Routing. general concepts. Basic routing indicators 1 value of routing and its types

Routing is the process of determining the path of information in communication networks. Routing is used to receive a packet from one device and transmit it to another device over other networks. A router or gateway is a host with multiple interfaces, each with its own MAC address and IP address.

Another important concept is the routing table. A routing table is a database stored on a router that describes the correspondence between destination addresses and the interfaces through which a data packet should be sent to the next hop. The routing table contains: destination host address, destination network mask, gateway address (indicating the address of the router in the network to which the packet should be sent, next to the specified destination address), interface (physical port through which the packet is transmitted), metric (numerical indicator that sets the priority route).

The placement of entries in the routing table can be done in three different ways... The first method involves the use of a direct connection in which the router itself determines the connected subnet. A direct route is a route that is local to the router. If one of the router's interfaces is directly connected to a network, then upon receiving a packet addressed to such a subnet, the router immediately sends the packet to the interface to which it is connected. A direct connection is the most reliable routing method.

The second method involves entering routes manually. In this case, static routing takes place. A static route defines the IP address of the next neighboring router or local egress interface that is used to route traffic to a specific destination subnet. Static routes must be specified at both ends of the communication channel between routers, otherwise the remote router will not know the route along which to send response packets and only one-way communication will be organized.

And the third method involves automatic placement of records using routing protocols. This method is called dynamic routing. Dynamic routing protocols can automatically track changes in network topology. The successful functioning of dynamic routing depends on the router performing two main functions:

1. Keeping your routing tables up to date
2. Timely dissemination of information about networks and routes they know to other routers

The parameters for calculating metrics can be:

1. Bandwidth
2. Latency (time to move a packet from source to destination)
3. Loading (channel load in units of time)
4. Reliability (relative number of channel errors)
5. Number of hops (hops between routers)

If the router knows more than one route to the destination network, then it compares the metrics of these routes and sends the route with the lowest metric (cost) to the routing table.

There are quite a few routing protocols - they are all divided according to the following criteria:

1. According to the algorithm used (distance vector protocols, protocols of the state of communication channels)
2. By scope (for intradomain routing, for interdomain routing)

The channel state protocol is based on Dijkstra's algorithm, I've already talked about it. I will briefly tell you about the distance vector algorithm.

So, in distance vector protocols, routers:

• Determine the direction (vector) and distance to the desired network node
• Periodically forward routing tables to each other
• Regular updates keep routers aware of network topology changes

Without going into details, the link state routing protocol is better for several reasons:

• Accurate understanding of network topology. Link-state routing protocols create a tree of shortest paths in a network. Thus, each router knows exactly where its “sibling” is. Distance vector protocols do not have such a topology.
• Fast convergence. Upon receiving an LSP link state packet, routers immediately flood the packet further. In distance vector protocols, a router must first update its routing table before flooding it to other interfaces.
• Event-driven updates. LSPs are sent only when there is a change in the topology and only information related to that change.
• Division into zones. Link-state protocols use the concept of a zone - the area within which routing information is propagated. This separation helps reduce the CPU load of the router and helps structure the network.

Examples of link state protocols: OSPF, IS-IS.

Examples of distance vector protocols: RIP, IGRP.

Another global division of protocols by scope: for intra-domain IGP routing, for inter-domain EGP routing. Let's go through the definitions.

IGP stands for Interior Gateway Protocol. These include any routing protocols used within the autonomous system (RIP, OSPF, IGRP, EIGRP, IS-IS). Each IGP represents one routing domain within an autonomous system.

EGP stands for Exterior Gateway Protocol. Provides routing between different autonomous systems. EGP protocols provide for the connection of individual autonomous systems and the transit of transmitted data between these autonomous systems. Example protocol: BGP.

Let us also explain the concept of an autonomous system.

An autonomous system (AS) is a collection of networks that are under a single administrative control and that use a single routing strategy and rules.

An autonomous system for external networks acts as a single object.

A routing domain is a collection of networks and routers that use the same routing protocol.

Finally, a picture explaining the structure of dynamic routing protocols.

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To analyze and evaluate the fulfillment of the routing task, the carrier sets the main indicators:

1.number of vag. send for the reporting period as a whole and by type of cargo on average per day;

2. the level of routing (%) by stations separately and the network as a whole and by types of cargo, is determined by the ratio. number of wagons, loaded and send. in routes to the total number of downloads. wagons in%. : φ m = u mrsh / u total * 100;

3. Average range of all routes and wagons in their trains and by types of cargo: l m = ∑N mrsh * l / N mrsh;

∑N mrsh * l - route-km ​​sum;

N mrsh - the total number of routes;

3. distribution of wagons, dispatched. in routes by range belts and their% in the total number of loaded wagons;

range belts: up to 400 km; 401-1000km; 1001-1500 km; over 1500 km

4. number of wagons, dispatched. in direct routes and their% in the total number of loads. wagons;

5. The average composition of the route is determined by dividing the number of routed wagons by the number of dispatched routes.

