La nguyen tien quy tom tat anh

MINISTRY OF EDUCATION AND TRAINING UNIVERSITY OF TRANSPORT AND COMMUNICATIONS NGUYEN TIEN QUY FREIGHT WAGON EXCHANGE BETWEEN RAILWAY TRANSPORT ENTERPRISES FIELD OF STUDY: ORGANIZATION AND MANAGEMENT IN TRANSPORT CODE: 984.01.03 PH.D THESIS SUMMARY HA NOI - 2018 Training institution: University of Transport and Communications Supervisors: Prof.Dr.Sc., Nguyen Huu Ha Dr., Cao Minh Truong Reviewer 1: Assoc.Prof.Ph.D., Vu Trong Tich Reviewer 2: Dr., Nguyen Dang Minh Reviewer 3: Dr., Nguyen Trong Khanh The thesis is defended in front of Examination Committee at University level in: The University of Transport and Communications On the time: at… , date……/…… /2018 The thesis can be found at Library of University of Transport and Communications INTRODUCTION Brief introduction of the thesis In the thesis contents, the author has studied and solved these following problems: - Investigated essences, advantages and contents of the freight wagon exchange - Investigated principles and conditions to implement the freight wagon exchange - Investigated international experiences of the freight wagon exchange - Analyzed and evaluated the freight wagon exchange in Vietnam’s Railway - Determined the approaches to resolve the freight wagon exchange Based on the investigation of theoretical backgrounds and evaluation of current situation, the author proposed solutions for the freight wagon exchange between railway transport enterprises, which are: - Built up regulations for the freight wagon exchange - Designed documents of the freight wagon exchange - Set up apparatus for the freight wagon exchange and established wagon communication at communicative stations - Built up information system for the freight wagon exchange - Researched the freight wagon exchange methods - Established mathematical models of choosing the optimal mode for the freight wagon exchange - Built up software for choosing the optimal mode for the freight wagon exchange Reasons for choosing the research topic According to the Development strategy for Vietnam’s railway transport up to 2020, with a vision toward 2050 that had been regulated by the Prime Minister on 10th February 2015, Law on Railway number 35/2005/QH 11, and the Adjusted Law of Railway No 06/2017/QH15 that had been issued by the National Assembly on 16th June 2017, which will take effect as of 1st July 2018, in order to socialize railway transport, the State Government has allowed diverse economic sectors to participate in national railway network investments In other words, it may appear many railway transport enterprises (RTEs) in the future Each of those RTES will own a certain number of wagons; thus for the purpose of transport, RTEs must work together on the use of wagons The RTEs are linked together in the use of the common budget of wagons, based on the principle of common benefit On the other hand, in 2016, Hanoi and Saigon Railway Transport companies conducted shareholders meetings which led to the establishments of Hanoi Railway Transport Joint Stock Company and Saigon Railway Transport Joint Stock Company, causing many forms of wagon exchange Enterprises have their own territories, own a number of wagons and independent accounting such as wagon exchange between the Vietnam Railways (VNR) with the Chinese Railways (CR) Enterprises with non-territory, private wagons, and independent accounting are doing the exchange as between Hanoi Railway Transport Joint Stock Company, Saigon Railway Transport Joint Stock Company, and Railway Trading Joint Stock Company (Ratraco) In the future, there may be other forms of wagon exchange Meanwhile, theoretical foundation as well as the organization of wagon exchange on the railway has not been completed yet Therefore, the study of the exchange of wagons between RTEs is urgent, meeting the needs of practices The research aims On the basis of applying and inheriting the research results of the previous research related and the experiences gained of the freight wagon exchange in VNR and in the world The purpose of this thesis is to build a theoretical foundation, evaluate the current situation and organize the exchange of wagons between RTEs The research subjects The subjects of this thesis are problems that related to the freight wagon exchange between RTEs in Vietnam and worldwide The research scope Researched wagon exchange between RTEs with independent accounting situation Scientific and practical significance of the research *) Scientific significances: - Systemized and enriched theoretical foundations of the freight wagon exchange between railway transport enterprises; - Built up principles and conditions of the freight wagon exchange between RTEs; - Built up regulations for the freight wagon exchange between RTEs; - Designed documents for the freight wagon exchange - Set up wagon exchange work at communicative stations - Built up information system for wagon exchange - Researched methods of the freight wagon exchange between RTEs - Built up mathematical model to choose the optimal method for wagon exchange *) Practical significances: - Researched wagon exchange experiences in Vietnam and in the world Analysed and evaluated current situation of the freight wagon exchange of VNR Based on that, solutions to solve wagon exchange problems between RTEs were proposed - Designed software for determining the optimal method of the wagon exchange, which is to apply for the current VNR’s system CHAPTER LITERATURE REVIEW OF THE RESEARCH TOPIC Literature review of international studies of the freight wagon exchange Freight Wagon exchange has been studied since the 1920s of the 19th century Principles and rules of wagons exchange has simply been investigated in the beginning Throughout the practical development, the principles and rules of the wagon exchange have been increasingly improved and completed Nowadays, rules of the wagon exchange have been not only improved in terms of principles and regulations but also studied under applying the advanced technologies These 1.1 examples have been indicated through studies of Krasemann and Johanna, Blekinge Institute of Technology, Sweden, namely ‘Pros and cons of increased complexity in rescheduling strategies for railway traffic disturbances: A Swedish case’ The author Dalla Chiara, Politecnico di Torino, Italy: ‘Research the connection between European and Asia Railway’ The authors Athanasios Ballis, Loukas Dimitriou, National Technology of Athens, Greece: “Issues on railway wagon asset management using advanced information systems” Jeanette Carlstein “Research components of freight rail costs between Finland and Estonia” The author Pinard C.M.H, Delft University of Technology, the Netherlands: “Institutional collaboration between French Railway Association (SNCF) and network managers (RFF)” The author Rickett Tristan, Illinois University- Urbana-Champaign – America: “ Intermodal train loading methods