Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks
The article discusses methodological approaches to the construction of multicom-modity hierarchical communication networks and identifies the main tasks of pro-cessing and distribution of discrete correspondence flows, which allow to create favorable conditions for reducing material, financial and l...
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Інститут кібернетики ім. В.М. Глушкова НАН України
2025
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| Cite this: | Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks / V. Vasyanin, O. Trofymchuk // Проблемы управления и информатики. — 2025. — № 3. — С. 5-19. — Бібліогр.: 17 назв. — англ. |
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| author | Vasyanin, V. Trofymchuk, O. |
| author_facet | Vasyanin, V. Trofymchuk, O. |
| citation_txt | Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks / V. Vasyanin, O. Trofymchuk // Проблемы управления и информатики. — 2025. — № 3. — С. 5-19. — Бібліогр.: 17 назв. — англ. |
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| container_title | Проблеми керування та інформатики |
| description | The article discusses methodological approaches to the construction of multicom-modity hierarchical communication networks and identifies the main tasks of pro-cessing and distribution of discrete correspondence flows, which allow to create favorable conditions for reducing material, financial and labor costs in transport systems with further mechanization and automation of production.
Розглянуто методологічні підходи до побудови багатопродуктових ієрархічних комунікаційних мереж та визначено задачі обробки та розподілу дискретних потоків кореспонденції, що створюють сприятливі умови для скорочення витрат у транспортних системах з подальшою автоматизацією виробництва.
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| first_indexed | 2026-03-13T06:49:39Z |
| format | Article |
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© V. VASYANIN, O. TROFYMCHUK, 2025
Міжнародний науково-технічний журнал
Проблеми керування та інформатики, 2025, № 3
5
МЕТОДИ ОПТИМІЗАЦІЇ ТА ОПТИМАЛЬНЕ КЕРУВАННЯ
UDC 519.854.2
V. Vasyanin, O. Trofymchuk
CONCEPTUAL BASES FOR MANAGING
THE PROCESSING AND DISTRIBUTION
OF DISCRETE FLOWS IN A MULTICOMMODITY
COMMUNICATION NETWORK.
Part II. INFORMATION TECHNOLOGIES
FOR DECISION SUPPORT
IN COMMUNICATION NETWORKS
Volodymyr Vasyanin
Institute of Telecommunications and Global Information Space of the NAS of Ukraine,
Kyiv,
https://orcid.org/0000-0003-4046-5243
archukr@meta.ua
Oleksandr Trofymchuk
Institute of Telecommunications and Global Information Space of the NAS of Ukraine,
Kyiv,
https://orcid.org/0000-0003-3358-6274
itgis@nas.gov.ua
The article discusses methodological approaches to the construction of multicom-
modity hierarchical communication networks and identifies the main tasks of pro-
cessing and distribution of discrete correspondence flows, which allow to create favor-
able conditions for reducing material, financial and labor costs in transport systems
with further mechanization and automation of production. The number of levels of
hierarchy in the network, as a rule, is determined by the administrative division of the
territory, the subordination of territorial administration bodies, the adopted technology
for processing and distributing the flows of goods and information. Three levels
of hierarchy are identified in the network — trunk, zonal and internal, and four types
of nodes. Nodes of the first, second and third types, located on the trunks of the
transport network or data transmission network and connecting them sections of vehi-
cle routes or communication channels, constitute the trunk network. All trunk nodes
have service areas that form zonal levels of the trunk network. Nodes of the fourth type
are located in the internal service area of any main node and together with it form an
internal network. Multicommodity communication networks are characterized by the
presence of multiple sources and drains of correspondence flows (products or require-
ments). Correspondence is understood as a pair of different network nodes, between
which there is a directed discrete flow of elements of a given value. In the backbone
network, all correspondence is transmitted through communication channels or trans-
ported in vehicles in transport blocks of a given size (capacity, volume). The size of
a transport block is measured by the number of units of correspondence that fit into it.
https://orcid.org/0000-0003-4046-5243
mailto:archukr@meta.ua
https://orcid.org/0000-0003-3358-6274
mailto:itgis@nas.gov.ua
6 ISSN 2786-6491
All trunk nodes are sorting centers, in which correspondence is first sorted by destina-
tion addresses, and then packed into transport blocks. This article some aspects of the
creation and implementation of spatial data infrastructure, information system and spe-
cial mathematical support for transport networks and data transmission networks are
presented. A conceptual approach to building an information-analytical decision sup-
port system for managing the processes of handling and distribution of discrete flows
in hierarchical communication networks is considered. The issues of creating a toolkit
and information platform (portal) for automating decision-making processes in the
tasks of operational management, current planning and long-term development for
trunk transport networks and data transmission backbone networks are discussed.
Keywords: hierarchical multicommodity communication networks, discrete cor-
respondence flows, principles and technology of processing and transportation of
flows in the zonal-nodal structure of the network, problems of long-term and current
planning and operational management, information-analytical decision support system.
Introduction
At the present stage of development of information support in many spheres of state, in-
dustrial and scientific activity, promising technologies for the creation and implementation of
spatial data infrastructure (SDI) and geographic information systems (GIS) have become the
most widespread. According to the official definition, SDI is a system of basic spatial data and
metadata, organizational structures, mechanisms of legal regulation, methodological framework,
technologies and technical means, which provides wide access and effective use of spatial data
by citizens, organizations and authorities. Unfortunately, in Ukraine, SDI technology is only be-
ginning to develop and has found its implementation in a few law enforcement agencies and
ministries. Currently, the concept of creating a national SDI (NSDI) has been approved in
Ukraine, the Law of Ukraine «On national geospatial data infrastructure» (current version of the
Law of 09.07.2023)1 has been developed. This concept stipulates that the constituent parts of the
NSDI are unified regional, sectoral and inter sectoral information systems that are based on geo
information technologies, use and create unified geo information resources using a single digital
topographic and geodetic basis and a single system of technical regulations and standards.
