Formation Of Transport And Storage Systems

Transport and storage system terminology and scope

Any system of cargo delivery can be represented as a combination of two components such as objects of terminal-warehouse infrastructure, i.e. warehouses of different types, capacity and purpose (Storage and Retrieval System), transport links (transport system) connecting them, that is as a transport and storage system (Seo, Chen, & Roh, 2017).

Transport and storage system (TSS) is a set of elements of the terminal-warehouse transport infrastructure that performs logistic functions (Pokrovskaya, 2017). Distinctive features of the definition of "TSS" are as follows:

1) “TSS” is a complex universal concept combining several classes of various logistic entities (LE), districts and regions as a set of elements of a terminal and warehouse transport infrastructure that perform logistic functions;

2) TSS key feature is emergence (the system has specific features not inherent to its components; the irreducibility of the system properties to the sum of its components properties). In turn, LE is not a station but an object at a station (public space) or an object to it (non-public space), connected with its work technology;

3) "TSS" is the integration of transport and storage subsystems, which allows outlining the new frontiers of interdisciplinary research on the design, study, development and operation of evolving and self-organizing TSS;

4) in case of known route technology, the cargo is delivered from the departure station to the destination station, and not from the client's LE to the client's LE, i.e. not along the client-client logistics chain, while the client's LE and LE stations also interact with each other but are not included in the overall logistics chain.

Terminal networks, transport system (TS) is a set of LEs of the i-type and the transport sections connecting them, serviced unimodally or multimodally for the efficient cargo handling organization in the process of cargo transportation and delivery from the cargo shipper to the cargo receiver (Pokrovskaya, 2016). Thereby the TS is considered as an integrated logistics delivery system through LE.

The TSS purpose is the rational organization of the transportation of goods by block trains “from LE to LE” according to the principles of logistics and customer focus with an increase in the cargo added value.

The block train is an accelerated train operating in the TSS on a regular basis according to an agreed schedule, formed from scattered cargo shipments of various shippers, cars of various types and empty cars, running “from LE to LE” and passing at least one technical station without processing.

LE is a nodal element of TS as a system of transport and warehouse infrastructure, performing a complex of logistic functions in the cargo delivery system from the initial supplier to the final consumer. LEs can be infrastructure objects of varying complexity (cargo platforms, warehouses, terminals, distribution and logistics centers, etc.) that physically provide for the implementation of an integrated multifunctional logistics service for various clients, concentrated on a set of features in a spatially defined area.

In particular, the railway LE is an object of terminal and warehouse infrastructure of railway transport, located in a transport hub and performing the functions of a nodal element of a terminal-logistic system for the technical support and practical implementation of loading, unloading, storage and distribution services, including cargo delivery to the final consumer, when interacting with the participants of the delivery system and other transport modes (Chen, Cheung, Chu, & Xu, 2017).

TSS organization specific features

It is proposed to create a TS consisting of LEs of different types, some of which may belong to JSCO "RZD" (large cargo sites of railway stations after their reconstruction and modern technical equipment) or to Russian Railways Holding (container terminals of the existing network of PJSC "Transcontainer").

TS cargo delivery differs by:

1) deeper integration into the logistics processes of shippers and receivers arising during the delivery, as compared with the existing route transportation, which does not solve the task of bringing the traffic flow not just “from station to station”, but “from client to client”;

2) complexity providing with logistics services such as "a window", "a person", "a document";

3) flexibility and client-oriented personalized transport solutions for the delivery “from client to client” (“door-to-door”).

Figure 1 compares the existing and proposed cargo delivery organization.

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Notes: а – the existing delivery system with intermediary companies; б – the proposed transport and storage system of cargo delivery through the TS.

The disadvantages of the existing cargo delivery organization include a large number of technical stations; as a result, low carriage traffic speeds through the network; substantial costs for the construction of car staging tracks at all types of stations; a large area for track development of maneuvers and staging stations; high costs of locomotive hours for shunting and classification work.

The proposed TSS according to the author's concept of terminalistics (as logistics of terminals and terminal networks, terminalistics) differs by 1) a longer logistics chain (TSS, not just a transport system), 2) logistic rationing of TSS indicators; 3) block train shipment from LE to LE; 4) block trains formed from container and carload shipments; 5) complexity of transport and logistics services for the entire length of the delivery chain; 6) uniqueness of logistic schemes for individual clients.

The block-trains, both container and comprised of different cars with high paying freight, run between the LEs and TS hubs. The study analyzes two cases of railway cargo delivery system organization: the first is the existing system, when the initial departure and final receipt of cargo were not included in the general transport chain served by railway transport (Figure 02 ), the second is the proposed solution of transportation management through the TS (Figure 03 , a, b). According to the proposed TSS concept, it is possible to build a delivery using the LEs available at the transport hub as well as through the LE network using block-trains.