and their effect on intermodal terminal operation” The authors JinchuanZhang, HaoYang, YuguangWei, PanShang, Transportation Institute, Beijing Jiaotong University, China: “The empty wagons adjustment algorithm of Chinese heavy-haul railway” 1.2 Literature review of domestic studies of the freight wagon exchange The Development strategy for Vietnam’s railway transport up to 2020, with a vision toward 2050 that had been regulated by the Prime Minister on 10th February 2015, Law on Railway number 35/2005/QH 11, and the Adjusted on Railway Law number 06/2017/QH15 that had been issued by the National Assembly on 16th June 2017, which will take effect as of 1st July 2018, have allowed diversely economic sectors to participate in investing in the infrastructure development, transport vehicles, railway business Therefore, it is necessary to conduct a comprehensive study of the freight wagon exchange Based on the international studies on the wagon exchange, domestic studies in VNR was presented by documents and regulations, textbooks Train operation written by Dr Nguyen Duc Truy, Nguyen Thuy Anh, Dr Nguyen Van Thai, scientific research, papers, dissertations, including study of Tang Van Dung “Proposing solutions for the development of international freight transport on Vietnam Railways’ The author Pham Cong Trinh “Solutions to complete wagon management and the investment in wagon of stakeholders on Vietnam Railway within the integration period’ Studies of Nguyen Huu Ha “Solution for wagon distribution problem between independent accounting railway enterprises”, “Solution for wagon distribution problem between independent accounting railway enterprises in the case of using fixed train timetable” These above studies are valuable experiences which encourage the author to continue the study on the completion of the freight wagon exchange between RTEs 1.3 Research gaps that the thesis will fulfil 1.3.1 International research gaps Those international studies have formed a theoretical system for the exchange of freight wagons between RTEs and developed mathematical models to optimize the work of emptying carriages, improving the efficiency of using carriages and benefiting the DNBs Also, analyses of the role of freight wagons exchange within the liberalization of railway transport The literature has also emphasized solutions in terms of engineering and technology These experiences provide orientations for solutions to the issue of the freight wagons exchange between RTEs in Vietnam However, those results are not appropriate when applied for the case of Vietnam 1.3.2 Domestic research gaps Previous studies have established a theoretical foundations for the exchange of wagons between independent accounting organizations in accordance with the model of the Vietnam Railway Union and the model of Vietnam Railway These theoretical bases are valuable materials for the author to continue to complete those theories, particularly in the present when RTEs have been equitized and many other RTEs will involve in the future The method of solving the problem of assignment of wagons between independent accounting railway organizations in case of using and not using the fixed train timetable is no longer appropriate The inputs as well as the objective function of the problem have been changed It is in needs of rebuilt and finalized the approach for resolving the problem Alternatives of the freight wagon exchange as well as the mathematical models for determining the optimal vehicle exchange scheme between RTEs have not been studied yet Also, the application of advanced technology in the exchange of wagons has not been considered Textbooks and lectures on the exchange of wagons in universities have not been formulated and completed and should be supplemented conforming to the practices 1.3.3 Determine objectives that need to be carried out in the thesis To achieve the aims of the thesis, the author designed main objectives that need to be fulfilled: - Firstly, systemized and enriched theoretical foundations of the wagon exchange between railway transport enterprises; - Secondly, built up regulations and designed documents system for communicative wagon exchange - Thirdly, set up wagon exchange and organized communicative wagon exchange at communicative stations - Fourthly, built up information system serving the freight wagon exchange - Fifthly, researched wagon exchange methods between RTEs - Finally, built up mathematical model and software that can apply for choosing the optimal method for the freight wagon exchange 1.4 Research methodology The thesis has employed various research methods including statistics, quatitative analyses, comparative analyses, compiling, modeling, optimizing, systematizing, expert consultation, seminars, economic scenarios, theory about logical analysis, etc., in order to compile experiences and evaluate the current situation of the wagon exchange between RTEs in Vietnam 1.5 Structure of the thesis The thesis is structured into four chapters: Chapter 1: Literature review of the research topic Chapter 2: Theoretical foundation and practice of the freight wagon exchange between RTEs Chapter 3: The current situation of the freight wagon exchange in Vietnam’s Railways Chapter 4: Solutions for organizing the wagon exchange between RTEs in Vietnam CHAPTER THEORETICAL FOUNDATOIN AND PRACTICE OF THE FREIGHT WAGON EXCHANGE BETWEEN VIETNAM’S RAILWAY TRANPSORT ENTERPRISES 2.1 Strategy and Master plan for developing the Vietnam’s railway transport To orient the development of transportation sector generally and railway transport sector in particular, The Prime Minister has issued the Adjusted to development strategy for Vietnam’s transportation sector through 2020, with a vision toward 2030 Based on the development strategy for transportation sector, The Prime Minister has signed the Decision number 214/QĐ – TTg in relation to the Adjusted to the development strategy for Vietnam’s railway transport up to 2020, with a vision toward 2050 To provide details for the development strategy of railway transport sector, The Prime Minister has signed the Decision 1468/QD – TTg in relation to The Adjusted on Master plan for Vietnam’s railway transport through 2020, with a vision toward 2030 Accordingly, the development strategy and master plan for transportation sector generally and railway transport sector in particular has determined the future appearances of many economic sectors which invest in the railway development It means that various enterprises will participate in railway business 2.2 Freight wagon classification and economic efficiency of increasing wagon exploitation indexes on the railway transport 2.2.1 Freight wagon classification on the railway transport - Regarding to the perspective of wagon function, wagons are divided into different types: covered wagon (GG), high-sided open wagon (HH), low-sided open wagon (NN), flat wagon (MM), depressed center flat car (MVT), tank wagon (P), fish sauce wagon (Pm), refrigerated wagon, specialized wagon - Regarding to the perspective of technical specialization of wagon: number of axis, materials, load, and weight index - Regarding to the perspective of location of usage: conventional wagon and wagon of industrial zone 2.2.2 Economic efficiency of increasing wagon exploitation indexes There are different indexes of wagon exploitation, however, this thesis just evaluated the economic efficiency in case of the increase in two groups of indexes that reflect load of wagon and the time 2.3 Definition, essence and significance of the freight wagon exchange Independent accounting RTEs link together in the use of the general freight wagons scheme, based on the principle that all members are beneficial Based on the regulations on the transfer of wagon between frontiers, the return of wagons, the technical conditions of wagons permitted to be put into use, the conditions of wagon use, maintenance and repair of wagons, the payment of used wagons, known as the exchange of wagons between RTEs The essence of freight wagon exchange between RTEs is the most efficient use of the common freight wagons 2.4 Benefits of the freight wagon exchange 2.4.1 Benefits for the State Government Assisting the State Government in facilitating the establishment of transport development planning generally and railway transport sector in particular Conditions for the State Government to orient and invest in synchronizing and modernizing material and technical foundations for the entire railway system will be created The process of railway transport is more reasonable Contribute to increase labor productivity, improve service quality of the railway transport industry in particular and the transport industry generally to satisfy the increasing demand for transportation of goods in the society 2.4.2 Benefits for the Railway transport sector Assisting railway transport sector in completing regulations and designing documents of the wagon exchange process Appling advanced technologies into railway transport operation Assisting railway transport sector in determining demand as well as wagon structure within the whole sector Wagon exchange is the foundation to create a fair and competitive environment 2.4.3 Benefits for the RTEs involved the wagon exchange The wagons of RTEs will be used most effectively, which reduce the coefficient of empty wagons, increase the speed of delivery and shorten the turnaround time of the wagon The exchange also help to save the cost of transportation along the way, reduce transportation costs, delivery time, production costs, rates, and save cost of compensation for goods loss Uniform bills of lading procedures Facilitating the synchronization of locomotives, wagons and railway networks, therefore creating the premise for the renewal of railway technology Facilitating multimodal transport and organizing logistics services 2.4.4 Benefits for the transportation consumers Reduced delivery time, simple bill of lading procedures, reduced transportation costs, which are the conditions of reducing the price Cargoes are safer because they not have to be loaded and unloaded many times, helping consumers feel secure when transporting goods by railway 2.5 Contents of the freight wagon exchange 2.5.1 Complete the State Government’s macro policy and build up documents system for wagon exchange In order to have a good implementation as well as orient for the development of the freight wagon exchange, the State Government, railway transport sector need to complete, supplement Development strategy, documents system, regulations, technical standard, etc related to the wagon exchange of railway transport 2.5.2 Complete theoretical foundations of the freight wagon exchange that are suitable for the conditions of Vietnam Complete the definition, indicate the essence, significance and benefits of the freight wagon exchange Complete principles and necessary conditions to implement the freight wagon exchange 2.5.3 Establish the information system of the freight wagon exchange Building the information system for wagon exchange helps to collect, analyze, evaluate and publicize in-time for all relevant participates The information system in the wagon exchange includes: External information system, internal information, research and analytical information system 2.5.4 Set up apparatus and operation rules for the freight wagon exchange The apparatus of wagon exchange is established for the railway transport sector to RTEs, railway stations may be organized to include Wagon work department, departments, and communicative wagon points 2.5.5 Set up communicative wagon work at communicative stations To implement communicative wagon work, it firstly needs to determine the system of communicative stations based on the principle that ensures the best conditions for the staffs of RTEs doing the communicative tasks and communicating goods together, which help to check and count exactly and quickly 2.5.6 Statistical work for date of using freight wagons To have a good implementation about statistical work for dates of using freight wagons, it needs to have a good system of procedures and decentralization of reports 2.5.7 Check, supervise the wagon exchange Checking and inspecting activities of the freight wagon exchange need to be done regularly for ensuring the strict implementation of rules and regulations of the freight wagon exchange between relevant participations 2.5.8 Build up methods of the freight wagon exchange At present, the State government allows different economic sectors participating in the national railway investments In this regards, different RTEs model will appear, creating different forms of wagon exchange Wagon exchange between RTEs who have their own territories Wagon exchange between RTEs who have their own territories and those who not have their own territories Therefore, to have a good implementation of wagon exchange, it needs to build up all methods of wagon exchange 2.5.9 Select the optimal wagon exchange method To determine the optimal method for the freight wagon exchange, it needs to meet the objectives of the wagon exchange which are the efficient exploitation of the general wagon scheme and saving resource for the railway sector and the society It also ensures the maximum gross profit of RTEs and participated enterprises have profits The choice of optimal method for wagon exchange needs to be based on mathematical models, finding the optimal method in the quickest way Supporting the transport operators to find the in-time method These solutions are considered the application of technology and building up searching software 2.6 Principles for the wagon exchange work Based on the theoretical study of the freight wagon exchange and the practices of VNR, the author sets out the principles for the organization of the carriage