717
The organization of ferry transport logistic systems
whereonlyinlandwaterways(theVolga,the Kama,
and other basins) were included in the water
transportcomponent,arepresentedincurrentworks
[1–3].AftertheCrimeabecamethepartoftheRussian
Federation, new waterways have appeared‐the sea
routes, which can
be used as new highways for the
transportation of goods and can be connected with
theinlandwaterways(IW)oftheAzov‐Donbasin.
Theaimofthestudy,conductedbytheauthorsof
the article, is a fundamentally new solution that is
basedonlyontheadvantagesofroad,
sea and river
transport, rationally combining their advantages
within the transport logistics system (TLS), which
transports road trains along the sea routes of the
CrimeapeninsulaandRussianIWbyferriesofRO‐
ROtypeusingmultimodaltransporttechnologies.
The TLS includes freight lines (FL), which are a
technologicalsystem
thatincludesasetofsubsystems
(automobile, marine and inland water component)
consisting of elements: ferries, trucks, multimodal
cargoterminalcomplexes,etc.[1,2].
It is assumed that the FL will be able to run
through the sea and river ba sins, following through
the water sections combined with them, in order to
increase the efficiency of transportation along with
the freight traffic bridge across the Kerch Strait.
Accordingly,thedesignandconstructionofnew‐type
vessels will be required, including the
implementation of specialized and multimodal
routes: mixed river – sea navigation, heavy‐speed
rolling (with horizontal processing); container ships,
etc. In
case of successful implementation of the
principle of multimodality, the domestic transport
networkwillseriously increasecapacityandshorten
deliverytimes.
The authorʹs approach implies three options for
organizingtransportation:
1 trucksonfederalhighwaysandferriesonthesea
routesoftheCrimeapeninsula;
2 trucks on federal highways,
ferries on the sea
routesoftheCrimeapeninsulaandIW(theAzov‐
Don,theVolga‐Don,theVolgaandotherbasins);
3 trucksonfederalhighwaysandferriesonIW.
Asatechnologicalsystem,FLischaracterizedby:
the task (what kind of cargo, quantity and place to
Assessment of the Freight Line Calculation in the
Transport Logistics System with Sea and River Sections
A.V.Boykov&D.Kulapat
A
dmiralMakarovStateUniversityofMaritimeandInlandShipping,Moscow,RussianFederation
ABSTRACT:Thearticlepresentsthedescriptionofthetransportlogisticssystemforthecarriageofgoodson
sea and inland waterways. The cargo line was calculated using sea and river transport routes and the
calculationresultswereassessed.The
coefficientofthecircularvoyage
r
k isgiven,whichshowstheneedfor
thefleetindifferenttypesofvesselsfortheseaandinlandwatersectionsofthecargolineonconditionthatthe
vesselsareequallyloaded.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 12
Number 4
December 2018
DOI:10.12716/1001.12.04.10
718
transport); the structure (fleet, ports, waterways,
controls)andorganization(thewayofinteractionof
elements in the transport system when performing
thetask).
Theseaandinlandwaterwaysectionsofthisline
will be transported using RO‐RO ferries of the
relevant sea and river register classes. A standard
European
trackisusedasaroadtrainwiththelength
of16.5m.
WewillbeginthecalculationofFLwiththechoice
ofthetypeofRO‐ROferryfortransportationonthe
marineandinlandwatersectionofFL.
The choice of the RO‐RO rolling ferry type
dependsonmanyfactors:thewaterway(seaorinland
waterwayoftheFL);thelengthofthewatersections
ofthecargoline;characteristicsofthewatersections
ofthecargoline(guaranteeddepth,numberoflocks,
theiroveralllengthandwidthforlocking,etc.);type
ofcarriedcargo;thevolume
oftraffic;deliverytimeof
cargoandtechnicalandoperationalcharacteristicsof
the vessel (handling, ability to resist waves of a
certainheight,transitspeed,powerofmainengines,
fuelconsumption,reliabilityofoperation,etc.).
WhenchoosingarollingtypeofRO‐ROferry,the
followingconditionsshouldbeobserved:
vesseldraft
(for IW not more than 3.2 m); transit speed in calm
waterofatleast29km/h;obligatorycabinsforthe
crews of road trains; ensuring the loading and
unloading of trucks with bow and stern ramps and
the overall length and width of the vessel should
providetheabilitytolock[2].
Based on the above factors and conditions for
calculatingtheFL,wechoose the following typesof
thevessels:
fortheseasectionoftheFL‐asearollingferryRO‐
ROofPobedatype[4];
fortheinlandwatersectionof
theFL,theprojectof
the rolling‐type catamaran vessel Transit,
developed jointly by the VSUWT and MSAWT
specialists and experts from the Vympel Design
Bureau,NizhnyNovgorod[1].
