Analysis of the Application of the New Bitumen Method for Railway Construction
V. A. Ksenofontova Emperor Alexander I Petersburg State Transport University Saint Petersburg, Russia koc-vera@yandex. ru
Abstract. Bitumen is a major component of asphalt. It, like other viscous petroleum products, is characterized by loss of fluidity during transport at low ambient temperatures. The paper proposes a new method for transporting road bitumen as a saturated cargo in the form of a pellet with a protective cover preventing moulding and forming a component of asphalt concrete. The process of transport of viscous petroleum products is discussed in detail. A system of mathematical models of the process of transport of viscous petroleum products was constructed, followed by simulation and functional-cost analysis.
Keywords: bitumen, railway services, mathematical model, simulation model, viscous petroleum products, business process, Petri net.
Introduction
The road system of the Russian Federation dates back to the Russian Empire and continues to develop to this day. The Government of the Russian Federation has approved a number of regulatory documents which justify the country's transport strategy up to 2030.
The expected results of this development are:
• creating conditions for economic growth;
• improving the competitiveness of the national economy and the quality of life of the population;
• ensuring access to safe and quality transport services;
• turning Russia's geographical features into its competitive advantage for the transit of goods from Europe to South-East Asian countries.
The objective of improving the quality, efficiency and staffing of the Russian transport sector is achieved by:
• development of the network and improvement of the quality of federal roads;
• the commissioning of new roads of federal importance after construction and reconstruction;
• improving the level of integrated settlement in rural areas by public roads. (In particular, roads leading from the public road network to the nearest sites of public interest, as well as agricultural production and processing facilities, should be paved);
• improving the efficiency and security of the transport system through the development of a sectoral education system and increasing the level of personnel support for transport activities.
On the basis of the above-mentioned plans for the construction and reconstruction of existing roads in Russia, it can be said that their implementation will require large volumes of bitumen transport for road construction and repair. This paper addresses issues aimed at reducing road bitumen delivery costs. It is one of the most important components of asphalt
concrete, which is used as a hard pavement for roads, access roads and unloading areas.
Bitumen. Proposal of a new delivery model
The considerable difficulties of rail transport of dark viscous petroleum products (oil, tar, bytums etc.) in the Russian Federation are due to the long distances and cold climate of the country. During the cold season, which in some regions extends up to 8-9 months per year, the cargo is cooled during transport, resulting in a sharp increase in its viscosity, up to a hardened state [1-3]. Consequently, the problem of unloading the oil delivered by the consignee immediately arises.
The standard solution to this problem is heating of the oil cargo to restore its fluidity before discharge and the use of tank-wagons with heat-insulating boiler casings. These thermosis tanks shall, to varying degrees, slow down the cooling of the oil cargo during its carriage [4-7].
The main types of wagons for the transport of oil-bitumen, oil and coal-fired pecks are bunker-type wagons and thermos tanks with electric and steam heating.
The structure of the bunker wagon makes it possible to load the bitumen in liquid form at temperatures close to 200 °C, and the wagon is unloaded when the bunkers roll over on one side of the track. The double lining of the wagon framework makes it possible to pour steam into the internal space between the shells in order to heat the bitumen before unloading, thus ensuring its guaranteed unloading during the cold season [8-10].
what is proposed below is a new, radically different way of delivering high-viscous solidifying oil products, the bulk of which are road-building bitumen in terms of transport volumes.
The essence of the method is that, in order to reduce the cost of all bitumen transport operations involving their loading in railway wagons, transport, unloading, trans-shipment to road or water transport and, Finally, the bitumen is initially prepared in the form of a pellet by storage in warehouses or on sites.
Pellets are considered to be solid cylinders prepared in factory conditions at refineries and having a protective envelope to prevent them from being fused together and placed on the walls of a transport or storage container, for example, a wagon or container.
Bitumen is a component of asphalt concrete, which is paved on roads. The amount of bitumen is about 12-14 % by weight of all ingredients forming asphalt concrete. Other components of asphalt concrete are sand, fine granite crumbs, lime, surfactants.
