Article
citation information:
Savin, Y., Mytko, M., Antoniuk, O., Tokarchuk, O., Burlaka, S. The
impact of fuel costs on the feasibility of cooperation-based operations at auto
transport enterprises. Scientific
Journal of Silesian University of Technology. Series Transport. 2025, 126, 205-220. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2025.126.13.
Yuri
SAVIN[1], Mykola MYTKO[2], Oleh ANTONIUK[3], Oleksii TOKARCHUK[4], Serhii BURLAKA[5]
THE
IMPACT OF FUEL COSTS ON THE FEASIBILITY OF COOPERATION-BASED OPERATIONS AT AUTO
TRANSPORT ENTERPRISES
Summary. In recent years,
significant changes have taken place in Ukraine's automotive transportation
sector. Alongside existing transport companies, a large number of relatively
small transport and commercial enterprises have been established. As a result,
since the mid-1990s, a regional structure for vehicle
maintenance and repair has begun to form in Ukraine, based on the principles of
concentration, specialization, and cooperation within the region. The
transition to a regional infrastructure for vehicle maintenance and repair
production allows, in many cases, the abandonment of comprehensive auto
transport enterprises (ATEs), enabling more efficient
utilization of existing production potential. This approach creates the
necessary conditions to fully meet the needs of vehicle owners for maintenance
and repair services. One of the most important factors in organizing
cooperative vehicle maintenance and repair operations is the economically feasible
distance for transporting vehicles and repair assets to auto-service
enterprises or other businesses providing such services. This limitation
effectively restricts the potential for cooperation in performing these tasks.
However, in recent years, due to the global economic and energy crisis, fuel
costs in Ukraine, as well as in most developed countries, have significantly
increased. As a result, the recommendations found in scientific literature
regarding the feasible distances for transporting vehicles and repair assets to
auto-service enterprises are now being questioned and require further research
under current conditions. A methodology for determining economically feasible
distances for transporting vehicles to auto-service enterprises is presented.
Based on the conducted research, the economically viable distances for vehicle
maintenance and repair operations at auto-service enterprises in the current
stage have been identified. The results take into account the current cost of
fuel and lubricants at gas stations (GS) in Ukraine,
as well as the hourly labor rates at auto-service
enterprises. These findings can be used by companies when organizing
cooperative vehicle maintenance and repair services at auto-service
enterprises.
Keywords: automobiles, economically feasible
transportation distances, production cooperation, automotive transport
enterprises, maintenance and repair
1. INTRODUCTION
Automotive transport is the most mobile,
efficient, and versatile means of communication, holding a prominent position
in the transport sector of Ukraine, as well as in most countries worldwide.
In recent years, significant changes have
occurred in Ukraine's automotive transport industry. Alongside the existing
auto transport enterprises, a large number of relatively small
transport-commercial companies have been established. As a result, since the
mid-1990s, a regional structure for vehicle
maintenance and repair has begun to form in Ukraine, based on the principles of
concentration, specialization, and cooperation of services within the region.
The transition to a regional infrastructure for
vehicle maintenance and repair allows, in many cases, the abandonment of
comprehensive auto transport enterprises (ATEs). It
enables broader application of the principles of concentration, specialization,
and cooperation, leading to more efficient use of existing production
potential, a significant reduction in capital costs, and the creation of the
necessary conditions to fully meet the needs of vehicle owners for production
services related to maintenance and repair.
Currently, the maintenance (M) and repair of
the fleet of auto transport enterprises or the transport divisions of
other companies can be organized in the following ways:
1) all
maintenance and repair work on vehicles is performed at the company’s own
production and technical facilities;
2) all
vehicle maintenance and repair work is outsourced to auto-service enterprises
under contractual agreements;
3) some of the
maintenance and repair work is carried out at the company’s own production and
technical facilities (primarily routine maintenance and current repairs), while
the other part is performed at auto-service enterprises (mainly diagnostic
tasks, as well as minor current repair work, which is minimal but requires
specialized, expensive equipment and highly skilled personnel).
The most widespread method of organizing
vehicle maintenance and repair is through the company's own production and
technical facilities. This approach primarily applies to former state-owned
comprehensive auto transport enterprises (ATEs),
which is a result of the historical development of automotive transport.
