This article deals with the problem of input data generating for the creation and training of an artificial neural network, which is the basis of the classification module of a dynamic monitoring system of the manufacture performance indexes. The input data that was used to train the neural network was divided into the following categories: real data, generated data for a given distribution, and data obtained using the simulation approach. The simulation model was created using the apparatus of Petri nets. Further, for the data used in the work, classification rules were set, after which the artificial neural network was trained on each data set. At the next step, real data was submitted to the monitoring system, which are previously did not appear in the training and validation of neural networks. The final step of this study was to compare the results of the classification of the described approaches of artificial generation of values of enterprise input parameters with respect to the control data set.
The article considers the situation when a company needs to distribute limited amount of stock to the regional warehouses in its own two-echelon distribution network. The network consists of a single distribution center and several regional facilities which are serving the company’s customers. It is supposed that every warehouse calculates its requirements for the replenishment daily basing on the on-hand inventory, demand forecast, safety stocks and lead-times from the central warehouse. Thus, company’s managers are aware of the consumption rate and inventory level at each regional facility. Demand forecasting and final replenishment planning decisions are centralized. Notion of the “limited stock” refers to such inventory quantity at the central warehouse that is insufficient to satisfy the total volume of all regional warehouses’ requirements for the product. Limited stock situation may have varying length in time. A system of rationing rules or principles should be applied to make a distribution decision in such a situation. These set of rules identify the volume and sequence of the shipments from the central to regional warehouses. So, in this article authors aim to solve the following problems: - to identify factors that affect the choice of a certain set of rationing rules for the limited stock; - to attempt to classify existing rationing principles; - to identify how the business goals affect the choice of the preferred rationing principle; - to create an imitation model and check experimentally which rationing principles are the best for each of the business goal The outcomes gained might be used as a base for the choice of the limited stock rationing principles in companies with own distribution network, and for better tuning of the distribution algorithms in DRP systems or modules.
The article deals with the problems of creating a Common market of transport services and a Single transport space of countries with significant differences: different sizes and structure of economies, the state of transport infrastructure and characteristics of the fleet of vehicles.We study the market of road transport of goods in the dynamics, determined by the transport potential of the countries. Particular attention is paid to the international transport of goods, determined by the balance of exports and imports of road transport services .Road transport is an important segment of the economy of the EAEU, in a number of countries it accounts for up to 90% of the volume of goods transported , it employs millions of people. Therefore,liberalization in the market of road transport services should take place simultaneously with the equalization of the working conditions of transport companies in the countries. It is noted that the absence or incompatibility of statistical data on key market indicators (characteristics of the vehicle fleet, the state of infrastructure) does not allow to monitor the market of road transport services. The expansion and harmonization of statistical reporting will accelerate the integration process in the field of road transport.
Variety of inventory management models known in theory of inventory management. All of them divided into two groups: based on the optimal amount of order and based on the fixed time between adjacent deliveries. Existing models appropriate for the situations with determined demand per day and delivery time while in practice these two key parameters are variables and changes in accordance with certain law of distribution. Also, existing models usually don’t take into account variety of conditions, that exist in practice and effects the performance of supply chain, namely: discounts in dependence with amount of order, shelf life of the product, amount of safety stocks on different levels of SC, penalties for the deficit ant etc. The most interesting condition is the multilevel structure of stocks placement. It requires to take into account existence of not only focus companies inventories but also, for example, raw material and packaging inventories of the manufacturer, inventories of the finished goods at the distributors and inventories of other levels of SC during the optimization of the total logistical costs of the supply chain. Special conditions mentioned above makes the objective of making practically applicable mathematical model for the total logistics costs of the SC optimization extremely hard to solve.
Most known is the EOQ model, which despite its popularity has several crucial implementation conditions: determinate values of demand and length of logistic cycles; safety stock existence on different levels of supply chain and deficit cost are ignored; model considers local optimization – EOQ minimizes total logistics costs of given level of SC.
Formula for the two main inventory management strategies were found: based on the fixed order amount and based on the period between adjacent deliveries.