Test papers

(tasks 1-5 for those who have the last even number in the grade book).

(Problems 5-10 for those who have the last odd number in the grade book).

Problem number 1

94,000 tons arrive at the station and 127,000 tons of packaged cargo are dispatched throughout the year. Determine the number of loaders for processing a given volume: k under = k ub = 4; t under = t kill = 20 minutes; P = 32 t / h.

Problem number 3

At the station, on average per day, the following is processed: packaged cargo - N p day = 25 wagons, N about day = 21 wagons; containers - N p day = 49 wagons, N about day = 57 wagons; heavy cargo - N p day = 32 wagons, N about day = 8 wagons.

Draw up a balance sheet, determine k shift, indicate under what conditions k shift can be equal to 2.

Problem number 4

The station is loading 185,000 tons of printing paper in rolls

wagon shipments. The following are provided for transportation: 30% of covered 4-axle wagons with a body volume of 90 m 3 (P t = 42 t); 25% - with a volume of 106 m 3 (P t = 42 t); 45% - with a volume of 120 m 3 (P t = 45 t). Determine the total number of wagons required to load paper.

Problem number 5

Determine the number of daily and calendar routes with potassium rubble, if Q about a year = 1,100,000 tons, and the weight rate of the dispatch route

Q = 3200 t. Draw up a schedule of sending routes.

Problem number 6

On average, the station arrives per day: 18 wagons with packaged cargo; 25 wagons with containers; 32 wagons with bulk cargo; 9 wagons with heavy cargo and 11 empty wagons. Determine the number of transfer trains if the number of cars in the transfer train is 27 and fulfill the conditions for decomposition of the transfer train.

Problem number 7

Cargoes arrive at the station in containers - Q av day = 400 t, Q max days = 500 tons. Determine the coefficient of uneven arrival of containers: k n =?

Problem number 8

Determine the duration of a cargo operation with the supply of wagons with containers (3 and 5 tons), which is performed by two gantry cranes KDK - 10, if n = 8 cars., P = 38.1 kont / h.

Problem number 9

Determine the minimum and maximum number of car deliveries to the cargo front, if N days = 20 cars, L fr = 120 m, the time limit of a shunting locomotive for servicing the cargo front is 3 hours, t under = 20 minutes.

Problem number 10

Determine the costs associated with the idle time of wagons in anticipation of the start of cargo operations, and shunting movements, if N days = 17 wagons, e wag-h = 1.5 rubles, e lok-h = 65.2 rubles, t under = t kill = 20 minutes, n = 3.

Test papers (in writing at a practical lesson).

Control number 1

(consists of 2 blocks).

Block 1.

Expand the questions

· Document flow in the logistics system of the company.

· Efficiency of document management and its adequacy.

· Principles and technology for constructing workflow schemes.

· Primary accounting documents.

· Required details in primary documents.

· Types of errors and ways to correct them when accounting for goods and materials.

· Unified forms of primary accounting documentation for materials accounting.

· Power of attorney (forms No. М-2 and No. М-2а).

· Journal "Accounting of issued powers of attorney".

· Receipt order (form No. M-4).

· Certificate of acceptance of materials (form No. M-7).

· Limit intake card (form No. M-8). Requirement - invoice (form No. M-11).

· Invoice for the issue of materials to the side (form No. M-15).

· Material accounting card (form No. M-17).

· Act on the posting of material assets received during the dismantling and dismantling of buildings and structures (form No. M-35)

Organization of accounting when receiving goods and materials from individuals, legal entities and unincorporated

Block 2.

1. (Sea transportation of goods).

2. The concept of "real" communication and the practice of "flags of convenience".

3. International Maritime Organization (IMO).

4. Maritime shipping in the context of pluralism of legal regimes.

5. Jurisdiction of the port state

6. Freedom of navigation on the high seas.

7. International Organization of Maritime Satellite Communications (INMARSAT).

8. The rules of INCOTERMS.

2. (air transportation).

1. International legal regulation of air communications.

2. Regulation of commercial activities of air transport enterprises in modern air law.

3. Compulsory insurance for the carriage of goods.

4. Improvement of joint agreements as a form of commercial cooperation between airlines.

5. Liability for damage caused by the aircraft to third parties on the surface.

3. (rail transportation).

1. Bodies of state regulation in the field of railway transport: powers, organization of activities.

2. Legal regulation of transport and forwarding services for freight transport by rail.

3. Preparation of goods for transportation. Requirements for containers and packaging of goods. Transport marking of goods.

4. Types of sending routes and their organization.

5. Contract for the carriage of goods by rail.

6. Transportation of goods in containers.

7. Types of non-preservation. Act case.

4. (road transportation).

