IDENTIFICATION OF PRODUCTION RESOURCES UNCLAIMED IN THE TRANSPORT PROCESS

The relationship between reliability of road transportation and presence of an excess amount of production resources in the transport process is indicated. In order to reduce resource intensity of the transport process and the cost of transport work, a number of methodological recommendations on identification of spare parts, fuel and tires reserves accumulated and unclaimed during road transportation have been proposed. Examples of practical implementation of the proposed recommendations are given. Particular emphasis is placed on the fact that the funds used do not require additional costs from carriers and bring obvious economic benefits.

loading of warehouse racks with spare parts, but about planning the budget of the carrier for their purchase.
A complete abandonment of warehouses in motor transport is a distant prospect. Currently, the storage racks contain consumables and non-liquid assetsspare parts purchased, registered, but not used in the repair process.
The emergence of illiquid assets is the result of improper planning by the carrier of the budget for spare parts. In addition, the inability to plan this item of expenditure leads to prolonged downtime of rolling stock due to waiting for the necessary spare part, due to its absence from the supplier.
The main mistake in planning the budget for spare parts is to determine the value of the reserve number of spare parts, guided by the so-called enlarged norms of their consumption. Enlarged norms are regulated by regulatory and technical documentation, for example, by the order of the Ministry of Transport of the Russian Federation [8], and represent the specific consumption of spare parts and materials, expressed in rubles per unit of run of rolling stock.
Using this approach to reservation of spare parts, it is difficult to fully take into account the factors affecting intensity of their consumption, such as, for example, depreciation of fleet and seasonality of its operation [9]. The level of detail of these standards is low and is not limited to a single part, but to a vehicle's assembly [ex.: 10]. In addition, for cars of new brands of models, especially for cargo vehicles, the magnitude of the enlarged consumption rates of spare parts and materials is not regulated [11,12].
The solution to the problem of reserving spare parts and materials in the transport process is largely solved by developing nomenclature standards for their consumption. The nomenclature norms, as compared with the aggregated ones, have a number of advantages (Table 1).
The method of calculating the nomenclature norms of consumption of spare parts is based on a statistical analysis of their consumption and requires the presence of an array of source data. First of all, it is necessary to group fleet in operation into categories of run since the beginning of operation. Parametric range is set by the carrier independently. In this paper, ranking of run from the beginning of operation was made as follows: up to 100 thousand km; 100-200 thousand km; 200-300 thousand km; 300-400 thousand km; 400-500 thousand km; more than 500 thousand km.
Calculation of consumption rates is made for each type of spare part, according to the catalog, according • to the number of categories of vehicle run since the beginning of operation and the considered seasons of operation. As a rate of consumption of spare parts, it is proposed to take their specific consumption for a list unit of a certain brand and a model: where k un , max ij P -respectively, the coefficient of uneven consumption of spare parts and the maximum specific consumption (units / car) for the i-th category of run in the j-th season of operation. Then the formula for calculating the nomenclature rate of consumption of the spare part will take the form: An example of the results of the calculation of the nomenclature consumption rate of the inter-axle cardan shaft for KamAZ-55111 dump trucks is given in Table 2. The next step is to calculate the plan for their delivery for the reporting period: Table 1 Characteristics of enlarged and nomenclature consumption norms of spare parts

Enlarged norms
Nomenclature norms • set in monetary terms (rub ./km); • set per a node, a unit or a system of a car as a whole; • there is no need for a complex accounting system; • low complexity of calculations .
• set in natural terms (units/km); • set per a part that constitutes a node, a unit or a system; • possibility of reliable planning of spare parts in order to reduce the cost of transportation .
where n n -number of parts, consumption of which in the reporting period exceeded the norm, units; P cprice of a spare part, rub.; C tot. -total costs of spare parts in the planning period, rub.; f -number of names of spare parts. According to the authors of this article, the value (δ), equal to 5-10 %, will not have a negative impact on the cost of road transportation. To compensate for the planning error, an insurance fund is provided, which is determined by the formula F = C tot. •δ. (6) The implementation of the proposed methodology is illustrated by the example of searching for illiquid spare parts for automotive vehicles of a large roadbuilding company in Chelyabinsk region. Identification of unclaimed reserves of spare parts and materials is made by comparing the actual warehouse stocks of the enterprise, at the time of the analysis, and the delivery plan. A positive difference between these values indicates the presence of unclaimed reserves, a negative difference indicates a shortage of spare parts. A fragment of the analysis results is given in the table 3.
The result of the calculations was the decision by the management of the company to transfer the function of transporting materials for the needs of road construction to outsourcing. It should be noted that the method of calculating the value of the correction factor (D) is absent. It is established by the order of the enterprise. As a rule, the basis for determining the amendment to the base rate is fuel consumption of a vehicle fleet for the past reporting period or experience of other carriers in similar conditions.