The strategic doctrine of creation of the Logistic centre presented in article in the Uhlan Udensky transport junction and making up of the integrated transport and logistic system in Republic Buryatia is directed on maintenance of realization of Strategy of social and economic developing of Republic Buryatiya as is innovative technological, transport and communication and tourist and recreation complex of world level. The urgency of development of the strategic doctrine is determined, first of all, by a high urgency of logistics in modern Russia, as strategic factor of maintenance of competitiveness and steady economic growth of the country, and also
necessity of the decision within the limits of realisation of Transport strategy of Russia of commitments of developing of regions of Siberia and the Far East.
The article shows that Supply Chain Management is an active organization and a current mobilization of value chain to raise contracting parties’ competitiveness. The author analyzes three main groups of decisions (stages in strategic supply chain planning): Supply Chain Design (SCD), Supply Chain Planning (SCP), Supply Chain Operations (SCO). A general outline of strategic decisions realization in supply chains based on a successive principle is suggested: understanding a customer and vagueness of a supply chain; understanding supply chain opportunities; achieving strategic conformity. The author determines areas of strategic conformity in two spectrums of a coordinate: an assumed vagueness of demand and “reactivity/effectiveness” balance of supply chains.
The article provides an overview of implementation project of strategic supply chain modeling system at International Coal Company. The detailed analysis of project phases and associated risks is performed. Author provides recommendations regarding minimization of the project implementation risks and optimization of planning business processes.
The problems of strategic planning of supply chains. On the example of the company - distributor of computer accessories, digital devices and office equipment shown ideology strategic planning with the use of reference models in the supply chain operations. The prospects for the introduction of an planning practice Lean Six Sigma concepts integrated (combined) with reference model SCOR.
The article deals with the construction of a mezzanine in a warehouse
The article analyzes practical aspects of tactical planning process implementation using the methods and mathematical programming models at pipe producer.
A review of terminology, including terminology of basic concepts of supply chain management - SCOR and GSCF is provided. The importance of organizing effective tactical planning at industrial enterprises in connection with the ongoing trend in the complexity of the material, financial and information flows in their supply chains is highlighted.
Overview of past and present of Russian pipe producer as well as an overview of its development programs are provided. A key risk of the development program is defined as unsynchronized and unbalanced flow of materials through the supply chain. This notes the need for organizing effective tactical planning.
The analysis of the traditional process of tactical planning and its relationship with other levels of planning is conducted. Problem areas were identified. The basic principles of advanced tactical planning process are defined, including: feasibility of the plans; holistic view of the supply chain; optimality; performance.
Tactical modelling technology of supply chain is defined. The recommendations for the organization of an iterative approach for the creation of a model are provided, which is the gradual complication of the model as the implementation phases of the project. The results of the zero phase of the project at the pipe company are presented.
In conclusion, there are the results achieved in the whole pipe company, recommendations for the implementation of improvements.
In Russia, the question of development of transport infrastructure is the hot is-sue. It is not only a necessary requirement for innovation program of economic growth, created by the president, but also an improving the quality of life and competitiveness of national economy factor. Till now, no attempts were made to systemize and provide a clear and just classification of airports` infrastructure development. This study is to fulfill this gap. Such a classification of the world can be of great practical importance for all the evolving airports, wishing to reach the world level of innovations. The study attempted to identify the transitional moments in the development of airports from a simple airfield to a modern hub. It is anticipated that the results of this study will be applicable to most companies conscious of the problem; and therefore the recommendations of the study will be generic for the private investors, the government and all the stakeholders.