A recognized leader in the creation and promotion of SDI and GIS technologies is ESRI,
which recently released a family of software products of a new generation — ArcGIS 10 [1].
The ArcGIS platform is the optimal solution for building corporate GIS, the foundation of an
information system for effective management of large government and commercial organiza-
tions. ArcGIS is built on the basis of computer industry standards, including COM .NET, Java,
XML, SOAP object architecture, which provides support for generally accepted standards,
flexibility of proposed solutions, and wide opportunities for interaction. The architecture of
ArcGIS ensures its use in many application areas and at different levels of work organization:
on personal computers, on servers, via the Web, or in the «field» environment.
New information technologies have also found application in transport systems. For exam-
ple, to optimize the routes of freight and passenger transportation, a new version of the ArcLogis-
tics software product has appeared, a tool for planning and optimizing the operation of the fleet
of vehicles: importing orders, calculating optimal routes, creating route sheets, building reports,
analyzing work efficiency. ArcLogistics implements a new network analysis algorithm VRP
(vehicle routing problem), which appeared in the latest version of the ArcGIS Network Analyst
module [2]. ArcLogistics is built on the basis of a common core with products from the ArcGIS
family. By optimizing traffic routes, a reduction in transportation costs (fuel costs, the cost of
drivers' working time) is achieved. According to estimates obtained on the basis of the experi-
ence of implementing the ArcLogistics software product (more than a thousand licenses during
the existence of the product), the annual cost reduction is from 10 to 25 %. In addition to reducing
1 https://zakon.rada.gov.ua/laws/show/554-20?lang=en#Text
https://zakon.rada.gov.ua/laws/show/554-20?lang=en#Text
Міжнародний науково-технічний журнал
Проблеми керування та інформатики, 2025, № 3 7
mileage and the number of vehicles, planning time is also reduced. At the same time, an
increase in productivity of up to 10–15 % is achieved by increasing the number of customers
served by the same fleet of vehicles and reducing the response time to incoming orders.
An important place in the design of correspondence transportation is occupied by the
task of developing a scheme of transportation along transport highways connecting large nodal
enterprises of the transport network. Its solution allows to determine the main technical,
operational and economic indicators of the functioning of the transportation network. The
existing practical methods of developing the scheme of long-distance transportation involve
the use of mainly subjective assessment of the quality of cargo transportation by dispatchers.
Therefore, the effectiveness of the transportation scheme is highly dependent on the qualifi-
cations, experience and intuition of the employees involved in its development. The limited
possibilities of practical methods have a negative impact on the most important indicators of
the quality of transport links on highways: stability, regularity, absence of non-exchanges and
transportation, compliance with the deadlines for the promotion (delivery) of correspondence.
In most of the well-known works [3–13] directly devoted to the distribution of flows and
related to the problems of analysis and synthesis of multi-product networks, linear and non-
linear models and corresponding methods of solution are proposed mainly for continuous
variables and parameters of network elements. In addition, the models considered in the
literature are, as a rule, rather crude mathematical descriptions of the functioning of a complex
network structure and do not consider a number of physical characteristics and parameters
inherent in real systems (that is, they are highly aggregated). At the same time, in the case of
distribution of flows in a multicommodity network, the very formulation of the general prob-
lem and individual tasks of managing network resources changes significantly due to the need
to consider a number of common, simultaneously acting factors. In mathematical models of
design and analysis of the scheme of correspondence transportation, it is necessary to consider
a number of important factors characteristic of the processing and transportation of flows in
real networks. First of all, these include: 1) the processes of sorting correspondence in nodal
transport enterprises, which are directly related to their transportation to destinations; 2) dead-
lines for the promotion (delivery) of correspondence; 3) carrying capacity of mainline
transport; 4) time (volumes) of loading and unloading at the points of observance of vehicles;
5) non-linearity of reduced (operating and capital) costs for processing and transportation.
The design of multi-level networks should reflect the impossibility of complete centrali-
zation in one link of information processing and decision-making on the management of the
processes of their development and functioning, which is characteristic of complex systems.
This leads to the need to form a hierarchical structure of the system of automated management
of resources and distribution of flows in the network. The design of hierarchical network struc-
tures is usually descending in nature. At the upper level, the problems of structural synthesis
and prospective development of the network are solved, for which large-aggregate models of
flow distribution are used. At lower levels of design, the detailing of objects should be in-
creased in order to most adequately describe their functioning and make rational decisions.
This determines the iterative and cyclical nature of the design and management processes,
including procedures for synthesis and analysis of possible solutions at all levels of the net-
work. Since decisions are made under conditions of uncertainty associated with the incom-
pleteness of available information and fluctuations in time flows, as well as with the coarsen-
ing of mathematical models, it is necessary to divide decisions into prospective, current and
operational. In this regard, it seems relevant to develop a complex of interrelated multi-level
models of long-term development, current planning and operational management, reflecting
the hierarchy of the network and the corresponding degree of aggregation of indicators.
In the theory of designing large-scale network structures, solving problems of structural
analysis, synthesis and optimization, managing the distribution of flows in multicommodity net-
works, science has accumulated significant theoretical material and practical experience. As
8 ISSN 2786-6491
a rule, most known works consider deterministic models and models based on the mathematical
methods of queuing theory and random Markov processes. At the same time, it is actually
assumed that either the determinism or the stationarity of flows at certain intervals of time for
the distribution of resources is assumed. Real flows do not have these properties. In addition, in
most cases, the flows and parameters of the network elements are discrete quantities. The ma-
thematical apparatus for modeling and analyzing the functioning of multicommodity networks
with discrete flows is underdeveloped. It is necessary to develop mathematical models and solu-
tion methods that consider the non-Markov nature of random processes occurring in multicom-
modity networks, the heterogeneity, non-stationarity and discreteness of distributed flows.
