Кафедра Транспортний сервіс та логістика (КТСЛ ДІІТ)

Permanent URI for this communityhttp://crust.ust.edu.ua/handle/123456789/76

UKR: Кафедра Транспортний сервіс та логістика ( до 2023 року мала назву Кафедра Управління експлуатаційною роботою на залізничному транспорті)
ENG: The Department of Transport Service and Logistics (until 2023 it was called the Department of Management of Operational Work in Railway Transport)

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Assessing the Efficiency of Centralized Use of Train Formations within an Extensive Supply Network for Metallurgical Production
(TECHNOLOGY CENTER PC, Kharkiv, 2025) Zaruba, Oleksandr V.; Okorokov, Andrii M.; Vernyhora, Roman V.; Prokopa, Oleh I.; Khomenko, Yurii L.
ENG: This study investigates a transportation-technological system that enables raw material supply by rail to meet the needs of a metallurgical enterprise. The task addressed is to assess the effectiveness of centralized use of train shipments in an extensive supply network for the needs of metallurgical production. The hypothesis of the study assumes that under conditions of centralized management of the rolling stock fleet of railroad transport within an extensive supply network, its number will be smaller than in the case of a non-centralized one. A mathematical and simulation model has been built in the AnyLogic University Researcher environment using agent and discrete-event approaches. The main criterion is the minimization of the average delivery time; additional criteria are the optimal use of the working fleet of railroad cars and train locomotives. Applying them in combination makes it possible to optimize the working fleet of railroad cars and locomotives, taking into account the extensiveness of the supply network and the conditions of centralized management. It was experimentally established that with centralized fleet management, fluctuations and volumes of metallurgical raw material residues at the enterprise depend on the loading rate of railroad cars of the sending or group of railroad cars of the stepped routes. According to the calculated values of the determination coefficients, the approximation by the exponential function turned out to be denser. The variability of raw material residues decreases with a change in the technical loading rate of the train or railroad car batch. It was established that the difference between the standard deviation for the train loading rate of 4000 t (σ(х) = 4524.7 t) and the standard deviation of 2606.5 t (σ(х) = 4524.7 t) is 1918.2 t. This corresponds to 42% of the initial value of the indicator. The proposed approach allows for a more accurate assessment of the need for a working fleet of railroad cars and locomotives, as well as improves the efficiency of transportation management.
Revealing the Causes of Delays at Transit Points along an Intermodal Grain Supply Chain
(TECHNOLOGY CENTER PC, Kharkiv, 2025) Khomenko, Yurii L.; Okorokov, Andrii M.; Matsiuk, Viacheslav I.; Zhuravel, Iryna L.; Pavlenko, Olena I.
ENG: This study’s object is the transport and technological system of grain supply along international routes. The issue considered is the emergence of excess cargo weight at the junctions of various types of transport. The study was conducted on the basis of a constructed simulation model built according to the agent and discrete-event principles. It covers both the maximum transportation volumes in one of the Ukraine’s oblasts in 2021 (880 thousand tons) and the forecasted indicators (1–1.5 million tons per year). The application of the model has made it possible to determine the optimal parameters for the fleet of vehicles in a supply chain, guided by the system criterion – minimization of the average delivery time of one ton of grain. It was established that for transporting 1 million tons of grain per year, the optimal composition of the transport fleet should include 92 trucks and four railroad routes. Patterns in the formation of excess cargo weight depending on the estimated composition of vehicles were also determined. With a planned transportation intensity of 1 million tons per year, reducing the number of trucks by 12 units could lead to the accumulation of 237 thousand tons of cargo mass at transit points. Reducing the number of railroad routes by one unit would lead to the accumulation of 544 thousand tons of cargo mass, which corresponds to USD 106 million. The proposed model makes it possible to assess the consequences of delays in delivery, as well as the formation of excess cargo mass at transit logistics terminals and grain elevators.