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Procedia Engineering 150 ( 2016 ) 1396 – 1402
International Conference on Industrial Engineering, ICIE 2016 Cargo Transit Terminal Locations According to the Existing Transport Network Configuration
Z. Almetovaa,*, V. Shepeleva, S. Shepelevb
a South Ural State University, 76, Lenin Avenue, Chelyabinsk, 454080, The Russian Federation b South-Ural state agrarian university, 75, Lenin Avenue, Chelyabinsk, 454080, The Russian Federation
Abstract
The paper dwells upon a modified centre-of-gravity method for determining the location of a cargo transit terminal (based on the example of Chelyabinsk region) as a multimodal logistic centre. The modified method for calculating the "centre of gravity" for determining the optimal coordinates of a transit terminal is designed to meet the following regulations: if there is some unevenness of cargo flows between any point and the transport node, some part of a rolling stock should be unloaded in the direction of a lesser traffic flow. The coordinates of the terminal complex are determined similarly to the centre-of-gravity coordinates of a physical system and are treated as a transport problem according to the criterion of minimum total annual costs of goods transportations, storage and redistribution in terminal complexes. The paper analyzes integration of terminal-to-terminal transportations in transit terminal complexes that differ in directions, volumes and regional destinations. This measure allows to make cargo transit more efficient by reducing excess transportations and, as a result, non-productive runs of transit traffic. The proposed method for identifying rational location of transit terminal complexes within the existing transport network configuration takes into account the transit data. The integration of terminal-to-terminal transportations in the transit terminal complex, the location of which is determined on the basis of this method, will reduce excess transportations and total costs of operating transit traffic within the regional transport system, which, in its turn, will improve the efficiency of transit transport nodes. ©© 20162016 Published The Authors. by Elsevier Published Ltd. Thisby Elsevier is an open Ltd. access article under the CC BY-NC-ND license (Peer-reviewhttp://creativecommons.org/licenses/by-nc-nd/4.0/ under responsibility of the organizing). committee of ICIE 2016. Peer-review under responsibility of the organizing committee of ICIE 2016 Keywords: regional transport system; transit transportations; cargo transit terminal; the centre-of-gravity method; logistic infrastructure.
* Corresponding author. Tel.: +7-351-267-9121; fax: +7-351-267-9121. E-mail address: [email protected]
1877-7058 © 2016 Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of ICIE 2016 doi: 10.1016/j.proeng.2016.07.335 Z. Almetova et al. / Procedia Engineering 150 ( 2016 ) 1396 – 1402 1397
1. Introduction
The capacity of transport nodes and their transit capabilities depend not only on technical and technological parameters [1], but also on due locations and characteristics necessary for cargo handling [2]. The theoretical issues concerning the peculiarities of locating cargo terminal-logistic distribution centres and complexes relative to the points of concentrated cargo traffic flows, their coordinating and optimizing of functioning cargo transit transport nodes are thoroughly considered in [3-6, etc.]. The method for determining the optimal location of cargo terminal-logistic centers is analysed in E.N. Korotkova’s paper [7]. In [8] the methods of expert assessment and analytical models are highlighted to be used when choosing the optimal location of cargo complexes (the method of analytical hierarchy). In [9] the authors discuss the process of forming a terminal infrastructure in a region due to modified gravitational models to consider the capacity and technical- technological characteristics of cargo terminal complexes and the connectivity of system objects, i.e. terminals and consumers. As for rational locating of regional cargo transit terminals, the studied methods do not fully specify the characteristics of transport network configurations when transit cargos pass through the regional transport systems of considered territories.