We will perform the calculation for the sea and
inlandwaterareasofFL.
The size of the ship flow
f
l
m (the number of
shipmentsofthistypeofvesselswithacertaincargo
for the billing period) is defined as the ratio of the
volumeoftraffic
j
G ofFL(setastheinitialdata)to
theloadoftheship
Z
с
G z‐type:
f
l
m = /
j
G
Z
с
G . (1)
ThefrequencyofshipmentsfonFLiscalculatedas
theratiooftheflowofthevessels
f
l
m totheperiod
ofdepartureofthevessels
dep
t (estimatedperiod):
f
f
l
m
/
dep
t
, dep./day. (2)
The interval of departure
i
t ‐ the time interval
between two consecutive departures of ships on the
line:
i
t =
dep
t /
,
f
l
m day. (3)
Theultimategoalofcalculatingthecharacteristics
ofFListodeterminetheneedforthefleetF[5]:
М
Р
F = f ∙
м
р
r
t (1 +
res
k ) =
мр
кр
и
t
t
(1 +
res
k ),
quantity of ships., (4)
where
М
Р
F ‐ is the need in the fleet for the sea (inland
water)sectionoftheFL,
м
р
r
t
t‐istheroundtriptimeforthesea(inlandwater)
sectionoftheFL,
res
k ‐fleetreserve.
Theexactvalueoftheneedforthefleet
М
Р
F is
calculated according to the types of vessels for
specificFLthroughthecalculatedwithgreataccuracy
theva luesofthedurationofthecircularcruiseofFL
ontheseaandinlandwaters. Itsvaluedeterminesthe
needforthefleetforFLindifferenttypesofshipsfor
theseaandinlandwatersectionsoftheFL(assuming
thesameloadbyroadtrains).
The ratio of the time of a circular voyage of the
inland water area
р
r
t
to the time of the circular
voyageoftheseasection
м
r
t oftheFLisdenotedby
thecoefficientofthecircularvoyage
r
k :
r
k
/
рм
rr
tt =
Р
F/
М
F (5)
Thecoefficientofthecircularvoyage
r
k shows
theneedforthefleetforFLintypesofshipsforthe
seaandinlandwatersectionsoftheFL(assumingthe
sameloadbyroadtrains).
When
1
r
k
, it is necessary to have onevessel
ofthez ‐typeonthemarinesectionoftheFLandone
vessel of the z‐type on the internal water section of
the FL. When
2
r
k
, one z‐type vessel and two z‐
typevesselsarerequired,respectively,onthesea and
inland waters of the FL. When
3
r
k
for the
offshoresectionoftheFL‐onez‐typevesselandthree
z‐typevesselsarerequired.
In accordance with the economic‐mathematical
model, proposed by the authors, the temporary
conditions(restrictions)ofensuringthedeliveryofFL
trailersaredeterminedbythestandarddelivery time,
whichisregulatedby
thecurrentlegislation[6‐8]:
FL
Dj
Т
∙
j
α ≤
Н
D
Т
j
, h., (6)
where
FL
Dj
Т ‐thetimeofdeliveryofthegoodsonthej‐thFL,
hours;
Н
Dj
Т ‐thestandardtimeofcargodeliverybyseaand
inland waterways of the j‐th FL by the trucking
company,hours;
j
isavariable,showingtheeffectivenessofthej‐
thFL.ThetimeofdeliveryofcargoaccordingtoFLis
determinedbytheformula:
FL
Dj
Т
=
t
Dj
Т
+
rj
Т , h., (7)
719
where
Dj
Т
t
‐isthetimeofmovementofatrainuntilloading
at the j‐th FL and after unloading from the ferry,
hours,
rj
Т ‐isthetimeoftheferrymovingalongthe
j‐thFL.
Upon delivery of cargo by sea and inland water
areasofFL:
rj
Т =
М
r
T +
Р
r
T = /2
м
r
t + /2
р
r
t , ч. (8)
Asanexample,letʹsperformthecalculationofFL
alongtheportofSevastopolport–theportofKazan
forthetrafficvolume
FL
G =3000roadtrainsforthe
navigationperiod.
FLportofSevastopol‐theportofKazanconsists
of two sections: sea and inland water, connected in
seriesandthelengthofwhichisequalto701kmand
1771kmrespectively.
For the transportation of road trains for the
offshore
sectionoftheFL,weselectthePobedaferry
(Z1)andfortheinlandwaterway‐theprojectofthe
rolling catamaran vessel Transit (Z2), whose load is
about50roadtrains[3,4].
Diagramof a circularvoyage onthe routeof the
port of Sevastopol – the port of Kazan is
shown in
Figure1.
Figure1.DiagramofthecircularvoyageFL.
IntheportofSevastopol,theZ1ferriesareloaded
byroadtrainsandsenttotheportofRostovontheFL
section of the sea. In the port of Rostov ferries are
unloaded,roadtrainsmovetoferryZ2,whichissent
totheportofKazan.
