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International Journal of Mechanical and Production Engineering Research and Development (IJMPERD) ISSN (P): 2249–6890; ISSN (E): 2249–8001 Vol. 10, Issue 3, Jun 2020, 11337-11348 © TJPRC Pvt. Ltd SOLUTION OF THE PROBLEM OF OPTIMAL DISTRIBUTION OF CARGO FLOWS IN THE REGION AND THE DEVELOPMENT OF ITS TRANSPORT NETWORK ABDULAZIZ A. SHERMUKHAMEDOV1 & ABDIMUROT U. KUZIEV2 1*Doctor of Technical Sciences, Professor of Department Road-Building Machines and Equipment, Tashkent Institute of Design, Construction and Maintenance of Automobile Roads, Tashkent, Uzbekistan 2Schalor, Docent, Head of Department of Transport Systems and Constructions, Termez State University, Termez, Uzbekistan ABSTRACT This paper discusses the problem of optimal distribution of freight traffic with the best use of vehicles of road and rail transport, transport network, as well as their development, taking into account the prospective growth of freight traffic in the conditions of the Surkhandarya region of the Republic of Uzbekistan. The mathematical model and a technique for solving the problem of optimal distribution of freight traffic in the region under consideration by types of land transport and transport networks are proposed. Using the example of the region under consideration, the results of effective distribution of the flow of cargo in the regional multimodal network, including taking into account the growth of traffic volumes, were obtained, areas Original Article were identified where the network capacity should be increased, their reconstruction and construction of new sections, taking into account various options. KEYWORDS: Multimodal Transportation, Road and Rail Transport, Freight Traffic, Transport Network, Modified Multi-Network Method, Solution Algorithm & Transport Infrastructure Received: Jun 10, 2020; Accepted: Jun 30, 2020; Published: Sep 05, 2020; Paper Id.: IJMPERDJUN20201083 1. INTRODUCTION It is known that the modernization and further development of production entails the expansion and efficiency of the transport infrastructure – all elements of the railway and road transport networks, technical and technological means. Such an infrastructure for the development of the transport services market is a multimodal transport network, including international transport corridors [1]. Multimodal transportation is internal transportation with at least two modes of transport [2]. It is known that multimodal transportation combines the advantages of several types of transport (road, rail, sea). An analyzes of the literature on the development of multimodal networks and the planning of multimodal transportation shows that researchers use three main levels in planning, strategic, tactical and operational, with extensive study of tactical level issues, followed by strategic and operational levels. Despite the great attention paid to the above problems, there are still many questions and tasks that need to be solved [3]. In particular, the tasks of optimizing traffic flows and transport networks, the development or selection of methods for substantiating and solving mathematical models are the most relevant problems of our time. In articles [4] – [8] using simulation networks Petri Net (E-Net), Firework, and others, the problems of a multimodal transport network with multi-purpose optimization for regional transit multimodal transport are solved. www.tjprc.org SCOPUS Indexed Journal [email protected] 11338 Abdulaziz A. Shermukhamedov* & Abdimurot U. Kuziev The article [9] discusses the methodological basis for the design and throughput of a multimodal transport network. The article [10] analyzes ways to increase transport capacity in Slovakia, the construction of broadband routes in Europe to reduce transshipment stations and reduce the flow of goods from Eastern Europe and Asia. Based on an analysis of the existing literature, this article discusses the development of freight flows with the best use of road and rail vehicles, the transportation network, as well as their development, taking into account the prospective growth of freight flows in the conditions of the Surkhandarya region of the Republic of Uzbekistan. Surkhandarya region is located in the southernmost part of Uzbekistan, it borders with the Republic of Tajikistan in the north-east, Kashkadarya region in the north-west, the Republic of Turkmenistan in the west and the Republic of Afghanistan in the south through the Amu Darya river. The geographical location may create a new promising southern alternative transport corridor with access to the ports of Iran (Bandar-Abbas, Chahbahar) and Pakistan (Gwadar, Karachi) in transit through Afghanistan. The area of the region is 20.1 thousand km2, which is 4.7% of the country's territory, according to official statistics, the population as of January 1, 2018 was 2513.1 thousand people, which is 7.5% of the population. The population density of the Surkhandarya region is 125 people per km2, this figure in the country averages 74.3 people per km2. As a result of the growth of the population and manufacturing enterprises, it is necessary