Therefore, the problem of developing a methodology for modeling and designing
multicommodity communication networks remains relevant, which summarizes the pre-
viously obtained results and allows using models of different degrees of aggregation and
for all levels of the hierarchy to successfully solve practical problems of long-term de-
velopment, current planning and operational management for large-dimensional net-
works with discrete flows and discrete parameters of network elements.
The object of the study is the processes of handling and distribution of discrete flows
in multicommodity networks, and the purpose of the work is to increase the efficiency of
functioning of multicommodity communication networks by reducing scarce material,
raw materials, energy, financial and labor costs on the basis of the proposed methodology
for modeling and designing the processes of handling and distribution of discrete flows
and a set of measures for information and analytical support and automation of acceptance
procedures solutions in the management of traffic flows.
Information technologies for decision support in communication networks
To create and disseminate mechanisms of management in the zonal -nodal
transport network, organizational, informational, telecommunication communica-
tion infrastructures are required, as well as distributed computing resources covering
all levels of the network hierarchy. The absence or poverty of infrastructure slows
down the process of establishing links, contributes to its monopolization a nd leads
to the actual conservation of the existing technology of functioning.
Due to numerous connections and dependencies in the transport network, a «cascade
effect» is often manifested, when the overload of one or more trunk nodes or routes leads
to overload and failure of many other network elements. All this necessitates the creation
of an SDI and a GIS of the network. For the transport network, SDI and GIS should
provide all dispatch services with interactive cartographic access to sets of spatial data
characterizing the state of nodes and highways in real time, as well as to solving various
problems of forecasting, analysis, long-term development, current planning and opera-
tional management at all levels of the network hierarchy. Access can be made through
departmental communication channels or the Internet using web servers and a regular
web browser (for example, Google Chrome, Mozilla Firefox, Microsoft Edge, etc.).
In addition, for effective management of the processes of handling and transpor-
tation of discrete correspondence, it is necessary to development of an information
and analytical decision support systems (IADSS) for the tasks of long-term develop-
ment of the zonal-nodal structure of the network; design of current (medium-term)
schemes of sorting and transportation of goods; operational management of flows and
distribution of resources between network nodes; analysis of opportunities to improve
the operation of the network through rational redistribution of flows, etc.
The specificity of decision-making tasks in transport systems is determined, first of all,
by the uncertainty and the presence of common transport highways that are divided between
different transport departments and enterprises. In the context of a shortage of network re-
sources, there are failures, losses, delays and deterioration in the quality of the entire
transport system, so it is necessary to minimize various risk factors and guarantee the final
Міжнародний науково-технічний журнал
Проблеми керування та інформатики, 2025, № 3 9
result — the delivery of correspondence to the addressee. In addition to objective (physical)
uncertainty, it is necessary to consider subjective uncertainty, when some current parame-
ters of the network (loading of nodes, highways) are known to individual dispatch services,
but are not known to the main dispatch service responsible for making the final decision.
The scheme of functioning of the transport network may differ from the calculated one
obtained at the design stage, therefore, its natural adjustment in the process of redistribu-
tion of flows, that is, the multi-stage decision-making procedure is characteristic.
The methodology for designing a transport system should reflect the impossibility of
complete centralization in one link of information processing and decision-making on the
management of sorting and transportation of goods. This leads to the need to form a hierar-
chical structure of the IADSS for design and management, the corresponding level decompo-
sition of the transportation network (trunk, zonal and internal levels) and the stage-by-stage
decomposition of the design and management process itself (problems of long-term develop-
ment, current planning, operational management). At lower levels, the detail of the designed
objects should be increased in order to clarify the parameters and characteristics of the cur-
rent functioning and operational management and make the most rational decisions.
Fig. 1 shows the scheme of control system for the processes of handling and distri-
bution of flows in transport network. For the first time, the theoretical and methodological
foundations of building a hierarchical communication network with discrete flows are
proposed. The anticipated methodology allows to logically link the processes of handling
discrete flows in the network nodes with their subsequent distribution across the network
and to increase the economic efficiency of the functioning and development of the
transport system by reducing the reduced costs under the given restrictions.
Fig. 1
The main tasks of IADSS are shown in Fig. 2. For the first time, for the management
of non-stationary processes of handling and distribution of discrete flows in the network,
the concept and methodology of building a multi-level IADSS based on a comprehensive
solution of the problems of current planning, operational management and long-term de-
velopment are proposed.
Methodology of mathematical modelling and
design of multicommodity communication
networks with discrete flows
Structural components and computer technologies
for control of flow processing
and distribution processes
Information for analytical decision
support system (IADSS)
Discrete cargo automated system (DCAS)
CT
Postulates
Principles
Concept
Schemes
Scripts
Methods
long-term
development
operational
management
current
planning
Main
problems:
T
r
u
n
k
Z
o
n
a
l
In
te
r
n
a
l
Mathematical models, method and algorithms for
solving problems of current planning, operational
management and long-term development
Applied and special control software
for IADSS, SAPDC, CT
10 ISSN 2786-6491
Fig. 2
The flow processing scheme in the transport network trunk node is shown in Fig. 3.
Fig. 3
The solution of these problems is inextricably linked with the creation and imple-
mentation of a unique information system for collecting and storing data on the transport
system, which ensures the necessary quality and appropriate status of the information
circulating in it. This, in turn, determines the need to ensure the appropriate requirements
for the quality indicators of the IADSS functioning, and first of all for its reliability. In-
sufficient reliability of the IADSS worsens in general a number of indicators of the quality
of the information processed in it, including its physical integrity, reliability, complete-
ness, security and leads to the threat of making ineffective decisions by officials in the
management process.
