Article citation information:
Łukasik,
Z., Kuśmińska-Fijałkowska, A., Olszańska, S., Roman, M. Analysis
and evaluation of the planning process in a transport company. Scientific Journal of Silesian University of
Technology. Series Transport. 2022, 115,
35-51. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2022.115.3.
Zbigniew ŁUKASIK[1],
Aldona KUŚMIŃSKA-FIJAŁKOWSKA[2],
Sylwia OLSZAŃSKA[3],
Mateusz ROMAN[4]
ANALYSIS AND EVALUATION OF THE PLANNING PROCESS IN A TRANSPORT
COMPANY
Summary. Today, route
planning requires freight forwarders to make a conscious effort to identify
unloading points such that the transport process is both cost- and
time-efficient. At the same time, operational parameters that help to determine
the validity of the chosen route must also be considered. This article aims to
present the key metrics and ways of attaining them to provide a reliable
determination of a transport company’s performance. Based on a selected
transport company, the authors collected data on the transport routes
implemented in 2020. Interpretation and analysis of the extracted information
of the concerned sections were carried out and followed by alternatives. We
present in this article the results of research concerning the exploitation
parameters of the vehicle set. The evaluation of a given route section was
indicated using selected indicators adapted to the specificity of the
enterprise. The results are aimed at locating the components that have a
destructive impact on the entire process. The proposed solutions serve to
introduce factors that will pave way for improving the services provided. An
in-depth analysis of all sections and key parameters was performed. Because of
the conducted studies, abnormal parameters were identified, efficient sections
were distinguished and new routes were developed in the case of previous routes
that were not highly efficient and which had a possible alternative corridor.
The obtained results of the research can comprise, for logistics managers,
vital elements in the transport process, to which attention should be given in
the course of overseeing these processes.
Keywords: transport,
planning, organization and quality of processes, management
1. INTRODUCTION
The
movement of goods using cars currently represents an outstanding mode of
transport among such means as rail, air, water, inland waterway, maritime and
industrial transport because it can deliver directly to the customer's doorstep
in good time. The movement of freight must be carried out in a safe and precise
manner, as stressed by the authors in their publication [1]. Cargo delivery is
carried out using appropriate means of transport, which are adapted to the
movement of the specific type of goods [2, 8]. Zubkow et al. state that cargo
transportation services play a vital role in the functioning of the world
economy; this is due to the core role of the transport service, that is, to
ensure the smooth functioning of the entire national economy [3]. The volume
and quality of performed services contribute to the socio-economic development
of individual countries or regions. This has been the subject of consideration
by several authors, including in publications [4-6]. Transport stimulates the
development of economic areas, as elaborated in these papers [7-8].
The
advantages of road transport are undoubtedly:
-
a large number of transport companies, resulting
in relatively low transport costs;
-
just-in-time and door-to-door delivery possible;
-
a high rate of on-time delivery;
-
the possibility of adapting transport conditions
to specific requirements imposed by the forwarding order;
-
well-developed line and point infrastructure.
The
advantages listed above represent the attractiveness of this mode of transport.
This attractiveness resulted in the dynamic growth in services in the European
market.
On
the other hand, the main disadvantages of road transport include:
-
high accident rate;
-
longer transport times, particularly significant
over long distances;
-
low capacity of the transport fleet.
Osińska
et al. claim that Polish transport companies are growing in strength and
becoming major competitors in the forwarding market in the whole of Europe and
the Middle East [9]. Along with efficient company management, it is crucial to
carefully analyze the capacity of transport execution by cost per kilometer, as
demonstrated in the papers [10-11]. Efficient competition between haulers is
mainly based on the adjustment of the appropriate price of service.
Incidentally, nowadays, the quality of services connected with timeliness and
safe transport of goods is essential. In the publications [12-13], the authors
believe that presently, of key significance is also the quality of services
associated with timeliness and safe movement of cargo. A similar line of
thought is pursued by Jachimowski et al. and Umberto who believe that
guaranteeing the above components impacts growth in the cost of performing the
service [14-15]. In this aspect, Pandelis et al. posit that a consensus must be
reached between offering an attractive price and the quality of these services
[16]. When increasing the profit for companies from the transport process, it
is important to use the cargo area of the trailer [17]. Furthermore, it is
important to employ solutions for monitoring the position of the means of
transport, as this enhances the route efficiency by improved planning of the
transport corridor; these matters were considered and solved in various papers [18-21].