exchange as follows: 10 - Must comply with the State policy on railway transport development as well as the basic principles prescribed in the Railway Law and the regulations of the railway sector - Wagon exchange must be based on scientific basis in both theory and practice - Inheriting the experiences of the freight wagon exchange in the previous periods - To build a comprehensive technical and economic basis to serve the wagon exchange - Pay attention to training human resources for the exchange of wagons - Wagon exchange must achieve economic efficiency The exchange of wagons must ensure the social benefits and interests of railway consumers Thus, when building the regulations, designing the document system, organizing the wagon exchange, organizing the communication at the communicative stations, building the information system, and building up as well as select the optimal methods should comply with these above principles 2.7 Necessary conditions for implementing wagon exchange To implement wagon exchange works as well as ensure the rights of enterprises that participated in the exchange, there are necessary conditions as follows: - First condition: Must have theoretical foundation of the freight wagon exchange between RTEs - Second condition: Must have document system and regulations of the freight wagon exchange - Third condition: Must have the conditions of apparatus of the exchange as well as the communicative work for wagon at the communicative stations - Fourth condition: Must have the conditions of technical and technological aspects - Fifth condition: Must have the conditions of capabilities and qualification of staffs that participate in the wagon exchange Carrying out the above conditions will ensure a good exchange of the freight wagons between RTEs Thus, the RTEs will effectively solve the problem of using wagons and meet the development requirements of the railway sector 2.8 International experiences of the freight wagon exchange 2.8.1 International union of railways (UIC) The freight wagon exchange between members of UIC is based on Uniform Rules concerning Contracts of Use of Vehicles in International Rail Traffic (CUV), Regulation governing the reciprocal use of Wagons in International Traffic (RIV) The CUV and RIV rules clearly state the carved carriage code, liability in the case of loss of carriage damage, liability of the parties when causing loss of carriages, calculating the time of using carriages, and paying the rental wagons 2.8.2 The Organization of Railway Cooperation (OSZD) This organization was established on 28th July 1956 in Sophia (Republic of Bulgaria) The freight wagon exchange between countries of OSZD is based on Agreement on International Railway Goods Transport (SMGS) and Rules for the Use of Wagons in International Communication (PPV) 21 - Regulations on the operation of wagons: The wagons must be used for the right purposes, the empty wagons before loading the goods must be inspected and evaluated at the stations Wagon owned by RAILWAY TRANSPORT ENTERPRISES are not moved out of ownership if there are other ones of RAILWAY TRANSPORT ENTERPRISES that are more suitable The DNVT ĐS are required giving priority to wagons of other enterprises when unloading or loading - Regulations for the return of freight wagons: After unloading, the wagons not owned by the RAILWAY TRANSPORT ENTERPRISES must be returned to the RAILWAY TRANSPORT ENTERPRISES - the wagons’ owner and the heavy loading wagons The RAILWAY TRANSPORT ENTERPRISES – wagons’ owner should map out the journey for his wagons before leaving the territory of the route and regularly contact other RAILWAY TRANSPORT ENTERPRISES that the wagons passing to make the best use of the wagons, avoiding the wagons running hollowly - Regulations for maintenance and repair of damaged wagons inside and outside the RAILWAY TRANSPORT ENTERPRISES: Periodic repairs and wagon evaluations will be carried out in accordance with regulations of RAILWAY TRANSPORT ENTERPRISES – the wagons’ owner Heavy wagons (loading freight wagons) are prioritized for repairing in comparison to empty wagons, and fewer damaged wagons are also prioritized over damaged wagons - Regulations for compensation of lost wagons: The wagons that are considered lost are those that are so badly damaged that they must be liquidated, as well as those that are not sent back to the RAILWAY TRANSPORT ENTERPRISES – the wagons’ owner, within the prescribed time RAILWAY TRANSPORT ENTERPRISES using wagons lose the wagons must compensate RAILWAY TRANSPORT ENTERPRISES owning the wagons at negotiated prices or wagons can be compensated by given objects If the lost wagons used by the RAILWAY TRANSPORT ENTERPRISES are found and to be returned to the owning RAILWAY TRANSPORT ENTERPRISES within the specified period of deadline compared to the lost time, the owing RAILWAY TRANSPORT ENTERPRISESs have to return the compensation, but retaining percentage of annual income, which is calculated from the date of lost notice until the time of the return 4.1.2 Developing regulations of the time calculating of use and exchange of freight wagon The time calculating can be either day or hour Where there is a mismatch in the statistics, the data set by the railway operator shall be established and proved to be valid The format of reporting tables and time statistics have to be uniformly agreed within all RAILWAY TRANSPORT ENTERPRISES 4.1.3 Regulations for the payment of wagons rent, repair and other types of fines - Regulations for wagon rental payments: rental cost is the amount that the rented enterprises have to pay for owners, which ensures the benefits of the wagon owners The rental price was negotiated by RAILWAY TRANSPORT ENTERPRISES and built up accumulatively over time for the renting The longer the rent is, the higher 22 the price is The charge duration is calculated by day or hour Rental enterprises may be exempt from the paying rent or partial exemption in certain circumstances as required - Regulations for repairing service for the owners: The RAILWAY TRANSPORT ENTERPRISESs are responsible for repairing the wagons of other businesses that are damaged while running within the scope of their business The cost of repairing a wagon is calculated conforming to the general regulations of the industry - Regulations for the calculation of wagon lease fines: The RAILWAY TRANSPORT ENTERPRISESs renting wagon will have to pay a fine to the owners when missing the return time The price of wagons rent during the penalty time equals to the normal renting price multiplied by a coefficient that is determined jointly by the Railways industry 4.2 Design of document systems for the exchange of freight wagons 4.2.1 Formulating regulations on coordination of repair management, operation and communication of wagons * Purpose of coordinated regulations: clear separation of responsibilities for quality management of freight