2. Theoretical research
Determining a rationally located cargo transit transport node is similar to finding an optimally located regional terminal-logistic centre to distribute cargo traffic flows. The coordinates of a rationally located terminal-logistic centre are determined in a similar way when finding the coordinates of the centre-of-gravity method [10-15] and considered as a transport problem according to the minimum criterion of total annual costs of transporting, storing and redistributing goods [16]. The alternative methods of "a sampling point", "a non-fixed point" are considered in [17-21, etc.] but they also have certain shortcomings. When using these methods the problem is solved if the amounts of goods imported (exported) are equivalent to the needs of consumers located around a cargo terminal. However, this approach disregards the existing configurations of regional transport networks, consumers' distribution and distances between them and cargo terminal complexes. The centre-of-gravity method includes the location of the existing i-terminal complex-consigners (iI) and j- terminal complex-consignees (jJ). It is given in Cartesian coordinates Oxy with the relative ones (ɯi, yi) and (ɯj, yj) as well as the cargo amounts Qij transported from an i-terminal complex-consigner to a j-terminal complex-consignee. The coordinate origin (x0, y0) is arbitrarily chosen. According to [22, 23] the coordinates of a transit terminal xTT and yTT are found as the centre of gravity of the physical system "consigners – consignees" with the following formulas:
nn§· ¨¸(Q)x ¦¦ij i ij 11¨¸ X ©¹, (1) T nn Q ¦¦ ij ij 11
nn§· ¨¸(Q)y ¦¦ij i ij 11¨¸ Y, ©¹ with i=1,… n, j=1,…n, (2) T nn Q ¦¦ ij ij 11 1398 Z. Almetova et al. / Procedia Engineering 150 ( 2016 ) 1396 – 1402
where xTT, yTT are the coordinates on the axes Ox and Oy of a cargo transit terminal location, respectively; xi and yi are the location coordinates of a i-terminal consigner; Qij is the cargo amounts of an i-terminal consigner transported to a j-terminal complex-consignee, t. The obtained solution is not optimal as the calculations according to the formulas (1) and (2) do not include the actual loading of cargo vehicles to perform transportations while transporting rates C contain the amount Q and the transportation distance L:
Z QLC (3)
The authors in [24] suggest the following: to find the coordinates of transit terminals the rates and the distance between a terminal complex and a cargo transit terminal are to be additionally included, with possible non- productive transportations and differences in transport operators' costs for runs with and without loading being excluded. Therefore a modification of the centre-of-gravity method to determine the coordinates of a transit terminal is to be suggested, with the following theoretical propositions being included. If between some point D and node T there are uneven cargo traffic flows, some part of a rolling stock will be unloaded in the direction of a smaller traffic flow. Thus, along with the work of unloaded transport the coordinates of a transit terminal according to the formulas (1) and (2) including (3) will be:
nn§· n§· n ¦¦¨¸xQLCQLCi()() ij uij ijuu ¦¨¸ xQLCQLC j ¦ ji uji ji ij 11¨¸ lij l ji 11©¹ lji l X ©¹ , (4) T nn nn ¦¦()()Q LCQij uij LC ijuu ¦¦ Q LCQ ji uji LC ji ij 11 lij l ji 11 lji l
nn§· nn§· ¦¦¨¸yQLCQLCyQLCQLCi(( ij uij ijuu ) ¦¦¨¸ j ( ji uji ji ) ij 11¨¸ lij l ji 11©¹ lji l ɍ ©¹ , (5) T nn nn ¦¦()()QLCQij uij LC ijuu ¦¦ QLCQLC ji uji ji ij 11 lij l ji 11 lji l
with i=1,… n, j=1,…n,
nn nn ¦¦QQij ¦¦ ji , (6) ij 11 ji 11
where Qlij and Quij are the amounts of loaded and unloaded transportations from an i-terminal, t; Qlji ɢ Quji are the amounts of loaded and unloaded transportations to an j-terminal, t; Lij and Lij is the transportation distance from an i-terminal to a j-terminal and back, respectively, km; Cl and Cu are the rates of productive and non-productive transportations considering loading, respectively, RUB/tkm. The centre-of-gravity method modification makes it possible to determine transit terminal coordinates including the costs of productive and non-productive transportations.