1. The main regulations governing the activities of road transport.

2. Control system of road transport.

3. Organization of cargo transportation by road.

4. Responsibility of shippers and passengers in road transport.

5. Acts, claims and claims in road transport.

6. Bodies of state regulation in the field of internal road transport: powers, organization of activities.

Control number 2.

Exercise 1.

Perishable cargo - strawberries - arrived at the Tyumen-Roshchino airport. Due to meteorological conditions, it was delivered with a delay of more than two days. As a result, the berries completely rotted away, and the consignee, ZAO Plus Two, refused to receive it. At the same time, the consignee demanded that the airport draw up a commercial act, but the latter, referring to the absence of his fault, insisted on the acceptance of the cargo by ZAO Plus Two.

Give a legal assessment of the current situation.

Task 2.

In accordance with article 17 of the Tajik Railway of the Russian Federation, OJSC "Magnitogorsk Metallurgical Plant" concluded a long-term agreement with the Sverdlovsk Railway on the organization of transportation. According to the terms of this agreement, from January 1 to January 10, 2012, the supply of 400 wagons, 40 each day, was provided.

The static load for ferrous metals established by the plant is 60 tons per four-axle car. In fact, the station submitted for loading four-axle wagons with a carrying capacity of 65 tons on the following days: from January 3 to January 7, 40 wagons per day; January 2, 8, 9 to 20, since on January 2 the consignor did not have cargo, on January 8 the loading front was busy, on January 9 there was no empty load; On January 1 and 10, the carriages were not delivered, since on December 28 the sender notified the station about the refusal of the cars allocated for January 1, and on January 10 there were snow drifts.

Due to the lack of cargo, the consignor loaded only 20 wagons on January 3, on January 6 and 8 due to an emergency stop in production, only 5 wagons each, on the remaining days - all the wagons supplied. In each car, the plant dispatched 65 tons of cargo.

Draw up a registration card and calculate the penalty for non-compliance with the terms of the contract.

Task 3.

CJSC "Lesprom" shipped timber in a carriage to OJSC "Ufa Plywood Mill". The cargo was marked with T-shaped markings. Upon admission on October 10, 1999. It was found that the height of the timber pile was 2.1 m on the one side and 2.4 m on the other side of the carriage on the recipient's driveway. According to the railway bill, the height of the stack was 2.5 m. On this basis, the recipient demanded the participation of the railway in checking the amount of cargo. However, the destination station refused to check the cargo, citing the safety of the marking.

Is the railway obliged to issue cargo with verification and in what order are its results drawn up? What should the recipient do in this case?

Task 4.

Cement was shipped to Murmansk concrete products by direct mixed rail-water communication. However, the cargo was not handed over to the consignee, in connection with which the consignee filed a claim, and then a claim against the shipping company to recover the value of the lost cargo. The shipping company rejected the claim with reference to the failure to submit a commercial act, and the claim was not recognized on the grounds of the plaintiff's failure to comply with the claim procedure for resolving the dispute.

Give your opinion on the present case.

Task 5.

X5 Retail Group signed a contract with the railroad for the transportation of tomatoes and apricots from Krasnodar to Moscow. The railway handed over the wagons for loading his cargo with a delay of four days. By this time, the fruit began to deteriorate. As a result, X5 Retail Group suffered significant losses in the sale of fruit and filed a lawsuit against the railway demanding compensation for losses caused by the delay in the delivery of wagons. The railway refused to pay, citing the fact that the delay in the delivery of wagons was caused by the blurring of the railway track due to prolonged torrential rains 100 km from the loading station.

Questions to the problem:

What decision should the court make? (justify your answer with an article in a regulatory legal act).

Will the court's decision change if the delay in the delivery of the wagons occurred due to the delay in their unloading by the previous client?

Types of routing. Protocol groups.

It is implemented at the network level of the network. The routing protocol is responsible for it. When choosing a routing strategy, different goals can be set, for example:

Minimization of package delivery time;

Minimizing the cost of package delivery;

Ensuring maximum network bandwidth, etc.

The routing problem is solved router, which is defined as a network layer device that uses one or more metrics to determine the optimal transmission path for network traffic based on network layer information.

Under metric some quantitative characteristics of the path are understood, for example, length, travel time, bandwidth, etc. Routing algorithms can be:

Static or dynamic;

Single-route or multi-route;

Sibling or hierarchical;

Intra-domain or cross-domain;

Unicast or multicast.

Static(non-adaptive) algorithms assume routes are preselected and manually entered into the routing table. Thus, there should already be pre-recorded information on which port to send the packet with the corresponding address. Examples: DEC LAT protocol, NetBIOS protocol.

In dynamic protocols, the routing table is updated automatically when the network topology or graph in it changes.

Single route protocols only offer one route for a packet (which is not always optimal).

Multi-route algorithms suggest several routes. This allows information to be transmitted to the recipient along several routes at the same time.