wagons *) The contents of the coordination regulations include: - Regulations on the management of operation and repair of wagons: wagons of RAILWAY TRANSPORT ENTERPRISESs must have the technical documents and wagons of any enterprises must be managed by that enterprise Wagons must be observed, maintained, repaired periodically according to the regulations of the railway industry - Regulations on technical communication of freight wagons at the communicative terminals: All wagons passing through the communication stations of the RAILWAY TRANSPORT ENTERPRISES must be technically communicated according to regulations 4.2.2 Developing and signing economic contracts Based on the provisions of the Railway Law in 2005, the revised Railway Law in 2007 taken effect as from July 1st 2018, the Law on Enterprises, the Law on Competition, and the regulations of the Railway Industry, The railway enterprises have built and signed economic contracts related to the exchange of wagons Such as the contract for the provision and use of railway transportation services and related support services, the contracts on the provision and use of communication products among railway enterprises, repairing service contracts between the railway enterprises In addition, railway enterprises can sign additional monthly or quarterly wagon rental contracts 4.3 Organizing mechanism of the exchange, delivery and receiving of wagons at the communication stations (border stations) 4.3.1 Organizing the mechanism in the exchange of wagons - Board of freight wagon: It is necessary to set up a freight wagons board The freight wagons commission consists of stations and freight wagons Terminals and operators perform their functions within a certain area These areas cover the entire railway network 23 - Communication terminals: communication terminal is located at the communication stations and belongs to the railway enterprises The communication terminal consists of the station supervisor, deputy commissioner, communication commissioner, communication train manager, communication technicians, sales communication staffs, reporting staffs, employee attendance translation (if any) Depending on the volume of communication works, the communication terminals may not have a deputy, a communications officer may be the communication manager, and a communications manager who can cover the work of the communications officer 4.3.2 Organizing the delivery and receiving of wagons at the communication stations - Wagon and goods communication: Conforming to the regulations of the railways industry and railway enterprises - Inspection team of wagon techical check and merchandise trade: When the board of communication staffs of two railway enterprises together to communicate with each other Communication wagon group includes persons (one for a railway company), commodity communication group includes 02 persons for each (one for a railway company) The number of communication groups can be 2,4,8 groups depending on the length of the train and communication time - Communication Station: the place where the process of wagon communication and goods trade In order to facilitate transportation operation as well as to exchange freight wagon, communication stations should be technical stations The technical inspection of the train can be carried out in parallel with the process of wagon and trade communication In the future of railway network planning, technical station planning should also pay attention to placing in the same one with the location of communication between the railway enterprises The stations of Lao Cai, Son Yeu, Dong Dang, Bang Tuong are both technical stations and communication stations 4.4 Establishment of information system for the exchange of freight wagon The process of building an information system consists of the following steps: - Determining the objectives and functions of the wagon information exchange system - Determining the information needs for the exchange of the freight wagon - Identifying sources of information for the exchange of wagons - Building information systems for the freight wagon - Carrying out the collection of information for the exchange of wagons - Forecasting and developing of the decision on operating the freight wagon exchange - Monitoring and updating information for the exchange of freight wagons 4.5 Developing the alternatives of the freight wagon exchange Based on the assumption of RAILWAY TRANSPORT ENTERPRISES1 (VTDS 1) and RAILWAY TRANSPORT ENTERPRISES (VTDS 2) are the territorial enterprise, and terminal K is a communication station RAILWAY TRANSPORT ENTERPRISES (VTDS 3) and RAILWAY TRANSPORT ENTERPRISES 24 (VTDS 4) are non-territorial enterprises The case of freight wagon exchange may occur as follows: 4.5.1 Case 1: Under the unloading regime, the ownership area is returned 1) VTDS rent wagon of VTDS a) The wagon is in zone a1) VTDS1 is loading in zone (KV1) for transporting and unloading in zone (KV2) a2) VTD pulls hollowly at another station to the station in KV1 to load and transport and unload at station in KV2 a3) VTDS1 is loading at the transport station and unloading at the station in KV1 then pull hollowly returning at station K a4) VTDS pulls hollowly at another station to the loading station, transports and unloads at the station in KV1 then pulls hollowly at K station b) The wagon is in zone b1) VTDS1 pulled the empty wagon from KV2 to load at KV1, transported and unloaded at KV1 and returned hollowly at K station b2) VTDS1 loaded in KV2, transported and unloaded in KV2 b3) VTDS1 loaded in KV2, transported and unloaded in KV1 and returned hollowly in K b4) VTDS dragged the empty wagon from KV2 to load in KV1 and then transported and unloaded in KV2 b5) VTD pulls empty from the other station to queue at the station in KV2 to be transported to unloading at KV1 station and then empty at station K b6) VTDS pulls hollowly from other station to load at the station and then transports it to the station in KV2 for unloading 2) VTDS rented by VTDS 1: In contrast with case (10 cases) 3) VTDS rent wagon of VTDS 1: a) Wagon is in KV1 a1) VTDS lined up at KV1 station to transport and unload in KV2 and then pull hollowly at K: a2) VTDS3 pulled hollowly from KV1 to line, transported, unloaded at KV2 and then pulled hollowly at K station a3) VTDS pulls from another station to the station in KV1 to load, transport to the unloading station in KV2, then pulls hollowly to KV1 at station K a4) VTDS drags hollowly from another station to the station in KV1 for loading, transporting to the unloading station, pulling hollowly to the loading station, transporting and unloading at the station in KV2, then pulling hollowly to KV1 at station K (unloading many times in KV2) a5) VTDS loading and unloading at KV1 25 a6) VTDS pulled hollowly to the loading station, transported, and unloaded at the station in KV1 a7) VTDS pulls hollowly from other station to