of statistical data of dynamically changing parameters, methods of
simulation modeling, mathematical statistics, probability theory and methods of combinatorial
analysis. In the work is formalized the rational technology for service at railway connecting lines of
industrial enterprises in the form of a mathematical model. The objective function of the model uses
the criterion of total operating expenses and takes into account the probabilistic nature of the
waiting time for dispatching of wagons to the cargo point. The mathematical model is designed to
determine the rational number of wagons in the dispatching to the cargo point at railway connecting
lines of industrial enterprises. The proposed technology takes into account penalties for violation of
the delivery time.
KEY WORDS: railway transport; appropriate technology; railway connecting lines of industrial
enterprises; operational expenses.
*PhD in Technical Sciences, Associate Professor at the Department of Freight and Commercial
Management of Ukrainian State University of Railway Transport. ORCID ID:
https://orcid.org/0000-0001-8464-1507. E-mail: baulina777@gmail.com
**PhD in Technical Sciences, Associate Professor at the Department of Freight and Commercial
Management of Ukrainian State University of Railway Transport. ORCID ID: http://orcid.org/0000-
0002-8042-0624
***PhD in Technical Sciences, Associate Professor at the Department of Freight and Commercial
Management of Ukrainian State University of Railway Transport. ORCID ID: http://orcid.org/0000-
0002-7673-3863
Recibido: 01/10/2021 Aceptado: 25/11/2021
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La formación de la tecnología racional del servicio de los puntos de
carga para las vías férreas de las empresas industriales
RESUMEN
El propósito del artículo es determinar la tecnología racional de servicio de los puntos de
carga de las vías férreas de las empresas industriales, teniendo en cuenta las posibles
sanciones. Para resolver este problema, los autores utilizaron métodos de análisis de datos
estadísticos de parámetros que cambian dinámicamente, métodos de simulación, estadística
matemática, teoría de la probabilidad y métodos de análisis combinatorio. En el trabajo se
formaliza la tecnología racional del servicio de los puntos de carga de las vías férreas de las
empresas industriales en forma de modelo matemático. La función objetivo del modelo utiliza
el criterio de los costos operativos totales y tiene en cuenta la naturaleza probabilística del
tiempo de espera de los vagones para alimentar a los puntos de carga. El modelo matemático
está diseñado para determinar el número racional de automóviles en el suministro al punto
de carga de las vías férreas de las empresas industriales. La tecnología propuesta tiene en
cuenta las sanciones por incumplimiento del plazo de entrega.
PALABRAS CLAVE: transporte ferroviario; tecnología adecuada; vías férreas de empresas
industriales; costos operativos.
Introduction
Railway connecting lines of industrial enterprises are an important element in the
logistics network of material flows. They provide direct interaction in the transfer of goods
between the main railway transport and cargo owners. Ukraine's transport system includes
more than 7,000 railway connecting lines of industrial enterprises with a total length of more
than 27,000 km (Shumik et al., 2016). The maintenance of railway connecting lines of
industrial enterprises consists in the dispatching of wagons for freight operations and the
picking of loaded or empty wagons from cargo points.
Analysis of the work at the railways of Ukraine shows that more than 90% of all
freight work is performed on the enterprise’s railway connecting lines (Miletska, 2010).
Circumstances that arise between the adjacent station and the railway connecting lines of
industrial enterprises when processing wagons can lead to breaches of contractual
obligations and significant penalties. Today's level of transport service of production units
does not fully meet the requirements of all participants in the transport and production chain
of cargo transportation (Baulina et al., 2021). Even in the presence of a reserve of railway
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rolling stock, industrial enterprises and railways incur production losses due to late
transport services and penalties for non-compliance with the terms of the contract.
Therefore, the task of improving the technology of interaction between stations and railway
connecting lines of industrial enterprises, which combine organizational issues with the
problems of rational technical equipment and the number of technical means, is urgent. This
approach reduces the length of stay of wagons on the railway connecting lines of industrial
enterprises and stations. And, as a consequence, the reduction of downtime and turnover of
the freight wagon while reducing operating expenses.
In this regard, the aim of this study is devoted to define of rational technology for
service cargo points at railway connecting lines of industrial enterprises taking into account
possible penalties.