Networks can have one-tier or hierarchical architecture. Accordingly, routing protocols are also distinguished. In hierarchical networks, routers top level form a special layer of the backbone network.

Some routing algorithms operate only within their domains, i.e. used by intradomain routing. Other algorithms can work with contiguous domains - this is defined as interdomain routing.

Unicast protocols are designed to transmit information (via one or several routes) to only one recipient. Multicast – capable of transmitting data to many subscribers at once.

There are three main groups of routing protocols, depending on the type of algorithm used for determining the optimal route:

Distance vector protocols;

Channel state protocols;

Routing policy protocols.

Protocols distance vector- the simplest and most common. These are, for example, RIP, RTMP, IGRP.

Such protocols periodically transmit (send) data from their routing table (addresses and metrics) to neighbors. The neighbors, having received this data, make the necessary changes to their tables. Disadvantage: These protocols only work well on small networks. As the size increases, the service traffic in the network increases, and the delay in updating the routing tables increases.

Protocols channel states were first proposed in 1970 by Edsger Dijkstroy. Here, instead of broadcasting the contents of the routing tables, each router broadcasts a list of routers with which it directly communicates and a list of directly connected to it. local area networks... Such distribution can be performed either when the state of the channels changes, or periodically. Examples of protocols: OSPF, IS-IS, Novell NLSP.

Protocols politicians(rules) routing most commonly used on the Internet. They rely on distance vector algorithms. Routing information is obtained from neighboring operators based on specific criteria. Based on this exchange, a list of permitted routes is generated. Examples: BGP and EGP protocols.

Routers. Autonomous systems.

Router is a rather complex device, which is defined as a network layer device that uses one or more metrics to determine the optimal transmission path for network traffic based on network layer information.

They are created using 3 main architectures.

1)Single-processor. Here, the processor is responsible for the whole complex of tasks, including: filtering and transmission of packets; modification of packet headers; updating routing tables; allocation of service packages; formation of control packages; work with SNMP network management protocol, etc.

However, even powerful RISC processors cannot handle processing under heavy load.

2)Extended uniprocessor. V The functional diagram of the router is distinguished by modules responsible for performing a number of tasks (for example, working with service packages). Each such functional module is supplied with its own processor (peripheral).

3)Symmetric multiprocessor architecture. This is where the load is evenly distributed across all processor modules. Each of the modules performs all routing tasks and has its own copy of the routing table. This is the most advanced architecture for routers.

IP routers

IP (Internet Protocol) is currently the most common (on the Internet). The protocol operates at the network layer and it is at this layer that the routing decision is made.

There are 2 approaches to choosing a route:

One-step approach;

Source routing.

At one-hop routing each router participates in the selection of only one datagram transmission hop. Therefore, the line of the routing table does not indicate the entire route (to the recipient), but only one IP address of the next router. For those addresses that are not in the table, the default router address is used.

Algorithms for constructing tables for one-hop routing can be as follows:

Fixed routing (the table is compiled "manually" by the administrator);

Random routing (the packet is sent in any random direction except the original one);

Avalanche routing (the datagram is sent in all directions except the original);

Adaptive routing (the routing table is periodically adjusted based on information about the network topology from other routers).

Adaptive routing protocols are most widely used in IP networks. These are protocols: RIP, OSPF, IS-IS, EGP, BGP, etc. At source routing route selection is made by the end node or the first router along the datagram's path. This method has not found widespread use in IP networks, but it is widely used in ATM networks (for example, the PNNI protocol).

Autonomous systems

Due to the growth of the Internet, the performance of routers has decreased significantly. Traffic has grown tremendously to support routing and routing tables have grown in size. In this regard, the Internet has been divided into a number of Autonomous Systems (AC) (Autonomous System) (Figure 7.1.). Each such system is a group of networks and routers managed by an agent. This allows the router within each AS to use different routing protocols. It uses dynamic routing protocols, referred to as the Interior Gateway Protocol (IGP) class. This class includes RIP, IS-IS, etc.

For the interaction of routers belonging to different AS, an additional protocol is used, called EGP — external gateway protocol).

RIP protocol

RIP belongs to the IGP class. The protocol appeared in 1982 as part of the TCP / IP protocol stack. Became the standard routing protocol within an autonomous system. Restriction - the protocol does not support long paths with more than 15 hops.

The metric is the hop count (that is, the number of routers that a datagram must traverse before reaching its destination). The path with the least number of hops is always chosen.

Periodically, each router sends route update messages to its neighbors. Such a message contains its entire routing table. Previously, this table is filled with the addresses of those networks to which the router has direct access (see Fig. 7.2.).