loading, transporting, unloading, then pulling to another station to load, transport and unload at the station in KV1: (loading and unloading can take place many times) b) wagon is in KV2 b1) VTDS is located in KV2, transported and unloaded at KV1 b2) VTDS pulled hollowly to the loading station located in KV2, transported, unloaded in KV1 b3) VTDS pulls empty wagon from KV2 to load at station in KV1, transports and unloads at KV1 station b4) VTDS loading, transporting and unloading in KV2 and emptying KV1 at K: b5) VTDS pulled hollowly from other station to loading station, transported and unloaed in KV2, then pulled hollowly to KV1 at station K b6) VTDS pulls empty wagon from other station to loading station, transports, unloads, pulls empty, transports and unloads in KV2, then pulls hollowly to KV1 at station K (can be unloaded many times in KV2 and then return hollowly ) 4) VTDS rent wagon of VTDS (similar to VTDS rent wagon of VTDS1) 4.5.2 Case 2: According to the regulation of the unloading place is the same returning place 1) VTDS rent wagon of VTDS 2: a) wagon is in KV1 a1) VTDS1 lined, transported and unloaded in KV1 a2) VTDS pulls empty wagon from other station to load, transport, and unload at station in KV1 a3) VTDS pulls empty wagon from other station to loading, transporting, unloading, then pulls to another station to load, transport and unload at the station in KV1: (This loading can take place many times) a4) VTDS1 lined at KV1 station, transported unloaded at station KV2: (like unloading is then returned to the enterprise) a5) VTDS pulls empty wagon from other station to railway station KV1, loading and unloading at station KV2: (like unloading is then sent back to the enterprise) b) The wagon is in KV2 b1) VTDS1 is lined in KV2 for loading, unloading and emptying in KV1 b2) VTDS pulled hollowly, loading in KV2 to transport, unload and empty in KV1 b3) VTDS1 is pulled empty one from KV2 station to KV1 station, loading, transporting and unloading goods in KV1 b4) VTDS lined in KV2, transported and then unloaded in KV2: (same as the case of unloading returned to the scope of ownership) b5) VTDS pulls empty wagon from the other station to the station and then transports it to the station in KV2 for unloading (same as when the unloading is then back to the enterprise) 26 b6) VTDS pulls empty one from other station to loading station, transports, unloads, then pulls hollowly, loaded, transported and unloaded at KV2 (loading and unloading is carried out many times) 2) VTDS rent wagon of VTDS (opposite to VTDS rent wagon of VTDS 2) 3) VTDS rent wagon of VTDS a) The wagon is in KV1 a1) VTD1 loaded in KV1 to transport and unload in KV2 a2) VTDS pulls hollowly at another station to the station in KV1 to load and transport and unload at station in KV2 a3) VTDS pulls empty wagon from KV1 to load, transport, unload in KV2 a4) VTDS1 lined, transported and unloaded at KV1 a5) VTDS pulls hollowly to the loaded station, transports, and unloads at the station in KV1 a6) VTDS pulls empty wagon from other station to load, transports, unloads, then pulls to another station to load, transport and unload at the station in KV1: (loading can take place many times) b) The wagon is in KV2 b1) VTDS is located in KV2, transported at KV1 b2) VTDS pulled empty wagon to the station located in KV2, transported, unloaded in KV1 b3) VTDS1 pulled empty wagon from KV2 station to load at KV1 station, transported and unloaded at KV1 station b4) VTDS1 lined, transported and unloaded in KV2 b5) VTDS pulls empty from other station to loading station, loading and unloading in KV2 b6) VTDS pulls empty from other station to loading station, transports, unloads, pulls empty, transports and unloads in KV2 (can be unloaded many times in KV2 and then return empty) 4) VTDS rent wagon of VTDS (similar to VTDS rent wagon of VTDS 3) 5) VTDS rent wagon of VTDS a) The wagon is in KV1 a1) VTDS load at KV1 for loading and unloading in KV2 a2) VTDS pulled empty wagon at another station to the station in KV1 to load, then transported and unloaded at station in KV2 a3) VTDS dragged empty wagon from KV1 to load, transport, unload in KV2 a4) VTDS3 load, transport and unload at KV1 a5) VTDS pulled hollowly to the loaded station, transported, then unloaded at the station in KV1 a6) VTDS pulls empty wagon from other station to loading, transporting, unloading, then pulls to another station to load, transport and unload at station in KV1: (loading and unloading can take place many times) b) The wagon is in KV2: In contrast to the case a 4.5.3 Case 3: unloading goods then returning as request is not subject to ownership area 27 1) VTDS rent wagons of VTDS a) the wagon is in KV1 a1) VTDS1 lined, transport, unload in KV1 and then return hollowly as required in KV1 a2) VTDS pulls empty wagon at another station to the loading station, transports and unloads at the station in KV1, then returns empty one as required in KV1 a3) VTDS pulls empty wagons from the other station to load, transports, unloads, then pulls to another station to load, transport and unload at the station in KV1 (this can take place many times) then return hollowly as required b) The wagon is in KV2 b1) VTDS is located in KV2, transported and discharged, then returned hollowly as request in KV1 b2) VTDS pulls empty wagons to the station located in KV2, transports, unloads and returns hollowly as required in KV1 b3) VTDS pulls the empty wagon from KV2 station to line at KV1 station, transports and unloads at KV1 station, then returns empty as required in KV1 2) VTDS rent wagons of VTDS (similar VTDS1 rent wagons of VTDS2) 3) VTDS rent wagon of VTDS a) wagon is in KV1 a1) VTDS1 lined, transported, unloaded in KV1 and then returned hollowly as required a2) VTDS pulls empty wagon at another station to the loading station, transports and unloads at the station in KV1, then returns empty as required a3) VTDS pulls empty wagon from the other station to load, transports, unloads, then pulls to another station to load, transport and unload at the station in KV1 (this can take place many times) then returns hollowly as required a4) VTDS1 lined in KV1 to transport and unload in KV2 and return as required a5) VTDS pulls empty wagon at another station to the station in KV1 to load, then transports and unloads at the station in KV2, then return hollowly as required a6) VTDS1 pulled empty wagon from KV1 to line, transported, unloaded in KV2, then returned hollowly as required b) The wagon is in KV2 b1) VTDS1 line, transport and unload in KV2, return hollowly as required b2) VTDS pulls empty wagon from other station to loading station, transports in KV2, returns hollowly as required: b3) VTDS pulls empty from other station to the loading and unloading station, transports, unloads, pulls, transports and unloads in KV2 (can be loaded and unloaded several times in KV2) b4) VTDS is located in KV2, transported and unloaded in