The composition of the asphalt concrete is determined by such factors as the characteristics of the moisture content of the ground beneath the road surface, the intensity of the road operation, its cost, the time of its self-sustainability and many others.
Asphalt concrete ingredients such as fine sand and lime can themselves be used as a pellet shield. The possibility of preparing, transporting and directly using the pellet DSNB is due to the fact that the bitumen:
• have a high softening temperature close to plus 60 °C;
• the rigidity and elasticity suitable for the transport objectives;
• does not interact with water and snow;
• have low thermal conductivity.
The main advantages of preparing bitumen in the form of a pellet are that during the cold season it can be delivered and processed as bulk rather than bulk cargo. For this purpose, it is possible to use platforms-pipes, semi-cars, containers, and from floating means — open barges.
During transport operations, it is not necessary to heat the delivered oil product in order to restore fluidity during unloading, it is not necessary to use a specialized rolling stock having a very large (up to 50 %) return empty mileage, conditions of storage in warehouses and on site are simplified.
In the new mode of transport and the use of bitumen, the question arises of the cross-linking of pellets between them under external heat and under static loads.
For the study, consider the pellets loaded in the container (as an option in the wagon for bulk cargoes).
Consider a container with pellets as a certain body containing a heterogeneous (in our case, two-component) medium consisting of a pellet shaped as a cylinder, between which the contact passes along a thin line and the space between which is filled with air. The pellets are connected to each other by gravity and mutual friction. The transfer of mechanical loads and heat from one cylinder to the other is carried out along the contact lines between the parallel cylinders. In addition, heat is transferred through the air in the gaps between the cylinders due to the molecular heat conductivity.
In the case of an embankment in a semi-car, the cylindrical pellets are arranged in the body of the semi-wagon in a random manner, and the pellets can be arranged in an orderly fashion in parallel layers, as shown in figure 1. This kind of heterogeneous environment in construction mechanics is commonly called «grainy media».
Fig. 1. A scheme of pressure distribution in a grainy medium of ideal cylinders
The granular medium is understood as a system of disconnected bodies interacting with each other through point contacts.
The apparatus of the mechanics of grainy media was developed by Prof. I. I. Kandaurov [8]. He suggested that the distribution of stresses in an environment should be seen as a random process of transferring loads from the upper layers to
the lower layers. Granular environments are generally divided into uncontested environments where lateral stresses are not distributed and spacers for which the spacing coefficient k can be introduced (fig. 1).
The pellets loaded into the body of the wagon by the mound can be considered as a quiet environment, and those placed in an orderly manner into the container can be considered as an empty environment.
The grain medium model of Kandaurov I. I. [8] introduces the assumption that the average number of contacts that has one spherical particle in a nondisputed medium in the spatial three-dimensional problem is 8, and in the flat problem is 4. This provision has been introduced, Based on the most likely particle package to ensure the statistical stability of their ensemble.
This has been confirmed and experimentally demonstrated in tests with grainy media such as sand, gravel and fine granite crumbs [8].
When the pellet is loaded into the body of the wagon by means of an embankment and arranged on the side walls of the wagon body by means of layers, the forces of emptying respectively saturated and rolled goods act.
The static pressure of the base load assembly per unit of the body wall area shall in general be calculated by the formula:
_ _(1+k)ygysin(a+$)_
Pa _ r --,2 ,
sin (a oJ^+^^^-s)sin(a+p)\
where a is the angle of the body to the horizon, p is the angle of the surface of the cargo to the horizon. For the vertical walls of the body of a semi-car loaded «without a cap» a = 90° and p = 0. In the case of bitumen transport in the body of a doomcara platform, the two values have different values depending both on the type of the car model and its occupancy level;
5 is the friction angle of the cargo against the metal walls of the body (set according to special normative tables);
9 is the angle of natural discharge formed by the surface of freely saturated cargo relative to the horizontal, rada;
g is the acceleration of gravity, m/s2;
y is the distance from the surface of the bulk cargo to the point where the pressure is determined, m;
y is the calculated saturation density of the cargo (taken as a quotient of the division of the carrying capacity of the wagon by the volume of the bodywork), rad;
k is the coefficient of vertical dynamics. In uniform motion, take k = 0,1. For calculated acceleration or impact modes, normative tables are given.