Loading of
the ferry of the z‐th type
Z
F
G is
determinedbythesmallestvalueofthevalues:
Z
F
G = min
,
Z
с FL
GG , (9)
where
Z
с
G
‐is the maximum cargo capacity of the z‐type
ferry,
FL
G – is weekly cargo traffic FL.
When
Z
F
G =min
50,100 =50 road trains,
two voyages with an interval of 3 days are made
weeklyfromtheportofSevastopol,oneferrycarries
50roadtrainsforthevoyage.
In accordance with the above formulas (1‐9) the
calculationofFLfortheoffshoresection:
60 .,
fl
mdep
f
= 0,33 dep/day.,
i
t = 3 days.,
3 days., 1
мМ
r
tF ship.,
М
l = 701 km,
М
V =
22,5 km/h,
м
r
t = 62 h. and
М
r
T = 31h.;
forinlandwatersection:
50 .,
fl
mdep
f
= 0,28 dep/day.,
i
t = 3,6
days., 9 days.,
РР
r
tF
3 ships.,
р
l
= 1711 км,
Р
V = 30 km/h,
р
r
t = 220 h. and
Р
r
T = 110h.
The coefficient of the circular flight
r
k =3k, i.e.
when transported along the FL port of Sevastopol –
the port of Kazanwith volume of
FL
G = 3000 road
trainspernavigation,oneZ1ferryisrequiredforthe
sea section and three Z2 ferries are required for the
riversection.
The time of movement of a road train for two
loadings and two unloadings of road trains on the
ferry
R
D
Т = 8 h. The delivery time for the sea and
inlandwatersectionsofFLbytheZ1andZ2shipsis
FL
D
Т =149h.
Thus, if the delivery time for FL
FL
Dj
Т is shorter
thanthestandarddelivery time for cargo
Н
D,
Т , then
condition(6)forensuringthedeliveryofFLcargoesis
carriedout,i.e.itisconsideredeffectivetotransport
cargousingTLScomparedtoroadtransportation.
AsaresultofthecalculationassessmentofGL,the
followingconclusionscanbeformulated:
thebasisforcalculatingFListhe
determinationof
theneedforthefleetforTLSwithseaandinland
waterareas;
theproposedround‐triprate
r
k showstheneed
forafleetforFLwithdifferenttypesofshipsfor
theseaandinlandwatersectionsofFL,provided
thatthevesselsareequallyloaded;
the user gets the opportunity to adjust the
transportation plan, decide on the choice of
vessels, get the optimal result
of the need in the
fleet, change the number of FLs based on the
possibilityandfeasibilityoftheirorganizationfor
anynumberofroadroutes.
Therefore,themostimportantpartofoperational
andeconomicfeasibilitystudiesonIWistodetermine
the need for the fleet for combined sea and
inland
water sections of the route at various stages of the
transportation formation structure in shipping
companies,whichisanimportantgoalinorganizing
TLS.
REFERENCES
[1]ZaretskayaE.V,ZhavoronkovV.A.,MitroshinS.G.Ferry
transportlogisticssystemas arationalwaytotransport
goods//Rivertransport(XXIcentury),2016.No.4.P.23‐
26.
[2]MitroshinS.G.Theuseofferrytransportlogisticsystems
as an element of innovative development of river
transport / SG Mitroshin //
“Scientific problems of
transportofSiberiaandtheFarEast”,2009.No.2.P.3‐6.
[3]Mineev V.I., Efremov N.A., Kostrov V.N., Entin V.L.,
MitroshinS.G.Innovativetechnologies‐thebasisforthe
development of river transport in the XXI century //
Rivertransport(XXIcentury),2009.№6(42).P.34‐39.
[4]SeamanM.I.The Kerchferryis astrategicobject //Sea
News,2016.No.2.P.10‐11.
[5]Malyshkin A.G. Indicators for evaluating the
performance of the river freight fleet: examples and
720
objectives:astudyguideforstudents/AG.Malyshkin‐
N.Novgorod: Publishing house FBOU VPO ʺVGAWTʺ,
2012.100p.
[6]Kulapat D., Fomin V.G. Organization of logistics ferry
transportsystemsforthetransportofgoodsonseaand
inlandwaterways//JournalofMGTUGA.Irkutsk,2016.
p.90‐93.
[7]Kulapat D., Fomin
V.G. The economic‐mathematical
model of the functioning of logistics ferry‐transport
systemswith theparticipationof sea and inland water
transport//Assistant,2016.№9.P.119‐123.
[8]Boykov A.V., Fomin V.G., Kulapat D. Principle of the
transport and logistics system (CLW) with the
participation of sea and river
communication // River
transport(XXIcentury),2018.№1.P.49‐51.
