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Promet – Trafc&Transportation, Vol. 26, 2014, No. 4, 323-331 323
R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efciency Analysis in Multimodal Transport
RAFAŁ BURDZIK, Ph.D.
E-mail: rafal.burdzik@polsl.pl
MARIA CIEŚLA, Ph.D.
E-mail: maria.ciesla@polsl.pl
ALEKSANDER SŁADKOWSKI, Ph.D.
E-mail: aleksander.sladkowski@polsl.pl
Faculty of Transport,
Silesian University of Technology
Krasińskiego 8, 40-019 Katowice, Poland
Intermodal Transport
Review
Submitted: Aug. 12, 2013
Approved: July 8, 2014
CARGO LOADING AND UNLOADING EFFICIENCY
ANALYSIS IN MULTIMODAL TRANSPORT
ABSTRACT
The paper presents assessment of the impact of the pro-
cesses handling efciency on the transport process based
on research done in the real object, using the same tech-
nologies and material handling equipment. The aim of the
paper was to conrm the importance of loading and unload-
ing processes of palletized cargo as an initial and nal link
of multimodal transport by developing methods proposal for
monitoring and assessing the effectiveness of cargo opera-
tions as well as the development of measures and compari-
son estimators. The analysis of the manipulation operations
duration throughout the transport process is based on the
percentile rates of manipulation and carriage in total trans-
port process duration and the percentage of manipulating
time in the duration of the carriage. These indicators and the
examined loading and unloading times are the basis for the
development of scheduling algorithms for optimizing trans-
port processes on the scale of the entire transport chain.
This data is also helpful input to support strategic decisions
on the allocation of nancial resources for the development
of infrastructure and terminal equipment, warehouses and
other facilities.
KEY WORDS
loading process; unloading process; cargo handling ef-
ciency
1. INTRODUCTION
Nowadays, the most characteristic feature of the
transport forced by the signicant increase in trade
and the need to maintain competitive advantage is
the exibility and responsiveness to the changing cus-
tomer needs.
This trend is visible not only in the regional trans-
port chains, but also and mainly in the international
and multimodal transport, which also considers a
number of external factors that affect the process im-
plementation.
This changing perspective forces the companies to
take more exible planning techniques for the whole
supply chain in which transport plays a crucial role. It
is important, therefore, to nd and use the appropriate
tools to measure the effectiveness and productivity
of the transport processes and to enable elimination
of these processes that do not create added value.
These in turn have a huge impact on the construction
of rational and viable labour standards of handling
possibilities [1-4].
A thorough analysis of obtained results in this way
is one of the rst steps to be taken in the formulation
of appropriate strategies and allocation of funds for
the necessary infrastructure and technology improve-
ments. The development of the transport system in
fact depends on an adequate level of process and
proper funding sources diversication into different
undertakings in this eld. One of the main funding
sources can be found in the transport policy [5].
The transport and logistics systems are strongly
correlated. Efciencies of the processes depend on
each other and this should not be interpreted as out-
sourcing. Important role in the integration can be de-
ned in logistic centres and container terminals [6, 7].
Some research has been conducted on the relation-
ship between local logistics and transport systems [6].
The transport processes can be analysed by many
novel methods for optimization and quality services,
for example by neural network, intelligent transport
systems and more [8, 9].
Proper organization of technological processes is
an interesting issue and widely described in the litera-
ture [10]. Additional information on previous research
in this area to preserve the intellectual cohesion is pre-
sented in the following paragraphs of the paper. This
R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efciency Analysis in Multimodal Transport
324 Promet – Trafc&Transportation, Vol. 26, 2014, No. 4, 323-331
issue, however, is a novelty in the analysed case study,
where the main objective is to obtain savings through
lean management of processes. Hence, the rst step
is to analyse the work of cargo loading and unloading
processes presented in this paper.
2. INTERNATIONAL TRANSPORT
PROCESSES
The process of transportation is a set of regulations
and administrative operations carried out in a specic
order in relation to the movement of cargo by differ-
ent means of transport. For the purpose of integrating
different transport modes very important are standard
technologies. One of the most common standards is
intermodal transport [11, 12]. The main transport pro-
cess elements are also called phases: loading, freight
carrying and unloading. Depending on the complexity
of the transport process also some additional opera-
tions may occur, such as preparing the cargo for trans-
port, warehousing, cargo acceptance and handling of
the cooperating means of transport, as well as activi-
ties related to forwarding service recipients.