Moreover, Ocalir - Akunal et al. and Mu et al. state that similarly, performing
process mapping is key, as it reveals potential errors during service execution
[22-23]. Implementation of a given solution should be preceded by an analysis
of key operational parameters, which include [24-25]:
-
operating speed;
-
technical speed of the vehicle;
-
time utilization factor;
-
transport work;
-
load factor;
-
vehicle performance.
According
to the authors of [26-27], analyzing the above parameters in a company allows
for a better understanding of the effectiveness of executed transports.
Therefore, as stressed in several works, an appropriate clarification in this
aspect is a proper interpretation of the obtained results, which may translate
into a more efficient performance of cargo transportation in the future
[28-29].
In
the literature, many authors have considered the efficiency of processes, for
example, in the research conducted by S. Kokoszka [30], the payload, payload
utilization factor, technical speed, transport time, and actual distance were
considered. In this article, the scope of the studies was extended to include
the following parameters: operating speed, driving time, time utilization
factor, and freight work. The research conducted on a real object considers the
extended scope of calculations, which affects the wider visualization of the
quality of services provided. On the other hand, the authors' evaluation of the
operating parameters is more detailed; this is reflected in the analysis of the
improvement of individual sections. Research concerning an "Analysis of
the use of drivers' working time" was considered in the formula for the
use of working time also empty returns, or commuting to the loading or
unloading site [31]. This was due to the specification of the services provided
in the studied company, while the transport process was based on eight work
phases related to forest transport. The correct research method in the
transport company requires the separation of empty runs into separate sections
on individual routes. Such an application of calculations will be more accurate
and the results of the research will present a more precise coefficient of work
time utilization. The method used by the authors showed the possible
bottlenecks and areas where operational and technical speed should be increased
by eliminating unnecessary activities. Moreover, transport system efficiency
evaluation indicators can be divided into two basic groups: quantitative
indicators and qualitative indicators. In the research conducted by
J. Twaróg, both transport cost patterns and the use of, for
example, working time or payload were considered in assessing the logistic
subsystem [32]. However, the authors of this article proposed more detailed
calculations of exploitation parameters, which will be the basis for further
research related to cost parameters. The research method has been enriched with
parameters such as transport work or vehicle efficiency. Efficiency can be
separated into individual components, for example, the efficiency of transport,
the efficiency of loading work, and the efficiency of employees [33]. The
authors examined the efficiency of the vehicle as a whole and carried out
a comparative analysis of the efficiency on individual routes. The
presented data allows for more precise supervision of the transport process and
consequently increases its efficiency.
2. CHARACTERISTICS
OF THE ANALYZED COMPANY
The
authors conducted a study on a transport company that has been providing
services since 1998. The company is run as a sole
proprietorship under Polish law. It is characterized by a stable position
in the market with many years of experience. The registered office is located
in the Małopolskie Voivodship. The company provides domestic services, which
means carriage of goods only in Poland. The company has three functional
truck sets. Each set consists of a tractor unit with a semi-trailer. One of the
sets was included in this study. The data obtained by the authors concern a
SCANIA R420 tractor unit from 2008. The admissible total weight is 40,000 kg,
payload 18,000 kg (maximum rear axle load), unladen weight 7350 kg with a 420 km
engine and 309 kW. A KRONE semi-trailer from 2014 with a capacity of 24
tons, and a permissible total weight of 40,000 kg. The vehicle and semi-trailer
are in good visual and technical condition. The driver is a 27-year-old
professional male driver with four years of experience.
The
transport company provides services for a regular contractor. The transported
cargo is food assortment. Goods are placed on EUR 1 pallets.
The
company operates based on the DAP (Delivered at Place) principle, in which the
seller bears the responsibility and costs pending the delivery of the goods to
the destination indicated by the recipient. The company receives information on
the loading and unloading sites. Then it determines the route in its own scope,
considering linear and node infrastructure. This ensures a safe passage on
roads, which are suitable for transporting heavy loads, including passing under
overpasses without risk to other road users. The authors analyzed data from
four months: January - April 2020. Four fixed routes were selected for analysis
in all months:
-
ROUTE 1- TYCHY→ TYMBARK→ LISIA GÓRA→ TYMBARK
-
ROUTE 2- TYMBARK→ WOJNICZ → TYMBARK
-
ROUTE 3- TYCHY→ WOJNICZ→ TARNÓW→ TYMBARK
-
ROUTE 4- TYMBARK→ TYCHY→ TYMBARK
The
course of the transport process on routes 1 and 3 is based on the principles of
the circuit model (Figure 1), which consists in loading the cargo at the
initial point with the possibility of loading or unloading at subsequent
points. This is one of the most efficient models as it allows for making
optimum use of loading space. The implementation of such a model aims to reduce
the total transport costs.
