МОДЕЛЮВАННЯ ВЗАЄМОДІЇ АВТОМОБІЛЬНИХ ТРАНСПОРТНИХ ПІДПРИЄМСТВ НА МІЖМІСЬКИХ ПЕРЕВЕЗЕННЯХ ВАНТАЖІВ

Abstract

The transport process of servicing the incoming flow of orders for long-distance freight transportation has been carried out. It was found that the problem of motor vehicles using on long-distance routes is that there are prolonged downtime at loading points while waiting for an order. On the other hand, many orders remain refused due to the lack of free and available transport. Imitation modeling of the activity of the truck carrier is applied, provided that it interacts with the cooperative partners. The model reflects possible actions of the automobile enterprise in cooperation with partners. As the number of transportation orders increases, the carrier leases additional trucks that are used on a "just in time" and "exactly where needed" principle. Inbound orders have a priority of execution. Priority orders are those, which have a longer ride, more traffic, and have a non-random, cyclical nature. When ordering additional vehicles, the number of refused orders increase, as well as the duration of the rides with the cargo. Instead, the unproductive downtime of vehicles is decreasing. The regularity of the change in the number of refusals in transportation and the duration of downtime of its own and rented fleet of road trains have been revealed. The number of leased vehicles required increases to a certain extent with the intensity of the inbound order flow. The quality of customer service is estimated by the refuse rate, the minimum numerical value of which indicates high quality and that the company takes care of customers. The simulation model also took into account the availability of valid orders, so called time windows. Due to the availability of such volume of order information that has arisen, but has not yet been fulfilled, it is the basis for the relocation of the transport to the points, where it is most likely to be loaded. During the reproduction of the transport process an idle run of trucks is allowed. To verify the adequacy of the model, we used practical data on single bulk carrier service in the south-east and central regions of Ukraine. The situation is modeled when the carrier has 6, 12, 28 own vehicles on this territorial transport network, and with the increase in the number of orders - leases additional ones. On the basis of the revealed patterns, the task of structural optimization of the transport process is formulated.