Article
citation information:
Łukasik, Z., Kuśmińska-Fijałkowska, A., Olszańska, S. The impact of the organisation of transport processes on the efficient use of
a fleet of vehicles. Scientific Journal
of Silesian University of Technology. Series Transport. 2021, 110, 87-95. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2021.110.7.
Zbigniew ŁUKASIK[1],
Aldona KUŚMIŃSKA-FIJAŁKOWSKA[2],
Sylwia OLSZAŃSKA[3]
THE
IMPACT OF THE ORGANISATION OF TRANSPORT PROCESSES ON THE EFFICIENT USE OF A
FLEET OF VEHICLES
Summary. Running business
activity in the field of transport requires managing people to coordinate many
factors at the same time. The most important factor for the functioning of an
enterprise is the planning of execution of transport orders, which is an
inherent element of effective management of a fleet of vehicles. The management
of logistics and transport is a field of science derived from economic
practice, therefore, real events occurring in an enterprise providing transport
services at the national and international level were examined. Research and
analysis of transport processes were conducted in an enterprise from the TSL sector functioning in the European Union in the aspect
of efficient use of a fleet of vehicles.
Keywords: transport corridor, vehicle fleet, transport company
1. INTRODUCTION
The
development of national and international transport services requires that
shippers constantly improve their knowledge of stages and all procedures
related to the acquisition of transport orders and relocation of cargos, and
methods of planning of transports [16,21,13,15,17]. In
the environment of entrepreneurs from the TSL
(Transport, Spedition, Logistics)
sector, the need for planning of transports with the use of appropriate methods
is developing despite difficulties [5]. Therefore, the key element to achieve
success under conditions of the growing competition is not only to develop
appropriate planning actions from the point of view of an entrepreneur, but
also the awareness of the benefits resulting from execution of well-planned
transport processes [2,3,7,19]. Therefore, transport enterprises that want to
achieve organisational efficiency should plan and execute transport processes [6,8,9,14,18]. Nowadays, planning is a key indicator of
development in transport companies; the following parameters are becoming
increasingly important regarding services: comprehensiveness of service,
promptness and flexibility of actions [12]. Finally, the most important factor
in this aspect is the improvement of the transport process through, among
others, shortening the time of its execution, speedy and on-time deliveries [1,4,11,20].
2. EFFICIENCY OF TRANSPORT PROCESSES
Considering
the issues of transport efficiency, it must be emphasised
that its basic condition is the efficiency of transport processes. In this
aspect, making assessments in due time allows early identification of positive
and negative tendencies and allows to rationally control the process of
transport and effective use of a fleet of vehicles. Therefore, the following
rates can be applied in the assessment [10]:
• Time of
transport (duration of journey 
on the route h) – time of departure of the means of transport from the
starting to end point (1) [10]
where:
– driving time on the route h, that
is, when the vehicle is constantly moving,
– time of
stopover of a vehicle (for example, mandatory breaks resulting from regulations
concerning working time of a driver).
• Time of driving 
on the route h – time of driving in both sides, including time of loading
and unloading (2) [10]
(2)
where:
– time of
loading/unloading.
• A significant parameter of logistic planning is operating
speed of a vehicle 
on the route h,
which is the ratio of route
to a vehicle to its working time in a unit of time (3) [10]
(3)
where:
– route
distance,
– working time of a vehicle and all
accompanying actions [hour].
•
Technical speed of a vehicle 
on the route h, which is the ratio of the
route to a vehicle to driving time in a unit of time (4) [10]
(4)
where:
– distance
of a route [km],
– driving time of a vehicle on the
route h [hour].
3. AN ANALYSIS OF TRANSPORT PROCESSES IN A REAL OBJECT
A
careful analysis was conducted on transports executed by the examined transport
enterprise in May 2019, of which the subject is transport within standing
orders. An initial analysis showed a very long time of loading on section 23,
that is, 3 hours 55 minutes. Whereas, the longest time of unloading was1 hour 45 minutes on section 22 (Table 1).