Regardless of the number of vehicles in the ATE, and thus the volume of
maintenance and repair work, these enterprises established a full range of
production departments and equipped them with the necessary technological
tools. However, research shows that it is only economically viable for large ATEs to perform all types of maintenance and repair work
in-house. In smaller ATEs, production capacities are
used inefficiently.
The second method of organizing vehicle maintenance
and repair, where all the maintenance and repair work is outsourced to
auto-service enterprises under contractual agreements, is commonly used by
modern commercial organizations and companies (such as banks, insurance
companies, and others). In these cases, the cost of transport maintenance is
already factored into the overall cost of services.
The third method of organizing vehicle
maintenance and repair (a mixed approach), where part of the work is done
in-house and the rest is outsourced to auto-service enterprises, is used by
modern small transport-commercial enterprises. For these companies, fully
establishing their own production and technical facilities is, first,
economically unfeasible and, second, practically impossible.
The above-mentioned methods of organizing
vehicle maintenance and repair, currently implemented in Ukraine, are also
common in developed countries around the world.
One of the most important factors in organizing
cooperative vehicle maintenance and repair operations is the economically
feasible distances for transporting vehicles and repair assets to auto-service
enterprises or other businesses providing these services. These distances
effectively limit the potential for cooperative work.
2. LITERATURE REVIEW
The issues of improving
organizational forms for vehicle maintenance and repair production, as well as
the development of automotive transport infrastructure, have been addressed in
the works [16, 17]. An analysis of the completed
research indicates that the implementation of modern organizational forms
for vehicle maintenance and repair remains a relevant issue and requires
further resolution.
The feasibility of performing cooperative
work is limited by the economically viable distances for transporting vehicles
and repair assets to auto-service enterprises.
The distances considered
appropriate in literature sources [1, 3, 17-19] are as follows: 10-15 km for
TM-1, 20-45 km for TM-2, and 40-80 km for current repairs (CR).
However, these
transportation distances were determined back in the 1970s
and 1980s and do not reflect current conditions. At
that time, the appropriate distances were calculated for auto transport
enterprises (ATEs) with a fleet size of 100 to 300
vehicles, which accounted for 63.4% of the total number of ATEs
in the 1970s-1990s. Today, the number of ATEs in Ukraine with over 100 vehicles is less than 1%. The
majority of auto transport enterprises (approximately 64%) now operate with a
fleet of 10 or fewer vehicles. This shift necessitates an increase in the
economically viable distances for vehicle transportation.
On the other hand,
during this period, the cost of fuel has increased almost tenfold in euro terms (from
€0.10-0.20 per liter in the 1970s-1980s to €1.3-1.8
per liter today). The proportion of fuel and
lubricant costs in the total cost of transporting vehicles and repair assets to
auto-service enterprises now exceeds 50%. This has led to an increase in
transportation costs and, consequently, a reduction in the economically
feasible distances for performing cooperative TM and vehicle repair at
auto-service enterprises.
The most relevant
economically feasible distances for transporting vehicles and repair assets to
auto-service enterprises under modern conditions are presented in the
dissertation by Mytko M.V.
[18, 19]. First, these studies account for the structural changes in Ukraine's
auto transport enterprises, and second, they also consider the changes in fuel
and lubricant costs during that time (2017-2019). The economically feasible
transportation distances for cooperative TM and repair work, obtained in
studies [18, 19], differ significantly from those previously cited in academic
literature. The distances for transporting vehicles to auto-service enterprises
for TM-2 and current repair (CR) tasks have decreased, while the distances for
transporting components and assemblies for specialized CR tasks have
substantially increased.
However, in recent years, due to the
global economic and energy crisis (2020-2022) and the state of war in Ukraine
(2022-2023), fuel prices have almost doubled. Currently, in Ukraine, A-95
gasoline costs €1.18-1.43 at various gas
stations, while diesel fuel is priced at €1.24-1.48.
Additionally, the devaluation of the Ukrainian hryvnia has significantly
increased the cost of services at auto-service enterprises. As a result, the
recommendations provided in studies [18, 19] regarding the economically
feasible distances for transporting vehicles and repair assets to auto-service
enterprises are now questionable and require further research under current
conditions.