Before transmitting information to a neighboring router, the table is adjusted - the number of hops to the recipient is increased by one. Upon receiving such a service message from a neighboring router, the router updates its routing table in accordance with the following rules:

a) If the new number of hops is less than the old one (for the address specific network) - this entry is added to the routing table.

b) If the record came from the router that was the source of the already stored record, then the new value of the number of hops is inserted even if it is greater than the old one.

By default, the interval between message dispatches is 30 seconds. If a neighboring router is silent for a long time (more than 180 s), entries related to it are deleted from the routing table (a line failure or the router itself is assumed to fail).

OSPF protocol

OSPF (Open Shortest Path First) protocol was adopted in 1991. It is focused on large distributed networks. Based on the channel state algorithm. The essence of this algorithm is that it must compute the shortest path. By "shortest" we mean not the physical length, but the time of information transfer. The router sends requests to its neighbors located in the same routing net to determine the state of the links to and from them. In this case, the state of the channel is characterized by several parameters called "metrics". This could be:

Channel bandwidth;

Delay of information when passing through this channel, etc. Having summarized the received information, the router communicates them to all neighbors. then it constructs a directed graph of the topology of the routing domain. Each edge of the graph is assigned an evaluation parameter (metric) (Figure 7.3.).

Then Dijkstra's algorithm is used, which walks along two given nodes a set of edges with the lowest total cost, i.e. the optimal route is selected. In accordance with this, the routing table is built.

OSPF belongs to the class of YP protocols and replaces RIP in large and complex networks. Information about the status of channels is sent out every 30 minutes. Based on these messages, a Link-State 1 Datadase is created on each router. This base is the same on all routers in the domain.

Based on this database, the router forms a network topology map and a tree of shortest paths to all possible recipients (see figure). Then the routing table is formed (Table 7.1.). For networks connected to the router, a metric of zero is specified directly.

When the state of at least one connected channel changes, the router sends messages to its neighbors. The channel database is corrected, the shortest paths are calculated, and the routing table is formed anew.

In large networks (with hundreds of routers), the protocol generates a lot of routing information, and the link state database can be as large as several MB.

Theme – « Bulk cargo transportation technology:

Fuel, ore-metal and bulk "

Plan:

Transportation routing. Types of routes.

Transportation technology for fuel and ore-metal cargo. Characteristics of fuel, metallurgical cargo. Features of the work of access roads when transporting bulk cargo.

Liquid cargo transportation technology. Characteristics of liquid cargo. Peculiarities of liquid cargo routing. Technology of operation of stations for loading petroleum products. Discharge station technology.

Literature:

Typical technological process of a cargo station, Moscow: "Transport", 1989.

5. Fundamentals of management of freight and commercial work in rail transport; Mukhametzhanova A.V., Izbairova A.S. Almaty: "KazATK", 2009. - 250 p.

6. Management of cargo and commercial work on railway transport. Smekhov A.A. Moscow: "Transport", 1990.

1. Routing of transportation. Route types

Types of routes and their meaning

By routeis called the train composition of the established mass or length, formed by the consignor or the road in accordance with the Rules for the technical operation of railways and the plan for the formation of wagons loaded by one or more consignors at one or more stations, the appointment to one station of unloading or spraying with the obligatory passage of at least one technical station without processing the train.

Of great importance is the routing of transportation from places of loading of goods, i.e. dispatch, in which the cars are organized into direct trains not at technical stations, but directly at the points of their loading. The efficiency of such block trains (routes) is determined mainly by the acceleration of the movement of wagons. This is achieved by the fact that block trains pass a number of technical stations without processing (at least one).

Send Routing Helps Accelerate Delivery cargo and release in the sphere of circulation of significant material resources; accelerating the turnover of cars, which reduces the need for a fleet of cars and capital investments for their construction; reducing the volume of shunting work at technical stations and eliminating the need for track development of marshalling yards; improving the conditions for the safety of goods; reducing the cost of transportation of goods.

The efficiency of the routing of cargo transportation is the higher, the greater the degree of coverage of dispatched goods by this type of organization of car traffic and the further the route follows without processing, i.e., the higher the distance of the route.

The most efficient routes are destined for one unloading station, the share of which in the total route car traffic is about 60%.

An analysis of the distribution of route traffic by mileage over a number of years shows that the share of short-distance routes over the past 11 years has remained approximately the same, at distances from 401 to 1500 km it has slightly increased, and over 1500 km has decreased. However, these figures do not always give a correct idea of ​​the effectiveness of routing, since the distances between yards in different regions differ significantly. So, with a run of 400 km in one region, the route passes two or three technical stations (for example, in the Donbass), and in another, with a run of 1500 km, only one (Siberia, the Far East). Therefore, the success of routing more accurately characterizes the average number of technical stations traversed by the route without processing, and even better - the number of cars from which these stations are exempted from processing as a result of routing.