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Notes: а – the simplest option; б – the most complex option

Reference designation: C – client, LEi – i-type logistics entities. Supporting LEs are in italics.

The TSS special feature is the possibility of multi-modal service and the implementation of a comprehensive transport and logistics service " a window" in public places without intermediary companies. Own LEs at transport hubs will enable JSCO "RZD" to provide a wide range of “near-transport” services directly to LEs located at reference freight stations, “in one place”, “from one person”, without attracting the third company to the logistic process.

Formation procedure of transport and storage system

The conditions for the transportation operation and management in the TSS are as follows:

1) on-net cargo transfer and double cargo turnover accounting (loading at one LE and unloading at another LE) of TS;

2) integrated cargo delivery TSS linking all transportation participants in the logistics chain;

3) the subsequent type of LE must be equivalent to the initial one or higher than it for the implementation of stepwise routing and elimination of intermediate links between JSCO "RZD" and the client during the delivery;

4) the key role and multifunctionality of LE in the cargo delivery system, its active impact on the cargo added value while providing an integrated transport and logistics service and ensuring the origin and redemption of cargo traffic in public places;

5) door-to-door cargo delivery but not from station to station;

6) multi-modal service, i.e. the inclusion in the logistics chain of bringing the cargo from the initial client's LE to the final client's LE, and consideration of not only railway, but also road cargo transportation, which will expand control of the first and last mile delivery;

7) consideration of JSCO "RZD" role as a transport and logistics, rather than an infrastructure company.

Formation of TSS is a comprehensive transport and logistics solution that allows achieving increased competitiveness of railway transport through modernization of the infrastructure and improvement of transport service technologies.

Generally, there is the following algorithm for TSS creating:

1) development of TSS strategy, its tasks, target customer group and service range;

2) configuration of TSS according to the transport corridors, transport and terminal networks as well as the number, type and location of nodal LEs in its composition;

3) design of TSS nodes due to the development of adjacent infrastructure and transport links;

4) end-to-end management of all processes within the TSS. The author’s earlier works discuss the details of the global TSS formation.

Draft of the terminal network as transport and storage system

The effectiveness of this scheme is considered on the example of the Novosibirsk transport hub (Novosibirsk, Russia). The study proposed a TS consisting of three LEs of different types (terminal, logistics center, multi-modal transport and logistics center, located at supporting freight stations with a total useful storage area of 53 thousand square meters and an investment amount of 549 million rubles, the average payback period of projects is average 5.5 years with a neutral scenario (preservation of loading volumes), 6.3 years with a pessimistic scenario (decrease in loading volumes by 15%), 4.7 years with an optimistic scenario (growth of loading volumes by 15%).

Thereby, the net profit from the main logistical activities of each LE can amount to 80-280 million rubles per year (according to cargo handling volumes). LE design and economic calculations are made using copyright software.

The effectiveness of the proposed system for the cargo delivery through the TS is determined by calculations due to the Novosibirsk transport hub. All calculations were performed using copyright software as well as standard software products ETRAN and NET-3.

The calculation results have drawn a number of conclusions confirming the necessity and validity of the proposal in a particular region.

All economic calculations are made for the LE located at station C of the node according to two options for high paying freight delivery. The cost calculation results of shipping 1 ton of cargo are given in Comparative Table 01 . They show the efficiency of TSS organization using a stepped route formed at LE station C (LO format is a transport terminal) of the West Siberian Railway to station B of the Far Eastern Railway. The calculation is carried out for 1 covered train car (unitized cargo) following the existing scheme as carload shipment and as part of a block train according to the proposed scheme.

Table 01 shows that the implementation of the proposed cargo delivery scheme eliminates the client’s expenses for storing cargo “on wheels” and/or at terminal and warehouse objects at the departure and destination stations, increases the delivery terms and reduces the total cost of cargo delivery.

The calculation results have drawn the following conclusions.

For JSCO “RZD”, the implementation of the proposed TSS cargo delivery will attract new clients and improve customer focus by reducing the delivery terms and integrated high-quality cargo handling using logistic technologies (one-window, door-to-door, just in time), as well as lower freight cost.

Thus, the advantages of the proposed TS in comparison with the existing cargo delivery system are to save the cost by reducing the local car detention at the transportation hubs and the cargo delivery terms (including by eliminating the intermediary links); to release the capacity of the distribution station from the processing of car-traffic flows going “from LE to LE”; to increase the level of containerization and conveyance by through freight train; centralization of freight work.

The total savings from the implementation of the 3-rd class cargo delivery by container train compared to carload shipment amounted to 186,808 rubles for one shipment. The delay time of the local car is reduced by 11.54 hours, the cargo delivery terms are reduced by 21.34 hours.

The TSS in the region will ensure JSCO "RZD" annual income from the performance of transport and logistics services using projected LEs of at least 840 million rubles; it will transfer the clients' lost profits into real benefit using private LEs.