The article presents the results of studies to determine the freight charge in the system of international freight transportation with the participation of the railways of the Republic of Kazakhstan, the Russian Federation, Azerbaijan, Georgia, Ukraine, Poland, as well as shipping through the Caspian Sea, Ukraine. The freight charge is determined when organizing container transportation. The calculations were performed both according to the methodology with a tariff fracture, and for the through-shoulder technique. The essence of the tariff fracture methodology is that when a freight train switches to the railway of a neighboring state, the transportation distance is reset. Carriage charges are calculated on the railway of a particular state from the border station to the next border station. Within the railway of the countries participating in international freight traffic, the freight charge is determined in national currency, then at the current rate it is converted into Swiss franc. It is known that the freight charge is determined on the basis of unit tariff rates and the corresponding differentiation scheme. There are three differentiation schemes in total. In all differentiation schemes, unit tariff rates depend on the distance of transportation. In these differentiation schemes, tariff rates decrease with increasing transportation distance. When using the through-shoulder technique, the tariff distance is determined from the departure station to the destination station, that is, according to the through-shoulder scheme. The freight charge is calculated in Swiss francs, which makes it possible to use the national currencies of the participating countries through the current exchange rate ChF. Since in this case the tariff distance according to the through-leverage scheme is greater than the tariff distances along the railways of the participating countries, the freight charge according to the through-leverage method will be less. This will reduce the freight charge for container transportation and offer railway customers more favorable conditions.
| Published in |
American Journal of Applied Scientific Research (Volume 6, Issue 2)
This article belongs to the Special Issue Transport and Transport Logistic |
| DOI | 10.11648/j.ajasr.20200602.15 |
| Page(s) | 49-60 |
| Creative Commons |
This is an Open Access article, distributed under the terms of the Creative Commons Attribution 4.0 International License (http://creativecommons.org/licenses/by/4.0/), which permits unrestricted use, distribution and reproduction in any medium or format, provided the original work is properly cited. |
| Copyright |
Copyright © The Author(s), 2020. Published by Science Publishing Group |
Transportation, Route, Station, Tariff, Tariff Fracture, Through Shoulder
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APA Style
Zhaken Kuanyshbayev. (2020). Logistics of the Pass-through Route in the Multimodal Transportation (st. Astana- st. Dina Nurpeisova - Port Poti - Port Odessa - European Union). American Journal of Applied Scientific Research, 6(2), 49-60. https://doi.org/10.11648/j.ajasr.20200602.15
ACS Style
Zhaken Kuanyshbayev. Logistics of the Pass-through Route in the Multimodal Transportation (st. Astana- st. Dina Nurpeisova - Port Poti - Port Odessa - European Union). Am. J. Appl. Sci. Res. 2020, 6(2), 49-60. doi: 10.11648/j.ajasr.20200602.15
AMA Style
Zhaken Kuanyshbayev. Logistics of the Pass-through Route in the Multimodal Transportation (st. Astana- st. Dina Nurpeisova - Port Poti - Port Odessa - European Union). Am J Appl Sci Res. 2020;6(2):49-60. doi: 10.11648/j.ajasr.20200602.15
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Download@article{10.11648/j.ajasr.20200602.15,
author = {Zhaken Kuanyshbayev},
title = {Logistics of the Pass-through Route in the Multimodal Transportation (st. Astana- st. Dina Nurpeisova - Port Poti - Port Odessa - European Union)},
journal = {American Journal of Applied Scientific Research},
volume = {6},
number = {2},
pages = {49-60},
doi = {10.11648/j.ajasr.20200602.15},
url = {https://doi.org/10.11648/j.ajasr.20200602.15},
eprint = {https://article.sciencepublishinggroup.com/pdf/10.11648.j.ajasr.20200602.15},
abstract = {The article presents the results of studies to determine the freight charge in the system of international freight transportation with the participation of the railways of the Republic of Kazakhstan, the Russian Federation, Azerbaijan, Georgia, Ukraine, Poland, as well as shipping through the Caspian Sea, Ukraine. The freight charge is determined when organizing container transportation. The calculations were performed both according to the methodology with a tariff fracture, and for the through-shoulder technique. The essence of the tariff fracture methodology is that when a freight train switches to the railway of a neighboring state, the transportation distance is reset. Carriage charges are calculated on the railway of a particular state from the border station to the next border station. Within the railway of the countries participating in international freight traffic, the freight charge is determined in national currency, then at the current rate it is converted into Swiss franc. It is known that the freight charge is determined on the basis of unit tariff rates and the corresponding differentiation scheme. There are three differentiation schemes in total. In all differentiation schemes, unit tariff rates depend on the distance of transportation. In these differentiation schemes, tariff rates decrease with increasing transportation distance. When using the through-shoulder technique, the tariff distance is determined from the departure station to the destination station, that is, according to the through-shoulder scheme. The freight charge is calculated in Swiss francs, which makes it possible to use the national currencies of the participating countries through the current exchange rate ChF. Since in this case the tariff distance according to the through-leverage scheme is greater than the tariff distances along the railways of the participating countries, the freight charge according to the through-leverage method will be less. This will reduce the freight charge for container transportation and offer railway customers more favorable conditions.},
year = {2020}
}
TY - JOUR T1 - Logistics of the Pass-through Route in the Multimodal Transportation (st. Astana- st. Dina Nurpeisova - Port Poti - Port Odessa - European Union) AU - Zhaken Kuanyshbayev Y1 - 2020/06/28 PY - 2020 N1 - https://doi.org/10.11648/j.ajasr.20200602.15 DO - 10.11648/j.ajasr.20200602.15 T2 - American Journal of Applied Scientific Research JF - American Journal of Applied Scientific Research JO - American Journal of Applied Scientific Research SP - 49 EP - 60 PB - Science Publishing Group SN - 2471-9730 UR - https://doi.org/10.11648/j.ajasr.20200602.15 AB - The article presents the results of studies to determine the freight charge in the system of international freight transportation with the participation of the railways of the Republic of Kazakhstan, the Russian Federation, Azerbaijan, Georgia, Ukraine, Poland, as well as shipping through the Caspian Sea, Ukraine. The freight charge is determined when organizing container transportation. The calculations were performed both according to the methodology with a tariff fracture, and for the through-shoulder technique. The essence of the tariff fracture methodology is that when a freight train switches to the railway of a neighboring state, the transportation distance is reset. Carriage charges are calculated on the railway of a particular state from the border station to the next border station. Within the railway of the countries participating in international freight traffic, the freight charge is determined in national currency, then at the current rate it is converted into Swiss franc. It is known that the freight charge is determined on the basis of unit tariff rates and the corresponding differentiation scheme. There are three differentiation schemes in total. In all differentiation schemes, unit tariff rates depend on the distance of transportation. In these differentiation schemes, tariff rates decrease with increasing transportation distance. When using the through-shoulder technique, the tariff distance is determined from the departure station to the destination station, that is, according to the through-shoulder scheme. The freight charge is calculated in Swiss francs, which makes it possible to use the national currencies of the participating countries through the current exchange rate ChF. Since in this case the tariff distance according to the through-leverage scheme is greater than the tariff distances along the railways of the participating countries, the freight charge according to the through-leverage method will be less. This will reduce the freight charge for container transportation and offer railway customers more favorable conditions. VL - 6 IS - 2 ER -
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