KV1 and then returned hollowly as required b5) VTDS pulled empty to the station located in KV2, transported and unloaded in KV1 then return hollowly as required: b6) VTDS pulls empty wagon from KV2 station to load at KV1 station, transports and unloads at KV1 station, then returns hollowly as required 28 4) VTDS rent wagon of VTDS (similar to VTDS rent wagon of VTDS 3) 5) VTDS rent wagon of VTDS Rent wagon of VTDS4 car will be benefited, other costs are similar with VTDS renting of VTDS3 4.6 Build up mathematical model for choosing the optimal method for freight wagon exchange 4.6.1 Content of mathematical model for choosing the optimal method for wagon exchange It is assumed the railway network has m – Railway Transport Company Xj = {Xi, i= 1, ,}; n:railway station V = {Gi, i = 1, }, each station Gi is owned by a company Xj; railroad area connects railway stations E = {; Gi, Gj G}, each railroad area is owned by a company Xj, companies that own stations/railroad areas are called territory-owned company These companies have responsibilities for train operations within their owned territories that have been regulated or received the agreement between companies The system has p wagons T = { Ti, 1, ), where each wagon Ti is owned by a company Xj These wagons are scattered at stations with unoccupied or occupied status, and they might be hired for an identified time t following the rules: if the wagons are unloaded in a station, it will be returned to this station; or the wagons will be returned following the requirements (based on the scope of ownership or any stations within the railway system) Hire charge for wagon Yi Cwagon time (hire charge for the wagon based on the normal charge of the railway transport company Yi) if t ≤ t1 hours (where t1 is the maximum time for the normal charge); if t1< t≤ t2 (where t2is the maximum time for the overtime charge), t1 has the i hire charge is Cwagon time , t1 –t has the hire charge is k1 CY (where k1 is the wagon time Y i coefficient of overtime charge); if t20 mYi ∈ >0 mXj = DXj - EXj =L Xj MN C − e1Xj + e2Xj + e3Xj + e4Xj + e5Xj > mYi∈Y = DYi - EYi = (D1Yi + D2Yi +D3Yi ) − e1Yi + e2Yi > Where: + D : Gross revenue of company Xj + E : Total costs of company Xj + m : Total profit of company Xj + D : Gross revenue of company Yi + E : Total costs of company Yi + m : Total profit of company Yi a Revenue of railway transport companies - Revenue of goods delivery charge of company Xjfrom station GM to station GN is: Xj DXj = LMN Ccharge rate - Revenue from hired wagons services of companies Yi (if any): 30 Yi Yi Yi ⎧Thired Cwagon time if Thired ≤t1 ⎪ Yi Yi Yi D1Yi = t1 CYi wagon time +(Thired -t1 ).k1 Cwagon time if t1 t2 ⎩ - Revenue from empty car movement of company Yi (if any) : Yi D2Yi = LrYi Cempty car km Where: LrYi : distance of empty car movement of railway transport companies Yi Yi Cempty car km : hire charge for empty car km of railway transport companies Yi Gross revenue of all companies Yi: D = D1Yi + D2Yi + D3Yi b Costs of railway transport companies - Cost of hiring wagons of company Xj: e =∑ ∈ D - Cost of empty car movement of companies: + Cost of empty car movement of company Xj based on production cost: e2Xj =LrXj Cempty car km Where : LrXj : distance of empty car movement of company Xj CGT empty car km : cost of1 empty car km of company Xj based on production cost + Cost of empty car movement paid by companies Xj for company YiXj: e =∑ ∈ D + Cost of empty car movement of company Yi based on production cost: e1Yi =LrYi Cempty car km Where: LrYi : distance of empty car movement of company Yi - Cost of heavy car movement of companies: + Cost of heavy car movement of company Xj based on production cost: e4Xj =LnXj CGT heavy car km Where: LnXj : distance of heavy car movement of company Xj CGT heavy car km : cost of1 heavy car km based on production cost + Cost of heavy car movement paid by companies Xj for company YiXj: e =∑ ∈ D + Cost of heavy car movement of company Yi based on production cost: e2Yi =LnYi CGT heavy car km Where:LnYi : distance of heavy car movement of company Yi Total costs of railway transport companies: + Company Xj: EXj = e1Xj + e2Xj + e3Xj + e4Xj + e5Xj 31 + Company Yi: EYi = e1Yi + e2Yi , YiY c Profit of railway transport companies + Profit of company Xj: Xj mXj = DXj - EXj = LMN Ccharge rate − e1Xj + e2Xj + e3Xj + e4Xj + e5Xj + Profit of company Yi with YiY: mYi = DYi - EYi = (D1Yi + D2Yi +D3Yi ) − e1Yi + e2Yi 4.6.3 Solution for finding the optimal method of wagon exchange 4.6.3.1 Step modelling of finding solution for the optimal method of the freight wagon exchange The process of finding the optimal methods of hiring wagon of company Xj is presented in Figure 4.11 Begin Determining model of the railway system Determining loading, unloading stations; number of wagons, types of wagons Determining RTEs participated in wagon exchange, rented time and exchange regulation Determining route from the loading station to unloading station Determining hire charge of wagon, empty/heavy wagon Finding proposed hire wagons and calculating cost of each wagon Finding group of optimal wagons Counting profits of companies False Accepted by all companies True End Figure 4.11 Map of finding optimal method of hiring wagon 32 4.6.3.2 Detailed solutions Modelling the railway system, determined the shortest path, finding out the proposed hired wagons and groups of optimal wagons 4.6.4 Software design 4.6.4.1 Designing database to describe the railway network Described RTEs and transport rates of RTEs, described stations, sections on the railway system, described freight wagons of RTEs 4.6.4.2 Designing functions (Uses case) Designed general functions and function for finding method of hiring wagons 4.6.4.3 Testing the software Problem: Determine one solution for RTE3 (non-territory) in order to hire 10 wagons (H) to load goods at Station and unload goods at Station 114 The rules are after unloading, wagons will be returned following the requirements Involved companies include: RTE4 (non-territory) with the rules: after unloading, wagons will be returned following the requirements at Station 116) Total hiring time is 90 hours RTE5 (nonterritory) with the rules: after unloading, wagons will be returned following the requirements at Station 140) Total hiring time is 85 hours The whole railway system is belonged to RTE1 (has territory) Input data includes: : t1 = 120 hours; t2 = 240 hours, Gross revenue of delivery charge rate is 115.000.000 VND, k1 = 1.2, k2 = 1,5; and other relevant costs are described in the appendix After running the software, results are presented below With this above method, 10 hired H wagons were belonged to RTE4 and these wagons were at Station RTE1 (cost of heavy/empty car movement: 6.000 VND/Ton; production cost of heavy/empty car movement: 6.000 VND/Ton.km): Gross Revenue is 102.489.600 VND, total cost is 102.489.600 VND, Profit is VND RTE4 (hire charge