Routes
2 and 4 are implemented according to the shuttle model (Figure 2), which is
characterized by the fact that the external means of transport run between two
loading and unloading points.
When
carrying out this type of transport, the vehicle usually returns
"empty", reducing the efficiency of this transport model. For the
shuttle model, it is easier to plan all operations related to the transport
process, as these are usually regular routes. The forwarder knows the
peculiarities of the route and the necessary documentation of the regular
sections [34].
Fig. 1. Circuit
model (prepared by authors)
Fig. 2. The
pendulum model (prepared by authors)
3. INDICATORS
FOR ASSESSMENT OF OPERATIONAL PARAMETERS
Efficiency
is measured when we want to check how effectively our services are delivered
[24]. Transport companies set measurable performance indicators to identify
substitutes when defining transport corridors from suppliers to customers.
Determination of new solutions should be based on producing the highest
efficiency at the lowest cost. When considering a transport issue, the
following indicators should be calculated [24]:
-
Duration of the course from the time of
departure to the arrival of the means of transport at the end point (1):
where:
- driving time,
- waiting time for operational
activities.
-
Operating speed means the ratio of the distance traveled to its operating time per
unit of time (2):
[km/h] (2)
where:
- distance traveled on line h,
- vehicle operating time and all
accompanying activities.
-
Technical speed of
the vehicle meaning the ratio between the distance traveled and the driving
time per unit of time (3):
[km/h] (3)
where:
- distance traveled on line h,
- vehicle travel time on route h.
-
Time utilization
ratio, which means driving time to working time (4):
(4)
where:
-
Transport workload,
which is the product of the cargo transported on a given route and the length
of that route (5):
[tkm] (5)
where:
- cargo volume expressed in tons,
- length of route.
-
Capacity utilization
rate, which is the ratio of the transport work actually done by a vehicle per
unit of time to the transport work that could be done if the vehicle was
operating at full capacity (6):
(6)
where:
,
- Transport
work,
- the maximum
authorized capacity of the vehicle expressed in tons.
-
Vehicle efficiency is
the ratio of transport work to vehicle operating time (7):
[tkm/h] (7)
An
early enough assessment of indicators allows for the identification of
stimulating or destructive factors influencing the process. Further, it allows for
rational process management.
4. TESTING
ON A REAL OBJECT
On
the analyzed routes, the loading warehouses are located in points: Tychy and Tymbark.
The remaining points are unloading warehouses.
Because
of the conducted research, the authors have presented the outcomes of the taken
data on the studied routes in Table 1.
The
data presented in Table 1 have been systematized in the sectional system. The
travel route has been divided into an appropriate number of sections depending
on the loading or unloading points. Each section contains data on fuel
consumption, payload and time data connected with loading and unloading, among
other things.
The
information in Table 1 served as a source for the authors to calculate the
operational parameters in Table 2. The tonnage of the transported load and the
maximum allowed load capacity were used to calculate the load capacity factor.
The performance of the vehicle was derived from the number of tons transported,
the distance traveled, and the operating time.
Fuel
consumption (Table 1) in particular sections in a given month was analyzed and
presented in Figure 3. Thus, lower fuel consumption was observed in section 6
compared with 1, 9, and 10, which have a similar distance to cover.
Further, a detailed analysis of technical speed,
operating speed, payload and fuel consumption was performed. The results are
presented on a monthly basis (Figures 4 - 7). The authors presented the data
and indicated the sections with low parameters in particular months. Sections
2, 4, 6, 7, and 9, in each of the analyzed months, achieved low parameters of
operational speed. The technical speed is particularly low in section 5 in
March.