As noted above, IADSS should be an information and cartographic system based on the
latest information technologies — SDI, GIS and distributed computer networks. At the same
time, the main control node (the main center of long-haul transportation) hosts: the main geo-
portal, a distributed database (DB) and metadata managed by a DB management system
(DBMS), a knowledge base, specialized software, a GIS server, a web server, and application
software of the trunk level. All backbone nodes have local (zonal and internal) DB, specialized
and application software.
General tasks of IADSS
• Control of initial data
• Reduction of the full network to the backbone
• Analysis and forecasting
• Information and logical problems
Problems of current
planning:
• construction of vehicle
routes in the internal network
of the trunk node;
• distribution of flows
from type 2 and 3 nodes in
zonal networks;
• packaging of discrete
correspondence into trans-
port blocks and selection of
the backbone network struc-
ture;
• distribution of empty
container flows (for transport
networks);
• distribution and routing
of transport block flows
Tasks of operational
management:
• analysis of queues at nodes
and loading of transport communi-
cation lines and development of
control decisions;
• adjustment of sorting schemes
for discrete correspondence flows
in nodes and transportation schemes
for transport units in case of
overloads, failures, etc.;
• operational accounting and
planning of the fleet of vehicles for
sustainable management of the
processes of handling and trans-
porting flows of discrete corre-
spondence and transport units
Trunk (backbone)
Zonal
Internal
Deterministic and sto-
chastic problems of pro-
spective development
Step-by-step development
of nodes and transport
routes of the backbone net-
work at specified values
of investments by stages
of development and with
their limited volume for the
final planning period with
an assessment of the risk
of investment
Transit flow
Automated control system
for technological processes
of cargo sorting
Input flow
Backbone & Intranet
Container
terminal
···
Backbone
network
Intranet
···
···
···
Міжнародний науково-технічний журнал
Проблеми керування та інформатики, 2025, № 3 11
IADSS should include a global data transmission network (departmental communi-
cation channels or the Internet) connecting all enterprises in the transport network and
local area networks (LAN) in the backbone nodes. The information and cartographic sys-
tem make it possible to work with a multilayer electronic map of nodes and highways of
the transportation network. On the map, you can simultaneously or in any combination
see nodes, node service areas, highways, selected network fragments (polygons), vehicle
routes, planned and current loading of nodes and vehicles on traffic routes, volumes of
cargo not sent on time in network nodes and a lot of other information that characterizes
the transportation network. At the same time, you can change the scale of the image,
switch to different layers of the electronic map, and call up various applicable programs.
The network structure is represented by three levels of hierarchy and includes four types of
nodes (Fig. 1 in [15]). IADSS operates on a real-time scale and allows you to effectively manage
non-linear and non-stationary processes of processing and distribution of flows at all levels of
the network. The use of a group of tasks of current planning as a methodological basis-core for
solving problems of operational management of processing and distribution processes of flows,
as well as for solving problems of prospective development of the network is substantiated.
Block scheme of the information analytical decision support system
In Fig. 4 an approximate block scheme of IADSS for a transport network is shown. As
can be seen from the figure, when developing such a system, there is a problem of creating
specialized mathematical software, peripheral information networks and systems that pro-
vide reception, transmission, processing and storage of information. Solving the problem
includes the following: development of a software package for managing the processing
and transportation of correspondence at each level of planning; selection of the structure of
the regional network of computers, which should reflect the hierarchy of the transport net-
work; selection of communication systems, hardware and modes of information transmis-
sion; creation of discrete cargo automated handling systems for technological processes of
cargo sorting — cargo sorting center and container handling at the container terminal (CT).
Here are some features of the solution and characteristics of the main tasks of IADSS.
Nowadays, one of the main directions in the development of automated control systems, data
processing systems, is the creation of a computing environment in which users of the system
would work most efficiently with minimal unproductive costs. Thus, there is a task of
automating the functions of information support in the management of the transport system.
The methodological basis for this is application of an integrated approach to the
design of information processing, which implies the creation of such a system operating
on a single information base, in which the processes of obtaining reference information
and the processes of managing the processing and storage of information are functionally
and organizationally separated from each other.
Therefore, a set of transport system management programs should use specialized DB, the
main function of which is to maintain a dynamic information model of a complex controlled
and researched object in the system and to provide collective access to this information
by interested users. When using DB, the process of forming, accumulating and maintaining an
information base is allocated to an autonomous one, which is associated with programs of ap-
plied tasks only informationally maintaining an information base is allocated to an autonomous
one, which is associated with programs of applied tasks only informationally.
For the transport network, SDI and GIS provide all dispatch services with interactive car-
tographic access to sets of spatial data characterizing the state of nodes and highways in real time,
as well as to solving various problems of forecasting, analysis, long-term development, current
planning and operational management at all levels of the hierarchy transportation networks. Ac-
cess can be done through departmental communication channels or the Internet through web
servers and a regular web browser (e.g. Google Chrome).
12 ISSN 2786-6491
Fig. 4
Mathematical support for solving the problems of long-term development, current plan-
ning and operational management at the backbone level (application server)
Control of
input data
Structural optimization of the
backbone network and clarification
of the network structure by
the method of expert analysis
Reduction of
the full network
to the backbone
network
Long-term
development
Current
planning
Operational
management
Analysis and
forecasting
Information and
logical tasks
Network operating system and system software (network server)
Central DB servers
Distributed
DB of
network
Meta DB
Knowledge
base
Central
GIS
server
Local computing network of the cen-
tral dispatch service for the control of
processing and distribution of flows.