to deliver products to the domestic and foreign markets with the best use of transportation means of automobile and railway transport, the transport network, and to reduce its cost, it is necessary to develop transport infrastructure. The development of the transport network in the region should be based on an appropriate science-based basis. In particular, to optimize the transport security of settlements, it is advisable to use the methodology of optimizing cargo flows in transport networks and the development of the transport network [11]. In addition, the introduction of intelligent transport systems will expand the opportunities for the development of a multimodal transport network and its effective use. Thus, we can distinguish the following ways of developing a transport network [12]: construction of road infrastructure; use of an intelligent transport system (ITS) to optimize and control traffic flow. Effective planning and investment in transport infrastructure systems is seen as the key to economic development in both developed and developing countries. However, planning such strategic transport investments is difficult due to their high cost and public profile, long asset life and uncertainties regarding future models and technologies of transport demand. Taking into account that only a limited amount of funds is available for transport investments, it is important that this financing be used in the right places and in the right way to ensure the best return on limited public resources [13]. Therefore, there is a need for a model capable of evaluating network demand and performance over a wide range of possible future options so that reliable decisions can be made as to which schemes will be adopted. As a rule, it is envisaged that the development of local road networks will be carried out in stages on separate Impact Factor (JCC): 8.8746 SCOPUS Indexed Journal NAAS Rating: 3.11 Solution of The Problem of Optimal Distribution of Cargo Flows in 11339 the Region and the Development of its Transport Network networks, given the limited financial resources. At the same time, the improvement of the transport and operational characteristics of transport links will be achieved through the conversion of road paved lower type of pavement into a transition type paved road [5]. Research on this issue is carried out in the framework of the project №OT-Atex-2018-352 on the topic: “Optimal development of the regional transport network and widespread application of the principles of logistics in the effective development of promising freight flows”. 2. MATERIALS AND METHODS The adoption of road development plans based on the following considerations: each stage of a road development means either improving the road category, or improving the type of road surface, or simultaneously improving the road category and improving the type of road surface. To formulate the problem and develop the model, we introduce the basic concepts and indicators in the field of the transport network. The basic concepts of the automobile and railway networks are nodes (peaks), from where various road connections originate. At nodes (peaks) - consignees or senders transfer goods from one mode of transport to another, rail or road networks intersect in different directions. We assume that a plurality of N available or possible nodes (peaks) are given that represent the current or future state of the transport network in the economic zone. This set contains a certain number of senders ( S ) and recipients (t ), that is, S , t N . A large-scale transport-transit system can be represented in the form of graphs representing ordered pairs with a limited set of peaks (airport, railway, automobile terminals, bicycle stations, logistics centers) and arcs (transport lines between different terminals) [13]. Let us denote the variable parameter that characterizes the value of the l-th type of cargo flow over the transport network section ij (ij-oriented link connecting node i to network node j) with a possible level of development of section p, p by X ij,l . For each node i = 1,2, ...n, index of the address of the sender, j = 1, 2, ... m, index of the address of the recipient, l l ai - the volume of the shipment from point i, bj - the volume of arrival of the goods at point j, l = 1,2, ... k, index indicating the type of cargo. Now we turn to the analysis of the characteristics of the throughput of cargo flows in the arcs of the transport p network. One of these parameters is the indicator Cij , i.e. the cost of transporting a unit of cargo in section ij at the p-th level of development. In the general case, as the optimization criterion, we can take the sum of the products of the elements p of transport costs for l-types of cargo in all arcs ij of the network and parameters X ij . However, it should be noted that the value of the parameter will be different, depending on what level of development of the transport network p is considered in the problem. For example, if the problem is solved for an existing network, that is, p=0, then p p(m) p(m) Cij,l Cij,l .

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