Topic 8. Quality of transport services.

The domestic practice of economic relations in road transport and in the industries it serves was built on a system of centralized planning. Motor transport enterprises (ATEs) received from policymakers a list of mandatory clientele and the range of goods transported, and the clientele received a list of ATOs whose services they could use.

Strict central planning led to a lack of competition. In such a system, motor transport enterprises had the opportunity, without wasting any effort, to dictate their terms to customers. Most enterprises carried out only transportation operations, without being interested in the needs of clients for other services.

In our opinion, the transport chain producer-carrier-consumer had the following shortcomings:

low level of interaction between transport enterprises and consumers of their services;

significant disunity of interests of the parties;

low level of information communication between participants in the transportation process;

significant downtime of cargo units (containers) at hubs awaiting service by transport enterprises;

impossibility of informing the consumer about the location of the shipment and the time of arrival at the destination; imperfect document management system, etc.

As the planning principles weakened, the need arose for the country's economy to transition to market relations. And the functioning of the economy of the Russian Federation in market conditions poses a number of problems for road transport to adapt to a market economy. The characteristic features of the functioning of motor transport in a market economy are such objective circumstances as:

new economic conditions for the operation of road transport and consumers of its services,

formation of the transport services market,

increased competition between transport enterprises and various modes of transport.

Without taking into account market requirements, no enterprise can develop normally. The ultimate goal of any transport enterprise operating in a market environment is to make a profit based on the production of a service needed by the consumer.

The motor transport industry is one of the most accessible in terms of property privatization. Buying one or several cars for private or collective use is not as difficult and expensive as a large production enterprise.

Countries with developed market economies are characterized by specialization of the activities of transport enterprises, which allows each individual participant in the delivery process to achieve a high level of quality of service at lower costs in the segment of the transport services market that it occupies. Specialization is manifested primarily in the different status of enterprises, that is, in the type of activity prescribed to them on the basis of the received permit (license). Transport enterprises are divided into the following groups: transport, forwarding, information intermediary, stevedoring, leasing, repair of rolling stock and equipment, etc.

In addition to specialization by type of activity, there is also territorial specialization, that is, the right to service a certain region, specialization by the type of cargo transported, by the nature of the routes, etc. Forwarding enterprises, along with servicing consumers, provide services to transport companies, offering and implementing optimal options for cargo delivery, in particular in intermodal traffic. in particular, the terms of contracts for the supply of goods.

One of the main conditions for the successful operation of transport enterprises in market conditions is knowledge and mastery of basic market concepts and provisions.

Until the 90s, the concept of transport service was not used in the practice of planning and organizing the work of road transport. The exception was such a field of activity as transport and forwarding services, where this concept is generally accepted.

This approach was due to the traditional consideration of road transport on a par with manufacturing industries. In this case, only transportation was considered as a product of road transport, measured by such gross indicators as transportation volumes, freight turnover, etc. . These indicators have traditionally been used as indicators for assessing the quality of activities of road transport enterprises. In market conditions, a new approach to this issue is needed, so there is a need to consider such a market concept as a service.

Services include all types of labor that are not directly involved in changing and transforming the forms of matter and the forces of nature and that produce a special use value, which is expressed in the socially useful activity of labor itself in various sectors of the social economy (science, education, health care, etc.). Services also include those types of labor that, being engaged in actual material production, are not embodied in a tangible, separate product of labor (transport, communications).

Definition by Raizberg B.A.: “Service is a type of activity, work, in the process of which a new, previously non-existent material product is not created, but the quality of an existing, created product changes. These are benefits provided not in the form of things, but in the form of activity.”

Thus, the provision of services itself creates the desired result.

Transport services refer to services that complete and (or) precede the process of material production. Transport services are defined as a subtype of transport activity aimed at meeting the needs of consumers and characterized by the presence of the necessary technological, financial, information, legal and resource support. The service, therefore, means not only the actual transportation of goods, but also any operation that is not part of the transportation process, but is associated with its preparation and implementation.

Road transport services include:

transportation of goods, mail;

loading and unloading services (loading, unloading, reloading, internal warehouse operations);

cargo storage services;

services for preparing vehicles for transportation;

provision of transportation vehicles on lease or rental terms;

forwarding and additional services performed during the transportation of goods, luggage, etc. for servicing enterprises, organizations, and the population;

transportation of new and repaired vehicles, etc.

Cargo transportation is the main type of transport service. Cargo transportation, as a rule, is accompanied by the provision of one or more types of other services (loading, unloading, forwarding, etc.).

Analysis of domestic and foreign experience allows us to give the following classification of transport services: based on the relationship with the main activities of transport enterprises - into transportation (i.e., including in one form or another an element of transportation) and non-transport; by type of consumer to whom the service is provided - external (provided to non-transport enterprises and organizations) and internal (i.e. provided to other enterprises and organizations of motor transport or other transport industries). An example of an internal service is the provision by a transport company of rolling stock to a forwarding company for transportation; by the nature of the activity related to the provision of this service - technological, commercial and information, etc. The demand for transport services is determined, in particular, by the development of other types of transport in the region, the degree of their integration, the level of tariffs for various types of transport, and the quality of services provided to consumers by enterprises of various types of transport.

There are two directions in the organization of transport services:

adapting the range of services offered to the specific requirements of consumers;

active formation of needs and demand for the purpose of the most profitable sale of available services (offer of unified services).

The share of transport services as the economy develops, as a rule, increases or stabilizes. A similar situation can be observed in almost all countries.

Solving the problem of efficient distribution of goods and increasing the level of quality of service for consumers of transport services in market conditions is closely connected with the problem of quality of services. Only a high level of service quality can provide a reliable sales market for the services of transport enterprises. A high level of quality and efficiency of service must be supported by an appropriate level of material and technical support, including a developed system of warehouse and container terminals, modern loading and unloading equipment, computer information science and management tools.

Research and analysis of the problem of the quality of transport and forwarding services for consumers of transport services has shown that the basis of existing service concepts is a judgment stating that a high level of quality of service for consumers of transport services is achieved subject to the provision of comprehensive services, that is, the more services are provided to consumers, the the level of quality of service will be higher. At the same time, in market conditions, servicing with a wide range of services offered than what is necessary for the consumer will cost the latter more.111111

The problem of assessing the quality of services seems quite complex. According to the ISO 8402-86 standard, service quality is defined as the set of properties and characteristics of a service that give it the ability to satisfy stated or intended needs. Thus, the requirements that consumers place on the delivery of goods directly arise from their needs. These needs are quite clearly specified in the contracts concluded. In other cases, the expected needs must be established and determined through marketing research. Needs change over time, which necessitates periodic marketing research. The need for transport services must be satisfied quickly, and sometimes immediately. In many cases, as noted above, a need that is not satisfied at the appropriate time becomes unnecessary for the consumer, that is, the demand is transitory.

When determining quality, it is necessary to take into account the following features of transport services: a service cannot exist outside the process of its production, and therefore accumulate; the sale of a service is, practically, the sale of the labor process itself, therefore, the quality of the service is the quality of the labor process itself; a service represents a specific use value only at a certain time in a certain direction, which sharply limits the possibility of its replacement on the market; there are significant fluctuations in demand for services both in time and space; transport does not have great capabilities to smooth out unevenness and especially peaks in demand; the supply of services is characterized by little flexibility in adapting to demand that changes over time and space; the supply of services is generally less reliable from a technological point of view than the supply of other services (influence of meteorological and climatic conditions); creating additional carrying capacity to smoothly meet all fluctuations in demand is very expensive. Thus, in market conditions, quality is defined as the level of consumer properties and reliability of a service that the market (consumer) needs and that manufacturers are able to provide at an affordable price.

Quality is defined as conformity to requirements, which must be clearly stated so that they cannot be misunderstood. Measurements are then taken to determine compliance with these requirements. A detected discrepancy means a lack of quality. Quality problems become non-conformity problems and quality becomes definable.

According to the above definitions, each type of service has a certain set of properties and characteristics that satisfy the needs of the consumer. As noted above, the main type of transport service - cargo transportation - as a rule, cannot be consumed independently and in most cases is accompanied by the provision of additional types of services, such as loading and unloading, forwarding, etc. From this we can conclude that the quality of transport services can be considered as the quality of a set of types of services provided by transport enterprises and capable of satisfying the existing or possible needs of the consumer.