For the vertical walls of a semi-car (a = 0), when loading «without a cap» (P = 0) and without taking into account the friction of the cargo against the wall of the body (5 = 0), the latter formula is simplified and takes the form of:
Pa _(1 + k)ygytg2(4-t) .
Let us make the last simplistic assumption that the pellet is loaded into the semi-car so that its upper surface is horizontal (9 = 0 rad). The tangent is equal to one. Note that the bulk weight of the oil cargo carried as a pellet y = 800 kg/m3. Then the test pressure on the sides of the wagon at a height of y = 1,5 m (cd = 0,1) will be:
p _ 1,1 x 800 x 9,8 x 1,5 _ 12 936A; .
^a , , , m2
This low pressure of the bulk bitumen is not likely to create any dangerous situations for a cargo semi-car with a metal body.
Let's stop now at the equivalent thermal conductivity of the transported oil cargo. The bulk pellet in a container or in a semi-car can be considered as a two-phase system where one of the phases (air) is distributed continuously and the other (the bitumen cylinders themselves) is discretely in the form of separate parallel layers having linear contact with each other. Figure 2 provides a design cell of tightly packed cylinders. This figure shows that, when packed tightly, each cylinder is surrounded by six adjacent cylinders and has six points of contact with them.
Fig. 2. A two-phase system for uniformly distributed spherical particles
Connect the cents of the ABCDEG cylinders, the same radius R, which are in contact with the central cylinder O. As we can see, the calculated cell has the shape of a regular hexagon with a side equal to 2R. we consider that all cylinders have unit length and therefore their volumes are numerically equal to the end area.
The area of a regular hexagon with a side of 2R is equal
5cell = 6V3fl2 = 10,2fl2.
Inside the cell is one central cylinder with a base area S and six cylinder segments with an area S/3 each. Therefore, the total area of the solid phase (in figure 2 of the shaded area) is equal to
5 solid phase
= 3nR2 = 9,42fl2
Area of cell per gas phase (air)
■^gas phase
cell '
5solid phase
= (6V3 - 3n)R2 = 0,9fl2 .
Then the relative volume occupied by the gaseous phase (taking into account that the length of the cylinders is conditionally assumed to be equal to one) will be:
1/ — 5gas phase _ 9,4 _ n q--,.;,
^relative <, _ 102 _ 0,923 •
^solid phase J-U,2
The heat flow is considered to be directed perpendicular to the plane of the layers, wherein the Maxwell-Eichen formula is used to determine the equivalent heat conductivity of a two-phase system comprising air and bitumen in the form of a pellet. Under these conditions, the medium-volume thermal conductivity of the medium will be:
^eq ^gas '
^solid phase relative
?as phase relative
= 0,024 X
1+20,95 1-0,088
0,0756
Vt
m-grad '
where Agas = 0,024 W/m °C is the coefficient of thermal conductivity of air in thin interlayers. The numerator contains
the volumetric fraction of the solid phase (i. e. occupied by pellets) and the denominator contains the volumetric fraction of the gas phase.
As we can see, the equivalent heat conductivity of the bitumen in the form of a pellet is almost twice as small as that of monolithic bitumen.
Mathematical model for the carriage
of bitumen by rail
Modern mathematical models are distinguished by the complexity of the models associated with the complexity of the objects being modelled.
The process of constructing any mathematical model is broken down into several steps:
1. Description of the existing model.
2. Mathematical Problem Statement.
3. Model correctness and problem solving (in our case with simulation).
4. Model adequacy check (comparison of simulation results and real data).
5. Analysis of the results.
Description of the transport process model. The process of transport of viscous petroleum products to the final consumer consists of the following steps:
1. The composition shall be cleaned of the residues of the viscous petroleum products (at the washing and cleaning station).
