Article
citation information:
Łukasik, Z.,
Kuśmińska-Fijałkowska, A., Olszańska, S. An analysis of the
services provided by a transport enterprise. Scientific Journal of Silesian University of Technology. Series
Transport. 2018, 100, 91-103.
ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2018.100.8.
Zbigniew ŁUKASIK[1], Aldona
KUŚMIŃSKA-FIJAŁKOWSKA[2], Sylwia OLSZAŃSKA[3]
AN ANALYSIS OF THE SERVICES PROVIDED BY A
TRANSPORT ENTERPRISE
Summary. The escalating
globalization of the market, increased competitiveness and the necessity to
intensify actions directed at an appropriate level of logistics customer
service, as well as the growth in provided services, are the most important
strategic decisions made by transport enterprises. The tendency of transport
enterprises to ensure fluidity of supplies and reduce the costs of transport
processes requires the use of innovative technologies, which allow companies to
improve the control of transport services. Enterprises plan transport services
to minimize the costs. Therefore, looking for and implementing new solutions,
which have an impact on increasing the efficiency of transport processes, are
driving forces for every transport company. In this article, the authors
conducted an analysis of the process of providing transport services in a
specific enterprise. The authors also show that transport processes may be
improved through the implementation of innovative monitoring system.
Keywords: transport; monitoring
system.
1. INTRODUCTION
The potential of transport enterprises has led to a trend in modern
logistics, which is focused mainly on the performance of transport services
that are adjusted to the individual needs of clients. A significant factor in
planning the transport process is shortening the time of execution for a
transport task, while providing high-quality customer service [10]. Moreover,
the market success of a transport enterprise largely depends on providing
services of appropriate quality. Therefore, transport enterprises try to
execute transport orders in the best way possible using a vehicle fleet [4,7].
The organization of the processes is complex and includes the following
actions: acceptance of an order from a client, planning the transport route,
determining the value of transport, both in terms of income and costs, as well
as preparing transport documents and monitoring transport execution in real
time [9,14]. This process is very time-consuming and also cost-intensive [2,12,13].
Therefore, the execution of the above tasks in modern logistics processes,
particularly transport processes, requires the application of modern solutions
and concepts, above all, innovative technological solutions that facilitate
transport management [1,3,5-6,8,11,15-22].
2. ANALYSIS OF THE TRANSPORT PROCESS IN A SPECIFIC ENTERPRISE
The authors analysed Route 1 and Route 2, in which return cargos are
loaded at Szczecin Port. These routes consist of the transport of three cargos:
Route 1:
- the first cargo on the route Jasło - Odense in Denmark
- the second cargo on the route Odense - Szczecin
- and the third cargo on the route Szczecin - Jasło
Route 2:
- the first cargo on the route Jasło - Berlin in Germany
- the second cargo on the route Berlin - Szczecin
- and the third cargo on the route Szczecin - Jasło
Source data were listed in a five-sectional system and contain such
information as: the number of the route, make, date, hour and place of
departure, distance of a ride, cargo weight, date, hour and place of arrival,
pauses on the route, time of loading operations, time of daily rest (Tables
1-2).
Based on the collected source data, the values of the averages and sums,
maximal and minimum values and their standard deviation, whenever possible, the
value of standard deviation was compared with the average value in the
percentages. Directly from monthly data, the sums of distances, times of
loading, unloading, pauses, daily rest and fuel consumption were calculated
[23]. Apart from monthly sums, the average values of these parameters were
calculated, while their maximal and minimum values and standard deviation were
determined and compared with the average value.
The analysis was conducted by calculating such rates as: transport work,
time of transport, journey time, time of work, operational speed, technical
speed and combustion (Tables 3-4).
Data from Table 4, for Route 2, were integrated using a pivot table
(Table 5), because two sections were performed within one shift in this run. In
this way, daily rates (it was assumed that the results of the analyses would be
in a daily system) were obtained.