A particular problem is determining the quality of cargo delivery.

The time (terms) of cargo delivery is considered as one of the most significant parameters of the quality of consumer service.

In a market economy, it is important to achieve an optimal ratio of costs to quality of service for the consumer of services. The latter is attracted by minimum delivery times, maximum safety of cargo, convenience in receiving and delivering cargo and the ability to obtain reliable information about tariffs, conditions of transportation and location of cargo, and then he is ready to bear the corresponding costs. Transport activities should be based on customer needs. The consumer is not interested in the costs of the transport company for providing services.

The quality of delivery also presupposes the speed and regularity of cargo delivery,

safety of goods during transportation,

elimination of unnecessary transshipment operations.

The first two parameters affect a timely response to changes in market conditions and a reduction in inventory.

A study of the demand for transport services indicates that consumers consider timely delivery to be the main requirement for cargo delivery. As consumer demands for product quality become more stringent, manufacturers' needs for timely and reliable delivery are increasingly increasing.

The main requirements for transport services by consumers are the following:

reliability of transportation;

minimum terms (duration) of delivery;

regularity of cargo delivery;

guaranteed delivery times, including just-in-time delivery of cargo;

transportation safety;

ensuring the safety of cargo upon delivery;

convenience for receiving and delivering cargo;

availability of additional services;

availability of different levels of transport services;

adaptability to customer requirements (service flexibility);

a well-functioning information and documentation system;

escorting cargo to its final destination;

organization of cargo delivery from door to door;

reasonable transportation cost; possibility of customs clearance (payment of customs duties, etc.);

optimal location of departure and delivery points;

the ability to obtain reliable information about tariffs, transportation conditions and cargo location;

availability of necessary transport packaging;

availability of necessary reloading equipment at transshipment points;

elimination of intermediate transshipment operations.

An analysis of a comparative assessment of the quality of road, rail and mixed delivery of goods carried out in Germany in terms of delivery duration, transportation safety, delivery accuracy, delivery cost, level of service, payment of customs and other duties, service flexibility (adaptability to consumer requirements) shows that delivery by road transport is ahead of other types of delivery in all specified parameters.

Combined delivery occupies an intermediate position, and in terms of duration, accuracy, delivery cost, level of service, ease of payment of customs and other duties, and service flexibility are rated better than rail delivery.

In terms of transportation safety, mixed delivery received worse ratings compared to road and rail delivery.

Of the 145 shippers surveyed, 35% place the highest value on shipping costs, 31% on delivery times, 14% on service flexibility and 10% on delivery reliability.

When considering the issue of the quality of transport services, it is necessary to take into account, in particular, the following:

When concluding a contract, the consumer's needs are clearly stated, whereas in other conditions, the expected needs must be established and determined through market research.

In many cases, needs may change over time, necessitating periodic market research and review of service requirements.

Needs are usually expressed in properties and quantitative characteristics of these properties.

Needs may include aspects such as functionality, safety, availability, reliability, economic factors, environmental protection, etc. The term quality is not used to express superlatives in a comparative sense, nor in a quantitative sense when making technical assessments. In such cases, a qualitative adjective is used. For example, the following terms may be used:

relative quality, where services are classified according to their degree of excellence or method of comparison;

quality level and measure of quality where precise technical assessment is carried out quantitatively.

All information related to the quality of the service must be carefully studied, compared and analyzed. Such information helps determine the nature and extent of problems associated with service quality, based on the experience and wishes of the consumer. Speaking about the quality of motor transport services, special attention should be paid to the economic aspect.

Topic 9: Research methods for regional economics.

Regional economics studies relations of production and productive forces in their specific, regional aspect.

Objectives of the regional economy:

methodological and practical study of territorial proportions of national economic development;

development of a general theory and substantiation of objective factors for the rational distribution of productive forces;

study of the processes of formation of regional economies.

For research in the field of regional economics and in the field of territorial planning of agriculture, system analysis and economic-mathematical models are used.

The application of the principles of system analysis allows us to consider each major economic problem (sectoral, territorial) as a special system that interacts with other sectors.

System analysis makes it possible to rationally use diverse information for agriculture. System analysis is based on theoretical research and scientific concepts that make it possible to identify options for solving modern problems. System analysis requires a clear statement of each problem, identification of goals and the most effective methods for solving it.

The purpose of scientific research into regional economics is identical to the purpose of planning and territorial organization of the country's economy. In general terms, this is the gradual creation of a highly efficient unified national economic complex of the Russian Federation, its constant improvement based on the rational placement of productive forces, the interconnected development of the economy of all regions of the country.

This general goal characterizes the development of the territorial economy as a large system and has a certain specification:

rational placement of a complex of industries;

purposeful formation of the economy of individual regions.

The complexity of relationships in the territorial economy of the Russian Federation requires the development of a system of economic and mathematical models covering the main, key problems of the development of the regional economy.

The following main directions of economic and mathematical modeling of regional economic processes can be distinguished:

modeling of territorial proportions of the country's economic development;

modeling the location of production by sectors of the national economy;

modeling the formation of the economy of the country's regions (economic region, regional agricultural complex).

The general economic and mathematical model of territorial proportions determines the optimal options for the development of the economy of macroregions (zones) for the future based on an analysis of sectoral and regional, inter-industry and inter-district proportions of economic development and the location of productive forces.

For the first time, the question of creating such models was raised by academician V.S. Nemchinov. He believed that the general theory of the development and distribution of productive forces and territorial organization of agriculture “should contain a system of principles, economic criteria and precise quantitative methods of scientifically based planning decisions... It should also include a territorial model of social production, characterizing the most important territorial proportions of agriculture and the main planned indicators of the volume and dynamics of social production for all economic regions... Such a model of social production should provide, on the basis of its appropriate economic and mathematical processing, the solution of extreme problems in choosing optimal options for the spatial placement of material social production.”

Sectoral economic and mathematical analysis is used in assessing options for the location of industrial complexes and large industrial facilities.

Economic and mathematical methods are necessary when solving problems regarding the selection of areas for the construction of large industrial facilities. To select the area and locations that are the most cost-effective for agricultural production, it is necessary to take into account not only the natural and economic characteristics of many areas, but also connections with related industrial production located in different areas, the availability of labor resources, as well as transport connections.

While noting the usefulness of sectoral analysis, one should keep in mind the known limitations of sectoral economic and mathematical models, since they mainly use sectoral information without a broad regional approach.

Therefore, sectoral economic and mathematical analysis alone does not allow us to consider the entire set of factors for the rational placement of production.

Regional economic and mathematical models should be based on the following provisions:

the economy and social aspects of a particular region are considered as an integral part of the overall system of regions of the country; However, the assessment of options for the effective formation of a region is also based on the optimal territorial economic proportions of agriculture for a certain period;

the regional model adjusts sectoral models of production location based on territorial economic and social information about the long-term balance of labor and natural resources, natural conditions, a network of populated areas, and transport connections;

regional models are associated with models of territorial proportions, sectoral economic and mathematical calculations and represent an organic part of the general scientific and methodological approach to the variant assessment of the future location of productive forces and the optimal formation of the economy of the entire system of regions.

There is some complexity of the information flow on large regional models, which requires the organization of economic and mathematical analysis of the regional system in several separate blocks:

production specialization of the region;

production infrastructure;

social infrastructure;

The block of production specialization of the region is decisive and analyzes options for the effective placement of production in a particular region, taking into account the necessary auxiliary production and the rational use of regional (local) and imported natural resources.

Blocks of production and social infrastructure, reflecting the economic feasibility of developing the energy, construction base, transport system, the availability and use of labor resources, a network of settlements, and the standard of living of the population, provide insight into the assessment of options with the widespread use of technical, economic and social information for a specific region.

The selection of the most cost-effective options for the long-term formation of the regional economy is based on the target function of the regional model - the minimum total reduced costs for creating infrastructure in a particular region.

The main part of the regional model is a variant assessment of the levels of development of industries of union specialization, which determine solutions to the problems of intra-district location of production, and, consequently, the possible effect of the group placement of enterprises as part of industrial complexes.

At the same time, indicators of the costs of energy and raw materials are identified depending on the size of their use.

