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    Wyświetlanie 1-8 z 8
    Tytuł:
    Przejazdy po drogach leśnych i publicznych przy dostawach wielkowymiarowego drewna sosnowego do tartaku
    Driving on forest and public roads in deliveries of large-size Scots pine wood to sawmill
    Autorzy:
    Tymendorf, L.
    Trzciński, G.
    Powiązania:
    https://bibliotekanauki.pl/articles/979086.pdf
    Data publikacji:
    2020
    Wydawca:
    Polskie Towarzystwo Leśne
    Tematy:
    wood supply chain
    wood deliveries
    transport optimization
    backhauling
    transport stages
    Opis:
    The aim of the presented research was to characterize the driving related to the deliveries of large−size Scots pine wood and to determine the factors affecting its structure and distance. Operation was divided in to: driving for load on a public and forest road, forest ride between loading points, as well as driving with saw logs on a forest and public road. Data on the distance traveled on forest and public roads (empty and with load), as well as, the number of loading places was determined on the data from drivers. In total, 1509 randomly selected deliveries carried out over a period of twelve months from 40 forest districts were analyzed. Investigated transports delivered 44,336 m3 of large−size pine round wood to the sawmill. Most deliveries were made within 100 km from the plant. Within this radius, 83.87% of drives for load and 75.35% drives with load were completed. The average distance for driving for load on a public road was 60.6 km, with the range from 0.5 to 205 km. The average driving distance with load to the sawmill was 70 km, the shortest distance 2 km and the longest – 238 km. Driving distances on forest roads, for and with load, was on the similar level of 3.5 and 3.4 km, respectively. The average distance in the forest, between loading points was 3.1 km, with SD=2.9 km, maximum 16 km. The largest share, 51.4% of total delivery distance, was related to driving with saw logs on a public road and depends on how many places in the forest the wood was picked up. In 36% of all deliveries, saw logs were loaded from two or more places, which involved additional drive on forest roads at the distance of 1,652 km. The analysis did not show statistically significant differences between driving depending on the season of the year. The stable wood supply during 12 months period, shows that large stocks of round wood to secure productions during sensitive periods (winter), is not needed.
    Źródło:
    Sylwan; 2020, 164, 08; 651-662
    0039-7660
    Pojawia się w:
    Sylwan
    Dostawca treści:
    Biblioteka Nauki
    Artykuł
    Tytuł:
    Czas trwania etapów dostawy wielkowymiarowego drewna sosnowego do tartaku
    Duration of stages of delivery of large-sized Scots pine wood to the sawmill
    Autorzy:
    Tymendorf, L.
    Trzciński, G.
    Powiązania:
    https://bibliotekanauki.pl/articles/979337.pdf
    Data publikacji:
    2020
    Wydawca:
    Polskie Towarzystwo Leśne
    Tematy:
    wood supply chain
    saw logs transport
    duration time
    round wood transport stages
    Opis:
    The efficiency of wood transport depends not only on the maximum load capacity, but also on the duration of individual transport operations. The purpose of the presented research is to analyze the duration of transport stages of Scots pine large−size wood (saw logs) and indicate the factors that affect the structure of the duration of the entire operation. The operation was divided in to truck driving for a load on a public and forest road, driving between loading points in the forest including timber loading, driving with saw logs on a forest and public road, waiting for entry to the sawmill as well as verification and unloading of wood in the sawmill. Data on the duration of each operation was determined on the basis of information obtained from the course information cards. The waiting time for entering the sawmill as well as wood checking and unloading was based on data from wood reception in sawmill. 1514 randomly selected transports in a period of twelve months from 40 forest districts were analyzed. The average time of empty drive for a load by public road was 1:03 [hh:mm], with the range from 0:01 to 7:30. Driving time with a load to the sawmill was an average of 1:23, with the span from 0:05 to the 5:30. Driving on forest roads for load and with load is at a similar level of 11−12 minutes. The average time of loading wood in the forest was 39 minutes, with a minimum of 10 minutes, and maximum of 3 hours. Most trucks entered the plant immediately, nevertheless the average waiting time was 38 minutes, and the majority (75%) of transports need to wait up to one hour. Volume and quality checking, as well as unloading in the plant, took 42 minutes on average. The shortest delivery lasted 1:00 and the longest 17:37. The average transport duration of wood to the sawmill was 4:51. The number of places for loading wood in the forest has significant impact on the duration of collecting the load, and thus also on the time of the entire delivery. The largest fraction in the total duration of transport is associated with traveling on public roads. 27.1 and 28.8% is the time of loaded truck, and 20.5% and 21.7% is the time of the empty ride. A big difference (5%) occurs the time of collecting wood in the forest depending on the number of places from which wood was loaded. This time has a significant share (17.45%) in the structure of the delivery duration. Duration of the individual stages of wood transport in particular months shows little variability.