This issue applies not only to
Ukraine but also to most developed countries worldwide. Over the past four
years, the price of A-95 gasoline has risen significantly. In the United
States, it increased by almost 57% (from €0.71 in 2019 to €1.12 in 2023) [20,
22]; in Australia, by 56% (from €0.74 in 2019 to €1.16 in 2023) [20, 24];
in Spain, by 28% (from €1.29 in 2019 to €1.65 in 2023) [20, 21, 23]; in
Germany, by 36% (from €1.29 in 2019 to €1.80 in 2023) [20, 21, 23]; in France,
by 25% (from €1.50 in 2019 to €1.88 in 2023) [20, 21, 23]; in the United
Kingdom, by 23% (from €1.41 in 2019 to €1.73 in 2023) [20, 21]; and in the
Czech Republic, by 31% (from €1.24 in 2019 to €1.62 in 2023) [20, 21].
The aim of
this article is to
determine the economically feasible transportation distances for technical
maintenance and vehicle repair through cooperation under current conditions at
auto-service enterprises.
3. MATERIALS AND METHODS
The feasibility of
performing maintenance (TM) and repair of vehicles from a transport or other
enterprise through cooperation with auto-service enterprises depends on the
scope of the work and the costs required to carry out the work directly at
the enterprise. Therefore, to determine the feasibility of performing vehicle
maintenance and repair through cooperation with auto-service enterprises, the
criterion used is the maximum volume of work for which performing a specific
type of maintenance and repair becomes economically unviable at the transport
enterprise.
The objective function for
determining the feasibility of performing the k-th
type of vehicle maintenance and repair work at a transport enterprise through
cooperation with auto-service enterprises is as follows:
Сk, АТЕ, і ≥ Сk, CSP, j (1)
where: Сk, АТЕ, і – i is the cost per man-hour for
performing the k-th type of work at the i-th transport enterprise (in EUR per man-hour); Сk, CSP, j – is the cost per man-hour for
performing the k-th type of work at the j-th auto-service enterprise (in EUR per man-hour).
The use of this criterion is
justified by the fact that, currently, the cost of services at auto-service
enterprises and other specialized vehicle maintenance and repair facilities is
determined based on the cost of one man-hour for the specified type of work,
i.e., the specific labor costs per man-hour. Therefore, performing the k-th type of
maintenance and repair work at the i-th ATE is deemed economically
unfeasible if the cost per man-hour for carrying out this work at the transport
enterprise exceeds the cost per man-hour for the k-th type of work at the j-th Centralized
Specialized Production (CSP) facility (see Fig. 1).
However, this function
does not account for the costs associated with transporting vehicles or repair
assets to the maintenance and repair facility.
Fig. 1. Determining
the feasibility of performing the k-th type of technical maintenance
and vehicle repair work at an ATE through cooperation with auto-service
enterprises
Taking
transportation costs into account, the function is as follows:
Сk, АТЕ, і ≥ Сk, CSP, j + Сk, del, j (2)
where: Сk, del, j – represents the cost of vehicle
delivery or repair assets for performing the k-th
type of work at the j-th CSP
facility, allocated per man-hour of labor, in EUR per man-hour.
The performance of the k-th type of
maintenance and repair work at the i-th transport enterprise is deemed
economically unfeasible if the cost per man-hour of performing the work at the
transport enterprise exceeds the cost per man-hour for the k-th type of work at the j-th CSP, taking into
account the costs associated with transporting vehicles or repair assets to
the CSP for maintenance and repair (see Fig. 2).
As shown in Fig. 2, with
an increase in the distance for transporting vehicles or repair assets to the CSP, the maximum volume of TM and repair work for which
performing a specific type of work is economically unfeasible at the
transport enterprise gradually decreases.