To harmonize industry and regional models, the method developed by M.M. is of interest. Albegov. The main idea of ​​the method: instead of the usual minimization of direct costs, it is proposed to minimize cost overruns caused by refusal (for some reason) to locate production in certain locations as a criterion for linking industry decisions on a regional basis. To determine the magnitude of this overexpenditure, it is necessary not to limit oneself to the development of one optimal sectoral plan, but to develop a series of parametric sectoral plans, where the parameter is the capacity of the industry (production) located in a given area. This power varies from zero to the maximum possible value.

For the regional economy and assessing the location of productive forces, methods for comparing regional living standards and forecasting the development of regional social infrastructure are becoming increasingly important.

Regional analysis of the standard of living of the population has many features and methodological difficulties.

it is necessary to take into account the sharp differences in the living conditions of the population associated with natural, national and socio-economic factors. Therefore, a scientifically based understanding of the current and future needs of the population is necessary. For this purpose, scientifically based standards for the consumption of material goods and services are developed, and a rational consumer budget is drawn up, which reflects the future consumption of material goods and services. A rational consumer budget provides a set of consumer goods in value terms that satisfy certain needs, taking into account the territorial living conditions of the population. The degree of satisfaction of needs is defined as the ratio of the actually achieved or projected level of consumption of material and spiritual goods with rational consumption standards calculated for the population of a certain region.

It is necessary to take into account the specific living conditions of the population that determine the nature of consumption of material goods and services. These differences reflect the specifics of consumption of material goods and services by the urban and rural population, the degree of their availability for certain areas.

There are territorial differences in retail prices for goods and tariffs for services.

To analyze the standard of living, a system of synthetic and private indicators is used.

Synthetic indicators characterizing the standard of living of the population include:

Consumption fund in used national income;

Real income of the population;

Wed. salaries of workers and employees;

Real salary of workers and employees;

Income of agricultural workers.

The standard of living of the population is analyzed by comparing the size and dynamics of consumption of food and non-food products, housing and utilities, transport and communication services….

The main task of territorial analysis of the standard of living of the population is to identify the actual differences in the standard of living and achieve an equal degree of satisfaction of the needs of the population in all regions of the country.

The standard of living of the population in a broad sense is directly related to the development of regional social infrastructure.

Social infrastructure, its scale and nature of development are determined as a result of the growth of material production - industry, agriculture, transport. At the same time, service industries serve the entire population of the region. On social media Infrastructure includes: housing and communal services, trade and catering, healthcare, education.

Topic 10: Fundamentals of the formation of territorial proportions of the national economy.

10.1. Territorial proportions and their classification.

10.2. Interregional proportions in n/x.

10.3. Industry and regional production relations.

10.1. The proportions in the development of agricultural technology are diverse:

correspondence between production and consumption of a social product;

proportions between the first and second divisions of social production;

between industry and agriculture;

the relationship between consumption and accumulation;

between industry and transport.

The territorial proportions of agriculture determine the level of economic development of the entire system of regions of the country and the relationship between regions, as well as the scale and nature of regional and interregional production relations.

The economic essence of territorial proportionality lies in the regional distribution of total social labor, ensuring a constant increase in the efficiency of social production.

The process of formation and development of the system of regions of the country, as well as changes in the territorial proportions of the economy, are influenced by the following factors:

Economic;

Social;

Natural;

Technical.

Since the country's productive forces are continuously developing, some territorial imbalances in economic activity are inevitable. regions. For example: In economic practice, certain regional discrepancies arise in the production and consumption of products, between production and transport, which entails unnecessary long-distance transportation, increased capital costs and higher prices for products. These territorial imbalances reflect only certain shortcomings in the economic organization of a current nature and are eliminated over time.

More complex is the violation of the fundamental principles of territorial proportionality of the country’s economic development. The rationality of territorial proportions is strongly influenced by the location of production, which is the main regulator of the territorial distribution of the economy. The choice of location for production, which seriously violates territorial proportionality, entails large disproportions in the development of many regions. For example, the construction of a powerful energy-intensive production (aluminum plant, chemical, metallurgical plants) in an area scarce in fuel and energy resources causes not only an increase in the price of products, but also a significant increase in transport load, and sometimes a deterioration in the energy supply of other consumers. At the same time, an incorrectly located enterprise will be operated for many decades.

Consequently, a systematic analysis of territorial proportions is necessary in order to promptly prevent the possibility of disproportions in the regional development of agriculture.

Territorial proportions are established in accordance with the accepted economic zoning of the country, as well as by macroregions (zones), enlarged economic regions - this is necessary for scientific analysis and identification of trends in economic development.

Territorial proportions in the development of the national economy can be classified into the following main groups:

Regional distribution of the natural complex.

Socio-economic regional proportions.

Territorial proportions of the energy complex.

Territorial proportions of industry.

Territorial proportions of the agro-industrial complex.

Territorial distribution of the transport complex.

The regional distribution of the natural complex includes quantitative and qualitative characteristics of the territory by macroregion and economic region, the degree of its economic use, territorial distribution of natural resources, economic assessment of the territorial combination of natural resources.

Socio-economic regional proportions determine the territorial distribution of the population, the provision of regional labor resources, migration processes, and specific conditions for raising the standard of living of the population, taking into account regional factors.

These proportions express the territorial features of social infrastructure - the level of provision with housing stock, material resources in the field of education, culture, health care, and trade.

The territorial proportions of the energy complex are of fundamental importance for the economy of the Russian Federation, shifts in the location of production, and the structure of the regional economy.

Almost every region has a specific structure of the energy complex. The structure of production and use of fuel, its import or export, the creation of electric power centers - all this determines the specialization of the macroregion and individual economic regions.

The territorial proportions of industry represent the main core of the economic development of the region. At the same time, the trend in the development and location of various industries has its own specifics. Due to their specificity, industries gravitate towards certain areas.

The territorial proportions of the agro-industrial complex are determined by the degree of development of agricultural production zones.

The territorial proportions of the agro-industrial complex are analyzed based not only on the natural basis of agriculture and its productivity, but also taking into account the maximum proximity of industries serving agriculture to the main agricultural zones.

The territorial distribution of the transport complex is directly dependent on the location of productive forces. The degree of transport provision of macro-regions and regions characterizes the level and directions of sectoral, district and inter-district production relations. The development of transport creates the prerequisites for improving the territorial proportions of the national economy as a whole and individual regions.

To identify the economic essence of territorial proportions in the general agricultural system, an analysis of synthetic economic factors is used, reflecting the importance of each macroregion in the country’s economy. These factors are characterized by indicators of the participation of macroregions and regions in the production of gross social product, national income, capital. costs, as well as in increasing the productivity of social labor.

Synthetic economic factors, along with the analysis of specific elements of territorial proportions, make it possible to identify territorial relationships in the development of productive forces. For this purpose, the following is used. indicators:

Generalizing synthetic indicators that determine the main economic processes of social production;

Specific natural and cost indicators for individual elements of territorial proportions;

Indicators of production and economic relations.

Synthetic indicators of the regional aspect of the reproduction process (GP and national income) make it possible to carry out an additional (control) calculation of a number of analytical indicators (material intensity, labor intensity for individual industries, the sectoral structure of national income produced in the region, and the share of various sectors of material production of regions in the formation of national income countries).

Regional analysis of both general and specific factors characterizing the territorial proportions of agricultural sector is carried out in dynamics, and on this basis, promising indicators are determined.

Number of employees and level of employment of the population; 5. Resource-allocation function. The significance of this function is to optimize the deployment of labor resources across regions, economic sectors and enterprises; 6. The function of forming effective demand of the population. The purpose of this function is to link effective demand, which is understood as the form of manifestation of needs, ...

Roads of Russia and foreign countries, master economic management methods, be able to independently develop standards for production processes in the interests of the enterprise and the individual. Railway economics studies transport from the point of view of industrial relations in the production process. At the same time, the economy focuses on man as the main productive force, on his...

Total mileage km 5620780 5594034 13. Volume of transportation t, pass 239836 24909912 14. Freight turnover tkm 21585272 - 15. Passenger turnover pass-km - 160416981 V. Determination of the cost of transportation The cost of road transport is the cost of the enterprise in monetary terms m expression for the completion of a unit of transport work. It is determined by dividing the amount of the enterprise's costs by...

Process production in transport is the very promotion of goods and passengers from points of departure to points of destination, and finished transport products – their completed transportation. Unlike other branches of material production, transport products are produced and sold simultaneously; it is impossible to procure them for future use or reserve them, or create a reserve in case of an unexpected failure or reduction in current production. From this point of view, transport is a more complex industry than any other material production.