    Źródło:
    Sylwan; 2020, 164, 07; 549-559
    0039-7660
    Pojawia się w:
    Sylwan
    Dostawca treści:
    Biblioteka Nauki
    Artykuł
    Tytuł:
    Conception of 3 Stages in Risk Management in Road Transport Systems
    Autorzy:
    Szymanek, Andrzej
    Powiązania:
    https://bibliotekanauki.pl/articles/503764.pdf
    Data publikacji:
    2011
    Wydawca:
    Międzynarodowa Wyższa Szkoła Logistyki i Transportu
    Tematy:
    transport
    risk management
    structural risk
    functional risk
    negative transport effects
    Opis:
    In the paper is presented a conception of „three stages” of risk management in transport. So risk management can be considered at three levels (planes) of each transport system: 1. level of system structure elements; 2. level of processes which realize system purposes; 3. level of system “attitude”. Risk is a “multidimensional product” and relates all negative transport effects (NETs). It is, among the others, about risks: life loss (safety aspect), natural environment degradation, transport congestion arising.
    Źródło:
    Logistics and Transport; 2011, 13, 2; 133-138
    1734-2015
    Pojawia się w:
    Logistics and Transport
    Dostawca treści:
    Biblioteka Nauki
    Artykuł
    Tytuł:
    A sample model of a logistics centre and the plan of its stages of design from both a subjective and objective approach
    Autorzy:
    Markowska, K.
    Powiązania:
    https://bibliotekanauki.pl/articles/243122.pdf
    Data publikacji:
    2015
    Wydawca:
    Instytut Techniczny Wojsk Lotniczych
    Tematy:
    transport
    partnership
    implementation of the stages of cooperation
    functions of logistics centres
    Opis:
    A logistics centre is a spacious area with appropriate organization and infrastructure allowing various independent entrepreneurs to perform actions on the cargo flow, related to its storage and movement between senders and receivers, including support services for intermodal transport and performing tasks with the resources used for these purposes. Any model of cooperation between enterprises involved in the design and implementation of set goals and the investment in a logistics centre includes a number of common stages, with the exception of the initial phases of cooperation. The stages of the implementation of cooperation include planning the scope of work, negotiation and the signing of the agreement, implementation and its associated supervision, continuation and finally modification or termination of cooperation. In this article, the various stages of cooperation of companies participating in this project are analysed individually. General scheme of the planning area and equipment, a model of the design, the planning phase of the logistics centre; the stage of implementation and control and stage of summarizing cooperation; the location of logistics centres from a micro-spatial aspects are presented in the paper.
    Źródło:
    Journal of KONES; 2015, 22, 1; 211-216
    1231-4005
    2354-0133
    Pojawia się w:
    Journal of KONES
    Dostawca treści:
    Biblioteka Nauki
    Artykuł
    Tytuł:
    Expression of the transport sector operational efficiency evaluation methodology (trends) at different stages of the economic cycle
    Autorzy:
    Kiyak, D.
    Župerkienė, E.