2. Inspection of the convoy commercially with a view to the suitability of the tank for loading the specific cargo.
3. If no malfunction has been detected and the convoy is ready for loading, the station officer on duty shall be informed.
4. The viscous petroleum products shall be heated and sealed in the railway tank, the wagon shall be closed and sealed.
5. The railway tanks are sent to the adjoining station to form a convoy.
6. The train shall be inspected and sent to the final station of the consignee. The consignee shall be informed in writing of the consignment. If a railway tank is found to be defective in route, either it is repaired and the cargo continues on its way, or the cargo is pumped into another tank and a decision is made to proceed.
7. Upon the arrival of the cargo at the final station, the cargo is heated, unloaded and dispatched for cleaning and flushing of the remaining cargo.
The most costly operations are the processes of clearing the wagon of residual cargo and unloading.
Mathematical model construction. The transport process model described above is a system of related procedures, that is, a business process that is described graphically using the Petri networks [11-13].
When analyzing the processes that accompany the transport of viscous petroleum products, it can be seen that some of the processes run in parallel. In the terminology of Petri networks, this means that several active transitions claim one mark of some position. So, the Petri network in question is conflicting.
To simplify further analysis, divide the original transport process into sub-processes, that is, decompose it. The Petri network in this case will be divided into subnets. The top-level network is built on figure 3.
The most labour-intensive process of cleaning the tank wagon of the residues of viscous petroleum products is discussed in more detail below (fig. 5 and 6).
Fig. 3. Petri Network of Transport Process from refinery to end-user
Similarly, we shall describe with the help of the Petri networks the processes that are the most expensive, namely the cleaning processes (fig. 4) and the landings.
Fig. 5. Cleaning the boiler tank-wagon against residues viscous petroleum products
Fig. 4. Processes accompanying the purification of the boiler of the tank-wagon from the remnants of viscous petroleum products
Fig. 6. Most energy-intensive sub-processes of the purification process
Further analysis of the transport process shows that the execution of operations takes time, which is determined empirically and is subject to the normal law of distribution or to the Poisson that is connected to it. From this we get that the constructed Petri network is a stochastic Petri time network [14].
Formalization of processes. In Petrie's time stochastic network, markers enter one of the free transfer channels and remain there for a time equal to the time delay of that transition. For decomposed processes, this time is equal to the duration of the sub-process. As a result, we have a sequence of moments of time t±, t2,..., Tm, with no events occurring between Tj-± and Tj. Petri time network is defined as set
N = {P, T, F, W, mQ, 0},
where tG0: T ^ R+ is the function of the response time that compares its response time to each transition, which is the random value for the given model; R+ is the set of non-negative rational numbers; P = {Pi}, i = 1,..., n — finite set of positions; T = {tj}, j = 1,... m — the finite set of transitions; F Q (P x T) U (T x P) is the finite set of arcs; W: F ^ N — arc multiplicity;
Mq : P ^ Z+ — initial marking (condition) of the network; Z+ is a set of positive integers.
At each time t, the state of Petri's time network is described by the state of its positions and transitions.
The dynamics of the Petri time network will be considered in discrete time intervals. Let's call them a step (by analogy
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with a simulation step). Define the state of the time network in t steps as
S(T) = (Sp (T), (T)),
where Sp (t) — the state of the network positions; ST (t) — the state of the network transitions.
The position of the items can be uniquely defined by marking
sp (t) = {Mp (t): Mp (t) e z+, pep} ,
which specifies the distribution of the markers by network positions.
Imagine the transition state as the history of their start over a period of time which does not exceed the maximum transition duration
ST (t) = [ut (t - 0): e e [0, dT - 1], te T},
where ut (t) — the number of transition channels teT started in step t;
dT — the number of steps after starting the transition. [15, 16]. Denote through
D + (t): 5t(tn-x) X (tn-x) ^ 5t(rn) X (rn)
the state of the Petri network, which is calculated by the output of the markers from the transition. Denote in
d-(r): (rn) X Sp(rn) ^ (rn) X (rn)
the transformation of the state of the Petri network, which is synchronized with the input of markers into the transitions.