According to the terms of their organization, routes from places of loading goods are divided into three main groups:

1) consignment, loaded and formed at one station by one consignor or on one approach track by its owner and other consignors - his counterparties. These routes may take up to a single unloading station or to a technical route spraying station located as close as possible to the area where the unloading station is located;

2) shipment step-by-step - loaded by different consignors on their sidings with the combination of groups of cars at the abutment station (station) or loaded at different stations of the node or section with the association on the section or in the node (section or nodal routes). Stepped routes can also take up to one destination station or spraying at a technical station.

The basis for the organization of stepped routes is the scheduling of loading by destination. It consists in the fact that at all or part of the stations or access roads, loads of the same purpose are loaded on a certain day. On the same day, an ordinary modular train (or a transfer train in a junction) is sent to a section (or to a junction station), which, when transporting cars to stations, takes from them the groups of cars loaded for the route. At the station where the last group of wagons is attached, the train turns into a route that follows to the destination of the cargo (or spraying point) without processing along the route.

Stepped routes account for about a fourth of the total traffic routing;

3) circular - represent the most effective part of the shipping routes that follow from one loading station to one unloading station. The trains of these routes are constant, they are not disbanded and, after unloading, are returned to the station of registration, where they are served for loading. In this case, the following of trains of circular routes in the empty state must coincide with the general empty direction of the same kind of cars. Circular routes are most effective when they are loaded at the loading station or at another passing station and they follow loaded to the area where the loading station is located. At the same time, the empty carriage mileage is sharply reduced.

According to the distance traveled, routes are distinguished: network (circulate within several roads) and intra-road (on one road).

Trains traveling between two points with permanent trains over short distances are called "turntables"; if they do not pass through the technical station, then these shipments are not included in the routing accounting.

Shipping and stepped routes are formed from both homogeneous and heterogeneous cargo.

Stepped routes are organized when car flows to certain cargo destinations are insufficient to form dispatch routes from one loading point.

In some cases, the routing of cargo transportation requires additional capital investments for the development of cargo fronts. Therefore, in order to increase the efficiency of routing, when planning transportation, it is necessary to provide for the concentration of cargo flows and the coordinated work of the junction station, access roads and enterprises - the owners of these routes, on which goods are shipped.

Routing planning and its implications

When planning a route, they check the technical and economic efficiency of routes and exclude routes that do not reduce the processing of car traffic. First of all, they plan the sending routes that follow to one unloading station. Then at the spraying station, taking into account the maximum following of them without processing. From the remaining freight traffic not covered by the sending routing, sending stepped routes are organized.

When planning, the technical equipment of the loading and unloading station, maps of the norms of mass and length of train trains are taken into account.

Routing plans for the transportation of goods are drawn up when developing a plan for the formation of trains. They are annual and monthly. When drawing up a plan for the formation of trains, first of all, plans are developed for routing traffic based on car flows in directions (streams) of a sustainable nature.

The efficiency of routing the transportation of goods from the places of their loading is determined by the speed of route advancement (shortening the delivery time of goods), the number of technical stations that, on average, pass each route without processing, reducing the idle time of wagons at technical stations (without processing) and loading and unloading stations, as well as the number of organized routes and the net weight of each block train (the total amount of cargo transported on the routes).

Routing efficiency:

A) the speed of movement of the cargo

B) with a reduction in the volume of shunting work, the staff of VET workers decreases.

The speed of cargo movement along routes is much higher than with wagonload shipments (more than 30%). It depends on reducing the idle time of trains at technical stations without processing. As a result of the fact that the cars are not processed at technical stations, a reduction in the volume of shunting work is achieved, as well as a decrease in the staff of carriages, since the processed car undergoes technical inspection twice (upon arrival and departure), and the next one on the routes - one.

It is possible to save capital investments for the development of some permanent devices (sorting tracks and tracks for receiving trains, processing devices). In connection with the passage of a part of the transit car traffic on the routes, reserves of processing capacity are created in these devices, which make it possible to master additional car traffic without increasing them. This savings only applies to those stations that do not have reserves. The methods for calculating all the savings along the route are used the same as for through trains formed at technical stations, and are presented in a special course.

The idle time of wagons when loading a route often exceeds the time spent on a cargo operation with a separate group or single wagons. At the same time, single wagons and groups can stand idle for a longer time, waiting for their accumulation and their departure from the station than during route loading. In this regard, there may not be an increase in the total time spent by cars at the station during route loading.

The time spent on the direct loading of the route composition depends on the capacity of the cargo front and its equipment, as well as on the number of fronts on which individual parts of the route can be loaded in parallel. The greatest idle time under loading the wagons of the route occurs when the loading front capacity is small, the route mass is large and it is loaded on one front in parts. This time is reduced if there is an additional (exhibition) track, which makes it possible to combine the feeding and harvesting of each part of the route with the loading of the other part.