1. Literature review
One of the important conditions for the successful development of freight traffic on
the railways is the constant improvement of technology for managing traffic flows while
reducing the operating expenses of the railway and meeting the needs of cargo owners. This
will speed up the delivery of goods and eliminate obstacles to infrastructure capacity (Butko
et al., 2019).
Today, the existing system an organization for service at railway connecting lines of
enterprises demonstrates its inefficiency. The existing procedure for the distribution of
empty wagons at enterprises leads to an imbalance in the existing fleet of wagons with the
need for transportation of goods or export of finished products and their irrational use
(Baulina and Zakharova, 2017). In modern conditions, there is improper use of railway
wagons on the enterprise’s railway connecting lines, especially at coal and metallurgical
companies. At these enterprises sometimes the residence time of wagons exceeds the norm
by several times. As a rule, the most time is spent waiting to be picked up from the adjacent
station. Sometimes wagons are used as warehouses on wheels or for internal movement
goods in the absence of its own rolling stock (Zapara and Garbuzov, 2015). The technological
aspect of the problem interaction between stations and enterprise’s railway connecting lines
requires the need to perform operations of processing cars on a single technology. This
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requires consistency of technological processes performed at railway stations, enterprise’s
railway lines and ports (Baulina and Bohomazova, 2020).
Baulina H. proposed in her study a model that will determine the number of
dispatching of wagons on the freight front. This will reduce unproductive wagons idle time
at the station and increase the processing capacity of the freight front. The developed model
can be considered rather universal in the structure and to use it at receipt of wagons on a
goods shed of station for performance of freight operations (Baulina, 2013). To substantiate
the choice of effective modes of interaction between railway stations and non-public railway
lines, the functional dependences have been improved to determine the optimal values of the
intervals between the dispatching of wagons to the loading and unloading fronts. Formulas
for determining the duration of shunting operations with wagons that depend on certain
parameters are also obtained (Yelovoy and Potylkin, 2016).
To solve the problem of optimal distribution of empty wagons in railway transport
hubs, it is proposed to use a model that takes into account the requirements of wagon owners
for their use. The model also takes into account the operational level to loading of railway
stations in the node and the possibility to including groups of empty wagons in the
composition of transfer, removal trains and trains that run on the contact schedule
(Rakhmangulov et al., 2014). Fukasawa R. proposed a method for determining the optimal
flow of loaded and empty wagons in order to maximize profits, income from the tonnage
transported, taking into account the train schedule together with traction capabilities
(Fukasawa et al., 2002). A space-time model of network flows can be used to plan rail
transportation from suppliers to customers (Lawley et al., 2008). The model uses a variety
information, including consumer demand, railway network characteristics, loading and
unloading times, and the capacity of stationary devices to handle incoming wagon traffic. The
proposed model is based on the maximum level of loading of goods shed while minimizing
the waiting time for loading and unloading of the main freight.
The model, optimizing the purpose of heterogeneous empty freight wagons, presented
by Narisetty A., allowed to optimize transport expenses. And also strictly adhere to the
delivery deadline, which allows to achieve a significant reduction in transportation expenses
(Narisetty et al., 2008). Sayarshad H. and Marler T. presented the development of an
analytical solution for the size of the fleet of wagons. Their analysis tool includes
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opportunities to optimize the use of rolling stock, assess the profitability of efficient
promotion of goods and check the quality for services provided to customers (Sayarshad and
Marler, 2010).
Improving the technology of interaction between the station and the adjacent
enterprise’s railway connecting lines is possible with a differentiated approach to the sender
and recipient. When establishing the order of customer service, it is proposed to take into
account the number of wagons of different types arriving or departing, the volume of loading
and unloading on the enterprise’s railway connecting lines, the uneven arrival of local wagons
at the station and other factors (Shumik et al., 2016).
Freight wagons spend a significant part of their time under freight operating stations
and loading points of access roads. These are the most time-consuming, complex and
expensive jobs, the efficiency of which is significantly affected by the technology of work. To
reduce the costs incurred during cargo operations, it is necessary to determine the most
rational technologies of work with the optimal distribution of loading and unloading
resources, the use of which will determine the most rational technology of work by reducing
operating costs. But the paper does not consider the number of feedings on cargo fronts
(Prodashchuk et al., 2017).