Transport has everything three elements, characteristic of any branch of material production, namely: means of labor, i.e. means of transport, objects of labor, i.e. objects of transportation (cargo and passengers), purposeful activities of people, i.e. their work.

At the same time, transport is characterized by some features that distinguish it from other sectors of the national economy.

Firstly, transport does not produce new material products, but, as it were, continues the production process in the sphere of circulation. The final result of production is sold to the consumer, so transport is a continuation of the production process. Product manufacturers are interested in the quality of the transport process, improving the use of rolling stock and saving transport costs.

Secondly, transport products are inseparable from the transport production process. It cannot be accumulated, its reserves cannot be created. The problem of reserves in transport is not the creation of reserves of transport products, but the creation of reserves of transportation and throughput capacity. Maneuvering reserves is practically impossible, so reserves of freight and throughput capacity must be created primarily in directions with rapidly growing traffic volumes.

Third, transport products do not contain raw materials. The share of wages in its cost is twice as high as in industry. Costs for depreciation, fuel and electricity account for almost half of the operating costs of transport. Reducing costs can be achieved primarily by increasing labor productivity, improving the use of rolling stock, and reducing fuel and electricity consumption per unit of transport work.

Fourth, the circulation of funds in transport occurs in a special way: on the transport market it is not the product that is sold in the form of a new thing, but the product itself manufacturing process transport industry. The quality of transport products is determined not only by the quality of the final product, but also by the quality of the transport production process. Of particular importance are delivery speed and continuity transport process, cargo safety during transportation, reliability all links of the transport conveyor, the quality of work of each employee, the enterprise and the system as a whole.

Transport, in addition to ensuring the circulation of products from manufacturing industries, itself is one of the branches of economic infrastructure, which, in addition to all types of mainline transport, includes energy, communications, utilities, engineering structures in the form of dams, canal networks and other elements. The level of development of transport in a country to a certain extent determines the level of development of its civilization.

The work of many sectors of the national economy is directly related to transport: mechanical engineering, fuel energy, metallurgy, etc. Transport consumes approximately 18% of diesel fuel, 6% of electricity, 10% of timber, 4% of ferrous metals. Transport significantly influences economic growth, expanding trade, and improving living standards. It helps improve productivity by reducing travel time for both cargo and passengers.

In many modern industries, transport is an integral part of material production. Thus, refrigerators, in addition to transportation functions, additionally perform the functions of preserving the temperature conditions of goods, truck shops additionally perform the functions of storing goods and are a place for their sale, concrete trucks (mixers) carry out the process of preparing the solution during its delivery to the places of use, and during flights in space they produce new substances . Considering only the movement measured by the product of the mass of the transported cargo and the distance of transportation to be considered transport products becomes incorrect.

In addition to transport and other products, as can be seen from the above, transport activities are accompanied by a significant contribution to cumulative damage, caused by industrial society to nature: chemical, mechanical, thermal, optical, electromagnetic pollution, transport accidents.

Transport actively affects the environment, and more in a negative way. Transport accounts for 40% of emissions into the atmosphere of all products of industrial activity, of which more than 80% are emissions from motor vehicles. It follows from this that the practical reduction of air pollution from transport is largely determined by the solution of the environmental problem in road transport.

Transport is classified as a material production, but at the same time it is a special industry, has its own specifics, which determines the uniqueness of the production process and its products, and accordingly the equipment, technology, organization and management used.

Transport, therefore, is an integral part of social production, its role in the future can only increase, and technological processes of transport production will develop and improve accordingly.

Traffic flows

The location of production in the country is formed under the influence of the location of natural resources (fertile lands, forests, mineral deposits) and the historical settlement of people, as well as under the influence of the state. The basic principles of rational production location are that processing enterprises should be close to sources of raw materials, and manufactured products should be close to areas of consumption. In addition, the distribution of the country's inhabitants, that is, the availability of labor for production, should be taken into account. The practice of locating productive forces in the country takes into account the configuration and capacity of the existing communication network and the possibility of its development in accordance with the prospects for the development of other sectors of the economy. The need for a balance between transport needs and transport capabilities applies to both the network design, i.e. to the geographical location of transport communications and their carrying capacity. If there is an excess of transport capacity, the state incurs losses from the maintenance of unused vehicles and labor resources. With insufficient development of transport, production and trade turnover are hampered with all the ensuing negative consequences.

Due to the historical distribution of productive forces in the country, the territory of any state consists of economic regions, in each of which there is a unique complex of production. Some regions have a rich raw material base: coal, oil, metals, others produce agricultural products, others have developed mechanical engineering, electronics industry, etc. As productive forces develop, the pattern of specialization and profile of economic regions change, but in each of them mass production is produced, which is consumed not only in the places of production, but also must be exported outside the given region.

To establish the amounts of reasonable import and export of certain types of products, transport and economic balances by economic regions and subjects of the country. Transport and economic balances make it possible to identify and predict freight flows in interregional communications; it is advisable to carry out the same calculations within each economic region.

Based on transport and economic balances, special tables or matrices of cargo flows are compiled both for individual mass types of products and in a consolidated form for all cargo.

Summing up the development of the country's transport complex in 2002, Minister of Transport of the Russian Federation FRANK S.O. noted: “we have come close to the point where the lack and suboptimal use of capacity... modes of transport becomes a real limiter on exports, especially oil, petroleum products, grain, coal - and not only in terms of capacity, but also in areas of trade. ... The transport system for foreign trade requires diversification. A long-term transport balance, which would link the development of transport infrastructure with the prospects of productive forces and foreign trade and, above all, the country’s energy balance, can give the necessary systematicity to this process.” The transport and economic balance can be presented in the form of a table (Table 1.1).

As follows from the table, within the boundaries of the Northwestern and Central Black Earth regions there is a surplus of this type of product, 15 and 10 million tons, respectively, and in the Central region there is a shortage of the same product in the amount of 20 million tons. In this case, it seems it is possible to export a surplus of products to the Central region in the amount of 20 million tons, for example, from the North-Western and Central regions 10 million tons each, and the remaining 5 million tons in the North-Western region to some other region with a shortage of these products ( Fig. 1.2).

Another option can be considered, when the entire excess production of the North-Western region is sent to the Central region, and the excess production of the Central Black Earth region is distributed between the Central (5 million tons) and another region. The most appropriate option is selected based on the conditions of transportation distance, availability of transportation capabilities, interests of the sender and recipient of the product and other factors.

Transport and economic balances make it possible to identify and plan freight flows in inter-district communications. Similar calculations must be carried out within each economic region, since the geographical scale of our regions is quite large, and economic activities are very diverse.

If you highlight part of the cargo flows carried out by motor transport, you can obtain data on the capacity of the market for motor transport services and determine the market share of your enterprise.

Modern motor transport enterprises, due to the current market relations, each have their own share of participation in the transport services market. To determine the prospects for expanding their zone of influence, commercial workers of enterprises study the state of the market and determine the possibilities of such expansion.

The analysis of the needs for transport services for the transportation of goods and the dynamics of their changes is carried out by analyzing the volumes of transportation, cargo turnover and cargo flows.

Traffic volume Q– this is the number of goods transported or to be transported (according to a plan, agreement, application, etc.).

Freight turnover P– the volume of transport work, measured in ton-kilometers, characterizes the amount of transport work to move the amount of cargo Q to a certain distance L.

Freight flows determine the amount of goods transported on a site, through a transport hub, in an economic or administrative region, or throughout the country. Freight flows are determined taking into account the directions of cargo movement; they can be in forward and reverse directions.

Freight flows of a transport point (node)(warehouse, cargo station, pier, port) are measured by the number of cargo arriving at the point, leaving it and in transit. Incoming and outgoing cargo constitute local cargo flows, and taking into account transit cargo, the total cargo flow is determined.

Freight flows on road sections characterize the amount of cargo transported on the site in both directions and are usually shown as a diagram of cargo flows (Fig. 1.3). On road sections, rectangles represent the amount of cargo flows between transshipment points or points along the route. The areas of the rectangles correspond on a scale to the freight turnover on the corresponding sections of the route. The volumes of transportation in the areas according to which the diagrams of cargo flows were constructed are given in Table. 1.2.