Because of the fact that the Petri network transitions are multi-channel, it is possible to m-fold the input of markers into the Petri network transitions. Furthermore, m is determined by the achievement of a state of the Petri network in which for none of its transitions the condition for the entry of markers into the transition is met:
(D-)m(S(tn)): \/Z(T, tn)
for many transitions T.
Here is a Z(T, tn) — predicate that defines the execution of the condition for the token to enter T at time tn.
The operation of the Petri stochastic time network shall then be described by the following system [15]:
tn = min tt(tn-± X tn > tn-t S(t0) = (D-)m (S(t0 ))
S(tn) = (D-)m {D + (S(tn-1 ))), n = 1,2,^
The lower level process is linear. It is easily formalized using a mass-service system. However, it is convenient to describe it as a Petri network because the time of each stage is a random amount. Thus, the system of differential equations describing the mass service system would have to be rewritten constantly.
The described stochastic model of the Petrie network is true for any number of positions and transitions. Therefore, it can describe upper and lower level models.
Simulation of bitumen transport For simulation, the Business Studio platform [17-20] was used as a tool, allowing for functional and cost analysis. BPMN and EPC notations were used in the simulation.
The basic requirements for the carriage of bitumen coincide with the requirements for the carriage of viscous petroleum products. We will ask for it for our task.
The current bitumen production process (fig. 7) is divided into sub-processes.
Fig. 7. Production process
The first is the cracking process of oil processing (fig. 8), where the residue is bitumen. It will be treated as a finished product that is stored before loading. During the winter season, the main volumes of refined bitumen are stored at refineries in special storage facilities.
Fig.8. Bitumen
On average, bitumen accumulation and storage lasts six winter months from September to March.
The second process is the direct export of bitumen from the manufacturer and its delivery to the consumer (fig. 9). The transport process includes sub-processes: Heating bitumen Loading into the wagon ^ Carriage in the heating wagon before unloading in the tank wagon (or bunker wagon) ^ Unloading of the bitumen ^ Transfer to the asphalt factory warehouse.
Cleaning Heating up Loading Heating up before draining bitumen Draining
carriages bitumen bitumen bitumen
Fig. 9. Bitumen transport process (base model)
The bitumen in the bunker is heated to restore fluidity before loading into the wagon by means of special heating devices for petroleum products with a single capacity of 90 kW for 25 hours in summer and more than 2 days in winter.
The bulk loading of bitumen into bunker-type wagons consists in supplying the wagon to the oil-refining plant's access routes (to the loading point), having previously heated the bitumen, and in delivering the wagon to the dispersion station in order to form a route. During the loading of the bunker-wagons, the bunkers are filled with Bitumen 250 mm slow to the upper edges of the sides. The temperature of the poured bitumen shall not exceed 150 °C.
The bitumen delivery in the bunker-type wagon according to the basic variant is carried out by attaching the wagon to the assembled train station where it is included in the transit train (route), and is delivered to the destination station, where the train is disbanded along the tracks.
The bitumen in the wagon is heated before unloading using steam-heaters. To heat the cargo, steam is fed into the space between the walls of the bunker. The readiness of the bunkers for unloading and the moment when the heating stops shall be de-
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termined by the beginning of the slide of the bitumen adhering to the upper edges of the inner walls of the bunker. Longer heating makes unloading difficult, while heating bitumen until it is fully melted leads to excessive thermal energy consumption and causes long-term standoff of bunker wagons because they are not designed to unload liquid cargo.
The bulk unloading of bitumen from a bunker-type wagon involves disconnecting the wagon from the train, feeding the wagon to the access roads, feeding the bitumen to the heating point (drain), heating the bitumen and unloading the discharge into a bunker of 1-3 thousand tons. The empty wagon is then returned to the loading station and washed of the residual oil product.