3. Experimental results
Due to the existing transport network configuration the distances between the points Di and Dj and the nodes Fi at the boundary of the transit region K may be significant. Therefore, the coordinates of the transit transport node XT and YT not to be beyond the transit region K, for calculations with the formulas (4) and (5) it is necessary not to take the coordinates of the points Di ɢ Dj but of the respective nodes Fi and Fj on the sections LDi–Fi and LDj–Fj of the transit routes LɆij at the boundary of the transit region K. Z. Almetova et al. / Procedia Engineering 150 ( 2016 ) 1396 – 1402 1399
The developed method makes it possible to determine the optimal location of a cargo transit terminal within the transport system boundaries (exemplified with Chelyabinsk region). Let’s find the costs of terminal-to-terminal transportations non-integrated in a transit terminal, with the inlets and outlets of cargo transit traffic being the nodes F1-F4. Table 1 presents the data concerning the length of LiɈ sections between the nodes Fi, the distance LFi–Fj between the points F and the coordinates of the nodes due to the existing regional transport network configuration, with the following assumption being: one unit in the coordinate system corresponds to one kilometre of the road network. The costs Zlij, Zuij of terminal-to-terminal transportations excluding the cargo transit terminal from the node Fi to the node Fj are determined separately for productive and non-productive runs according to the formulas:
Zlij QLC lij ij lij , (7)
Zuij QLC uij ij uij . (8)
Table 1. The length of the transport network sections and the coordinates of the nodes.
Transport The length of LiɈ The coordinates of F1 F2 F3 F4 nodes sections, km X d Y
F1 0 441.2 450.4 364.7 322.4 10 138.2
F2 441.2 0 246.8 161.1 118.8 332.4 257
F3 450.4 246.8 0 170.3 42.3 374.7 138.2
F4 364.7 161.1 170.3 0 128 332.4 10
FɈ 0 0 0 0 0 332.4 138.2
The total costs necessary for terminal-to-terminal transportations Zluij are determined as the sum of all needed costs according to the formula:
Zluij ZZ lij uij (9)
Table 2 presents the results of calculating the amounts of non-productive transportations.
Table 2. The amounts of non-productive transportations, thous.t/year. Federal Ɇ-5 M-5 entrance Ɇ-36 Ɇ-51 "Baikal" Quj highways "The road to "Chelyabinsk – Troitsk" Ɇ-5 "The Urals" 0 0 0 0 0 M-5 entrance road to 523 0 0 3.4 526.5 Ekaterinburg Ɇ-51 "Baikal" 404 203.2 0 4.2 611.6 Ɇ-36 "Chelyabinsk 279 0 0 0 279.2 –Troitsk"
Quj 1207 203.2 0 7.6 2978.1
The calculation results prove two directions of terminal-to-terminal transportations to have different according to their maximums cargo flows. Their integration is to reduce non-productive cargo transit transportations and the excess input capacity up to the amount of 2978.1 thous.t/year. 1400 Z. Almetova et al. / Procedia Engineering 150 ( 2016 ) 1396 – 1402
Table 3 presents the costs of cargo transit transportations between the terminals Zlij, the costs due to non- productive transportations in the opposite direction Zlji and the combined costs Zluij. Therefore, the combined costs of productive and non-productive runs between all terminals are:
nn Z ZZ 3662029 . 23 thous. RUB. (10) lu¦¦ lij uij ii 11
Let’s determine the cargo transit terminal location without the costs caused be non-productive transportations. I I I The coordinates (x T, y T) of the cargo transit terminal T are determined with the centre-of-gravity method with the help of the formula (1) and (2):
I XT 130.08 ,
I YT 80.4 .