The analysis of scientific works showed that a significant part of them is aimed at
solving the issue of regulating the movement of wagons at stations, taking into account the
minimization of downtime and increase capacity. For cargo stations, the methods of
operational dispatching influence on the congestion of station facilities were proposed, and
on the railway connecting lines of industrial enterprises the technologies of interaction with
the adjacent service stations were proposed. The interaction of cargo stations and railway
connecting lines was considered from the standpoint of maximum loading and unloading
capacity at cargo points. In modern conditions it is necessary to take into account the ability
of infrastructure to handle the growing volume of wagon traffic. As well as take into account
the random nature of the arrival of wagons at stations and cargo points, as well as possible
fines associated with breach of contractual terms of transportation of goods for service
railway connecting lines of industrial enterprises.
2. Methodology
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This work uses the analysis methods of statistical data of the local wagon idle time at
the railway station from 2016 to 2020. There were used the data of time-based field
observations of the duration of technical and commercial inspections of wagons, time for
dispatching-picking of wagons at cargo points, waiting time for dispatching-picking of
wagons and doing cargo operations, other parameters to determine the duration of the main
technological operations and their waitings.
Simulation modeling methods were used for formalizing the rational technology for
service cargo points at railway connecting lines of industrial enterprises. Methods of
processing the results of monitoring with the subsequent application of probability theory
and mathematical statistics were also used to define the waiting time for the dispatching of
wagons to the cargo point. Combinatorial analysis methods were used to determine the
rational technology for service cargo points at railway connecting lines of industrial
enterprises, taking into account possible penalties.
Application of the specified methods allows to organize work for service of cargo
points on the most effective technology thanks to rational distribution of existing technical
means at maintenance of the minimum operational expenses.
3. Results and Discussions
The authors conducted a detailed analysis of one of the most significant factors in
determining the efficiency of the station, namely the comparison of planned and actual values
of local wagons idle time (Figure 1). The analysis of actual and planned indicators of local
wagons idle time showed that the implementation of the plan with the smallest excess is
observed only in 2016. The longest local wagons idle time at the station can be observed in
2020, it amounted to 82.76 hours - this is 38% more than planned. The reasons for this are
significant wagons idle time in anticipation of various technological operations, namely:
waiting for the dispatching of wagons on the enterprise’s railway connecting lines, waiting
for unloading and loading operations, waiting for picking wagons from the enterprise’s
railway connecting lines to the station. As the analysis of the duration of wagons idle time
proved, for the whole analyzed period there is a tendency to increase this indicator.
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Figure 1. Dynamics of local wagons idle time at the railway station
Source: authors
Studies of the components of local wagons idle time have shown that we can identify
three main elements, taking into account the relevant operations (Table 1). It was determined
that the downtime from arrival to dispatching on the railway connecting lines of industrial
enterprises for cargo operations was 51% and this is more than half of the total time spent by
local wagons at the station (Figure 2).
Table 1. Components of local wagons idle time
The name of the local
wagons idle time
element
Component of the element
1. Downtime from
arrival to dispatching on
the railway connecting
lines of industrial
enterprises for cargo
operations
Duration of technological operations during
processing of trains with local wagons that arrived at
the station for processing, wagons idle time for
waiting to be disbanded, wagons idle time for waiting
to be dispatching to the railway connecting lines of
industrial enterprises
020 40 60 80 100
2016
2017
2018
2019
2020
Wagons idle time, hours
Years
plan
fact
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2. Downtime under
cargo operations
Wagons idle time for waiting to cargo operations and
wagons idle time under cargo operations
3. Downtime from the
end of cargo operations
to departure from the
station
Duration of technological operations with local
wagons after the end of cargo operations before their
departure from the station, wagons idle time for
waiting to be picking from the railway connecting
lines of industrial enterprises to the station and
wagons idle time for waiting to departure
Source: authors
Figure 2. Diagram of the distribution of local wagons idle time by elements
Source: authors
The authors conducted a study of the distribution of local wagons idle time under the
operations and in anticipation of them. It was determined that the wagon was waiting for
technological operations 61% of the total time of stay the local wagon at the station, which
indicates the inefficient technology of interaction between the station and the railway
connecting lines of industrial enterprises (Figure 3).
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Figure 3. Diagram of the distribution of local wagons idle time during operations and
in anticipation
Source: authors
Thus, to reduce inter-operational idle time of wagons, in order to improve the
performance and improve the processing of wagon traffic in the interaction of the station and
the railway connecting lines of industrial enterprises, it is necessary to develop a rational
technology for service the cargo points at railway connecting lines of industrial enterprises.