Situation center
Central web server, firewall
Zonal local
computing
network of the
trunk node
Automated workstations of employees of delivery
enterprises (nodes of the 4th type)
Mathematical support for solving
problems of long-term development,
current planning and operational
management at the zonal and internal
levels (local application server)
Local DB Servers
DB of the zonal
network
DB of the
internal network
Local web server, firewall
Local GIS
server
Management of sorting and CT
Sorting
control tables
Container
terminal
control tables
Network operating system and system software (local network server)
Cargo sorting center
CT
Departmental communication
channels, Internet
Departmental
communication
channels,
Internet
Міжнародний науково-технічний журнал
Проблеми керування та інформатики, 2025, № 3 13
The hubs of the first type can accommodate of cargo sorting center (discrete cargo auto-
mated handling systems for technological processes of cargo sorting) and container handling at
the CT, operating in real time. Sorting control tables and CT management arrays are used to
control of cargo sorting center and CT. This control information is the result of solving the
problems of current planning and operational management of the processing and distribution
of cargo flows at the main and zonal levels of the transport network.
All the necessary operational information about the network (volumes of daily flows
in the network nodes, routes and carrying capacities of main transport, throughput ca-
pacities of nodal enterprises and a lot of other current information) enters the spatial data
infrastructure distributed database (SDIDDB) through data transmission equipment and de-
partmental communication channels or the Internet from trunk nodes and delivery enterprises.
The SDIDDB stores and updates with a certain periodicity all the information necessary to
solve the problems of managing the transport system of the trunk level.
The purpose of the DB is not only to keep the initial information arrays up to date,
but also to store the results of solving all management problems at the trunk level.
A metadata DB contains a standardized set of information — a catalog (for example, in
the ISO19139 metadata is standard) about all existing information resources of the net-
work and their location in the IAS. The knowledge base contains and accumulates infor-
mation for prompt response and decision-making in case of emergency situations. The
knowledge base and situational center are used mainly in the expert training system of
dispatchers in the analysis and selection of alternative options for getting out of critical
states of the transport network (overloads of routes and nodes, failures of sorting equip-
ment and CT, etc.).
The central GIS server carries out the necessary functional geo processing and data
visualization at the workplaces of the LAN of the central dispatch service of trunk trans-
portation and the screen of the situation center. Databases are managed by database
management systems (DBMS), e.g. Oracle (using the Arc SDE SQL type or the Oracle
Spatial SQL type if using Oracle Spatial); IBM DB2; IBM Informix; Microsoft SQL
Server; Informix; PostgreSQL (using ST Geometry types or Post GIS if using Post GIS).
Web-servers with a firewall protection provide differentiated access to different users of
transportation management system resources.
Data in DB is stored in the form of geo data — a model that defines the structure
and rules for storing various types of data — vector and raster data, address points, geo-
detic measurement data, numerical, text, tabular data, and others.
Let us briefly consider the composition and functions of mathematical support for
planning and management at the trunk level. A set of programs for monitoring the initial
data is designed to control and diagnose the initial arrays of information and allows you
to identify syntactic and logical errors made in the preparation of data, as well as provides
control over the objectivity of information received through communication channels
from remote subscribers.
When solving the problem of choosing the structure of the main transport network,
the quantitative and qualitative composition of its nodes (nodes of the first, second and
third types) is determined. Since it is not possible to formalize all the factors influencing
the optimal structure of the network when solving the problem, the experience of practical
workers of transport enterprises is used for its final selection.
Reduction programs are designed to automatically convert complete network data
into data for a backbone network. As mentioned above, the organization of the manage-
ment system requires the presence of a centralized DB that supports the information
model of the complete transport network, as well as the network and means of automated
data collection. In this regard, the question arises, which nodes should be included in the
data collection network. From the point of view of the organization of the data collection
14 ISSN 2786-6491
system, the natural desire to reduce the number of data collection points and the concentra-
tion of information processing in large nodal enterprises (for example, in nodes of the
first, second and third types) is the most acceptable. However, it should be borne in mind
that, firstly, in order to select the structure of the backbone network, as well as to solve
various problems at the zonal and internal levels of the network, information about the
complete network of transport enterprises is required; Secondly, without solving the prob-
lem of structural optimization, it is a priori difficult to judge which nodes should be data
collection nodes. In addition, for a constantly developing transport network, periodic
changes in its structure are inevitable with the transition of nodal enterprises from one
level to another. Restructuring of the network structure causes certain difficulties in the
organization of the data collection system in large nodal enterprises, since data collection
should be carried out considering the principles of zonal-nodal sorting. In this case, there
is also the task of restructuring the information DB of the transport network.
Therefore, the most correct solution will be when all enterprises of the transport system
(nodes of the first, second, third and fourth types) will be sources of information. Then
the restructuring of the network structure will not cause any changes in the organization and
processing of data at the node level, and all functions related to data processing in ac-
cordance with the hierarchical structure of the selected backbone network can be performed
by reduction procedures in a centralized automated way. All data used to solve the problems
of long-term development, current planning and operational management at the main level
are subject to reduction. When transforming data, the principles of hierarchical subordina-
tion of nodes are used, which also determines the logical transformation of data.
The long-term tasks, first of all, include the task of optimizing the stage-by-stage
management of the development of the production and transport system, taking into ac-
count all the possibilities of high-quality organizational and technical improvement of its
structure in the presence of restrictions on capital investments and the possibility of their
development. In addition, this group includes the task of optimizing the phased plan for
the development of container transport routes and the task of adjusting the network struc-
ture considering the development of industrial-territorial complexes. The first task im-
plies the construction of new, previously non-existent routes, and the second — the ex-
pansion of the main network, considering the construction and development of new eco-
nomic facilities on the territory of Ukraine.