Table 3. The costs of cargo transit transportations, thous. RUB . Ɇ-5 M-5 entrance road Ɇ-51 Ɇ-36 Federal highways "The Urals" to Ekaterinburg "Baikal" "Chelyabinsk – Troitsk"
Zlij 0 1 087 888.9 597 343 340 447.5 Ɇ-5 "The Urals" Zlji 0 0 0 0
The combined costs Zluij 0 1 087 888.9 597 343 340 447.5
Zlij 510 909.6 0 141 416.4 24 285.83 M-5 entrance road to Ekaterinburg Zlji 276 950.1 0 0 657.288
The combined costs Zluij 787 859.7 0 141 416.4 24 943.11
Zlij 142 213.8 16 042 0 4 427.8 Ɇ-51 "Baikal" Zlji 218 462 60 179.712 0 858.312
The combined costs Zluij 360 675.8 76 221.712 0 5 286.112
Zlij 85 886.85 25 655.175 6 215.95 0 Ɇ-36 "Chelyabinsk – Troitsk" Zlji 122 189.1 0 0 0
The combined costs Zluij 20 8075.9 25 655.175 6 215.95 0
Let’s make an assumption that after a new cargo terminal for transit terminal-to-terminal transportations having been located, the existing network of regional roads will be used. To enter the network means to side with one of the highways using the shortest route from the cargo transit terminal. I II Table 4 presents the length of LiT sections between the nodes F and the transit terminals T , T , with the amounts of cargo integrated flows within these areas in both directions (into the terminal QliT and out of the terminal QlTi) and the amounts of cargo transportations combined with non-productive runs (up to the terminal QuiT from the terminal QuTi) being given. I The total costs Z lu (thous. RUB) of productive and non-productive cargo transit transportations between terminals and the cargo transit terminal TI are:
I Zlu 3690609.15 .
The effect CI due to integrated transportations in the cargo transit terminal TI is expressed in reduced costs due to cargo transit transportations including productive and non-productive runs and will be: Z. Almetova et al. / Procedia Engineering 150 ( 2016 ) 1396 – 1402 1401
IIII 'CCC lu lu 3662029.23 3690609.15 28579.92 thous. RUB.
The negative value of 'C , indicates the combined costs of cargo transit transport passing through the transit terminal located without determining the costs of non-productive transportations to increase. Let’s determine the location of a cargo transit terminal including the costs of non-productive transportations. II II II Thus, it is necessary to determine the coordinates (x T, y T) of the cargo transit terminal T using the modified method of calculating the centre of gravity by the formulas (4) and (5):
II XT 159.16 ,
II YT 160.75 .
The total costs (thous. RUB) of productive and non-productive cargo transit transportations between terminals and the transit terminal are:
II Zlu 3241854.98
Table 4.The length of sections, the amounts of transportations between the nodes F at federal highways and the cargo transit terminals ɌI, ɌII.
QliT, QlTi, Ql, Qu, LiT, km QuiT, thous.t QuTi, thous.t Federal highways thous.t thous.t thous.t thous.t
ɌI 133.3 1890.2 683.7 2573.9 0 1206.5 1206.5 Ɇ-5 "The Urals" ɌII 182 1890.2 683.7 2573.9 0 1206.5 1206.5
ɌI 268.6 752.7 1076 1828.7 323.3 0 323.3 M-5 entrance road to Ekaterinburg
ɌII 170.7 752.7 1076 1828.7 323.3 0 323.3
ɌI 251.4 162.7 774.3 937 611.6 0 611.6 Ɇ-51 "Baikal" ɌII 185.9 162.7 774.3 937 611.6 0 611.6
ɌI 214.2 172.5 444.1 616.6 271.6 0 271.6 Ɇ-36 "Chelyabinsk – Troitsk" ɌII 208.2 172.5 444.1 616.6 271.6 0 271.6 2978.1 297.,1 5956.2 1206.5 1206.5 2413 Quj 2978.1 2978.1 5956.2 1206.5 1206.5 2413
The effect CII due to integrated transportations in the cargo transit terminal TI will be:
II I II 'ZZZ lu lu 3662029.23 3241854.98 420174.25 thous. RUB.
The positive value 'Z ,, indicates the reducing of the total costs of cargo transit transport passing through the transit terminal.
4. Conclusion
Thus, the modification of the centre-of-gravity method to determine the cargo transit terminal complex location including the costs of cargo transit transportations both productive and non-productive as part of the existing 1402 Z. Almetova et al. / Procedia Engineering 150 ( 2016 ) 1396 – 1402
regional transport network configuration will benefit. Thus, the economic effect due to reduced cargo transit transportations (exemplified only with Chelyabinsk region) will be more than 400 mln. RUB per year. The effect of integrated transit transportations depends on a transport network configuration within a transit territory, the absolute values of the amounts of cargo transit transportations within a region, the levels of their unevenness when considering their directions and destination regions.
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