Transport service of production units must fully meet the needs of production, which
provides flexible management of the transportation process, adaptation of industrial railway
transport to changes in operational volumes, determining the required size of the working
fleet of wagons taking into account factors affecting the operation of industrial enterprises.
In this regard, it is advisable to formalize the rational technology for service at railway
connecting lines of industrial enterprises in the form of a mathematical model. This model is
based on the reduction of operating expenses and the amount of possible penalties while
minimizing of rolling stock idle time in anticipation of technological operations. The main
penalties for the carrier are the payment of penalties for late delivery of goods. The amount
of penalties for non-compliance with the contractual terms for service at railway connecting
lines of industrial enterprises depends on the duration of the service delay and the number of
detained wagons.
39%
61%
duration of technological operations
waiting for technological operations
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The target function of the model a rational technology for service cargo points at
railway connecting lines of industrial enterprises into account the penalty for violation of
term to delivery freight will take the form:
min g
f
tc
ex
fofsh
ex
cl
ex
da СCCСCСCCNC
(1)
when implementing a system of restrictions:
dас
sttc
cp
cli
tt
tt lN
Z0
, (2)
where
N
is the number of wagons delivered to the cargo point;
a
C
are the expenses of
accumulation of a group of wagons for dispatching to the railway connecting lines of
industrial enterprises;
ex
d
C
are the expenses associated with the wagons idle time in
anticipation for delivery to the cargo point;
ex
cl
С
are the expenses associated with the wagons
idle time in anticipation for removal from the cargo point after performing cargo operations
with them;
sh
C
are the expenses of shunting work for the dispatching and packing wagons;
f
C
are the expenses associated with the time of finding wagons in the process of spotting /
packing wagons;
ex
fo
C
are the expenses associated with the anticipation of wagons the cargo
operations;
tc
C
are the expenses of technical and commercial inspections of wagons;
g
f
С
is a
fine for late delivery of goods, if the delay is the fault of the adjacent station;
cli
Z
is the
number of spotting / picking wagons;
cp
l
is the length of the cargo point in the wagons;
tc
t
is
duration of technical and commercial inspections of wagons;
st
t
is standard time of technical
and commercial inspections of wagons;
ас
t
is actual time of delivery;
d
t
is freight delivery
time.
The second restriction prevents the dispatching of wagons to the cargo point in
quantities exceeding the capacity of this cargo point. The third restriction stipulates that the
duration of technical and commercial inspections of wagons must not exceed the standard
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time. The fourth condition reflects the fulfillment of restrictions on the delivery freight in the
established terms.
The expenses of accumulation for a group of wagons for dispatching to the railway
connecting lines of industrial enterprises:
k
iiіst
a
tNC
C1
(3)
where
st
C
are the expenses of storing the wagon under the accumulation for dispatching to
the railway connecting lines of industrial enterprises;
k
iiіtN
1
– wagon-hours idle time under
accumulation;
– traffic intensity of wagons dispatching to the railway connecting lines of
industrial enterprises.
The expenses associated with the wagon idle time for waiting to be dispatching to the
to the cargo point calculated by the formula:
whdex
ex
dCtNC .
, (4)
where
wh
C
is the cost of one wagon-hour idle time;
dex
t.
is duration of wagons waiting for
dispatching to the cargo point.
Studies have shown that the waiting time for dispatching of wagons to the cargo point
is a random variable. Based on the analysis, it is established that this time is subject to the
Erlang distribution of the 2nd order with density:
dex
t
dexdex ettf .
2
2.
2
.2
, (5)
where
is intensity of service.
24
0.
2
2.
2
..
2dex
t
dexdex dtett dex
. (6)
Therefore, taking into account the research, the expenses associated with the wagons
idle time for waiting to be dispatching to the cargo point, will take the form:
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24
0.
2
2.
2.
2dex
t
dехwh
ex
ddtetNCCdex
. (7)
The expenses associated with the wagons idle time for waiting to be picking wagons
from the cargo point after performing cargo operations with them:
wh
ex
cl
ex
cl CtNC
, (8)
where
ex
cl
t
is duration for waiting to be picking wagons from the cargo point.