Identification of unclaimed reserves of fuel and lubricants at a motor company is based on standardization of their consumption. The guidance document [13] regulates calculation of the fuel consumption rate calculated per vehicle run of any brand and model, taking into account the influence of operating conditions: for example, season features, terrain, work in frequent stops (in this case, the correction factor D is introduced). The formula for calculating the rate of fuel consumption by buses:
The main problem of this method of rationing is the high dynamics of factors affecting the base rate [14,15]. For example, accounting for hourly changes in the workload of the urban road network with existing Table 4 Characteristics of methods for fuel rationing in motor vehicles

Analytical
Instrumental Automated Automatic Advantages • ease of calculation; • universality for any make and model of a car .
• lack of a factor of subjectivity; • possibility of taking into account the dynamics of influencing factors . Disadvantages • lack of methods for calculating the value of the correction factor (D); • inability to use when high dynamics of influencing factors .
• gross errors in measurements are not excluded; • high labor costs; • need for verification and certification of measuring instruments .
• need to equip vehicles with additional equipment; • presence of failures in the sensors . The way out of the current situation seems to be rationing of fuel consumption based on instrumental measurements. The advantage of «instrumental» norms in comparison with the above analytical method is that they are based on actual consumption of fuel by a car (Table 4).

Pic. 1. Results of the calculation carried out according to the norms of diesel fuel consumption for the bus
A distinctiv e feature of the instrumental measurements is the use of special technical means. Automated method of regulation involves the use of instrumentation to collect the initial information. The participation of a person cannot be completely

Pic. 3. Factors, influencing tire wear.
It should be noted the complexity of development of standards for operational run of tires for the entire set of combinations of influencing factors within a separate motor transport company, which is associated with a lack of statistical information.
Sufficient accuracy of calculations is ensured by identifying and accounting for the key factor [20,21].
So, for example, in ME «Maggortrans» it was determined by an expert method that, all other things being equal, the resource of a tire determines, to a greater extent, the skill of driving a car. At first glance, this seems obvious. However, it is equally obvious that there is still no objective measure of driving skills. It is equally possible to take the quantitative characteristic of this indicator: the total driver's experience, work experience at the enterprise, driving class, trouble-free performance. But the high turnover among drivers complicates the use of these positions as a measure of driving skills. In addition, in some cases, cars are operated not by one driver, but by the crew. And such a rotation makes many assessments difficult.
At Magnitogorsk enterprise, which operates the bus fleet, taking into account the specified specifics, the average work experience of a driver in production was taken as a gauge of driving skills. For convenience of calculations, the indicator was divided into five periods of employment: up to 5 years, 5-10 years, 10-15 years, 15-20 years, more than 20 years.
The initial data for calculations were taken from the register of writing off of automobile tires, as well as personal cards, which contain information: brand of a bus; its garage and state number, number of wheels; code of each bus installed on a Identification of unclaimed reserves of fuels and lubricants is made by comparing the needs for diesel fuel, calculated using the proposed option and methodology [13]. A positive difference between these values indicates the presence of reserves, a negative difference indicates a shortage of fuel and lubricants (Table 5).