of wagon 12.000 VND/wagon time): Revenue is 10.800.000 VND RTE5 has no suitable wagons to hire RTE3: delivery charge rate is 115.000.000 VND, cost of heavy/empty car movement, hire charge of wagon is 113.289.600 VND, profit 1.710.392 VND Thefore, based on the rules that after unloading, wagons will be returned following the requirements and hire charge of wagon, there are no profit at RTE1 and this method can not be condcuted Adjustment for the charge needed to be applied in this case to ensure all the companies would have profits In details, cost of heavy/empty car movement was adjusted (i.e 6.020 VND) and then new method of hiring wagons was found With this above adjustment, Vietnam Railway: Profit 341.608 VND, RTE4: Revenue of hiring wagon is 10.800.000 VND RTE3: Costs increased to 113.631.200 VND, profit reduced to 1.368.784 VND Conclusion: If the companies accept this method, it will be conducted, otherwise continuing to have appropriate price adjustment based on the benefits of the State Goverment, the railway transport sector, and RTEs who rented wagons and provided rented wagon services 33 CONCLUSION AND RECOMMENDATIONS Conclusion Derived from practical requirements, the thesis has emphasized on improving the theoretical basis of the exchange of wagons between RTEs: + The thesis has analyzed the nature and significance of the exchange of wagons between RTEs + The thesis presents benefits that the State, Railways, railroad businesses and consumers obtain by participating in the freight wagon exchange + The thesis describes the contents of the exchange of wagons between the RTEs + The thesis builds the principle of exchange of wagons between RTEs The thesis examines the conditions for exchanging the freight wagons between RTEs - Based on, analyzing and evaluating the exchange of freight wagon in Vietnam Railways The author focuses on the solutions to organize the exchange of wagons between the RTEs This is also the central content that the author has made original contributions and proposals in the thesis: + The thesis has built and completed the regulations on the exchange of freight wagon + The thesis has designed document system specifically for the exchange of freight wagons + The thesis has set up an organizing mechanism for the exchange of freight wagons + The thesis has built the process of communicating wagon at communication stations, and border stations + Building information system for the exchange of freight wagon + The thesis has built the plan for the freight wagon exchange based upon regulations: Unloading has then returned to the scope of ownership, unloading to the same place, the unloading regulations of returning as required On the basis of these regulations, the thesis calculates the revenue, expenses and profits for the RTEs participating in the exchange of wagons + The model of mathematical model to choose the optimal wagon exchange scheme for RTEs Based on the mathematical model, the thesis presents the optimal solution for the exchange of freight wagons using software-aided calculation Applications have carried out to the specific situations of Vietnam Railways - Based upon the research findings, the author would suggest the future researches are as follow: + To build a database on railway transport means To formulate the norms of time for railway transport operations + Building cost norms and production cost which are the database included in the software to automatically calculate the price of empty drag and heavy drag + Freight wagons input database is still in static state However, when database on freight wagons and norms of the working time have been standardized with the synchronous modern infrastructure, the database of freight wagons must be reviewed in real time + With the current number of wagons and the Vietnam’s railway network, the C # programming language or the Visual Studio 2013 programming environment can 34 perform well But in the future with millions of wagons and a complex railway network, new programming language research to speed up the choice of optimal wagon exchange options needs to be considered Recommendations - Recommendations to the Government: + To study and complete the system of legal documents, creating a ventilation mechanism for developing the railway industry + To study, supplement and build a system of uniform technical standards for the system of infrastructure, signal information equipment and railway transportation means + To study and formulate policies to attract other economic sectors to invest in the railway network, to participate in the railway transportation market, in order to raise the competitiveness and the capacity of the industry + In addition, the government should have policies to support research facilities of railway transport - Recommendations to the Railway Industry: The railway has made many efforts as well as achievements in the exchange of freight wagons Followed by the achievements, the author has some recommendations: + Completing the document system and consolidating the organizational structure and apparatus in the exchange of freight wagon and the delivery and receiving at the communication stations + Developing standard norms of the time of station operations, standard of production cost, and price transparency; and creating a fair environment for all enterprises participating in the railway transportation + Studying and applying of mathematical models to select the optimal exchange scheme in transport operation, which is the scientific basis for the transport operator to offer an alternative wagons exchange + Developing a plan of human resource training for transport management and the exchange of freight wagon 35 LIST OF SCIENTIFIC PUBLISCATIONS I) Original articles Nguyen Tien Quy, Nguyen Huu Binh (2015), “Exchanging the freight wagons between railway transport enterprises” , Journal of Transportation,Vol 8, no 08, pp 94-95 Nguyen Tien Quy, Nguyen Huu Binh (2016), “Researching on method of exchanging wagons between railway transport enterprises”, Journal of Transportation,Vol 12, no 12, pp 72-74 Nguyen Tien Quy (2017), “Organizing wagons exchange between railway transport enterprises”, Journal of Transportation,Vol 12, no 12, pp 178-180 Nguyen Tien Quy (2018), “ Building mathematical model for choosing wagon exchange method between railway transport companies in Viet Nam”, Journal of Transportation,Vol 1+2, no 1+2, pp 82-87 Nguyen Tien Quy, Nguyen Huu Ha (2018),“Building information system for the wagon exchange”, Journal of Transportation,Vol 3, no 3, pp 129-131 Nguyen Tien Quy, Nguyen Huu Binh (2018), “Wagon exchange in railway transport” Journal of Transportation,Vol 4, no 4, pp 149-152 II) Scientific projects Nguyen Tien Quy (2016) “The solutions of completing the exchange of freight wagons between railway transport enterprises ”, Univertity research project T2016 VTKT – 07, University of Transport and Communications