If a route is organized without increasing the idle time of wagons at loading and unloading stations and passes at least one technical station without processing, it is always effective. When the route goes to one unloading station without processing, then to determine the size of the efficiency it is necessary to compare the increase in the idle time of wagons not only at the loading station, but also the unloading of goods with the savings along the route.

Transportation routing

1) by the way of organization

2) by appointment

3) by distance

Organization of cargo transportation by routes

The development of stable loaded car traffic flows by route traffic is taken into account when developing a plan for the formation of trains.

A consignor with an application for the carriage of goods, submit to the Railway Directorate an application for the carriage of goods by routes in 3 copies in the prescribed form.

When considering the application, the compliance of the volumes of cargo presented for transportation with the established norms of weight and length of the route is checked.

1 copy. the accepted application for the carriage of goods by routes is sent to the consignor

2 copies station manager

3 copies remains in the DUD Railway

At the loading station of the route, in the transport documents for the wagons following as part of the route or the core to one unloading station, a stamp is made with the stamp "Dispatch route No. ... direct."

And the appointment at the station of spraying with the stamp "Dispatch route No. ... with spraying at the station ..."

The procedure for the supply of wagons for loading and unloading routes, their formation, the return of empty wagons after unloading, technological standards for loading / unloading - are established in contracts for the operation of a non-public track and for the supply / removal of wagons.

When organizing route transportation, one should take into account the technical equipment of the cargo loading / unloading fronts, weight norms, the length of the block train composition, and other factors.

The consignor must agree with the consignee the technological possibility of accepting routes of the established weight and length for unloading, thanks to the development of transportation according to the direct option scheme, the mass of the length of the departure time and arrival at the consignee's warehouses of the sending routes is agreed, which turns them into logistics trains.

The value, characteristics and classification of non-public railway tracks.

Railway PNP are intended for servicing individual enterprises, institutions. They are associated with common network railway Russian continuous track.

PNP. Is a complex of devices, including track facilities, storage facilities, loading and unloading devices and mechanisms, weighing devices, signaling and communication devices, etc.

PNP should ensure, in accordance with the volume of work, uninterrupted loading and unloading, shunting work and rational use of wagons and locomotives.

Here begins and ends the process of transportation of goods, performed by public transport, they carry out the bulk of cargo operations. Also, the PNP carries out a large volume of in-plant transportation of finished products, raw materials and semi-finished products in the production process. These shipments are called technological... They are carried out, as a rule, at enterprises of ferrous and non-ferrous metallurgy, and the chemical industry.

Another category of EOR includes EOR that is not associated with technological intra-plant transportation. On such tracks, only cargo loading / unloading operations and shunting operations are carried out.

The Charter stipulates that PNP not related to technological transportation may belong to the carrier or enterprises and organizations.

6. Basic requirements for railway PNP adjacent to public railway lines

Railway PNP and the structures and devices located on them must ensure shunting and sorting work in accordance with the volume of traffic.

Rhythmic loading and unloading, as well as rational use of railway transport and its safety.

The design and condition of structures and devices located at the PNP must comply with building codes and regulations, ensure the passage of wagons into the technical load norms admissible on the railway tracks, as well as the passage of locomotives intended for servicing the railway PNP.

The owner of the PNP ensures their maintenance at his own expense in compliance with the safety requirements for traffic and operation of railway transport, as well as to carry out, together with GO and GP, lighting of such tracks within the territory they occupy and in places of loading and unloading of goods. The PNP is cleaned from debris and snow.

In the event that a railway PS is supplied to the PNP, the operation of which is also carried out on public railways, the railway PNP must comply with the requirements established for the railway PS and in certain cases are subject to mandatory certification.

Construction and reconstruction of railway PNP, devices intended for loading and unloading cargo, cleaning and washing wagons (containers), determination of the places where the railway PNP meets the railway PNP is carried out in the manner prescribed by the federal executive body in the field of railway transport (FAZHT) in agreement with the owner of the infrastructure to which the railway PNP adjoins and the federal executive body in the field of transport (Ministry of Transport).

The construction of new railway PNP is carried out in agreement with the executive authority of the constituent entity of the Russian Federation on the territory of which such railway tracks will be located.

The adjoining to the public railway track of under construction, new or restored railway PNP is carried out in the manner determined by the government of the Russian Federation.

Adjacent to the railway EOR of the EOR under construction in the manner determined by the federal executive body in the field of railway transport together with the federal executive body in the field of transport.

The contract for the operation of the railway PNP contains the following provisions:

1. Belonging to non-public railway track;

2. Indication of the unfolded length of the railway PNP in meters;

3. Description of the procedure for transmitting the notification of the supply of wagons;

4. Description of the procedure for the movement of trains on the railway PNP, including in compliance with PTE, IDP, instructions for shunting work, ISI (signaling);

5. The number of wagons for each simultaneously handed over group and the place of their transfer;

6. The procedure for the exchange of information on the readiness of wagons for assembly and the period for cleaning wagons by the carrier;

7. Norms of technological period of carriage turnover (hours);

8. Unpaid technological time for the execution of the initial / final operations included in the tariff, as well as unpaid time for the supply of wagons to the places of loading (unloading).

