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    Wyświetlanie 1-4 z 4
    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:
    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:
    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
      Wyświetlanie 1-4 z 4

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