The cost per man-hour
for performing the k-th type of work at the i-th ATE is determined by:
Сk, АТЕ, і = СLC, k, i + Сeq, k, i + Сfac, k, i (3)
where: СLC, k, i – represents the unit labor cost for
repair workers, including overheads, performing the k-th type of work
at the i-th
ATE, allocated per man-hour of labor, in EUR per man-hour; Сeq, k, i – denotes the unit cost of equipment
required for performing the k-th type of work, allocated per man-hour of labor, in EUR per
man-hour. This unit cost includes not only the cost of the equipment itself but
also depreciation charges, installation costs, and energy consumption. Сfac, k, i – refers to the unit cost of facilities
used for performing the k-th type of work, allocated per man-hour of labor, in EUR per
man-hour. This cost includes depreciation on the facility, as well as heating
and lighting expenses.
CCSP + Cdel at R=5km CCSP + Cdel at R=10km CCSP + Cdel at R=20km CCSP + Cdel at R=15km TM, OR exp CCSP CATE
Fig. 2. Determining the feasibility of performing
type k-th maintenance and repair work on
vehicles of an ATE in cooperation with service enterprises, taking into account
delivery costs
In accordance with the
certification regulations for enterprises performing technical maintenance and
repair of vehicles, a company must be equipped with all the necessary
technological equipment to perform type k-th work. Therefore, it is assumed
that both the ATE and the CSP are equipped with
identical technological equipment for performing type k-th work. This
allows the quality of work performed in both the ATE and CSP
to be considered equal.
The cost of spare parts
and consumables used during work in the CSP is
accounted for separately. It is assumed that identical spare parts and
consumables are used for performing specific types of work in both the ATE and CSP. Therefore, costs for spare parts and operating materials
are not considered.
The cost of one man-hour of
maintenance and repair work in the k-th
production unit of the ATE is determined as follows [1]:
С1 m.-h. = (SAa.w. + Сde.
pr. + Сde.
eq. + Сut.) / LTMR
(4)
where: SAa.w.
– the annual salary of a maintenance worker, EUR; Сde. pr – annual depreciation costs for
premises, EUR; Сde.
eq. – annual depreciation costs for equipment, EUR; Сut. – annual costs for utilities (energy supply, water, heating,
etc.), EUR; LTMR – annual labor
for technical maintenance and repair work, man-hours.
(5)
+1,22 × С(eq) × Reqde
× хw + 12 × Sp × С1 m2utility × хw ) / LTMR
where: SAm.w.
– monthly salary of a maintenance worker, EUR; Asa.
– salary accruals, in %; P –
number of workers, persons; Sp –
space of the premises, in m²; Сp1 m2
– cost per square meter of production area, EUR; Rp(de)
– depreciation rate for the building, in %; С(eq)
– cost of the equipment, EUR; Reqde
– depreciation rate for the equipment, in %; 1.22 – coefficient
accounting for installation costs and engineering communications; С1 m2utility
– specific utility costs per square meter of the premises per month, EUR; хw – number of
workstations; LTMR – annual labor
for technical maintenance and repair work, man-hours.
The cost of delivering vehicles or
repair stock to the CSP per 1 man-hour of labor
intensity is determined as follows [1]:
Сp-1 km = (Cve + SAd + Efuel
+ Etmr) / ltmr
(6)
where: Cve
– cost of hiring a vehicle for transport services, EUR; SAd
– driver's salary, EUR; Efuel
– fuel expenses, EUR; Etmr
– expenses for technical maintenance and vehicle repair, EUR; ltmr – labor of work
for technical maintenance and vehicle repair, in man-hours.
(7)
/ (Hm.d. × Os) + 4 × (Rf
× C1l × Dd) / 100) / tТMR
= 2 × Dd × ((Cve × Rvede)
/
/ (Dy × thw × Os) + (SA(m.d.) ×
Asa) / (Hm.d. × Os) + 2 × (Rf
× C1l ) / 100) / tТMR
where:
Rvede –
depreciation rate for the vehicle used in transport, in %; Dy
– number of working days per year; hw
– working hours, in hours; Dd
– delivery distance, in kilometers; Os –
average operating speed, in km/h; SA(m.d.) – average monthly
salary of the driver, EUR; Asa. – salary accruals, in %; Hm.d. – monthly working
hours fund for the driver, in hours; Rf
– fuel consumption rate, in
liters per 100 km; C1l – cost per
liter of fuel, EUR.