Tab. 1
An analysis of transport processes in May 2019
|
ROUTE |
SECTION NUMBER |
DATE OF DEPARTURE |
HOUR OF DEPARTURE |
PLACE OF DEPARTURE |
DISTANCE [km] |
CARGO [t] |
DATE OF ARRIVAL |
HOUR OF ARRIVAL |
TIME OF LOADING [h] |
TIME OF UNLOADING
[h] |
TIME OF PAUSE ON |
DAILY REST [h] |
TOTAL FUEL |
|
1 |
1 |
2019-05-04 |
07:57 |
JASŁO - BYSTRE (SK) |
120 |
0 |
2019-05-04 |
12:00 |
0:42 |
0:52 |
32 |
||
|
2 |
2019-05-04 |
12:42 |
BYSTRE (SK) - JASŁO |
120 |
24 |
2019-05-04 |
15:36 |
13:39 |
40 |
||||
|
2 |
3 |
2019-05-05 |
05:15 |
JASŁO - STRASZYN |
670 |
24 |
2019-05-05 |
16:45 |
1:00 |
1:50 |
13:45 |
200 |
|
|
4 |
2019-05-06 |
07:30 |
STRASZYN - GDYNIA |
36 |
0 |
2019-05-06 |
08:00 |
1:40 |
10 |
||||
|
5 |
2019-05-06 |
09:40 |
GDYNIA - WIELKA WIEŚ |
605 |
24 |
2019-05-06 |
18:10 |
1:00 |
11:10 |
193 |
|||
|
6 |
2019-05-07 |
05:20 |
WIELKA WIEŚ - JASŁO |
172 |
24 |
2019-05-07 |
09:20 |
0:45 |
52 |
||||
|
3 |
7 |
2019-05-11 |
09:40 |
JASŁO - MICHALOVCE (SK) |
150 |
0 |
2019-05-11 |
13:39 |
0:56 |
1:00 |
39 |
||
|
8 |
2019-05-11 |
14:35 |
MICHALOVCE (SK) - JASŁO |
150 |
18 |
2019-05-11 |
17:35 |
13:30 |
45 |
||||
|
4 |
9 |
2019-05-12 |
07:05 |
JASŁO - OLSZYNA |
605 |
18 |
2019-05-12 |
16:15 |
1:05 |
13:05 |
180 |
||
|
10 |
2019-05-13 |
05:20 |
OLSZYNA - NAUEN (D) |
215 |
18 |
2019-05-13 |
08:45 |
0:35 |
0:45 |
65 |
|||
|
11 |
2019-05-13 |
09:20 |
NAUEN (D) - GUBIN |
203 |
0 |
2019-05-13 |
12:35 |
2:00 |
10:25 |
50 |
|||
|
12 |
2019-05-14 |
01:00 |
GUBIN - JASŁO |
626 |
24 |
2019-05-14 |
13:00 |
2:00 |
18:11 |
200 |
|||
|
5 |
13 |
2019-05-15 |
07:11 |
JASŁO - HUMENNE (SK) |
110 |
24 |
2019-05-15 |
10:30 |
1:10 |
0:50 |
34 |
||
|
14 |
2019-05-15 |
11:40 |
HUMENNE (SK) - MICHALOVCE (SK) |
27 |
0 |
2019-05-15 |
12:20 |
2:00 |
6,6 |
||||
|
15 |
2019-05-15 |
14:20 |
MICHALOVCE (SK) - JASŁO |
150 |
15 |
2019-05-15 |
17:00 |
45 |
|||||
|
6 |
16 |
2019-05-17 |
09:10 |
JASŁO - OLSZYNA |
605 |
15 |
2019-05-17 |
19:10 |
1:10 |
11:00 |
182 |
||
|
17 |
2019-05-18 |
06:10 |
OLSZYNA - BERLIN (D) |
150 |
15 |
2019-05-18 |
08:55 |
0:35 |
0:45 |
45 |
|||
|
18 |
2019-05-18 |
09:30 |
BERLIN (D) - ŻARY |
186 |
0 |
2019-05-18 |
12:25 |
1:35 |
12:00 |
38 |
|||
|
19 |
2019-05-19 |
02:00 |
ŻARY - JASŁO |
573 |
24 |
2019-05-19 |
11:00 |
1:25 |
19:00 |
184 |
|||
|
7 |
20 |
2019-05-20 |
06:00 |
JASŁO - PRESOV (SK) |
120 |
24 |
2019-05-20 |
09:20 |
1:00 |
1:00 |
35 |
||
|
21 |
2019-05-20 |
10:20 |