Passenger flows are formed under the influence of objective economic and demographic factors, as well as as a result of people’s desire to satisfy their social, cultural and other needs. A significant share is made up of business trips related to people's work. This category includes mainly urban and suburban passengers; long-distance travel is also carried out for business purposes. Long-distance travel includes the transportation of workers serving the enterprise on a so-called rotational basis (builders and operators of oil fields in remote areas).

Passenger traffic volume measured by the number of planned or actually transported passengers.

Transport mobility of the population characterizes the average number of trips per year per passenger. It can be defined for a city, region or country as a whole as the total number of trips taken by the population during the year divided by the total number of residents living in them.

Passenger turnover refers to the completed or planned transport work for the transportation of passengers. Passenger turnover is measured in passenger kilometers and corresponds to the number of passengers multiplied by the average distance of their trip.

Passenger traffic– movement of passengers in a certain direction.

Passenger tension– the number of passengers passing through a given section of the route per unit of time.

Based on the characteristics of passenger flow and passenger turnover, they plan transport provision for settlements and regions.

• General characteristics of labor law
  • Labor law as a branch of Russian law
  • Labor law and related areas of law
  • Labor law as a branch of legislation
  • Labor law system
• Subject and principles of labor law
  • Principles of labor law
  • Subject of labor law
  • Labor law methods
• Sources and system of labor law
  • Concept and types of sources of labor law
  • Labor legislation
  • Other regulatory legal acts containing labor law norms
  • Effect of labor legislation and other acts containing labor law norms
  • Contractual regulation of labor relations
• Subjects of labor relations
  • Subjects of labor law and subjects of labor relations
  • The employee as a subject of labor relations
  • Categories of workers
  • The employer as a subject of labor relations
  • Employer categories
• Social partnership in the sphere of labor
  • The concept and principles of social partnership. Participation of employees in the management of the organization
  • Levels and forms of social partnership
  • Social partnership parties
  • Social partnership bodies
  • Procedures in social partnership
  • Guarantees and compensation for persons participating in collective bargaining
• Grounds for the emergence of labor relations
  • Special grounds for concluding an employment contract
  • Election to office
  • Election by competition
  • Appointment to a position or confirmation to a position
  • Other grounds for concluding an employment contract
• Employment contract
  • The concept and meaning of an employment contract
  • Contents of the employment contract
  • Types of employment contracts
  • Student agreement
  • Parties to the employment contract, their rights and obligations
• Conclusion and amendment of an employment contract
  • The procedure for concluding employment contracts
  • Change of employment contract
  • Suspension from work
• Protection of employee personal data
  • Legal nature of the institution for the protection of employee personal data
  • Processing of employee personal data and guarantees of their protection
  • Responsibility for violation of the rules governing the processing and protection of employee personal data
• Termination of an employment contract
  • Termination of an employment contract by agreement of the parties
  • Transfer of an employee, at his request or with his consent, to work for another employer or transfer to an elective job (position)
  • Expiration of the employment contract
  • Termination of an employment contract at will
  • Termination of an employment contract due to the employee’s refusal to continue working when the owner of the organization’s property changes, the jurisdiction (subordination) of the organization changes, or its reorganization
  • Termination of an employment contract due to the employee’s refusal to continue working due to a change in the terms of the employment contract determined by the parties in the changed terms of the employment contract
  • Termination of an employment contract due to the employee’s refusal to transfer to another job, which is necessary for him in accordance with a medical report
  • Termination of an employment contract due to the employee’s refusal to be transferred to work in another location together with the employer
  • Grounds for dismissal on grounds related to the employee’s fault
  • Dismissal for reasons not related to the employee’s fault
  • Termination of an employment contract due to circumstances beyond the control of the parties
  • Termination of an employment contract for other reasons
• Work time
  • Development of the “working time” institution
  • The concept of working time and its duration
  • Working outside the established working hours
  • Working hours
• Time relax
  • Concept and types of rest time
  • Vacation
  • Procedure for granting and using annual paid leave
• Salary
  • Socio-economic and legal content of wages
  • State guarantees for wages
  • Remuneration systems. Simulating achievements of high labor results
  • Remuneration for deviations from normal working conditions
• Labor discipline. Work schedule
  • The concept of labor discipline and its provision
  • Legal regulation of labor regulations
  • Incentives and financial incentives
• Occupational Safety and Health
  • Concept of labor protection
  • Main directions of state policy in the field of labor protection. State regulatory requirements for labor protection
  • Responsibilities of the employer to ensure safe working conditions
  • Organization of labor protection
  • Ensuring workers' rights to labor protection
  • Investigation and recording of industrial accidents and occupational diseases
• Guarantees and compensation
  • The concept of guarantees and compensation. Guarantees of property and non-property nature
  • Guarantees when sending employees on business trips, other business trips and moving to work in another area
  • Guarantees and compensations for employees when they perform state or public duties
  • Guarantees and compensation for employees combining work with training
  • Other guarantees and compensation
• Peculiarities of labor regulation for certain categories of workers
  • Grounds for identifying certain categories of workers when establishing the specifics of legal regulation of their labor
  • Categories of workers that have differences in the legal regulation of their labor
• Peculiarities of work of women and persons with family responsibilities
  • Grounds for assigning women and persons with family responsibilities to a special category of workers
  • Guarantees for women in employment and termination of employment contracts
  • Guarantees for women and people with family responsibilities in the process of using their labor
  • Guarantees for women living in rural areas
• Peculiarities of labor regulation for workers under 18 years of age
  • Minor workers as a special category
  • Hiring and dismissing minor workers
  • Features of the use of minor labor
• Peculiarities of labor regulation for persons working in the Far North and equivalent areas
  • Persons working in the Far North and equivalent areas, as a special category of workers
  • Conclusion and termination of employment contracts with persons working in the Far North and equivalent areas. Compensation and guarantees
  • Peculiarities of regulation of wages for persons working in the Far North and equivalent areas
• Peculiarities of labor regulation for workers of certain professional groups
  • Transport workers
  • Teaching staff
  • Sports workers
  • Medical workers
• Labor disputes
  • Concept and types of labor disputes
  • Individual labor disputes
  • Alternative procedure for resolving individual labor disputes
  • Types and procedure for resolving collective labor disputes
• Protection of workers' labor rights
  • Self-defense of labor rights
  • State supervision and control over compliance with labor legislation and other regulatory legal acts containing labor law norms
  • Protection of labor rights of workers by trade unions
• Offenses and liability in labor law
  • Labor offense
  • Disciplinary offense. Disciplinary responsibility
  • Responsibility of employers for violation of labor legislation and other regulatory legal acts containing labor law norms
• Material liability of the parties to the employment contract
  • Concept and signs of financial liability
  • Financial liability of the employer to the employee
  • Financial liability of the employee to the employer
• Fundamentals of labor law in foreign countries
  • General characteristics of labor legislation of foreign countries
  • Institute of Social Partnership in Labor Law of Foreign Countries
  • Labor justice in foreign countries
• Model labor legislation of the CIS countries
  • General characteristics of model labor legislation of the CIS countries
  • Concept of the Model Labor Code
  • Model law on labor protection
  • Model Law “On Social Partnership”
  • Agreements and collective agreements
  • Participation of employees in the management of the organization
  • Recommendatory legislative act “Labor migration in the CIS countries”

Transport workers

Transport workers in the legislation designate persons whose labor functions are directly related to the movement of vehicles. Transport sector 1 The transport sector includes road, rail, river, sea, and air transport. is associated with increased danger and the possibility of causing harm, which imposes increased responsibility on persons interacting with transport. In turn, this entails increased demands on workers in this industry. Chapters are devoted to the peculiarities of labor regulation for transport workers. 51 of the Labor Code of the Russian Federation and many other legislative acts.

Firstly, workers hired for work directly related to the movement of vehicles must have certain skills and abilities, which means that they must undergo vocational training and professional selection (Article 328 of the Labor Code of the Russian Federation).

Secondly, transport workers of some categories must meet certain medical requirements, and therefore the hiring of an employee for work directly related to the movement of vehicles is carried out after a mandatory preliminary medical examination (examination).