    Powiązania:
    https://bibliotekanauki.pl/articles/374297.pdf
    Data publikacji:
    2017
    Wydawca:
    Politechnika Śląska. Wydawnictwo Politechniki Śląskiej
    Tematy:
    transport sector
    operational efficiency indicators
    economic cycle
    sektor transportu
    wskaźniki efektywności operacyjnej
    cykl koniunkturalny
    Opis:
    It is important to evaluate the impact of economic fluctuations on the transport sector operational efficiency, since such an analysis is a source of economic information which contributes to the identification of the sector's potential and advantages, the establishment of the risky areas of activity, and the exploration of the opportunities to increase its effectiveness. The aim of the study was to apply mathematical evaluation methods to the exploration of the operational efficiency of the Lithuanian transport sector companies and, based on the outcomes, to validate the opportunity of predicting a potential change of the economic cycle. The operational efficiency of the Lithuanian transport sector was analysed in the context of the cyclical national economy, and not in individual economic boom or recession periods, as that allowed for more detailed evaluation of the specific activities of the sector and its impact on Lithuanian economy. To achieve the aim, three different stages of the economic cycle in Lithuania were identified, and calculations were made during them. Based on the aggregate financial data, four different economic efficiency indicators were developed that reflected the efficiency level of the entire transport sector, and the sensitivity of the transport sector to economic fluctuations was identified. The comparison of the changes in the transport sector and in Lithuanian economy made it obvious that the level of the sector's operational efficiency could be regarded as a leading indicator of the economic cycle.
    Źródło:
    Transport Problems; 2017, 12, 4; 109-118
    1896-0596
    2300-861X
    Pojawia się w:
    Transport Problems
    Dostawca treści:
    Biblioteka Nauki
    Artykuł
    Tytuł:
    Stages of operating vehicles with respect to operational efficiency using city buses as an example
    Etapy użytkowania pojazdów ze względu na efektywność eksploatacyjną na przykładzie autobusów miejskich
    Autorzy:
    Niewczas, Andrzej
    Rymarz, Joanna
    Dębicka, Ewa
    Powiązania:
    https://bibliotekanauki.pl/articles/1365260.pdf
    Data publikacji:
    2019
    Wydawca:
    Polska Akademia Nauk. Polskie Naukowo-Techniczne Towarzystwo Eksploatacyjne PAN
    Tematy:
    public transport city buses
    costs of repairs of wear defects
    operational efficiency
    usage stages
    autobusy komunikacji miejskiej
    koszty napraw uszkodzeń zużyciowych
    efektywność eksploatacyjna
    etapy użytkowania
    Opis:
    The aim of the article is to compare the operational efficiency of the city buses in various stages of their operational life. Technical readiness tests, repair costs and revenues during the six years of operation were conducted using two popular bus makes as an example (domestic and imported). Based on these tests, the characteristics of the operational efficiency of buses was determined. It has been shown that the service life has a significant effect on the operational efficiency. The division of the total operational period of the vehicle into the warranty and post-warranty period was considered and a new division was introduced, of the „period of full operational usefulness” and “period of limited operational usefulness”. This new division of service life into stages makes it possible to determine the most reasonable limit of the vehicle usage until it is taken out of service. It can also be used when choosing a vehicle make as part of a fleet renewal or extension program.
    Celem artykułu jest porównanie efektywności eksploatacyjnej autobusów miejskich w różnych etapach okresu użytkowania. Przeprowadzono badania gotowości technicznej, kosztów napraw i przychodów w czasie sześciu lat eksploatacji na przykładzie dwóch popularnych marek autobusów (krajowych i importowanych). Na podstawie tych badań wyznaczono charakterystykę efektywności eksploatacyjnej autobusów. Wykazano, że czas użytkowania wpływa znacząco na efektywność eksploatacji. Rozpatrzono podział całkowitego okresu użytkowania pojazdów na okres gwarancyjny i pogwarancyjny oraz wprowadzono nowy podział na „okres pełnej przydatności eksploatacyjnej” i „okres ograniczonej przydatności eksploatacyjnej”. Ten nowy podział czasu użytkowania na etapy umożliwia wyznaczenie najbardziej racjonalnej granicy użytkowania pojazdu do chwili wycofania go z eksploatacji. Może być także wykorzystany przy wyborze marki pojazdu w ramach programu odnowy lub rozbudowy floty.