PRESOV (SK) - JASŁO |
120 |
0 |
2019-05-20 |
12:30 |
2:30 |
30 |
||||
|
8 |
22 |
2019-05-23 |
05:00 |
JASŁO - ŁÓDŹ |
350 |
18 |
2019-05-23 |
12:45 |
1:45 |
0:45 |
105 |
||
|
23 |
2019-05-23 |
14:30 |
ŁÓDŹ - STRYKÓW |
35 |
0 |
2019-05-23 |
15:05 |
3:55 |
9:00 |
7,2 |
|||
|
24 |
2019-05-24 |
04:00 |
STRYKÓW - JASŁO |
375 |
6 |
2019-05-24 |
11:30 |
0:50 |
18:30 |
95 |
|
9 |
25 |
2019-05-25 |
06:00 |
JASŁO - HUMENNE (SK) |
120 |
6 |
2019-05-25 |
08:30 |
0:50 |
25 |
|||
|
26 |
2019-05-25 |
09:20 |
HUMENNE (SK) - MICHALOVCE (SK) |
28 |
0 |
2019-05-25 |
11:05 |
1:45 |
0:55 |
7 |
|||
|
27 |
2019-05-25 |
12:50 |
MICHALOVCE (SK) - JASŁO |
150 |
18 |
2019-05-25 |
15:50 |
45 |
|||||
|
10 |
28 |
2019-05-28 |
04:30 |
JASŁO - ŁÓDŹ |
350 |
18 |
2019-05-28 |
12:15 |
1:10 |
0:45 |
135 |
||
|
29 |
2019-05-28 |
13:25 |
ŁÓDŹ - RADOMSKO |
90 |
0 |
2019-05-28 |
14:45 |
2:15 |
9:05 |
25 |
|||
|
30 |
2019-05-29 |
02:05 |
RADOMSKO - JASŁO |
257 |
9 |
2019-05-29 |
06:30 |
1:00 |
70 |
Conducted
analysis showed that standard deviation regarding the average value is 82%,
fuel consumption on the section, 88%, whereas, time of daily rest, 26% (Table
2).
Tab. 2
The results of analyses – May 2019
|
MONTHLY |
DISTANCE [km] |
TIME OF LOADING [h] |
TIME OF UNLOADING [h] |
TIME OF PAUSE ON A ROUTE SECTION [h] |
DAILY REST [h] |
TOTAL FUEL CONSUMPTION [l] |
|
Month in total V |
7468 |
19:18:00 |
9:50:00 |
16:57:00 |
172:20:00 |
2 219,8 |
|
Average |
249 |
1:55 |
0:59 |
1:03 |
13:15 |
74,0 |
|
Maximum |
670 |
3:55 |
1:45 |
2:00 |
19:00 |
200,0 |
|
Minimum |
27 |
0:42 |
0:35 |
0:45 |
9:00 |
6,6 |
|
Variance |
40672 |
0:47 |
0:07 |
0:08 |
11:39 |
4114,9 |
|
Standard deviation |
205 |
0:53 |
0:20 |
0:22 |
3:24 |
65,2 |
|
Standard deviation / Average [%] |
82 |
46 |
35 |
36 |
26 |
88 |
As a result of the conducted research, further
section parameters were calculated and contained in Table 3.
Tab. 3
An analysis of section parameters in May 2019
|
SECTION NUMBER |
DATE |
DISTANCE [km] |
SHIPPING |
TIME |
DRIVING |
WORKTIME [h] |
OPERATING |
TECHNICAL |
THE RATE OF |
FUEL |
CONSUMPTION |
|
1 |
2019-05-04 |
120 |
0 |
04:03 |
03:11 |
04:45 |
29,6 |
37,7 |
0,85 |
32 |
26,7 |
|
2 |
2019-05-04 |
120 |
2 880 |
02:54 |
02:54 |
02:54 |
41,4 |
41,4 |
1,00 |
40 |
33,3 |
|
3 |
2019-05-05 |
670 |
16 080 |
11:30 |
09:40 |
12:30 |
58,3 |
69,3 |
0,92 |
200 |
29,9 |
|
4 |
2019-05-06 |
36 |
0 |
00:30 |
00:30 |
02:10 |
72,0 |
72,0 |
0,23 |
10 |
27,8 |