An important place in the composition of the mathematical support of the transport
system at the main level is occupied by the tasks of current (tactical) planning, which
provide rational solutions for medium-term planned periods and are aimed mainly at the
effective use of the available resources of transport enterprises. It is this class of tasks that
is the primary object of research and forms the basis-core for solving problems of long-
term development and operational management. The first task arises when sorting corre-
spondence (cargo) in trunk hubs. It consists in determining the optimal number of main
sorting directions and is called the task of packaging and forming flows of transport
blocks (containers). The result of solving this problem is a scheme for sorting cargo flows
in each trunk junction and a scheme for addressing the formed flows of transport blocks.
The second task is typical only for transport networks and consists in balancing the re-
sulting trunk matrix of flows of transport blocks, the need for which arises due to the
inequality of output and input flows in individual network nodes. The finally formed trunk
matrix of flows is the initial one for the problem of distribution and routing, the solution
of which determines the scheme of transportation of transport blocks on the network of
vehicle routes.
Among the tasks of operational management at the trunk level, we highlight the most
important: analysis of queues at nodes and loading of transport highways and making
management decisions; adjustment of cargo sorting schemes in hubs and transportation
Міжнародний науково-технічний журнал
Проблеми керування та інформатики, 2025, № 3 15
schemes of transport units in the event of overloads, failures, etc.; operational accounting
and planning of the fleet of vehicles for sustainable management of the processes of
handling and transportation of correspondence flows.
The group of tasks of analysis and forecasting provides the dispatching apparatus
with control of some additional information, which makes it possible to analyze the tech-
nical and economic indicators of the functioning of the transport system. This includes
the tasks of analyzing the load of elements of the transport network, calculating the time
of delivery of correspondence to the end consumer, obtaining various characteristics of
transport networks, forecasting outgoing flows and many others. The tasks of analysis
and forecasting are closely related to the tasks of operational management of long-distance
transportation and, in fact, are an information link that provides timely response and
decision-making in case of emergency situations. The results of solving forecasting prob-
lems are used to draw up promising schemes of long-haul transportation and are the initial
data for the task of step-by-step management of network development.
The group of information and logical tasks is a part of the information and reference
subsystem of the IADSS, operating in the dialogue mode, controlled by an expert dispatcher
and designed to display specific information in a cartographic form on the screens of per-
sonal computers and the situation center. For example, a cartographic scheme can display:
loading of selected highways with a list of vehicles passing through them; address flows
of transport blocks and unit cargoes contained in them; correspondence sorting schemes for
the specified nodes; routes of separate correspondence and transport blocks with indication
of vehicles, transshipment units and time of delivery to the end consumer; volumes of out-
going, incoming and transit correspondence and transport units in network nodes; technical
and economic indicators of the functioning of units and vehicles (the value of the reduced
costs for sorting, loading and unloading and transportation, the working fleet of vehicles,
etc.). Access to information is possible from local and remote PC and is differentiated
between users by a system of passwords. Many functions of the tasks of analysis and fore-
casting, as well as operational management are performed by encoding special requests to
the group of information-logical tasks. Initial information can also be obtained in the form
of printed documents, for example, in a convenient and familiar form for dispatchers
of route sheets, schemes for detailed sorting of goods in nodal transport enterprises, etc.
Mathematical support for the management of zonal and internal transportation includes:
tasks of control, accounting and analysis; tasks of long-term development, current planning
and operational management in the service areas of main hubs and at the internal levels of the
transportation network; information and logical tasks. The main goal of optimization tasks is
to obtain schemes for the transportation of cargo flows within the service areas of the main
nodes and to develop rational routes of motor transport to the enterprises of delivery of these
nodes. The functions of other problems are in many respects similar to the functions of tasks
at the trunk level.
In addition to the general mathematical support of planning and management in the
main hubs, it is necessary to have real-time control systems for the technological pro-
cesses of processing discrete cargo flows (cargo sorting center) and processing of in-
coming, outgoing and transit transport blocks (containers) at the CT. Sorting control
tables and CT management arrays are used to control cargo sorting center and CT. This
management information is the result of solving the problems of packaging and formation
of flows of transport blocks, distribution and routing of the formed flows of transport
blocks and tasks of operational management of the zonal level.
Sequence of solving the problems of current planning
Fig. 5 shows the sequence of solving the problems of current planning, which illustrates
their relationship with the tasks of long-term development and operational management,
16 ISSN 2786-6491
which arise both at the main and zonal levels. The process of solving problems begins
with the stage of control and diagnostics of the initial data on the complete transport net-
work, including nodes of the first, second, third and fourth types. At the second stage,
after successful control, analysis tasks are solved, which allow to check the connectivity
of the network and obtain its preliminary characteristics, and the formation of internal
networks is carried out with clarification of their boundaries by experienced experts.
Fig. 5
At the third stage, the network reduction procedure is carried out. The data is
automatically transformed in accordance with the adopted network structure and the
principles of hierarchical subordination of nodes, DB of zonal and internal networks
are formed. The information arrays of the backbone network are subject to additional
control before being output to an external storage device, since after the reduction
procedure, the backbone network may not be connected. At the fourth stage, the
optimization problems of current planning are solved, and the scheme of long-dis-
tance transportation of goods is determined. The results of solving the first problem
Complete
network DB
Control and
diagnostics
of initial data
Problems
of long-term
development
Formation of
interval networks
Knowledge
base
Analysis
tasks
Refinement of the
structure of the
complete network
Complete
network
structure
Network
reduction
procedure
Zonal and
internal
networks
Problems of
planning and
management in
trunk service zones
Backbone
network control
Backbone
network
Problems
of analysis and
forecasting
Tasks of current
planning
The problem of
packaging and
choosing the struc-
ture of the back-
bone network
Sorting
scheme
Problems
of developing
sorting tables
The problem
of delivering
empty containers
Scheme for the
delivery of empty
containers
Problems
of operational
management
of backbone
transportation
The problem
of distribution and
routing of transport
block flows
Flow transport
scheme
Information
arrays of control
the container
terminal
Міжнародний науково-технічний журнал
Проблеми керування та інформатики, 2025, № 3 17
are used for the development of sorting tables that control the main sorting in the
nodal enterprises, as well as in the tasks of operational management at the main level.