The economically feasible delivery
distance of vehicles and repair stock for performing type i-th TM and repair work at
automotive service enterprises is determined by the formula:
where:
The methodology for determining the
economically feasible delivery distances of vehicles to automotive service
enterprises includes the following stages:
Stage I –
perform a technological calculation for a transport enterprise with 10
vehicles, determining the annual volume of TM and repair work, the number of
production personnel, the number of TM and repair posts, and the size of
production premises.
Stage II – determine the cost per 1
man-hour for each type of technical maintenance and repair work at the
transport company.
Stage III – assess the feasibility
of performing technical maintenance and repair work at the ATE and identify the
economically feasible delivery distances of vehicles.
Initially, the cost of performing
each type of TM and repair work at the transport company is compared with the
cost of performing these works at other enterprises (service stations, ATE, CSP) located near the ATE (as per equation 1), and a
preliminary decision is made regarding the feasibility of outsourcing the work
to an automotive service enterprise.
If it is feasible to perform the
work at the service enterprise, the cost of delivering the vehicles or
repair stock to the service station is calculated per 1 man-hour of labor
intensity (equation 7), and the economically feasible delivery distances for
transporting the vehicle or its individual components from the ATE to the
service enterprises are determined (equation 8).
To obtain general results and
conclusions regarding the economically feasible distances for delivering
vehicles to automotive service enterprises for technical maintenance and repair
under cooperation, calculations were carried out under the following reference
conditions, which are characteristic of most ATEs in
Ukraine at the present stage:
·
the
transport enterprises have a fleet of 10 vehicles;
·
the
vehicles operate under the third category of operating conditions;
·
the
average daily mileage of the vehicles is 200 km;
·
storage
conditions for the fleet: open parking without heating;
·
calculations
were performed for the following standard vehicle models used by transport
enterprises:
·
For
taxi ATE:
·
Small-class
vehicles – Chevrolet Aveo;
·
Medium-class
vehicles – GAZ-31105.
·
For
freight ATE:
·
Small
payload trucks – GAZ-33021 "Gazelle";
·
Heavy
payload trucks – KAMAZ-53215.
·
For
bus ATE:
·
Medium-capacity
buses – Mercedes-Benz "Vario" TYP A407;
·
High-capacity
buses – LAZ A-183 D1 "City".
The calculations were performed
using a program developed as part of the dissertation by M.V.
Mytka [18].
In the current conditions, the cost
of fuel and lubricants significantly affects the cost of delivering vehicles
and repair assets when performing TM and repair work through cooperation with
specialized service enterprises. Currently, at gas stations, the price of A-95
gasoline ranges from €1.15 to €1.38 per l (for
calculations, €1.15/l is used), and the price of
diesel fuel ranges from €1.20 to €1.43 per l (for calculations, €1.20/l
is used).
The cost of delivering vehicles and repair
assets to service enterprises per kilometer, which is allocated to 1 man-hour
of labor intensity for TM and repair works, is shown in Tab. 1.
Tab.
1
The cost of delivering vehicles and repair assets
from transport enterprises to service enterprises per kilometer, allocated to
one man-hour of labor intensity for
maintenance and repair works
|
Name of maintenance and repair works |
Cost of delivery per 1-kilometer distance to the automotive service
enterprises, EUR / man-hour |
||||||||
|
Taxi ATE |
Cargo ATE |
Bus ATE |
|||||||
|
small class vehicles (Chevrolet Aveo) |
medium class vehicles (GAZ-31105) |
vehicles with small cargo capacity (GAZ-33021 «Gazelle") |
vehicles with large cargo capacity (KAMAZ-53215) |
medium capacity buses (Mercedes-Benz "Vario" Type A407) |