|
5 |
2019-05-06 |
605 |
14 520 |
08:30 |
07:30 |
08:30 |
71,2 |
80,7 |
1,00 |
193 |
31,9 |
|
6 |
2019-05-07 |
172 |
4 128 |
04:00 |
04:00 |
04:45 |
43,0 |
43,0 |
0,84 |
52 |
30,2 |
|
7 |
2019-05-11 |
150 |
0 |
03:59 |
02:59 |
04:55 |
37,7 |
50,3 |
0,81 |
39 |
26,0 |
|
8 |
2019-05-11 |
150 |
2 700 |
03:00 |
03:00 |
03:00 |
50,0 |
50,0 |
1,00 |
45 |
30,0 |
|
9 |
2019-05-12 |
605 |
10 890 |
09:10 |
08:05 |
09:10 |
66,0 |
74,8 |
1,00 |
180 |
29,8 |
|
10 |
2019-05-13 |
215 |
3 870 |
03:25 |
02:40 |
04:00 |
62,9 |
80,6 |
0,85 |
65 |
30,2 |
|
11 |
2019-05-13 |
203 |
0 |
03:15 |
03:15 |
05:15 |
62,5 |
62,5 |
0,62 |
50 |
24,6 |
|
12 |
2019-05-14 |
626 |
15 024 |
12:00 |
10:00 |
12:00 |
52,2 |
62,6 |
1,00 |
200 |
31,9 |
|
13 |
2019-05-15 |
110 |
2 640 |
03:19 |
02:29 |
04:29 |
33,2 |
44,3 |
0,74 |
34 |
30,9 |
|
14 |
2019-05-15 |
27 |
0 |
00:40 |
00:40 |
02:40 |
40,5 |
40,5 |
0,25 |
7 |
24,4 |
|
15 |
2019-05-15 |
150 |
2 250 |
02:40 |
02:40 |
02:40 |
56,3 |
56,3 |
1,00 |
45 |
30,0 |
|
16 |
2019-05-17 |
605 |
9 075 |
10:00 |
08:50 |
10:00 |
60,5 |
68,5 |
1,00 |
182 |
30,1 |
|
17 |
2019-05-18 |
150 |
2 250 |
02:45 |
02:00 |
03:20 |
54,5 |
75,0 |
0,83 |
45 |
30,0 |
|
18 |
2019-05-18 |
186 |
0 |
02:55 |
02:55 |
04:30 |
63,8 |
63,8 |
0,65 |
38 |
20,4 |
|
19 |
2019-05-19 |
573 |
13 752 |
09:00 |
07:35 |
09:00 |
63,7 |
75,6 |
1,00 |
184 |
32,1 |
|
20 |
2019-05-20 |
120 |
2 880 |
03:20 |
02:20 |
04:20 |
36,0 |
51,4 |
0,77 |
35 |
29,2 |
|
21 |
2019-05-20 |
120 |
0 |
02:10 |
02:10 |
04:40 |
55,4 |
55,4 |
0,46 |
30 |
25,0 |
|
22 |
2019-05-23 |
350 |
6 300 |
07:45 |
07:00 |
09:30 |
45,2 |
50,0 |
0,82 |
105 |
30,0 |
|
23 |
2019-05-23 |
35 |
0 |
00:35 |
00:35 |
04:30 |
60,0 |
60,0 |
0,13 |
7 |
20,6 |
|
24 |
2019-05-24 |
375 |
2 250 |
07:30 |
06:40 |
07:30 |
50,0 |
56,3 |
1,00 |
95 |
25,3 |
|
25 |
2019-05-25 |
120 |
720 |
02:30 |
02:30 |
03:20 |
48,0 |
48,0 |
0,75 |
25 |
20,8 |
|
26 |
2019-05-25 |
28 |
0 |
01:45 |
00:50 |
03:30 |
16,0 |
33,6 |
0,50 |
7 |
25,0 |
|
27 |
2019-05-25 |
150 |
2 700 |
03:00 |
03:00 |
03:00 |
50,0 |
50,0 |
1,00 |
45 |
30,0 |
|
28 |
2019-05-28 |
350 |
6 300 |
07:45 |
07:00 |
08:55 |
45,2 |
50,0 |
0,87 |
135 |
38,6 |
|
29 |
2019-05-28 |
90 |
0 |
01:20 |
01:20 |
03:35 |
67,5 |
67,5 |
0,37 |
25 |
27,8 |
|
30 |
2019-05-29 |
257 |
2 313 |
04:25 |
04:25 |
05:25 |
58,2 |
58,2 |
0,82 |
70 |
27,2 |
Thereafter,
data were integrated to obtain daily values using a pivot table (Table 4).