Working time and rest time. Employees whose work is directly related to driving vehicles or controlling the movement of vehicles are not allowed to work part-time work directly related to driving vehicles or controlling the movement of vehicles. The list of jobs, professions, positions directly related to driving vehicles or controlling the movement of vehicles is approved by the Government of the Russian Federation, taking into account the opinion of the Russian Tripartite Commission for the Regulation of Social and Labor Relations 1 Decree of the Government of the Russian Federation of January 19, 2008 No. 16 “On approval of the List of works, professions, positions directly related to driving vehicles or controlling the movement of vehicles.”.

Features of the regime of working time and rest time, working conditions of certain categories of workers, whose work is directly related to the movement of vehicles, are established by the federal executive body exercising the functions of developing state policy and legal regulation in the field of transport, taking into account the opinion of the relevant all-Russian trade union and the All-Russian Association of Employers 2 The main requirement imposed by law on such acts is that they should not worsen the situation of workers in comparison with those established by the Labor Code.. Such acts that establish the specifics of legal regulation of transport workers include, for example, the following:

• Regulations on the peculiarities of working hours and rest time for sea pilots and candidates for sea pilots (approved by order of the Ministry of Transport of the Russian Federation dated March 14, 2012 No. 61);
• Regulations on the peculiarities of working time and rest time for certain categories of employees of the federal state enterprise “Departmental Security of Railway Transport of the Russian Federation”, who have a special nature of work (approved by order of the Ministry of Transport of the Russian Federation dated December 9, 2011 No. 308);
• Regulations on the peculiarities of the working hours and rest time of specialists in the maintenance and repair of aircraft in civil aviation (approved by order of the Ministry of Transport of the Russian Federation dated July 7, 2011 No. 181);
• Regulations on the peculiarities of the working hours and rest time of crew members from among the civilian personnel of border patrol vessels, boats (approved by order of the FSB of the Russian Federation dated April 7, 2007 No. 161);
• Regulations on the peculiarities of working hours and rest time for crew members of civil aviation aircraft of the Russian Federation (approved by order of the Ministry of Transport of the Russian Federation dated November 21, 2005 No. 139);
• Regulations on the peculiarities of the working hours and rest periods of tram and trolleybus drivers (approved by order of the Ministry of Transport of the Russian Federation dated October 18, 2005 No. 127);
• Regulations on the peculiarities of working hours and rest time for metro workers (approved by order of the Ministry of Transport of the Russian Federation dated June 8, 2005 No. 63);
• Regulations on the peculiarities of working hours and rest time for car drivers (approved by order of the Ministry of Transport of the Russian Federation dated August 20, 2004 No. 15);
• Regulations on the peculiarities of working time and rest time, working conditions for certain categories of railway transport workers directly related to the movement of trains (approved by order of the Ministry of Railways of the Russian Federation dated March 5, 2004 No. 7);
• Regulations on the peculiarities of the working hours and rest periods of workers involved in air traffic control of civil aviation of the Russian Federation (approved by order of the Ministry of Transport of the Russian Federation dated January 30, 2004 No. 10) and many others. etc.

The discipline of employees whose work is directly related to the movement of vehicles is regulated by regulations (statutes) on discipline. In particular, the Regulation on discipline of railway transport workers dated August 25, 1992 No. 621 applies to railway transport workers. Maritime transport workers are subject to the Charter on the discipline of maritime transport workers, approved by Decree of the Government of the Russian Federation dated May 23, 2000 No. 395. Labor discipline of fishing fleet workers is regulated by the Charter on labor discipline of fishing fleet workers, approved by Decree of the Government of the Russian Federation dated September 21, 2000 No. 798. etc.

1.1. Transport, its types, features and importance in the country’s economy

Transport is one of the sectors of the national economy and one of the necessary conditions for production. By carrying out transportation, transport influences the scale and pace of social production.

Transport does not create a new product; its products do not exist outside the production process. However, in the process of moving the cargo, its position in space changes, its location in relation to the consumer changes. This makes the product ready for consumption and allows the use value of the product obtained during the production process to be realized.

Transport does not produce new material products, but only provides services for their promotion in the sphere of circulation. The peculiarity of these services, such a unique “product”, is that they do not require raw materials, since they do not have a material form, which predetermines the structure of transport operating costs and the cost of its products. The share of wages in the cost of production in transport is almost twice as large as in industry, therefore, increasing labor productivity, intensifying the use of funds, and saving energy resources are crucial for increasing the efficiency of transport.

Transport products cannot be accumulated; it is consumed during transportation, which increases the cost of the transported cargo by the amount of transportation costs and the surplus product created by transport workers. Transport is a connecting link between producers and consumers of goods, services, products - a link without which neither the market nor market relations are possible. Transport is of enormous social importance, satisfying one of the most important human needs - the need to move.

Let's look at an important concept infrastructure, including transport (outside the sphere of production), energy and related systems of development, communications, utilities, as well as education, science, healthcare, etc.

Infrastructure is a subsystem of the economy that creates and implements the general conditions necessary for the normal functioning of all spheres of social production and the life of the population. Transport is the most important component of infrastructure.

Our country has all types of modern transport.

Outside urban transportation is carried out by main modes of public transport - railway, air, road, sea, river and pipeline; transportation of passengers in cities - urban passenger transport.

A distinction is made between intra-production transport and transport in the sphere of circulation.

Intra-production transport moves means of labor and workers within the enterprise, performing its functions at the production stage.

Transport of the sphere of circulation moves products from producers to consumers.

Transportation in the sphere of circulation is carried out by public transport - railway, sea, river, road, air, as well as special transport - pipelines, power lines, railway access roads connecting enterprises with the main transport system.

These types of transport represent the material basis of the circulation process.

The set of different types of freight and passenger transport serving the processes of production and circulation in the national economy is called a transport system.

All types of mainline transport in the sphere of circulation form unified transport system country, including universal and special transport.

Towards the universal include mainline railway, road, sea, river and air modes of transport that can transport both goods and passengers.

The concept of special transport combines pipelines for moving bulk, liquid and other cargo, gas pipelines, as well as power lines (power lines). The share of each type of transport in the overall structure of transportation is determined by the demand for transportation, its quality, reliability and safety. The structure of the country's transport system is shown in Fig. 1.1. In a unified transport system, the leading place belongs to railway transport, which accounts for more than 85% of freight turnover (without pipeline transport) and about 40% of passenger turnover.

The transport system creates objective prerequisites for the rational distribution of transportation between various modes of transport and the reduction of transport costs. The selection of the most effective mode of transport is made on the basis of technical and economic calculations, taking into account the specific market requirements for transportation.

When determining the scope of use of individual types of transport, it is necessary to take into account their features and technical and economic characteristics.

Railway transport is the main one in the Russian transport system. It transports about 88% of mined coal, 94% of ore, 88% of ferrous metals, 66% of timber cargo. By the beginning of 2004, the operational length of Russian railways was 84.7 thousand km, and the average freight capacity was about 27 million t-km gross per 1 km of track per year. On August 18, 2004, the Board of Directors of JSC Russian Railways adopted an industry development program until 2010, providing for an increase in freight traffic volumes by 1.5 times by 2010.

The railway transport system has a large throughput and carrying capacity; ensures a high degree of traffic safety and regularity of freight and passenger transportation, regardless of the time of year and day, climatic and weather conditions.

It ensures high efficiency of transportation of bulk cargo, especially by routes; high speed of cargo delivery and maneuverability in the use of rolling stock; relatively low cost of transporting goods and passengers.

The most effective use of railway transport is when there is a significant concentration of freight and passenger flows.

Automobile transport has a higher speed of cargo delivery and high maneuverability than rail, river or sea transport, allowing for door-to-door transportation.

It allows you to deliver cargo from the sender's warehouse to the recipient's warehouse without intermediate transshipment operations; ensures regularity and good maneuverability of transportation, the ability to deliver goods in small quantities; requires less capital investment when developing small passenger and cargo flows over short distances.

Road transport is beneficial for transporting goods over short distances (up to 100 km), as well as urgent and perishable goods over long distances (up to 300 km or more).

River (inland water) transport provides greater carrying capacity on deep-water rivers and relatively low cost of transportation (especially bulk cargo); relatively low capital costs.

In terms of costs per unit of transportation work, river transport is close to railway transport and has a fairly high average transportation distance.

River transport is used primarily for the delivery of bulk cargo - oil, timber, grain and building materials. In many cases, combined rail-water transport is effective.