large capacity buses (LAZ A-183 D1
«City") |
|
|||
|
Cleaning and Washing |
0,69 |
0,90 |
1,04 |
1,04 |
1,11 |
0,86 |
|
||
|
General diagnostics (D-1) |
0,69 |
0,90 |
1,04 |
1,65 |
1,11 |
1,73 |
|
||
|
In-depth diagnostics (D-2) |
0,46 |
0,60 |
0,69 |
0,82 |
0,74 |
0,86 |
|
||
|
Fastening, adjustment, lubrication works
(TM-1) |
0,34 |
0,36 |
0,42 |
0,21 |
0,15 |
0,19 |
|
||
|
Fastening, adjustment, lubrication works
(TM-2) |
0,076 |
0,082 |
0,087 |
0,053 |
0,037 |
0,048 |
|
||
|
Adjustment and assembly- disassembly works (CR) |
0,34 |
0,45 |
0,52 |
0,27 |
0,37 |
0,43 |
|
||
|
Painting |
0,69 |
0,90 |
1,04 |
0,82 |
0,55 |
0,69 |
|
||
|
Unit Repairs |
0,14 |
0,18 |
0,21 |
0,27 |
0,22 |
0,29 |
|
||
|
Locksmith-mechanical work |
0,14 |
0,18 |
0,21 |
0,27 |
0,22 |
0,29 |
|
||
|
Electrotechnical work |
0,23 |
0,30 |
0,35 |
0,33 |
0,28 |
0,35 |
|
||
|
Battery repairs |
0,34 |
0,45 |
0,52 |
0,55 |
0,55 |
0,58 |
|
||
|
Fuel system instrument repairs |
0,23 |
0,30 |
0,35 |
0,33 |
0,28 |
0,35 |
|
||
|
Tire mounting and vulcanization |
0,34 |
0,45 |
0,52 |
0,41 |
0,37 |
0,43 |
|
||
|
Blacksmith-spring work |
0,34 |
0,45 |
0,52 |
0,33 |
0,37 |
0,35 |
|
Copper work |
0,34 |
0,45 |
0,52 |
0,41 |
0,37 |
0,43 |
|
Upholstery |
0,23 |
0,30 |
0,35 |
0,33 |
0,28 |
0,35 |
|
Taxi companies |
0,34 |
0,45 |
– |
– |
– |
– |
|
Welding, tinsmith, and bodywork |
0,23 |
0,30 |
0,35 |
0,41 |
0,28 |
0,43 |
The share of fuel and lubricant costs in the
overall cost of delivering vehicles and repair assets to service enterprises
currently ranges from 37% to 53%, depending on the type of vehicle. This
increase in delivery costs leads to a corresponding reduction in the
economically viable distances for vehicle deliveries when performing TM and
repair work through cooperation with service enterprises.
The economically viable distances for
delivering vehicles, components, and assemblies for TM and repair under current
conditions through cooperation with specialized service enterprises are shown
in Tab. 2. It is assumed that when performing station-based maintenance and
repair tasks (such as routine maintenance (RM), TM - 1, TM - 2, diagnostic
tasks, post-repair tasks CR, painting CR, welding, bodywork, and armature work
CR), the vehicle itself is delivered to the service enterprise. For
section-based repair tasks CR (e.g., unit repairs, electrical work, and other
tasks), the delivery of repair assets is performed using a light-duty
truck (GAZ-33021 "Gazelle").
The modern economically viable delivery
distances for TM and repair tasks are significantly different from those
presented in academic literature and the dissertation research [18].
According to Tab. 2, for taxi ATE, the
economically viable delivery distance for RM is up to 2 km; for freight ATE, it
is 2-3 km, and for bus ATE, it is 1-3 km. These distances are almost 1.5 to 2
times shorter than those recommended in the study [18].
For taxi ATE, the economically viable
delivery distances for performing TM - 1, TM - 2 under current conditions are
close to the recommendations found in literature sources [17]. However, for
freight and bus ATEs, the corresponding delivery distances are significantly
shorter. The same applies to the delivery distances for post-repair tasks CR
(adjustment and assembly-disassembly work CR) to service enterprises. The
distances presented in Tab. 2 significantly limit the feasibility of performing
these tasks through cooperation with service enterprises.
For taxi ATE with only 10 vehicles,
performing post-repair tasks CR through cooperation with service enterprises is
already economically unviable. This also applies to freight ATE, where
performing post-repair tasks CR through cooperation with only 10 heavy-duty
trucks is economically impractical. Thus, for scheduled TM - 1, TM - 2 and
post-repair tasks CR at small freight or bus ATEs with up to 10 vehicles, it
becomes viable to have 1-2 universal workstations to perform these tasks
on-site.