The expenses to shunting work of the spotting / picking wagons calculated by the
formula:
r
jjjlhsh tmNCC
1
, (9)
where
lh
C
is the cost of locomotive-hours of shunting locomotive operation;
r
jjjtm
1
–
locomotive-hours of shunting work.
The expenses associated with the time of finding wagons in the process of spotting /
picking wagons
fff CtNC
, (10)
where
f
t
is the time of finding wagons in the process for spotting / picking;
f
C
is the cost of
one wagon -hour in freight traffic.
The expenses associated with the expectation of wagons to perform freight
operations:
wh
ex
fo
ex
fo CtNC
, (11)
where
ex
fo
t
is the waiting wagons time to perform freight operations.
The expenses to technical and commercial inspections of wagons
N
С
Cins
tc
, (12)
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where
ins
С
is the cost of inspection the wagons by employees of technical and commercial
inspection points.
Fine for late delivery of goods, if the delay is the fault of the adjacent station:
docdaa
g
ftttfC ,,
, (13)
where
aa
t
– the actual time of arrival of the consignment at the station;
doc
t
is the time for
crediting the transport documents.
Finally, the model to determine the optimal number of local wagons, which are fed to
the cargo point at railway connecting lines of industrial enterprises with performing the
system of restrictions (2) is as follows:
min
2
1
24
0.
2
2.
2
1.
g
f
ins
wh
ex
foff
r
jjjlh
wh
ex
cldex
t
dexwh
k
iiіst
С
N
С
CtNCtNtmNC
CtNdtetNC
tNC
NC dex
(14)
The proposed model makes it possible to determine the rational technology for service
cargo points at railway connecting lines of industrial enterprises, which will reduce the
amount of payments under penalties. Taking into account the relevant system of restrictions
(2), it is possible to determine the rational number of wagons in the dispatching to the
railway connecting lines of an industrial enterprise. The application of the model will reduce
unproductive wagons idle time at the station while reducing penalties for non-compliance
with contractual terms. At the same time, this technology will allow operational staff to
rationally organize the work of spotting / picking wagons from the cargo point with minimal
expenses.
The implementation of the model has shown that it is possible to determine a rational
technology with constantly changing volumes of work. The simulation was performed in the
MATLAB environment (Figure 4).
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Figure 4. Dependence of operating costs on the number of wagon for dispatching to
the railway connecting line of an
Source: authors
A significant achievement of this study is the creation of a model of rational technology
for servicing cargo points of railway connecting lines of industrial enterprises. The developed
model takes into account the probabilistic nature of the waiting time for dispatching of
wagons to the cargo points, in contrast to the studies (Zapara and Garbuzov, 2015; Yelovoy
and Potylkin, 2016; Prodashchuk et al., 2017; Shumik et al., 2016). An exceptional feature of
the proposed model, in contrast to the works analyzed in the first section of this article, is
the consideration of penalties for violation of the delivery time. Failure to comply with the
terms of the contract may result in the payment by the railway of fines on claims and lawsuits
of cargo owners. Taking into account the considered parameters of the mathematical model
makes it possible to reduce the idle time of the local wagon at the station and reduce penalties
for non-compliance with contractual obligations.
Conclusions
The detailed analysis of comparison of planned and actual values of local wagons idle
time for 2016 - 2020 is carried out. The authors found that there are significant deviations
from targets. The longest downtime of the local wagon at the station can be observed in 2020,
it amounted to 82.76 hours - this is 38% more than planned. The reasons for this are
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significant wagons idle time waiting for various technological operations, namely: waiting
for dispatching of wagons to the railway connecting lines of industrial enterprises, waiting
for unloading and loading operations, waiting for picking wagons from the railway
connecting lines of industrial enterprises to the station.
In the paper forms a model of rational technology for service cargo points of railway
connecting lines of industrial enterprises, taking into account possible penalties related to
non-compliance with the deadline for delivery of goods to the destination. The proposed
model in the implementation of the relevant system of restrictions will determine the rational
number of wagons in the dispatching to the cargo point of enterprises and reduce the amount
of payments for penalties.
References
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Conference. The bulletin of transport and industry economics. Kharkiv, June 8-10, 58 (special
issue), Addition, 80-81.
Baulina, H. S., Bohomazova, H. Ye. (2020). Formalization of the technology of the port station
when interacting with the port. Development of Education, Science and Business: Results
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December 3-4, 1, 131-132.
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