Fig. 3. Fuel consumption by section
Tab. 1
List of
transport operations carried out
|
ROUTE |
SECTION NO. |
DATE OF DEPARTURE |
DEPARTURE TIME [h] |
PLACE OF DEPARTURE |
DISTANCE [km] |
LOAD [t] |
ARRIVAL DATE |
ARRIVAL TIME [h] |
LOADING TIME [h] |
UNLOADING TIME [h] |
PAUSE TIME ON |
DAILY REST [h] |
TOTAL FUEL |
|
|
January |
1 |
1 |
02.01.2020 |
14:50 |
Tychy - Tymbark |
160 |
10.5 |
02.01.2020 |
17:40 |
00:50 |
49 |
|||
|
2 |
02.01.2020 |
18:30 |
Tymbark - Lisia Góra |
141 |
20.3 |
02.01.2020 |
21:00 |
01:00 |
01:00 |
00:45 |
43 |
|||
|
3 |
02.01.2020 |
23:40 |
Lisia Góra - Tymbark |
141 |
0 |
03.01.2020 |
02:10 |
11 |
40 |
|||||
|
2 |
4 |
03.01.2020 |
13:20 |
Tymbark - Wojnicz |
110 |
23.7 |
03.01.2020 |
15:20 |
00:50 |
01:00 |
35 |
|||
|
5 |
03.01.2020 |
17:30 |
Wojnicz - Tymbark |
110 |
0 |
03.01.2020 |
19:30 |
11 |
31 |
|||||
|
3 |
6 |
14.01.2020 |
14:00 |
Tychy - Wojnicz |
157 |
12.64 |
14.01.2020 |
16:30 |
00:30 |
01:10 |
45 |
|||
|
7 |
14.01.2020 |
18:20 |
Wojnicz - Tarnów |
22 |
1.64 |
14.01.2020 |
19:00 |
00:20 |
5.8 |
|||||
|
8 |
14.01.2020 |
19:30 |
Tarnów - Tymbark |
135 |
0 |
14.01.2020 |
21:50 |
11 |
38 |
|||||
|
4 |
9 |
16.01.2020 |
14:00 |
Tymbark - Tychy |
160 |
23.49 |
16.01.2020 |
17:00 |
01:00 |
50 |
||||
|
10 |
16.01.2020 |
18:00 |
Tychy - Tymbark |
160 |
0 |
16.01.2020 |
21:00 |
00:45 |
48 |
|||||
|
February |
1 |
1 |
12.02.2020 |
17:00 |
Tychy - Tymbark |
160 |
20 |
12.02.2020 |
20:30 |
01:15 |
00:20 |
50 |
||
|
2 |
12.02.2020 |
22:30 |
Tymbark - Lisia Góra |
141 |
15 |
13.02.2020 |
01:30 |
01:00 |
00:45 |
40 |
||||
|
3 |
13.02.2020 |
03:30 |
Lisia Góra - Tymbark |
141 |
0 |
13.02.2020 |
05:30 |
11 |
39 |
|||||
|
2 |
4 |
10.02.2020 |
14:00 |
Tymbark - Wojnicz |
110 |
22 |
10.02.2020 |
16:00 |
01:00 |
00:30 |
35 |
|||
|
5 |
10.02.2020 |
17:30 |
Wojnicz - Tymbark |
110 |
0 |
10.02.2020 |
19:30 |
11 |
30 |
|||||
|
3 |
6 |
14.02.2020 |
04:30 |
Tychy - Wojnicz |
157 |
18.5 |
14.02.2020 |
07:30 |
02:00 |
02:00 |
44 |
|||
|
7 |
14.02.2020 |
10:00 |
Wojnicz - Tarnów |
22 |
10 |
14.02.2020 |
10:30 |
01:00 |
5 |
|||||
|
8 |
14.02.2020 |
11:30 |
Tarnów - Tymbark |
135 |
0 |
14.02.2020 |
14:30 |
00:45 |
11 |
48 |
||||
|
4 |
9 |
13.02.2020 |
14:00 |
Tymbark - Tychy |
160 |
23 |
13.02.2020 |
17:00 |
02:00 |
01:00 |
51 |
|||
|
10 |
13.02.2020 |
18:30 |
Tychy - Tymbark |
160 |
0 |
13.02.2020 |
21:15 |
00:45 |
49 |
|||||
|
March |
1 |
1 |
11.03.2020 |
18:30 |
Tychy - Tymbark |
160 |
5 |
11.03.2020 |
21:30 |
01:00 |
49 |
|||
|
2 |