Table 1
Source data
of the route Jasło - Odense - Szczecin - Jasło
Table 2
Source data for the route Jasło - Berlin - Szczecin - Jasło
Table 3
Analysis results of Route 1
Table 4
Analysis results for Route 2
Table 5
Pivot table for Route 2 containing all daily values of the parameters
3. RESULTS OBTAINED FROM THE CONDUCTED ROUTE
ANALYSIS
The results of the
analysis of Route 1 and Route 2, in terms of daily distances, daily transport
work, daily time of transport, ride and work, as well as daily fuel
consumption, daily combustion and technical speed, are presented in Figures
1-12.
Fig. 1. Daily distances - Route 1
Fig. 2. Daily transport work - Route 1
Fig. 3. Daily time of transport, ride and work - Route 1
Fig. 4. Daily fuel consumption - Route 1
Fig. 5. Daily combustion - Route 1
Fig. 6. Technical speed - Route 1
Fig. 7. Daily distances - Route 2
Fig. 8. Daily transport work - Route 2
Fig. 9. Daily fuel consumption - Route 2
Fig. 10. Daily time of transport, ride and work - Route 2
Fig. 11. Daily combustion - Route 2
Fig. 12. Technical speed - Route 2
4. IMPLEMENTATION OF MONITORING SYSTEM
The journey time for
Route 1 is 40 h and 10 min, divided into five working days. The journey time
for Route 2 is 26 h and 10 min. We should check whether the application of a
monitoring system would shorten the time of transport. Table 6 was created to
check Route 1 and Table 7 to check Route 2. To simplify the process, it was
assumed that departure starts at midnight, but it could be changed in the
table. The data sets were also changed and include loading and unloading,
journey time and pauses. Data were entered into the fields and marked in
purple, whereas the remaining fields, such as hour of departure and arrival,
the end of the shift, and time of work and day, were not changed (Table 6).
With reference to Route
1, it is possible to shorten the time of execution of this transport to four
days in five shifts by maintaining the norms of time of work and driver’s
rest. In the case of Route 2, it is possible to shorten the execution of this
transport process by one day. However, the necessary conditions are the change
in the place of daily rest from Cracow to Zielona Góra. In addition,
unloading in Jasło must be improved. According to the source data, this
unloading lasted 4 h, which is too long. To sum up, it is possible to shorten
the journey time by one day. It allows for a vehicle and driver to be used for
an additional run.
5. CONCLUSION
The conducted analysis showed that the selection of
transport routes for both runs is optimal. Alternative routes are longer, while
the roads are of low categories and require longer journey times. Changes in
the route may be considered only in a run to Odense, that is, driving
“there” through Szczecin, which would shorten the journey time
through Germany and decrease the amount of remuneration for the driver in this
section, because the number of hours payable in accordance with German minimal
rates would be lower. As a result of conducted research, the authors
claim that, on Route 1, the place of daily rest can be changed, on the return
path, from Cracow to a town situated about 100 km earlier. This would avoid a
10-h shift on the route Szczecin - Cracow, decreasing it to about 8 h and 30 min,
whereas this distance would be covered during the short shift to Jasło.
Analogically, on Route 2, we can add to the section Olszyna - Berlin - Szczecin
part of the return ride on the section Szczecin - Zielona Góra,
which would allow for a better use for the permissible journey time during the
day. Unloading in Jasło on Route 1 was too long, because it lasted 4 h.
The obtained data showed that unloading usually lasts about 2 hours; therefore,
we can assume that some disturbances occurred, for example, waiting for
unloading.
The present study showed that this innovative system
offers transport enterprises notable benefits, that is, savings in the
execution of a transport task and improvements in the quality of offered
services. Therefore, the research conducted by the authors highlighted the
importance of logistics management, where we observe particular costs, which
constitute a decision-making base for the appropriate management of a
transport process in a transport enterprise.
Table 6
Monitoring
system - data for Route 1
(purple fields refer to data obtained from the monitoring system)
Table 7
Monitoring System - data for Route 2
(purple fields refer to data obtained from the monitoring system)
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Received 20.03.2018; accepted in revised form 12.08.2018
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