9. Processing capacity for the main types of cargo;

10. Distance for which the fee is charged for the supply and cleaning of wagons

11. Measures for the development of transport facilities.

12. Types of fees paid by the owner for the supply and cleaning of wagons.

Container terminals

Processing of containers on the railway network of the Russian Federation takes place at container terminals, which are part of the station's territory, where: loading / unloading, sorting, storage, import / export, picking, technical and commercial inspection and current repairs, processing of cargo and shipping documents, forwarding documents, informing the consignee about the time of arrival of the container, as well as other operations ensuring the safety of the cargo.

The terminal can have one or more container sites, which include loading and unloading and crane tracks, a short-term storage area, lifting devices and machines, parking for trailers and semi-trailers.

There are 700 terminals in the network of terminals, of which 298 are open for handling large-capacity containers.

By the type of work performed, containers are: cargo, sorting, mixed. Freight containers process only local containers, sorting only transit, mixed and both.

Placement of containers in compliance with the rules for the construction and safe operation of cranes, fire safety rules, dimensions and requirements related to the organization of maintenance of containers and maintenance of cranes.

Medium-tonnage containers are installed on the site, as a rule, in one tier, large-capacity containers, depending on the loading and unloading machines used and the strength of the surface area, can be installed in no more than 6 tiers. (most often 1-2).

The number of loading and unloading tracks, the number, and the linear dimensions of the sites are determined by the volume of work, the nature of the operations and the means of mechanization.

The area of ​​container yards is calculated, but the norms established by the instruction for the design of stations and nodes. Container terminals should adjoin the tracks of the station on the other side where the sorting devices are located or to the neck in parallel with the connecting track; it is advisable to have an exhibition track about 220 meters long, containing 50% of the container train.

It is necessary that the movement of vehicles at the terminal be in-line, roadways do not cross the railway tracks at the same level.

Oversized cargo index

The oversized cargo index to indicate in the shipping documents as well as in the train documents issued from the computer data on the zones and degrees of oversized cargo transported, the concept of the oversized cargo index is introduced, which consists of 5 characters. Each sign of the oversized index (except for the first) indicates the degree of oversize. Extra oversize in any zone is indicated by the number 8.

Designation in the oversized index.

First character: always the letter H

Second sign: degree of bottom oversize (from 1 to 6)

Third character: degree of side oversize (from 1 to 6)

The fourth character: the degree of oversized upper (from 1 to 3)

Fifth character: vertical oversized (8)

The absence of oversizedness in any zone, including the absence of vertical oversizedness, is marked with the number 0 in the corresponding sign of the oversize index.

For example, the oversize index Н8480 means that the oversized cargo has lower and upper oversized dimensions, lateral oversizedness of the 4th degree, and there is no vertical oversized cargo. In the full-scale sheet and the telegram, the full-size sheet, next to the train number, is stamped with the train oversize index. That is, the letter H and the codes of the highest degrees of lower, lateral and upper oversize (taking into account the calculated one), as well as the code of the vertical oversized (0 or 8) cargo available in the train.

Definition and classification of routes

Transportation routing- is a highly effective way to optimize freight traffic. It provides the fastest movement of goods from points of production to points of consumption. Reduces the work of technical stations to reorganize trains, the turnover of wagons, reduces the cost of transportation, ensures the safety of transportation. On the routes, wagons in full-weight trains pass in transit without re-forming all or part of the precinct and marshalling yards located between loading and destination stations.

In accordance with Article 13, the Route is the composition of a train with an established mass or length, formed in accordance with the rules of technical operation of the Railway PTE and a plan for the formation of wagons of a certain purpose, provided that at least 1 technical station passes through without processing.

Routes from loading points are classified according to the following criteria:

1) by the way of organization

a) shipping, loaded and formed at 1 station or 1 non-public track, by one or more consignors.

b) stepped, loaded by several HEs on non-public tracks with the combination of groups of cars at the junction station, or loaded at several stations of a node or section with a combination at a reference station.

c) ring (turntables) trains of trains circulating between 1 station of loading and unloading according to the principle of shuttle movement.

2) by appointment

a) straight lines, made up of wagons following up to 1 destination station

b) in spraying, consisting of wagons following several stations of destination to be disbanded at the nearest unloading area of ​​a technical station.

3) by distance

a) network - following from the station of formation to the station of destination within two or more railways.

b) on-road - within one railway.

The weight and length of network routes are set by JSC RZh / D, and inside the road routes by the head of the directorate, respectively, or his deputy. The norm of weight and length of the route is determined by the consignor. The route can transport homogeneous cargo or cargo of several names.