The scheme of long-haul transportation and the scheme of distribution of empty con-
tainers are the initial data for the tasks of planning transportation in the service areas of
the hub and for the tasks of operational management of long-distance transportation.
Since the transportation scheme gives a complete picture not only of the process of trans-
porting containers, but also the plan for their loading and unloading in nodal enterprises,
information management arrays are developed on its basis CT, which determine the pro-
cedure for handling incoming, outgoing and transit containers.
Joint use of the results of solving the problems of analysis, forecasting and design of
the transportation scheme allows solving the problems of long-term development of the
transport system. For example, the results of solving the problems of current planning,
with the use of long-term forecasted trunk flows, are the initial data for the development
of nodal enterprises and the construction of new routes of trunk transport [16, 17].
An important issue in the transport system management system is selection of a dis-
crete time period for scheduling a solving various problems. As a rule, long-term plans
are developed for five years and longer periods. The tasks of current planning are charac-
terized by the construction of transportation schemes for several periods during the year.
In practice, most often, the development of a trunk transportation scheme is carried out
five times a year, depending on seasonal fluctuations in flows.
At the same time, it is recommended to use the average daily planned flows calculated
for specific periods as instantaneous flows distributed over the network. The use of average
daily flows in the tasks of current planning is associated with two important factors associ-
ated with the handling and transportation of discrete cargoes: the rhythm of production pro-
cesses and the desire to link current planning with the tasks of operational management,
where one day is taken as a time discrete. The first factor is most pronounced in the sorting
of flows and is associated with the control terms of cargo handling in nodal enterprises, as
well as with the schedule of long-haul transport. In this sense, the daily movement of vehi-
cles through junction enterprises on all routes is the most acceptable, since it allows you to
establish a clear rhythm of sending containers formed during the day. The second factor is
due to the fact that sometimes in real management conditions the boundary between current
and operational decisions is erased. For example, the problem of distributing empty con-
tainers should be solved both at the level of current planning and in operational manage-
ment. Summarizing the above, it can be concluded that the interconnection of tasks, the
presence of feedback in the management system, the erasure of the boundaries in some cases
between the tasks of current planning and operational management allows flexible manage-
ment of transportation processes at all levels of the network hierarchy.
Creation of IADSS and its implementation in the activities of state and commercial
transport enterprises will allow: calculate the main technical, operational and economic
indicators of the transport network functioning; increase the efficiency of the network
in real time by optimizing the schemes of cargo handling and transportation; promptly
manage the processes of handling and transportation of goods in case of emergency
situations due to their timely detection and redistribution of flows; plan the phased de-
velopment of the network, taking into account the commercial risk of investment in the
context of economic instability and devaluation of resources; to reduce design costs by
modeling various variants of the transport network in an interactive optimization mode,
changing the topology, hierarchical structure, flows, routes of vehicles, all kinds of
parameters and constraints of the transport model, and from the family of results ob-
tained to choose the best option, taking into account the selected goal function and the
accepted constraints.
18 ISSN 2786-6491
Conclusion
1. For the management of nonlinear and non-stationary processes of processing and
distribution of flows in the network, a conceptual approach to the construction of a multi-
level information and analytical decision support system, which operates in real time and
opens up new opportunities for the creation of intelligent methods and information tech-
nologies in the management of complex processes and objects, is proposed.
2. The main tasks of current planning are defined, which constitute the methodological
basis — the core for solving the problems of operational management of the processes of
processing and distribution of flows, as well as for solving the problems of long-term
development of the network. The relationship between the tasks of current planning and
the tasks of operational management and long-term development is shown. The proposed
methodology is planned to be used to build deterministic and stochastic models of tasks
for the prospective development of network nodes at given values of investments by
stages of development and with their limited volume for the final planning period.
В.О. Васянін, О.М. Трофимчук
КОНЦЕПТУАЛЬНІ ОСНОВИ УПРАВЛІННЯ
ОБРОБКОЮ ТА РОЗПОДІЛОМ ДИСКРЕТНИХ
ПОТОКІВ У БАГАТОПРОДУКТОВІЙ
КОМУНІКАЦІЙНІЙ МЕРЕЖІ.