Sea transport It is used mainly to ensure mass transportation of foreign trade goods, inter-basin and intra-basin transportation of goods and passengers. It is characterized by relatively low cost of long-distance transportation (approaching the indicators of railway and river transport); the ability to handle large freight flows and lower capital investments compared to rail and river transport.

Pipeline transport ensures the delivery of natural gas, oil and petroleum products over long distances in a short time and in all seasons. It is characterized by the lowest cost of pumping oil, oil products, and gas; relatively small capital investments per unit of transportation compared to other modes of transport.

Air Transport used for high-speed transportation of passengers, especially valuable and perishable goods in small quantities over long distances, as well as goods to areas where there is no land or water transport. It is characterized by higher speed and shorter delivery times for goods and passengers, as well as a high level of costs per unit of transportation work (50 times more than by rail).

For transmitting electricity over long distances they are used high voltage power lines. The structural diagram of indicators of competitiveness of transport services is shown in Fig. 1.2.

Rice. 1.2. Structural diagram of indicators of competitiveness of transport services

A comparative assessment of factors characterizing the competitiveness of various modes of transport (Fig. 1.2), carried out on the basis of surveys of consumers of transport services on a five-point scale (five points is the highest score), is given in Table. 1.1. Railways, which represent the basis of the transport system in our country, use purely market forms of work: the banking system, insurance activities, joint-stock companies, financial and industrial groups, etc. To improve the interaction of modes of transport included in the transport system of Russia , a lot of work is being done to create branded passenger transportation systems and provide them with the maximum possible range of services; to create a transport and transportation system that ensures the established delivery times of goods, their safety, reducing the time spent by goods in transit, transshipment points and warehouses, reducing transport costs.

The market mechanism allows us to eliminate irrational transportation and optimize connections between producers and consumers.

1.2. Railway transport management.

Logistics, labor

and financial resources

Control represents a set of interrelated economic, social and administrative impacts on the workforce or individual workers to achieve a set goal.

In management, the control and controlled systems always interact.

Control system consists of a management apparatus, whose employees are engaged in collecting, transmitting and processing information, developing and implementing management decisions. In railway transport, the management apparatus includes managers, specialists and technical workers of departments, railways, railway divisions and enterprises.

Managed system includes enterprises, organizations and work teams participating in the production process in all its elements.

Each control system is at the same time controlled. Thus, the work of the railways is managed by JSC Russian Railways, and the railway departments manage the railway departments; departments, being a managed system, manage enterprises.

The management process is made up of relatively independent but interrelated functions.

Under function understand a certain type of work activity or a set of works assigned to a department of the management apparatus. Functions are divided into general, related to any level of management, and specific, related to specific production conditions.

Common management functions include planning, organizing, coordinating, directing, stimulating and controlling.

Planning represents the initial and main link of management. The content of planning is the development of goals and objectives for production development, justification of the rates and proportions of its qualitative and quantitative growth, determination of resources and selection of the best ways to use them.

Organization serves to ensure compliance of the current production management structure with the requirements and goals of established plans. It allows you to constantly improve the organizational relationship between the control and managed systems.

Coordination consists in regulating production using economic, socio-psychological methods of influencing work teams and individual performers, in coordinating and linking individual labor processes performed by different work teams, in maneuvering technical, technological, labor, financial and other resources.

Main purpose stimulation is to increase the interest of work collectives and performers in the results of their work. By performing this function, governing bodies connect people's labor activity with the satisfaction of their material and moral needs. Control consists of systematic monitoring and regular verification of the production and financial activities of enterprises.

Fundamental changes in the socio-political and economic life of the country that occurred in the 80s and 90s. last century, significantly affected the railways. In the system of market relations, issues of increasing quality have come to the fore. quality transportation: efficiency, acceleration of delivery times, provision of new, non-traditional services to shippers, and in passenger transportation - a higher level comfort.

Railway transport management has always been based on a combination of state and economic functions. In relation to market relations, the need arose to further improve the industry management system.

To create a competitive environment, it was necessary to reform management with the separation of government and economic functions. Until recently, the management of railway transport was entirely carried out by the Ministry of Railways of the Russian Federation (MPS).

The Government of the Russian Federation, by its Resolution No. 585 of September 18, 2003, established the open joint-stock company "Russian Railways" (abbreviated corporate name tion company - JSC Russian Railways), the main goals of which are “... meeting the needs of the state, legal to their and individuals in railway transportation, work and services provided by railway transport..." The main objectives of JSC Russian Railways include:

Expansion of the complex and scope of work and services provided vyvaemykh services and improving their quality;

Preservation of a unified network production infrastructure railways and centralized dispatch control;

Ensuring the development of production capacities;

Ensuring the safety of train traffic and the safety of transported cargo;

implementation of a unified technical policy at JSC Russian Railways;

Increasing the level of social protection of company employees, etc. The sole shareholder of JSC Russian Railways is the Russian Federation.

On behalf of the Russian Federation, the powers of the shareholder are exercised by the Government of the Russian Federation.

The governing bodies of JSC Russian Railways include: the general meeting of shareholders, the board of directors of the company, the president of the company and its board. The highest management body of JSC Russian Railways is the general meeting of shareholders. The Board of Directors exercises general management of the activities of the company as a whole. The president of the company is appointed and dismissed by the Government of the Russian Federation.

The President of JSC Russian Railways is accountable in his activities to the general meeting of shareholders and the board of directors. The executive body of the company is its board.

Open Joint Stock Company "Russian Railways" has an independent balance sheet and also prepares consolidated statements, including balance sheets for branches and representative offices. To control the financial and economic activities of the company, an audit commission has been created, which conducts an audit based on the results of work for the year, without excluding the implementation of control and audit functions at other times.

In addition, an annual audit of the financial and economic activities of JSC Russian Railways is provided, based on the results of which a conclusion is drawn up, sent to the president of the company and the general meeting of shareholders.

JSC Russian Railways includes:

Branches - railways (Fig. 1.3);

Functional branches - transportation companies; branches in the field of technical, economic and financial support, capital construction, repair of rolling stock, track facilities; electrical plants; branches in the field of information and communications, social sphere; design bureaus and other branches;

Representative offices in foreign countries.

In the following presentation the following concepts are used:

Railway- branch of JSC Russian Railways;

railway department- management body of the railway - a branch of JSC Russian Railways;

structural division of the railway- department of the railway - branch of JSC Russian Railways, directorate, center, as well as other structural divisions within the railway;

railway department- structural division of the railway - a branch of JSC Russian Railways

Rice. 1.3. Railways - branches of JSC Russian Railways;

structural unit of the railway department- distance, depot, railway station, etc.;

functional branch- plant, construction and installation trust, design and survey institute, etc.;

separate structural unit- structural subdivision of the functional branch of JSC Russian Railways.

The management staff of JSC Russian Railways includes (as of 2005):

Department of Affairs Management (AC);

Public Relations Department (PRD);

Department of Accounting and Tax Accounting (CBN);

Financial Management Department (FM);

Department of Planning and Budgeting (CEUB);

Department "Treasury" (TFK);

Transportation Management Department (CD);

Department of commercial work in the field of freight transportation (CM);

Locomotive Department (LOD);

Department of Carriage Facilities (CV);

Department of Long-Range Passenger Transportation (CLD);

Department of Track and Facilities (CP);

Department of Communications and Computer Science (DCCT);

Department of Corporate Informatization (CDI);

Department of Automation and Telemechanics (TSH);

Department of Electrification and Power Supply (DE);

Department for the Implementation of Scientific and Technical Programs (TSTEH);

Department of Traffic Safety and Ecology (TSRB);

Department of Economic Forecasting and Strategic Development (DES);

Market Analysis Department (MCA);

Department of Investment Activities (CINV);

Department of Capital Construction (CDC);

Personnel Management Department (TSKADR);

Department of Social Development and Non-Production Sphere (TSSR);

Department of Medical Services (DHSS);

Department of International Relations (CI);

Department of Security (DSD);

Department for Interaction with Federal and Regional Authorities (CRV);

Department for Management of Subsidiaries and Dependent Companies (DSDC);

Department of Corporate Construction and Reform (CRD);

Department of Property Management and Organizational Structures (TSUSH);

Legal Department (LC);

Department of Planning and Standardization of Material and Technical Resources (TSUNR);

Occupational Health and Safety Administration (OHS);

Department of Statistical Accounting, Reporting and Analysis (CSRU);

Directorate for Expertise of Projects and Estimates (TSUEP);

Office of Special Programs (AD);

First control (CO).