In recent years, the huge part of freights is around the world transported in containers, and delivery vehicles, the reloading equipment and infrastructure for performance of this type of transport gained very big development. Therefore, the problem of the involvement of the Russian transport infrastructure in the transportation of goods in containers is an urgent task the domestic logistics. In Russia work on increase in volume of transfer of containers in domestic ports is conducted, however, in 2015 volumes of transportation of goods in containers through country ports significantly were reduced. Therefore, the author tries to analyze trends in the development of international transport infrastructure, providing global logistics of container cargo traffic. The analysis of infrastructure development of the largest Chinese, Indian, Mediterranean ports and terminals in Northern Europe in order to identify the possible impact of global trends on the change of container logistics, leading to a decrease in freight traffic through Russian container terminals. The analysis of infrastructure development the world's largest container terminals, providing global transport of containerized cargo traffic shows that the development of the infrastructure of container traffic in the world in the past few years, resulting in the continued growth of cargo transportation in containers. Only one of Europe's largest ports - the Port of Hamburg, is most closely associated with the largest Russian terminal in the Baltic in 2015 decreased by 8.8% compared to 2014 year. Europe's biggest port of Rotterdam, is also reduced in 2015, container traffic by 0.5% compared to 2014 year. These indicators reduce freight traffic in major European ports, providing basic streams of containers in Russia shows that the decline in the turnover of containerized cargo through Russian transport terminals arises due to selective reduction of commercial cargo in containers through Russia and occurs due to factor in trading conditions and not as a result of global trends development of global cargo flows. Therefore, to overcome the problems with the decrease of international container traffic through Russian ports need to make adjustments in the trade policy of the state.
In the theory and practice of logistics and supply chain management, more and more attention is paid to return flows management.There are a sufficiently large number of research works that has been devoted to the reverse logistics of goods: there are many technologies and best practices that have been successfully implemented.
As for the tasks of managing returns of transport items and packaging, they have been left outside the scope of experts' attention for a long time. Recently, the activity of advertising campaigns for pulling and pallets rental has increased in Russia. Some companies (mainly in manufacturing and trading sectors of FMCG) are going to implement, are already implementing or reporting substantial savings from projects for organizing container return management. Nevertheless, there are still many gaps for researchers and business community.
The article provides an overview of recent publications on the returnable containers management, analyzes terminology in this area, identifies and analyzes the main strategies for managing return flows of containers.The study shows that the issues of transport items return management have not received adequate coverage in Russian scientific and business literature. Moreover, despite the variety of foreign studies there is no basic terminology in this field and systematization of supplychain configuration alternatives. In addition, fragmentation of information in open sources about the practice of implementing / operating transport items management systems in Russian bussiness makes it relevant to conduct research on this topic.
The article deals with the issues of reverse logistics in internet retail. The authors provide a literature review of articles on the practice of managing return flows in internet retail and analyze the features of reverse logistics in this area.
In the article, the authors consider the existing approaches in reverse logistics in internet retail, analyze the barriers to their implementation and ways of return flows handling. The three levels of decision-making in the return management in internet retail logistics and specific tasks for each of them are defined. The result of the work was an algorithm reflecting the sequence of formation of the system of control of return flows.
This procedure makes it possible to take into account the characteristics of managing return flows in internet retail (a large number of reasons for returns, handling complexity, etc.) and base to manage return flows and implement the control function in accordance with them.
The article discusses the theoretical and terminological aspects of the resilience of supply chains. The basic stages of formation of sustainable supply chain management and supply chain resilience, their relationship with each other. The authors identify and analyze the main elements of the resilience of supply chains. The analysis shows the absence of a common terminology and approaches to supply chain resilience. As a basis to ensure the resilience of supply chains are invited to consider Tripple-A-approach, which includes elements such as agility, adaptability and alignment. The authors proposed a decomposition of each of these three elements, highlighted directions of achieving them.
It is shown that with the development of logistics and SCM in the emergence of the ideol-ogy of advanced business organization is continuously increased the level of integration of logis-tics activities. In this case the integration in logistics and SCM developed gradually during the paradigm shift: from infrastructure integration across organizational to information. Analytical study of species and stages of development of logistics integration in supply chains is completed. The system connection of concepts of logistics integration and sustainability of supply chains are shown, and that to improve the stability and reliability of supply chains requires further integration. Analyzed in detail the concept of "sustainability of supply chains" in the terminology perspective. A system of metrics and KPI evaluation of stability of supply chains is suggested.