Abstract: General methodological basis for determining the vehicle load utilization factor. Types of transport subsystems. The purpose of determining the dynamic load utilization factor as a harmonic mean. A market and transport example of determining the discussed mean.1. INTRODUCTION
Among the performance indicators of road transport, one of the significant ones is the vehicle load utilization factor (capacity, payload, carrying capacity, tractive effort). The most problematic aspect is the determination and interpretation of the dynamic vehicle load utilization factor – E.
In shuttle transport, we deal with static load utilization – C, which is expressed as the ratio of the mass transported at one time (Q) to the vehicle’s payload (q), i.e., the offered capacity. Even the repeatability of these transports does not change the method or the result, as there are only 2 cargo handling points: the sender and the receiver.
The situation is somewhat different regarding vehicle load utilization in transport performed in a collection, distribution, or mixed system.
The actual pattern of load utilization is, of course, different compared to transport in a shuttle system.
The discussed problem concerns, for example, the transport of agricultural produce during harvest in a collection system, or the supply of farms or retail/wholesale trade in a distribution system. In such cases, in individual segments (trips) of a single route between different cargo points, e.g., shops, there is a phenomenon of varied utilization of transport vehicle capacity. Furthermore, we generally have differences in the lengths of the segments of a given route. For this reason, it is necessary to take into account the dynamics of changes in vehicle load utilization and the dynamics of changes in transport distances.
In order to account for changes in the discussed transport performance indicators, we must determine their actual pattern. The discussed phenomenon implies the necessity of considering the offered and performed transport volume expressed either in transport units, e.g., tons, or in transport work units, e.g., ton-kilometers.
The determination of the dynamic vehicle load utilization factor – E serves this purpose. It is a form of calculating the average value as a harmonic mean, i.e., different from the arithmetic mean. The choice of the appropriate parameter, arithmetic or harmonic mean, depends on the form of data presentation. (…)
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Source: Logistyka Magazine
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