Model dynamite loads - Newspaper Kommersant No. 50 (7495) dated 03/24/2023

Model dynamite loads - Newspaper Kommersant No. 50 (7495) dated 03/24/2023



The industry of the Russian Federation faced another problem with the export of products. The reason was the introduction by Russian Railways of an additional coordination system - a dynamic infrastructure load model. It is designed to prevent volumes that do not correspond to the current infrastructure capabilities on the network, to reduce traffic jams and downtime. But as a result, shippers observe unpredictable refusals to transport already agreed and often sold goods. In particular, metallurgists talk about the risk of stopping a third of the capacities. JSC Russian Railways assures that only 4% of applications are rejected and the situation does not affect the overall loading.

Metallurgists are dissatisfied with the dynamic infrastructure loading model (DMZI) introduced by Russian Railways, a new system for handling shippers' requests. As Mikhail Shcherbinin, chairman of the Russian Steel Transport Commission, said at the Promzheldortrans conference on March 23, the infrastructure, according to this dynamic model, cannot accept the goods that the industry produces even if production falls, “so everything accumulates here.”

“Let's take the Magnitogorsk Iron and Steel Works,” explained Mr. Shcherbinin. “It produces about 1 million tons of steel. The model that is being put into effect today can force us to reduce production by thirty percent. I think that this applies not only to metallurgists. If earlier the railway was a driver of industrial development, then with the introduction of this model it becomes a brake.”

Experts say that the situation may continue until June, Mikhail Shcherbinin added: "In this case, some enterprises may simply stop."

Kommersant's interlocutor in the chemical market confirms the existence of a problem, although he considers the estimate of losses at 30% of production to be overestimated. The non-metallic materials manufacturer also confirms the problem, noting that it arose “very recently”. The last roads were connected to the DMZI system on March 21.

Previously, Vladimir Savchuk, Deputy General Director of IPEM, explains that in order to organize transportation, the client had to first agree on the application GU-12 (for the transportation of goods), then the daily client plan, and could be sure that he would send the car. Now a third one has been added to these two barriers, the expert notes, a program that can, without explanation, refuse to send an already loaded car. Moreover, says Mr. Savchuk, the program has no history of failures, how much the shipment was delayed compared to the shipment plan originally agreed with Russian Railways. It is also impossible to say exactly when the previously agreed shipment will go. The cargo can already be sold on the basis of the agreed transportation, and now the logisticians cannot tell the marketers when it will eventually be shipped. The problem, says Vladimir Savchuk, is noted in various industries: metallurgy, building materials, fertilizers, etc.

As Russian Railways explained to Kommersant, the DZMI software solution continuously evaluates the capabilities of various infrastructure elements, takes into account data on operations with trains and wagons in motion, loaded but not yet sent wagons, as well as previously agreed requests for transportation.

It does not allow transportation of volumes that do not correspond to the capabilities of the infrastructure, which makes it possible to reduce traffic jams and the number of idle trains, increase the volume of freight traffic and ensure compliance with the established deadlines for the delivery of goods, Russian Railways notes.

If it is not possible to receive cargo, the system calculates alternative schedules or routes that bypass filled sections. If there are additional opportunities for the passage of goods, Russian Railways assured, they are "fairly redistributed among customers."

Shippers want accuracy, reliability and rhythm of delivery, Russian Railways emphasizes, however, traffic jams from wagons are often collected on public tracks, the removal of which distracts already limited resources. Because of this, customer cars are left waiting for loading or unloading for a long time. Now DMZI is in testing mode, they specify in the monopoly, the refinement continues "based on the comments of customers."

“The number of rejected applications does not exceed 4%, there is a possibility of adjustment, and therefore there is no impact on loading, which continues to grow, including in the direction of the Eastern polygon,” Russian Railways says.

According to the monopoly, an analysis of the DMZI operation in March shows that the announced plans coincide with the actual loading by an average of 40%.

Vladimir Savchuk considers the “childhood illnesses” of the new system to be the cause of the difficulties and believes that following the results of the last meeting with shippers, Russian Railways may choose a “softer form of its implementation”: for example, suspend the DMZ for domestic transportation, while maintaining it for export, as well as reduce the requirements for terms and exact dates of dispatches of the planned shipments by entering planning intervals.

Natalia Skorlygina, Olga Mordyushenko



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