11.03.2020 |
22:30 |
Tymbark - Lisia Góra |
141 |
23 |
12.03.2020 |
01:45 |
00:30 |
01:00 |
00:45 |
40 |
|||
|
3 |
12.03.2020 |
03:00 |
Lisia Góra - Tymbark |
141 |
0 |
12.03.2020 |
05:30 |
11 |
40 |
|||||
|
2 |
4 |
20.03.2020 |
12:40 |
Tymbark - Wojnicz |
110 |
22.5 |
20.03.2020 |
14:40 |
01:00 |
01:00 |
35 |
|||
|
5 |
20.03.2020 |
15:40 |
Wojnicz - Tymbark |
110 |
0 |
20.03.2020 |
18:50 |
00:45 |
31 |
|||||
|
3 |
6 |
12.03.2020 |
23:50 |
Tychy - Wojnicz |
157 |
19.76 |
13.03.2020 |
02:30 |
01:30 |
01:00 |
44 |
|||
|
7 |
13.03.2020 |
03:30 |
Wojnicz - Tarnów |
22 |
4 |
13.03.2020 |
04:10 |
00:30 |
5.8 |
|||||
|
8 |
13.03.2020 |
05:00 |
Tarnów - Tymbark |
135 |
0 |
13.03.2020 |
08:00 |
11 |
48 |
|||||
|
4 |
9 |
26.03.2020 |
01:00 |
Tymbark - Tychy |
160 |
21.6 |
26.03.2020 |
04:00 |
01:00 |
01:00 |
50 |
|||
|
10 |
26.03.2020 |
05:00 |
Tychy - Tymbark |
160 |
0 |
26.03.2020 |
08:50 |
00:45 |
49 |
|||||
|
April |
1 |
1 |
17.04.2020 |
03:00 |
Tychy - Tymbark |
160 |
19 |
17.04.2020 |
06:30 |
01:00 |
52 |
|||
|
2 |
17.04.2020 |
07:30 |
Tymbark - Lisia Góra |
141 |
19.77 |
17.04.2020 |
10:45 |
00:30 |
02:00 |
00:45 |
44 |
|||
|
3 |
17.04.2020 |
12:45 |
Lisia Góra - Tymbark |
141 |
0 |
17.04.2020 |
15:00 |
11 |
39 |
|||||
|
2 |
4 |
18.04.2020 |
05:20 |
Tymbark - Wojnicz |
110 |
22 |
18.04.2020 |
07:30 |
01:00 |
01:00 |
36 |
|||
|
5 |
18.04.2020 |
08:30 |
Wojnicz - Tymbark |
110 |
0 |
18.04.2020 |
10:20 |
30 |
||||||
|
3 |
6 |
07.04.2020 |
19:00 |
Tychy - Wojnicz |
157 |
10 |
07.04.2020 |
21:30 |
02:00 |
01:00 |
46 |
|||
|
7 |
07.04.2020 |
22:40 |
Wojnicz - Tarnów |
22 |
12 |
07.04.2020 |
23:10 |
00:30 |
7 |
|||||
|
8 |
07.04.2020 |
23:40 |
Tarnów - Tymbark |
135 |
0 |
08.04.2020 |
02:45 |
00:45 |
37 |
|||||
|
4 |
9 |
16.04.2020 |
22:50 |
Tymbark - Tychy |
160 |
23.5 |
16.01.2020 |
02:10 |
01:00 |
01:00 |
51 |
|||
|
|
10 |
16.01.2020 |
03:10 |
Tychy - Tymbark |
160 |
0 |
16.01.2020 |
06:55 |
00:45 |
47 |
The
utilization factor, shown in Figure 8, indicates to what extent the car was
used for driving relative to the driving time and all the accompanying stopping
and loading activities. The observations show that section 7 has large
variations in the coefficient relative to the different months. In February,
the working time utilization in section 7 (Figure 8) is at its lowest level
relative to the other months, with a value of 0.33. This result indicates that
the means of transport was not used most of the time, and consequently, does
not generate profits.