    Źródło:
    Eksploatacja i Niezawodność; 2019, 21, 1; 21-27
    1507-2711
    Pojawia się w:
    Eksploatacja i Niezawodność
    Dostawca treści:
    Biblioteka Nauki
    Artykuł
    Tytuł:
    Założenia i obecne etapy wdrażania rozwiązań autonomicznych w logistyce – przykłady oraz zalety i wady wprowadzania innowacji
    Assumptions and present stages of implementing autonomous solutions in logistics - examples and benefits and defects in the introduction of innovation
    Autorzy:
    Szwedun, N.
    Urban, K.
    Powiązania:
    https://bibliotekanauki.pl/articles/2058352.pdf
    Data publikacji:
    2018
    Wydawca:
    Politechnika Wrocławska. Oficyna Wydawnicza Politechniki Wrocławskiej
    Tematy:
    transport
    logistyka
    pojazdy autonomiczne
    logistics
    autonomous vehicle
    Opis:
    Tematyka poruszana w artykule dotyczy przyszłości transportu widzianej w innowacyjnych projektach o działaniu autonomicznym. Rozpoczęcie rzeczywistego wdrażania środków lokomocji sterowanych w inny sposób niż przy wsparciu osoby kierującej, stanowi wyzwanie zarówno dla świata inżynierów jak i przyszłych potencjalnych pasażerów. Prócz przedstawienia teorii działania oraz kategoryzacji funkcjonalności pojazdów autonomicznych, zaprezentowane zostaną obecne etapy realizacji przykładowych projektów na całym świecie z różnych rodzajów przewozów dóbr i osób. Pracę uwieńczy syntetyczne zestawienie pozytywnych i negatywnych aspektów wdrażania innowacji widziane w głównej części oczami ekspertów.
    The main problem raised in the article is about future of transport seen in innovations, autonomous projects. Starting the implementation of new vehicle controlled in a different way than is known is a challenge for both the world of engineers and future potential passengers. In addition will be presented present stages of implementing autonomous solutions all around the world in personal and cargo transport. At the end it will be placed a synthetic table with positive and negative sites.
    Źródło:
    Journal of TransLogistics; 2018, 4, 1; 187--196
    2450-5870
    Pojawia się w:
    Journal of TransLogistics
    Dostawca treści:
    Biblioteka Nauki
    Artykuł
    Tytuł:
    Sieć osadnicza I szlaki komunikacyjne na zachód od poznańskiego przełomu Warty w starszych fazach wczesnego średniowiecza
    A settlement network and transport routes to the west of the Poznań Warta gorge in the older stages of the early middle ages
    Autorzy:
    Pawlak, Ewa
    Powiązania:
    https://bibliotekanauki.pl/articles/1886832.pdf
    Data publikacji:
    2021-11-08
    Wydawca:
    Uniwersytet im. Adama Mickiewicza w Poznaniu
    Tematy:
    early Middle Ages
    waterways
    inland routes
    settlement network
    tribal gords
    spurs
    Opis:
    In the oldest stages of the early Middle Ages, the settlements located between the Warta and the Obra were concentrated predominantly in a few areas: between the Warta, the Sama and the Samica Stęszewska, in the vicinity of Pniewy and Lwówek, and to the west of Sieraków. The resulting structure, over time supplemented with settlement clusters in Opalenica Plain, formed the basis for a network of gords established in the 9th and the early 10th centuries. The arrangement of hamlets and gords allowed to reconstruct long-range transport routes connecting these regions with south Wielkopolska, Lusatia as well as the north-western Slavic domains.
    Źródło:
    Slavia Antiqua: rocznik poświęcony starożytnościom słowiańskim; 2021, 62; 115-146
    0080-9993
    Pojawia się w:
    Slavia Antiqua: rocznik poświęcony starożytnościom słowiańskim
    Dostawca treści:
    Biblioteka Nauki
    Artykuł
      Wyświetlanie 1-8 z 8

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