When the bitumen is transported in the form of a pellet, the whole process of its manufacture and delivery changes substantially. The difference is in the amount of bitumen heated, energy requirements, time and total costs.
When the DSNB delivery pattern changes, the following operations are changed:
• Bitumen production (fig. 10);
• Bitumen transport process (fig. 11);
• Asphalt concrete preparation.
Fig. 10. Bitumen production model in pellets
Fig. 11. The process of transporting bitumen in pellets
Perform a functional cost analysis of the transport process. To do so, make the following assumptions:
• average transport distance of 1,647 km;
• average transportation speed of 550 km/day;
• 5 wagons for loading;
• for unloading 3 wagons;
• simulation time is 182 days (October, 01-March, 31);
• revenue rate from petroleum product in 2019 784,8 pp/10t. km;
• one route consists of 45 wagons.
The duration of the transport phases is shown in table 1.
Table 1
Duration of transport phases
Basic mode New mode
of transport of transport
One-way transport of cargo 72 hours 72 hours
Loading 9 hours 9 hours
Unloading 210 hours 36 hours
Specifies the properties of the processes with the data of their table 1 as random values.
The bulk of the transport of bitumen occurs during the summer months due to its physical characteristics. For the carriage of bitumen in granules, restrictions can be removed. Therefore, for simulation simulations, consider the period October, 01-March, 31.
The results of the simulation are given in table 2 and table 3. As can be seen, other things being equal, the volume of transport in the test period is doubled by the reduction of the discharge process of the oil product.
Table 2
Linear List of Operations for the Bitumen Transport Process (Basic Method)
Number of implementations Process Average duration Total total time
12 A2.4 Bitumen loading 32 850 394 200
12 A2.5 Bitumen delivery 272 800 3 273 600
12 A2.7 Bitumen unloading 753 050 9 036 600
11 A2.8 Return of train to the dispatching station 270 327,2727 3 020 400
Table 3
Linear List of Operations for the Bitumen Granule Transport Process (new)
Number of implementations Process Average duration Total total time
24 A2.1 Pellets loading 32 850 788 400
23 A2.2 Bitumen delivery 253 226,087 5 850 600
23 A2.3 Pellets unloading 129 469,5652 2 977 800
23 A2.4 Return of train to the dispatching station 264 965,2174 6 094 200
Adequacy of the model. To this end, we shall compare the number of revolutions of wagons according to the new
N(2)
turnover
mula:
and the basic N
(i)
N
(2)
. variants according to the for-
(1)
N
(1)
(2)
So:
N
(2)
= N™
r(i)
where Tt
days;
(2)
(1)
. — existing time per wagon on the base variant,
turnover — estimated time of a new version of the wagon, days.
So
N
(Q
A1)
where T = 182,5 — number of days in six months (for Central and Southern Territory of European Russia); T = 227,5 — two hundred and twenty-seven and a half days (North, Siberia and Far East).
T(2) = T(1) — AT = T(1) — 10 (hours)
'turnover turnover "'turnover 'turnover iu^uu;,
where A To6 = 10 hours — reduction in one turnover due to reduction in slotting times.
Turnover time of one route determined by components
1 base variant: N,
(i)
= 12,06 « 13 rotations;
Y _ 2T(^) + T(^) + T
1 turnover 2 1 tr c <
( ) St
where T() — freight time at one end (for European part of Russia); Tc( 5) — loading time of one train wagon; T^) — time of unloading of a wagon of one train.
The last two parameters are defined by the formulas:
T(S) 1 c = (—) ( ) cn
T(i) 1 st = (-) \NaJ T( ') ct
where n — number of wagons simultaneously supplied for loading; ct — number of wagons being unloaded simultaneously; T^) — corresponding loading time of the product in one wagon, days.
According to assumptions N cn = 5 wagons h N ct = 3 wagons.