WORLD OF TRANSPORT AND
From table 5 it follows that in some cases the use of the proposed norms for diesel fuel consumption gives a negative effect. However, the number of such cases is small and falls mainly on the summer period, which is caused by delays in movement of buses in front of intersections during peak traffic congestion periods.
Tire identification Tires are among the most costly elements. During the period of operation of the vehicle, the cost of tires, including the cost of a set of tires, for maintenance and repair can reach a third of the cost of a car [16].
Confirmation of the presence of unclaimed reserves of the transport process is the excess of the actual run of tires before regulatory write-off. The norms of the operational run of tires of buses, trucks and cars are regulated by the Ministry of Transport in the framework of the regulatory document [17]. Road haulers generally follow these guidelines.
In «Maggortrans», an analysis was made of the road performance of Ya-646 automobile tires (OJSC «Yaroslavl Tire Plant») and O-86 (PJSC «Omskshina»), operated on LiAZ-5256 buses. Comparison of the normative operational and actual run before writing off is shown in Pic. 2 The given example shows that, depending on the model under consideration, the average run of tires in a fleet exceeds its standard value by 10-30 %. In this case, the presence of unclaimed reserves increases the cost of transportation, since the budget of the enterprise is planned on the basis of existing standards of operating run. Due to the fact that the existing methodological base of rationing of a tire resource is of an advisory nature, the automobile carrier has an opportunity to independently adjust the standards in order to prevent accumulation of stocks.
It is erroneous, when determining the normative amount of a tire run before writing off, to follow the so-called guarantee standard, which is contained in the set of accompanying documentation from the manufacturer. The guarantee rate only indirectly characterizes the life of a tire and indicates in time the limit of the manufacturer's liability for defects in its  • work. It does not take into account the specifics of the carrier's production and the peculiarities of the local road and climatic conditions. Adjustment of existing standards for the life of tires should be based on data on their actual run before writing off, taking into account factors affecting wear. The latter are classified according to three characteristics [18,19]: uncontrollable factors, partially controllable and fully controllable (Pic. 3).
It should be noted the complexity of development of standards for operational run of tires for the entire set of combinations of influencing factors within a separate motor transport company, which is associated with a lack of statistical information. Sufficient accuracy of calculations is ensured by identifying and accounting for the key factor [20,21].
So, for example, in ME «Maggortrans» it was determined by an expert method that, all other things being equal, the resource of a tire determines, to a greater extent, the skill of driving a car. At first glance, this seems obvious. However, it is equally obvious that there is still no objective measure of driving skills. It is equally possible to take the quantitative characteristic of this indicator: the total driver's experience, work experience at the enterprise, driving class, trouble-free performance. But the high turnover among drivers complicates the use of these positions as a measure of driving skills. In addition, in some cases, cars are operated not by one driver, but by the crew. And such a rotation makes many assessments difficult.
At Magnitogorsk enterprise, which operates the bus fleet, taking into account the specified specifics, the average work experience of a driver in production was taken as a gauge of driving skills. For convenience of calculations, the indicator was divided into five periods of employment: up to 5 years, 5-10 years, 10-15 years, 15-20 years, more than 20 years. The initial data for calculations were taken from the register of writing off of automobile tires, as well as personal cards, which contain information: brand of a bus; its garage and state number, number of wheels; code of each bus installed on a bus; its serial number; run and installation date. Through statistical analysis, average and boundary values of run of a tire were determined before being written off for each longevity (it seems to me that there is no such word) group. Average run before writing off is taken as the normal operating run. The results obtained on the example of tires are shown graphically in Pic. 4. A similar analysis was conducted on automobile tires of O-79 and Bel-108 brands on buses PAZ-32053 (modifications),  It was found: • on average for a fleet of vehicles, regardless of the longevity group of drivers, run of automobile tires of various models prior to writing off is significantly higher than the rate of their operating run established at the enterprise; • the least economically car tires are used on buses with longevity groups of drivers up to 5 years; • dependence of the resource run of a car tire on driving skills is increasing, but not linear.
The adjustment of consumption rate of automobile tires in the physical units given per 1000 km of the bus run is made according to the formula: where n s -number of sets of tires on a car, units; L n -norm of operational run of a tire, km. An example of the adjusted consumption rates of automobile tires Ya-646 for LiAZ-5256 bus is given in Table 6. Identification of unclaimed reserves of automobile tires is made by comparing the needs of the fleet for the reporting period, calculated using the norms of their consumption before and after adjustment. A positive difference between these values indicates the presence of reserves, a negative one indicates a shortage of automobile tires in the transport process (Table 7).
It should be noted that the work on identification of reserves of spare parts, fuel and tires, which are accumulated and unclaimed in the main and auxiliary processes of road transportation, is easily automated. Recommendations for automating this process under the conditions of a trucking company are given in [22,23]. Conclusions.
1. The main and auxiliary processes of road transportation are characterized by the use of an excess amount of reserves -the so-called production material resources, which include spare parts, fuels and lubricants, automobile tires.
2. Attempts of the transport business owners to reduce unclaimed reserves of material resources in the main and auxiliary processes of road transportation do not bring tangible effect, which is explained by the interest of the management of road transport companies in the presence of an excess amount of material resources, since this, in their opinion, increases the likelihood of uninterrupted transportation task.
3. To reduce the cost of road transportation, it is important not to increase stocks, but to be able to search for accumulated unclaimed reserves of material resources in the main and auxiliary processes. 4. The search for reserves of material resources at motor transport enterprise does not require additional costs from carriers, which will reduce the overall costs of the enterprise in the main and auxiliary transportation processes. 5. The proposed approaches to reducing unclaimed reserves of material resources in the main and auxiliary processes of road transportation, which are based on: • when it comes to spare parts and componentson the calculation of the nomenclature consumption norms established in absolute terms for any part or assembly of a car. It is proposed to take as a nomenclature consumption rate of spare parts their specific actual consumption, taking into account the safety stock for groups of vehicles of a certain brand and model, run category and operating season; • when it comes to fuel and lubricants -on instrumental automatic measurements of the actual fuel consumption, conducted individually for each route of the vehicle or its operation; • when it comes to car tires -on averaging the actual run of tires before they are written off, taking into account the key factors affecting their wear.