Tab. 2
Performance
results
|
COURSE DURATION |
OPERATING SPEED [km/h] |
TECHNICAL SPEED [km/h] |
DRIVING TIME [hours, minutes] |
TIME FACTOR |
TRANSPORT WORK [tkm] |
CAPACITY UTILIZATION |
VEHICLE PERFORMANCE [tkm/h] |
|
|
January |
1 |
03:40 |
47.06 |
64 |
02:50 |
0.77 |
1680.00 |
0.44 |
494.12 |
|
2 |
04:30 |
32.79 |
61 |
02:30 |
0.56 |
2862.30 |
0.85 |
665.65 |
|
|
3 |
02:30 |
61.30 |
61 |
02:20 |
0.93 |
0.00 |
0.00 |
0.00 |
|
|
4 |
03:50 |
31.43 |
55 |
02:00 |
0.52 |
2607.00 |
0.99 |
744.86 |
|
|
5 |
02:00 |
55.00 |
55 |
02:00 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
6 |
04:10 |
38.29 |
68 |
02:30 |
0.60 |
1984.48 |
0.53 |
484.02 |
|
|
7 |
01:00 |
22.00 |
55 |
00:40 |
0.67 |
36.08 |
0.07 |
36.08 |
|
|
8 |
02:20 |
61.36 |
61 |
02:20 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
9 |
04:00 |
40.00 |
53 |
03:00 |
0.75 |
3758.40 |
0.98 |
939.60 |
|
|
10 |
03:00 |
53.33 |
53 |
03:00 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
February |
1 |
05:05 |
31.68 |
48 |
03:30 |
0.69 |
3200.00 |
0.83 |
633.66 |
|
2 |
04:00 |
35.25 |
47 |
03:00 |
0.75 |
2115.00 |
0.63 |
528.75 |
|
|
3 |
02:00 |
70.50 |
71 |
02:00 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
4 |
03:30 |
33.33 |
55 |
02:00 |
0.57 |
2420.00 |
0.92 |
733.33 |
|
|
5 |
02:00 |
55.00 |
55 |
02:00 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
6 |
07:00 |
22.43 |
52 |
03:00 |
0.43 |
2904.50 |
0.77 |
414.93 |
|
|
7 |
01:30 |
16.92 |
73 |
00:30 |
0.33 |
220.00 |
0.42 |
169.23 |
|
|
8 |
03:00 |
45.00 |
45 |
03:00 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
9 |
06:00 |
26.67 |
53 |
03:00 |
0.50 |
3680.00 |
0.96 |
613.33 |
|
|
10 |
02:45 |
65.31 |
65 |
02:45 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
March |
1 |
04:00 |
40.00 |
53 |
03:00 |
0.75 |
800.00 |
0.21 |
200.00 |
|
2 |
04:45 |
31.69 |
45 |
03:15 |
0.68 |
3243.00 |
0.96 |
728.76 |
|
|
3 |
02:30 |
61.30 |
61 |
02:30 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
4 |
04:00 |
27.50 |
55 |
02:00 |
0.50 |
2475.00 |
0.94 |
618.75 |
|
|
5 |
03:10 |
35.48 |
35 |
03:10 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
6 |
05:10 |
30.78 |
65 |
02:40 |
0.52 |
3102.32 |
0.82 |
608.30 |
|
|
7 |
01:10 |
20.00 |
55 |
00:40 |
0.57 |
88.00 |
0.17 |
80.00 |
|
|
8 |
03:00 |
45.00 |
45 |
03:00 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
9 |
05:00 |
32.00 |
53 |
03:00 |
0.60 |
3456.00 |
0.90 |
691.20 |
|
|
10 |
03:50 |
45.71 |
46 |
03:50 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
April |
1 |
04:30 |
37.21 |
48 |
03:30 |
0.78 |
3040.00 |
0.79 |
706.98 |
|
2 |
05:45 |
25.87 |
45 |
03:15 |
0.57 |
2787.57 |
0.82 |
511.48 |
|
|
3 |
02:15 |
65.58 |
66 |
02:15 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
4 |
04:10 |
26.83 |
52 |
02:10 |
0.52 |
2420.00 |
0.92 |
590.24 |
|
|
5 |
01:50 |
73.33 |
73 |
01:50 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
6 |
05:30 |
29.62 |
68 |
02:30 |
0.45 |
1570.00 |
0.42 |
296.23 |
|
|
7 |
01:00 |
22.00 |
73 |
00:30 |
0.50 |
264.00 |
0.50 |
264.00 |
|
|
8 |
03:05 |
44.26 |
44 |
03:05 |
1.00 |
0.00 |
0.00 |
0.00 |
|
|
9 |
05:20 |
30.77 |
50 |
03:20 |
0.63 |
3760.00 |
0.98 |
723.08 |
|
|
10 |
03:45 |
46.38 |
46 |
03:45 |
1.00 |
0.00 |
0.00 |
0.00 |
On
each of the analyzed routes is observed in particular sections where the car
does not carry cargo (Table 1). In Figures 9 - 10, Sections 3, 5, 8, and 10, show the value 0. The reason for this is
passage without cargo. Consequently, the car has free cargo space that could be
used. Data on the ton-kilometers transported given the time unit identify the
efficiency of the vehicle in each analyzed month. A significant amplitude of
efficiency can be observed in January (Figure 10). The research shows that
section 7 is characterized by low efficiency. The consequence of low vehicle
utilization is inefficient vehicle operation.