Частина 2. ІНФОРМАЦІЙНІ ТЕХНОЛОГІЇ
ПІДТРИМКИ ПРИЙНЯТТЯ РІШЕНЬ
У КОМУНІКАЦІЙНИХ МЕРЕЖАХ
Васянін Володимир Олександрович
Інститут телекомунікацій і глобального інформаційного простору НАН України,
м. Київ,
archukr@meta.ua
Трофимчук Олександр Миколайович
Інститут телекомунікацій і глобального інформаційного простору НАН України,
м. Київ,
itgis@nas.gov.ua
Розглянуто методологічні підходи до побудови багатопродуктових ієрархічних
комунікаційних мереж та визначено задачі обробки та розподілу дискретних по-
токів кореспонденції, що створюють сприятливі умови для скорочення витрат
у транспортних системах з подальшою автоматизацією виробництва. Кількість
рівнів ієрархії в мережі зазвичай залежить від адміністративного поділу терито-
рії, підпорядкування органів територіального управління, технології обробки та
розподілу потоків товарів та інформації. Виділено три рівні ієрархії — магіст-
ральний, зональний та внутрішній, та чотири типи вузлів. Перші три типи вузлів
на магістралях транспортної мережі або мережі передачі даних становлять ма-
гістральну мережу. Магістральні вузли мають зони обслуговування, що утворю-
ють зональні рівні магістральної мережі. Вузли четвертого типу у внутрішній зоні
обслуговування будь-якого головного вузла разом з ним утворюють внутрішню
мережу. Багатопродуктові комунікаційні мережі характеризуються наявністю
джерел та стоків потоків кореспонденції (продуктів або вимог). Кореспонден-
ція — це пара різних вузлів мережі, між якими існує спрямований дискретний
потік елементів заданого значення. У магістральній мережі кореспонденція пере-
дається каналами зв’язку або транспортується блоками заданого розміру (ємно-
сті, об’єму). Розмір транспортного блоку вимірюється кількістю кореспонденції
в ньому. Магістральні вузли — сортувальні центри, де кореспонденція спочатку
сортується за адресами, а потім упаковується в транспортні блоки. Представлено
Міжнародний науково-технічний журнал
Проблеми керування та інформатики, 2025, № 3 19
деякі аспекти створення та впровадження інфраструктури просторових даних,
інформаційної системи та спеціального математичного забезпечення для
транспортних мереж та мереж передачі даних. Розглянуто концептуальний підхід
до побудови інформаційно-аналітичної системи підтримки прийняття рішень для
керування процесами обробки та розподілу дискретних потоків в ієрархічних ко-
мунікаційних мережах. Обговорено питання створення інструментарію та інфор-
маційної платформи (порталу) для автоматизації процесів прийняття рішень у за-
дачах оперативного управління, поточного планування та довгострокового роз-
витку для магістральних транспортних мереж та опорних мереж передачі даних.
Ключові слова: ієрархічні багатопродуктові комунікаційні мережі, дискретні
потоки кореспонденцій, принципи і технологія обробки та транспортування
потоків в зонально-вузловій структурі мережі, задачі довгострокового і по-
точного планування та оперативного управління, інформаційно-аналітична
система підтримки прийняття рішень.
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Submitted 16.01.2025
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|
| id | nasplib_isofts_kiev_ua-123456789-211397 |
| institution | Digital Library of Periodicals of National Academy of Sciences of Ukraine |
| issn | 0572-2691 |
| language | English |
| last_indexed | 2026-03-13T06:49:39Z |
| publishDate | 2025 |
| publisher | Інститут кібернетики ім. В.М. Глушкова НАН України |
| record_format | dspace |
| spelling | Vasyanin, V. Trofymchuk, O. 2026-01-01T19:25:11Z 2025 Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks / V. Vasyanin, O. Trofymchuk // Проблемы управления и информатики. — 2025. — № 3. — С. 5-19. — Бібліогр.: 17 назв. — англ. 0572-2691 https://nasplib.isofts.kiev.ua/handle/123456789/211397 519.854.2 10.34229/1028-0979-2025-3-1 The article discusses methodological approaches to the construction of multicom-modity hierarchical communication networks and identifies the main tasks of pro-cessing and distribution of discrete correspondence flows, which allow to create favorable conditions for reducing material, financial and labor costs in transport systems with further mechanization and automation of production. Розглянуто методологічні підходи до побудови багатопродуктових ієрархічних комунікаційних мереж та визначено задачі обробки та розподілу дискретних потоків кореспонденції, що створюють сприятливі умови для скорочення витрат у транспортних системах з подальшою автоматизацією виробництва. en Інститут кібернетики ім. В.М. Глушкова НАН України Проблеми керування та інформатики Методи оптимізації та оптимальне керування Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks Концептуальні основи управління обробкою та розподілом дискретних потоків у багатопродуктовій комунікаційній мережі. Частина 2. Інформаційні технології підтримки прийняття рішень у комунікаційних мережах Article published earlier |
| spellingShingle | Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks Vasyanin, V. Trofymchuk, O. Методи оптимізації та оптимальне керування |
| title | Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks |
| title_alt | Концептуальні основи управління обробкою та розподілом дискретних потоків у багатопродуктовій комунікаційній мережі. Частина 2. Інформаційні технології підтримки прийняття рішень у комунікаційних мережах |
| title_full | Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks |
| title_fullStr | Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks |
| title_full_unstemmed | Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks |
| title_short | Conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. Part II. Information technologies for decision support in communication networks |
| title_sort | conceptual bases for managing the processing and distribution of discrete flows in a multicommodity communication network. part ii. information technologies for decision support in communication networks |
| topic | Методи оптимізації та оптимальне керування |
| topic_facet | Методи оптимізації та оптимальне керування |
| url | https://nasplib.isofts.kiev.ua/handle/123456789/211397 |
| work_keys_str_mv | AT vasyaninv conceptualbasesformanagingtheprocessinganddistributionofdiscreteflowsinamulticommoditycommunicationnetworkpartiiinformationtechnologiesfordecisionsupportincommunicationnetworks AT trofymchuko conceptualbasesformanagingtheprocessinganddistributionofdiscreteflowsinamulticommoditycommunicationnetworkpartiiinformationtechnologiesfordecisionsupportincommunicationnetworks AT vasyaninv konceptualʹníosnoviupravlínnâobrobkoûtarozpodílomdiskretnihpotokívubagatoproduktovíikomuníkacíiníimerežíčastina2ínformacíinítehnologíípídtrimkipriinâttâríšenʹukomuníkacíinihmerežah AT trofymchuko konceptualʹníosnoviupravlínnâobrobkoûtarozpodílomdiskretnihpotokívubagatoproduktovíikomuníkacíiníimerežíčastina2ínformacíinítehnologíípídtrimkipriinâttâríšenʹukomuníkacíinihmerežah |