Tab. 4
An analysis of data in May 2019
|
DATE |
SUM OF DISTANCE
[km] |
SUM OF SHIPPING WORK |
SUMA OF TIME OF TRANSPORT [h] |
SUM OF DRIVING TIME [h] |
SUM OF WORKTIME [h] |
SUM OF FUEL CONSUMPTION [l] |
|
2019-05-04 |
240 |
2 880 |
6:57 |
6:05 |
7:39 |
72,0 |
|
2019-05-05 |
670 |
16 080 |
11:30 |
9:40 |
12:30 |
200,0 |
|
2019-05-06 |
641 |
14 520 |
9:00 |
8:00 |
10:40 |
203,0 |
|
2019-05-07 |
172 |
4 128 |
4:00 |
4:00 |
4:45 |
52,0 |
|
2019-05-11 |
300 |
2 700 |
6:59 |
5:59 |
7:55 |
84,0 |
|
2019-05-12 |
605 |
10 890 |
9:10 |
8:05 |
9:10 |
180,0 |
|
2019-05-13 |
418 |
3 870 |
6:40 |
5:55 |
9:15 |
115,0 |
|
2019-05-14 |
626 |
15 024 |
12:00 |
10:00 |
12:00 |
200,0 |
|
2019-05-15 |
287 |
4 890 |
6:39 |
5:49 |
9:49 |
85,6 |
|
2019-05-17 |
605 |
9 075 |
10:00 |
8:50 |
10:00 |
182,0 |
|
2019-05-18 |
336 |
2 250 |
5:40 |
4:55 |
7:50 |
83,0 |
|
2019-05-19 |
573 |
13 752 |
9:00 |
7:35 |
9:00 |
184,0 |
|
2019-05-20 |
240 |
2 880 |
5:30 |
4:30 |
9:00 |
65,0 |
|
2019-05-23 |
385 |
6 300 |
8:20 |
7:35 |
14:00 |
112,2 |
|
2019-05-24 |
375 |
2 250 |
7:30 |
6:40 |
7:30 |
95,0 |
|
2019-05-25 |
298 |
3 420 |
7:15 |
6:20 |
9:50 |
77,0 |
|
2019-05-28 |
440 |
6 300 |
9:05 |
8:20 |
12:30 |
160,0 |
|
2019-05-29 |
257 |
2 313 |
4:25 |
4:25 |
5:25 |
70,0 |
|
Final sum |
7 468 |
123 522 |
139:40:00 |
122:43:00 |
168:48:00 |
2 219,8 |
|
Average daily value |
415 |
6 862 |
7:45:33 |
6:49:03 |
9:22:40 |
123,3 |
|
Maksimum |
670 |
16 080 |
12:00 |
10:00 |
14:00 |
203 |
|
Minimum |
172 |
2 250 |
4:00 |
4:00 |
4:45 |
52 |
4. FUEL CONSUMPTION IN THE EXAMINED TRANSPORT ENTERPRISE
Fuel
consumption in the function of the length of the route section was presented as
a result of conducted research in a real object (Fig. 1).
Based on
the conducted analysis, it was found that transport on May 28, 2019, between
Jasło and Łódź, 350 km long, was characterised by
excessive consumption. As many as 3 transports exceeded average consumption,
hence, the resulting average consumption in a month was 30,44 l/100 km.
Fig. 1. Fuel consumption
in the function of length of route in May 2019
5. THE EXECUTION OF SELECTED TRANSPORT PROCESSES
IN THE EXAMINED ENTERPRISE IN A SELECTED TRANSPORT CORRIDOR
There is
a limitation in international transport, that is, the number of border
crossings available for freight traffic. Therefore, on the route between Jasło and Nauen or between Jasło and Berlin, there is no alternative route other
than Jasło – Tarnów
A4 – A18 (Fig. 2).
However, this distance is too long to be covered in one day; therefore, daily
rest is taken in the route at the border crossing in Olszyna.
However, the journey to Olszyna is also made at the
limit of maximum reach and continuation of driving from the preceding day needs
a considered daily rest in the Cracow area.
Other
limitations that should be considered in designing the routes are connected
with the rigid deadline of execution of loading works. It particularly refers
to loading in Gdynia and routes to Nauen and Berlin. Moreover, it is necessary
to obey general standard worktime for professional drivers, particularly norms
of long driving time and application of pauses.
6. CONCLUSIONS
Ensuring
proper efficiency of a transport system is achieved because of the execution of
transport tasks at the required level of quality with proper use of transport
potential in a transport enterprise. Therefore, planning and execution of
transport processes require a broad knowledge of stages and procedures related
to relocation of cargos from the planners and a chronic development of the
methods of planning of international transports. Furthermore, the goal of every
transport enterprise is to become market-competitive through, primarily,
increasing efficiency of services offered in the Just-in-Time system.
The
actions presented in this article in the aspect of improvement of transport
processes and better use of a fleet of vehicles may also contribute to the
effective functioning of the whole supply chain because the acceleration of
execution of transport processes and increase of flexibility, as well as coordination of
particular links of a logistic chain, are necessary. The approach applied
allows shortening the driving time and reducing the costs of transport,
resulting in more effective disposal of transport potential in an enterprise,
whereas, in the context of the complete logistic chain, it allows shortening
the time of circulation of cargos.
Fig. 2. The
variants of the route between Jasło and Nauen
References
1.
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Received 03.08.2020; accepted in revised form 29.11.2020
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