This is explained, firstly, by the sufficient
volume of TM and CR work, which allows for organizing these tasks directly at
the transport enterprise, and secondly, by the significant cost of delivering
vehicles to service enterprises. This is particularly true for large-capacity
trucks and buses with high passenger capacity.
As for performing diagnostic
works D-1 and D-2, as well section-based current repair tasks, the obtained
economically viable delivery distances to service enterprises significantly
exceed the recommendations provided in educational and scientific literature
[17-19]. This is due to the limited scope of these works in small enterprises
and the high cost of performing these works directly at the ATE. Primarily,
this is attributed to the high cost of technological equipment, especially
diagnostic stations and areas for painting works. However, the modern
economically viable delivery distances for vehicles, components, and
assemblies, as presented in Tab. 2, are 10-35 km shorter for diagnostic works
and 25-265 km shorter for unit repairs compared to the recommendations in study
[18]. This discrepancy is explained by the significant increase in fuel
costs in recent years.
Thus, the economically viable delivery
distances for general diagnostics D-1 are as follows: for taxi ATE - up to
80-135 km, for freight ATE - up to 35-115 km, and for bus ATE - up to 40-80 km,
depending on the type of vehicle. According to the recommendations of Mytko
M.V., these distances are, respectively, up to 110-170 km for taxi ATE, up to
40-100 km for
freight ATE, and up to 55-100 km for bus ATE.
Tab.
2
Economically viable delivery distances for
vehicles, components, and assemblies for
TM and repair work through collaboration at specialized automotive service
enterprises
|
Name of maintenance and repair works |
Economically
feasible delivery distances, km |
|||||||
|
Taxi ATE |
Cargo ATE |
Bus ATE |
||||||
|
small class vehicles (Chevrolet Aveo) |
medium class vehicles (GAZ-31105) |
vehicles with small cargo capacity (GAZ-33021
«Gazelle") |
vehicles with large cargo capacity (KAMAZ-53215) |
medium capacity buses (Mercedes-Benz "Vario" Type A407) |
large capacity buses (LAZ A-183 D1
«City") |
|
||
|
Cleaning and Washing |
up to 8 |
up to 5 |
up to 6 |
up to 4 |
up to 2 |
up to 1 |
|
|
|
General diagnostics (D-1) |
up to 130 |
up to 80 |
up to 115 |
up to 35 |
up to 69 |
up to 42 |
|
|
|
In-depth diagnostics (D-2) |
up to 145 |
up to 90 |
up to 165 |
up to 60 |
up to 101 |
up to 80 |
|
|
|
Fastening, adjustment, lubrication works
(TM-1) |
up to 20 |
up to 15 |
up to 12 |
0 |
0 |
up to 4 |
|
|
|
Fastening, adjustment, lubrication works
(TM-2) |
up to 30 |
up to 25 |
up to 35 |
0 |
0 |
0 |
|
|
|
Adjustment and assembly-disassembly works
(CR) |
up to 6 |
up to 5 |
up to 10 |
up to 10 |
up to 7 |
up to 10 |
|
|
|
Painting |
up to 105 |
up to 50 |
up to 100 |
up to 60 |
up to 81 |
up to 70 |
|
|
|
Unit Repairs |
up to 60 |
|||||||
|
Locksmith-mechanical work |
up to 90 |
|||||||
|
Electrotechnical wok |
up to 110 |
|||||||
|
Battery repairs |
up to 230 |
||||||
|
Fuel system
instrument repairs |
up to 215 |
||||||
|
Tire mounting and
vulcanization |
up to 180 |
||||||
|
Blacksmith-spring
work |
up to 205 |
||||||
|
Copper work |
up to 280 |
||||||
|
Upholstery |
up to 510 |
||||||
|
Taxi companies |
up to 280 |
up to 190 |
– |
– |
– |
– |
|
|
Welding, tinsmith,
and bodywork |
up to 80 |
up to 65 |
up to 115 |
up to 40 |
up to 44 |
up to 40 |
|
For in-depth diagnostics D-2, the
current economically viable delivery distances are as follows: for taxi ATE -
up to 90-145 km, for freight ATE - up to 60-160 km, and for bus ATE - up to
80-101 km. The economically viable delivery distances for painting works are up
to 50-105 km for taxi ATE, up to 60-100 km for freight ATE, and up to 70-85 km
for bus ATE, depending on the type of vehicle.