The structural divisions of JSC Russian Railways are:

Corporate Transport Service Center (CTS);

Center for Control and Internal Audit in Railway Transport “Zheldorkontrol” (CZDK);

Transportation Control Center (TCC);

Directorate for the repair of passenger rolling stock "Vagon-Remmash" (VRM);

Directorate for the repair of rolling stock "Zheldorremmash" (ZhDRM);

Inspectorate for control of production and repair of passenger carriages (TsLIZ);

Factory inspection for control of production and repair of passenger multi-unit rolling stock (TsLPIZ);

Locomotive Inspection (LCI);

Carriage Inspection (CVIZ);

Track Facilities Inspectorate (CPIN).

Branches of JSC Russian Railways in Moscow include:

Administrative and economic management (AHU);

Federal Passenger Directorate (FDP);

Center for the transportation of goods in containers "Transcontainer", Ref-service, Roszheldorsnab, Energosbyt, Main Computing Center (MCC);

Central Communications Station (CCS);

Transinform;

Center for settlements for international railway transportation “Zheldorraschet”;

Center for Labor Organization and Design of Economic Standards (COTEN);

State Institute of Technical and Economic Research and Design of Railway Transport (Giprotranstei).

Specific management functions in railway transport include:

Operational management of the transportation process;

Ensuring the safety and uninterrupted operation of trains;

Technical and technological preparation of production;

Logistics support;

Organization of labor and wages;

Financial activities;

Accounting;

Budget management system for structural divisions of JSC Russian Railways and the company as a whole.

Management functions in all departments are the same, but in different services, departments and enterprises they acquire specific content.

Budget management system is a set of methods, approaches, financial planning and control instruments, hardware and software; This is an operational management system based on responsibility centers through budgets, which is used to achieve set goals through the efficient use of resources.

Responsibility center (management accounting center)- a structural unit or group of units that carry out business operations that directly affect the profitability of the enterprise.

Cost Center- a structural unit or group of units that provide support and maintenance of the work (functioning) of financial efficiency centers and profit and investment centers, but do not directly generate profit.

Profit and Investment Center- a group of divisions or an entire company that carries out business activities with the aim of making a profit and determines investment policy.

Financial performance center is a structural unit or group of units that perform business operations that have a direct impact on the profitability of the enterprise and are responsible for achieving set goals and compliance with established expense limits.

The budget management system of JSC Russian Railways includes budgets for sales, production, expenses, production costs, investments, inventories and purchases, income and expenses (BDR), settlements with debtors and creditors, taxes, credits and loans, cash flows (BCDS), forecast balance, motivation budget. Key performance indicators are summarized in the master budget. All budgets are interconnected (Fig. 1.4).

In addition to the listed budgets, there are additional forms, , performing auxiliary functions in the preparation and analysis of budgets.

Operating budgets are formed at the level of JSC Russian Railways as a whole and at the level of its structural divisions (Fig. 1.5).

Servants provided by the company and its structural divisions are divided into network, in the provision of which more than one structural division of JSC Russian Railways is involved, and local(other), the provision of which is carried out within one division of the company. Budget forms are uniform, but the list of budgets formed by structural divisions depends on their place in the company structure and status.

The distribution of budget forms by company management levels is given in Table. 1.2.

The budget management system of JSC Russian Railways is based on the following principles.

Completeness. In the budget system, planning of the main budget forms is carried out - the budget of income and expenses and the forecast balance, which fully characterize the activities of the company.

Interconnectedness. All budgets are interconnected, and a change in an indicator in one budget is reflected in all budgets that it affects.

Controllability. Since the budget system is part of the management system, all budget indicators are controlled. The department's budget plans those indicators that are then reflected in the department's accounting.

Sharing of responsibilities. Responsibility centers define types of activities and management. The allocation of activities is carried out in those forms that are necessary to determine the financial result, and the allocation of farms in the forms in which the division of responsibility for budget indicators is required.

Hierarchy. The main part of the budget system is focused on the levels of the railway and the company as a whole. To take into account the characteristics of lower levels of management, detailed versions of the corresponding budgets are introduced.

Cost planning through volumes. Planning of the main volume of direct costs (about 80% of direct costs) is carried out using volumetric indicators (meters).

Continuity. When developing forms for which there are analogues in the current document flow system, the structure of existing forms is taken into account, if it does not contradict the principles stated above.

The federal executive body in the field of transport, which develops state policy and legal regulation, is Ministry of Transport of the Russian Federation. The Ministry of Transport of the Russian Federation coordinates and controls the activities of the Federal services and agencies under its jurisdiction - the Federal Service for Supervision in the Sphere of Transport, the Federal Air Transport Agency, the Federal Road Agency, the Federal Agency for Railway Transport, the Federal Agency for Maritime and River Transport and the Federal Agency for Geodesy and Cartography. .

The federal executive body responsible for the implementation of state policy, provision of public services and management of state property in the field of railway transport is Federal Railway Agency

transport.

The Federal Agency for Railway Transport exercises the powers of the railway administration of the Russian Federation to fulfill obligations arising from international treaties of the Russian Federation regarding the implementation of state policy, the provision of public services and the management of state property.

The federal executive body exercising control and supervision in the field of transport (including railway) is Federal Service for Supervision of Transport, which in railway transport oversees compliance with the legislation of the Russian Federation on traffic safety and operation of railway transport, as well as industrial safety. The Federal Service for Supervision of Transport also carries out licensing and certification work.

Since the formation of JSC Russian Railways, the concept railway as an enterprise was abolished. Organizations created on the basis of railways were called branches of JSC Russian Railways. The railway is a branch of JSC Russian Railways and in modern conditions it is an economic organization that functions as a single whole and has a centralized management system. At the level of the railway (railway department), the main factors characterizing the operation of transport are formed: the volume and structure of transportation by type and type of traction, the quality of use of rolling stock, etc.

Many factors that determine the costs and efficiency of railway transport are associated with the activities of the structural units of the railway - cost centers (locomotive and carriage depots, railway stations, track distances, etc.). This is where the main reserves for reducing transportation costs are located.

In terms of its production indicators, domestic railway transport occupies a leading position in the world. However, labor productivity, due to the relationship between the cost of labor and the costs of technical re-equipment of the industry in Russia that has developed over many years, is lower than in developed industrial countries.

During the period of reforms and structural restructuring, railway transport was forced to pursue a tough investment policy, which was backed by a more than threefold reduction (from 1992 to 1998) in the volume of capital investments. This led to the fact that the depreciation of fixed assets of railway transport reached 52%.

At the turn of the century, a lot of work was done to optimize the regulatory framework for the use of labor resources, technical re-equipment of the main and most labor-intensive sectors of transport, and improvement of transportation technology.

In 1999, railway transport switched to an investment growth strategy. Taking into account the increase in transportation volumes, labor productivity in 2000 increased by more than 40% compared to 1996. Investments in 2000 amounted to about 80 billion rubles. The investment program for 2005 is designed for 148 billion rubles.

Investments in track facilities in 2003 amounted to about 10.1 billion rubles, including about 1.8 billion rubles for the purchase of track equipment.

To carry out the transportation process, all sectors of railway transport (including track facilities) are endowed with main And revolving funds. In a market economy, terms are also used main (non-current) And working capital.

The fixed assets of the track facilities at the beginning of 2002 amounted to about 1,700,000 million rubles. (51% of fixed assets of railway transport).

For planning, accounting and analysis of the use of resources, fixed assets of railway transport enterprises are divided into groups, the relationship between which represents the structure of fixed assets.

Fixed assets include objects for production and non-production purposes. In the track industry, production facilities include the roadbed with facilities, track superstructure, artificial structures, track machines and mechanisms, snow removal equipment, vehicles, industrial buildings and other structures on the balance sheet of the enterprise.

Accounting for fixed assets is carried out in kind and in cash. Accounting in monetary form is necessary to determine the total value of fixed assets, its changes, the degree of influence on economic indicators, structures, to calculate depreciation charges, and the economic efficiency of capital investments.

Working production assets include rails, sleepers, fastenings, ballast and other devices and materials that are used in track repair and maintenance, as well as fuel, electricity, and other materials used by track machines and mechanisms.