Given the extra surgeries, we can put that: T^ )= 1 hour = = 0,042 day; then 7^= 14 hour = 0,583 day and T?t= 4 hour = = 0,167 day.
The loading time of the wagon according to the basic and new versions is the same and is 0,378 day.
Time of unloading of one route, base and new options:
• base variant:
= 45 x 0,583 = 8,75 days;
• new variant:
Ts(t2) = 45 x 0,167 = 1,5 days.
The difference in unloading time between the basic and the new variant is equal:
rT(1) _ T1
1 st 1 st
(2) _
8,75 _ 1,5 = 7,25 days.
Find the time to turn one train.
• base variant:
T(uLover = 2 x 3 + 0,378 + 8,75 = 15,128 days;
• new variant:
-(1)
= 2 x 3 + 0,378 + 1,5 = 7,878 days.
turnover
Then reducing the turnaround time of one route of 45 wagons is
àTturnover = (g) x № _ T®) x ^ x ATa x ^ x10 = 3,48 days.
Based on the above, we find that the turnover of one route of 45 wagons per six months per year is:
• new variant: N^nover = 7878 = 23,16 ~ 24 r0tati0ns. The results are fully consistent with the simulation results,
indicating the adequacy of the model constructed.
Assessment of the economic impact. In the six months following the cold season in Russia, one route of 45 wagons will carry bitumen according to basic and new options:
• base variant:
Q(1) = Q™ x Nn x N(2n0Ver = 60 x 45 x 12,06 = 32 562 tons;
• new variant:
q(2) = 0(2) x m x ^(2) V V^ A "turn
= 66 x 45 x 23,16 = 68 785,2 tons,
where Q(l) — 6 months of bitumen transport per ton per route per base and new option; Q^ — volume of goods per wagon according to base and new variant; Nn — number of wagons; N(Wrnover — number of route revolutions per test period according to base and new variant.
Average (unit) income per unit of petroleum product transport (profit rate di) is 784,8 penny per 10 000 km. It is defined as the ratio of the carriage board to the net freight turnover, which is defined as the product of the quantity of the goods carried (t) and the distance (km). Calculate tray C for base and new for test period
C1 = 32562 x 1647 x 0,07848 = 4 208 852,106 ,
C2 = 68785,2 x 1647 x 0,07848 = 8 890 938,33 .
It is not difficult to see that the difference of the freight charges between the basic mode of transport and the new one per year will be in the order of 9 million rubles.
Conclusion
1. A new model for the carriage of bitumen is proposed, which makes it possible to exclude empty wagon runs and allows for the possibility of multimodal transport (containerized transport).
2. A system of mathematical models of the process of transport and discharge of viscous petroleum products has been constructed. This was the first use of the Russian Business Studio, previously used to model production business processes.
3. A functional cost analysis is carried out, which makes it possible to assess the economic effect of the proposed new ways of transporting viscous petroleum products. The difference between the bitumen charge for the basic mode of transport and the new one per year will be of the order of 9 million rubles per train (loading train).
References
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Анализ применения нового способа перевозки нефтебитума для дорожно-строительных работ
по железной дороге
В. А. Ксенофонтова
Петербургский государственный университет путей сообщения Императора Александра I
Санкт-Петербург, Россия koc-vera@yandex. ru
Аннотация. Нефтебитум является одним из основных составляющих компонентов асфальта. Для него, как и для других вязких нефтепродуктов, характерны потеря текучести в процессе транспортировки при низких температурах окружающей среды. В работе предложен новый способ перевозки дорожного нефтебитума как насыпного груза в виде пеллет с защитной оболочкой, предотвращающей слипание, и являющейся составной частью асфальтобетона. Подробно рассмотрен процесс транспортировки вязких нефтепродуктов. Построена система математических моделей процесса транспортировки вязких нефтепродуктов с последующим проведением имитационного моделирования и функционально-стоимостного анализа.
Ключевые слова: нефтебитум, железнодорожные перевозки, математическая модель, имитационная модель, вязкие нефтепродукты, бизнес-процесс, сеть Петри.
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