|
|
|
|
Fig. 4. Vehicle statistics for
January 2020 |
Fig. 5. Vehicle statistics for February 2020 |
|
|
|
|
|
|
|
Fig. 6. Vehicle statistics for March 2020 |
Fig. 7. Vehicle statistics for April
2020 |
5. ROUTES
TO BE FOLLOWED
The
authors observed the use of alternative transport corridors for the transport
processes analyzed.
The authors propose an alternative solution for the
realization of travel route 1 (Figure 11). The distance between the city of
Tychy and Tymbark is 160 km on the route via the A4 motorway. Change of the A4
transport corridor to road no. 44 from Tychy to Zator and then by road no. 28
through Sucha Beskidzka will reduce the distance to 138 km. Therefore, choosing
such a transport corridor shortens the route by 22 km. Fuel
consumption is also a key aspect in this respect. Noticeably, fuel consumption
increases between Wadowice and Tymbark as it is a mountainous area. When
defining a new route, the linear infrastructure should be used to indicate
whether it is suitable for a particular mode of transport. In this case, the
key constraints are the tonnage capacity of the roads. These must be roads with
a vehicle load of 10 tons per vehicle axle. In addition, viaducts must be 4.10
m high.
Fig.
8. Time utilization factor
Fig.
9. Coefficient of utilization of vehicle capacity
Fig.
10. Vehicle performance
Fig. 11. Route
1
Fig.
12. Implementation of route 2 (Tymbark - Wojnicz - Tymbark)
Fig.
13. Implementation of route 3 (Tychy - Wojnicz - Tarnów - Tymbark)
When
carrying a load in section 4 (Figure 12) Tymbark-Wojnicz, the driver has to
drive to Nowy Sącz and then to Brzesko as far as Wojnicz. Wojnicz is where
the unloading is carried out. A car without cargo can return via an alternative
route. It is possible to modify the route of section 5 from Wojnicz to
Zakliczyn and then to Tymbark. The above solution will reduce the distance
traveled, thus shortening it by 40 km, translating into lower fuel consumption.
Upon
analysis of route 3 (Figure 13), it was found that it is possible to shorten
section 8, that is, Tarnów-Tymbark, which is very close to section 5.
Assigning an optional route via Zakliczyn will reduce the distance to be
covered, translating into benefits such as lower fuel consumption, lower
vehicle operating coefficient, and increasing efficiency of the driver's working
time.
6. CONCLUSIONS
Given the analysis, the authors noticed that
sections 1, 9, and 10 require the introduction of improvements to reduce fuel
consumption to the level of section 6. The above sections have similar
distances; however, fuel consumption varies widely. In sections 2, 4, 6, 7, and
9, measures should be considered to increase the operating speed. Thus, vehicle
stops should be planned accordingly. The low index of technical speed in
section 5 in March is a one-off result, which may indicate random events on the
road beyond the driver's control. Furthermore, the reasons for large
fluctuations in section 7 may be the waiting times for loading and unloading,
inadequate planning of the driver's stops and unnecessary accompanying
activities such as unjustified stops, which should be eliminated. The authors
suggest introducing an alternative transport corridor for route 1, reducing the
distance to be covered by 22 km. The next proposed solution is the
transformation of section 5, where the authors showed a reduction in the distance
to be traveled by 40 km. In route 3, the introduction of an alternative route in
section 8 should be considered. Another proposal is the selection of forwarding
orders in section 10 when the vehicle returns without a load. By
introducing the improvements, there will be an increased degree of efficiency
in the executed processes. This research identified physical locations that
could have destructive effects on the performed service. With the help of the
presented solutions, the authors have highlighted the number of introduced
modifications that occur in enterprises when processes are not subjected to
efficiency assessment. Adequate assessment of indicators made it possible to
indicate the factors that will act as stimulants in the functioning of a given
process.
Fig.
14. Implementation of route 4 (Tymbark - Tychy - Tymbark)
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