The economically viable delivery
distances for performing current repair works in specialized service enterprises
range from 60 to 300 km, depending on the type of work.
It is important to note that Tab. 2
presents the maximum possible economically viable delivery distances, which are
calculated for small enterprises with up to 10 vehicles. As the number of vehicles
at the enterprise increases, the economically viable delivery distances
decrease. This is due to the increase in the volume of TM and repair works,
which subsequently reduces the cost of performing these tasks at the enterprise.
As an example, Fig. 3 illustrates the change in the cost of cleaning and
washing works RM in a taxi ATE, depending on the volume of these works.
Furthermore, the economically
feasible transportation distances presented in Tab. 2 for conducting TM and
repair of vehicles through cooperation are approximate. This is particularly
relevant for the transport of parts and assemblies for repair, as their
delivery cost largely depends on how transportation to the service enterprises
is organized. Therefore, in each specific case, the feasibility of
performing TM and vehicle repairs through cooperation should be determined
based on corresponding calculations.
The obtained economically feasible
transportation distances align with the trend in TM and vehicle repair
organization observed in developed countries across Europe and the United
States. In these regions, transport companies, not only small but also medium
and large-scale enterprises, typically carry out only station-based TM and
repair tasks at their own facilities, while most specialized current repair
tasks are performed through cooperation with specialized service enterprises.
4. CONCLUSIONS
One of the most important factors in
organizing the TM and repair of vehicles through cooperation is the
economically feasible transportation distances for delivering vehicles and
repair assets to service enterprises or other facilities providing relevant
services.
Fig. 3. Dependence of the cost of cleaning and washing operations RM in a taxi
ATE
Existing recommendations in academic
and scientific literature regarding optimal transportation distances either
fail to account for the changing structure of automotive transport enterprises
in Ukraine or overlook the rising costs of fuel and TM and repair services in
the current context.
A methodology for determining
economically feasible transportation distances for delivering vehicles to
service enterprises has been developed. Based on the conducted research,
economically viable distances for performing technical maintenance and vehicle repair
at service enterprises have been identified. These calculations take into
account the current fuel and lubricant prices at gas stations in Ukraine,
as well as the labor rates at service enterprises.
It is worth noting that the
developed methodology for determining feasible transportation distances for
cooperative maintenance and repair work, along with the obtained results, could
be of interest not only for Ukraine but also for many countries worldwide,
where fuel prices have nearly doubled in recent years.
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Received 14.09.2024; accepted in revised form 23.11.2024
Scientific
Journal of Silesian University of Technology. Series Transport is licensed
under a Creative Commons Attribution 4.0 International License
[1] Faculty of Automotive and Mechanical Engineering, The National
Transport University, Mykhailа Omelianovycha
- Pavlenka 1 Street, 01010 Kyiv, Ukraine. Email:
ghsavin@gmail.com. ORCID: https://orcid.org/0000-0003-4329-665X
[2] Faculty of Mechanical Engineering and Transport, The Vinnytsia National Technical University, 95, Khmelnytske Shosse
St., Vinnytsia, 21000, Ukraine. Email: mytko_83@ukr.net. ORCID: https://orcid.org/0000-0002-5484-0510
[3] Faculty of Mechanical Engineering and
Transport, The Vinnytsia National Technical
University, 95, Khmelnytske Shosse
St., Vinnytsia, 21000, Ukraine. Email: antonukOP@gmail.com. ORCID: https://orcid.org/0009-0006-5348-4936
[4] Faculty of Engineering and Technology, The Vinnytsia National Agrarian University, 3, Solnyshchaya St., Vinnytsia,
21008, Ukraine. Email: tokarchyk08@ukr.net.
ORCID: https://orcid.org/0000-0001-8036-1743
[5] Faculty of Engineering and Technology, The Vinnytsia National Agrarian University, 3, Solnyshchaya St., Vinnytsia,
21008, Ukraine. Email: ipserhiy@gmail.com.
ORCID: https://orcid.org/0000-0002-4079-4867