It is extremely important that the implementation
of the transport process is strictly matched with a
specic technology. A comprehensive transportation
process should consist of the following technological
processes:
– temporary storage of cargo at the sender’s or in the
multimodal terminals or warehouses,
– execution of loading operations in each phase of
carriage,
– carriage of goods by various means of transport.
Another important issue is the proper organization
of technological processes. This should be done in
such a manner that different steps are followed im-
mediately one after the other, without interruptions. To
achieve this goal it is necessary to coordinate the sub-
processes with the vehicles working.
In addition, it is essential to coordinate the activi-
ties of all the relevant stakeholders in the process of
transport, and thus also both of the sender and the
receiver of cargo and transport, including indirect links
in the complex process of transportation.
The overall duration of the transport process, as
well as the balance of the elements differ depending
on different factors, such as:
– average distance cargo transport,
– localization of distribution points and cargo trans-
portation conditions,
– capacity of the vehicle,
– technical speed of vehicle movement,
– technical vulnerabilities of cargo transport,
– the level of mechanization degree of loading mech-
anisms construction,
– construction of highways surface and other [13].
Although container terminals have increased their
capacity to process a greater number of containers per
year, the rapid growth in container cargo volume poses
a constant need for optimal use of port resources that
reduces operating costs and increases cargo through-
put [14]. The unloading operations themselves can be
further decomposed into multiple issues in literature.
Some researchers planned efcient ordering for quay-
side cranes to pick up containers from a vessel [15]
and some studied the routing problem, which seeks
the optimal sorting and stacking of containers at stor-
age that minimizes the handling time [16].
As of 2009 approximately 90% of non-bulk cargo
worldwide has been moved by containers stacked
on transport ships [17]. It should be emphasized,
however, that the success of a reliable, safe and fast
multimodal transport depends primarily on efciency
of intermodal freight shipping containers loading and
unloading processes carried in small consolidation
points of network (Figure 1), because there the time
and cost of making freight operations per one unit of
goods are the greatest.
Figure 1 - Loading and unloading operations at the points of consolidation
and deconsolidation in intermodal transport network
SupplierA
SupplierB
Supplier C
Customer A
Customer B
Road transport Road transport
Sea / rail transport
Loading cargo
into a container
Unloadingcargo
offacontainer
Container
loading
Container
unloading
Promet – Trafc&Transportation, Vol. 26, 2014, No. 4, 323-331 325
R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efciency Analysis in Multimodal Transport
The transportation of container cargo between dif-
ferent modes has become highly standardized in the
intermodal shipping industry.
3. ANALYSIS OF CARGO LOADING AND
UNLOADING PROCESSES
The purpose of the research was to analyze the
cargo loading and unloading processes in a time func-
tion, and the analysis of the efciency of loading with
the example of a consolidation warehouse.
3.1 Object and Research Method
The subject of research was the analysis of the ef-
ciency of cargo handling processes using time mea-
sures according to loading and unloading operations
of the same product with the same material handling
equipment. Because of the importance of handling
equipment and technology used the research has been
conducted according to loading repeatable technology
for universal transport truck. This eliminated the need
of the load unit analysis because it has been reduced
to standardized EURO pallets. The scientic problem,
which has led to the clarication of the research prob-
lem relates to the methods for assessing the effec-
tiveness of processes and transport operations. The
loading units were standardized euro pallets with the
plastic packaging for the dairy products, packaged in
cartons with dimensions of 400 x 400 x 600 mm with
6 pieces in a single layer (Figure 2a), four layers on the
euro pallet (800 x 1,200 mm). The weight of one pallet
was 181 kg and the weight of cargo loaded was 33 x
181 kg = 5,973 kg. The cargo of 33 pallets was loaded
from warehouse ramp into Krone semi-trailer of stan-
dard dimensions: 13.6 x 2.48 x 2.80 m with sliding
roof. The manipulating operations of these processes
and measuring times method are presented in Figure
2b.
Each time the individual loading / unloading opera-
tions were done the length and the duration of trans-
port were analysed. The human factor which is always
present (e.g. the operator’s behaviour) was intention-
ally excluded from the research, and the analysis was
only focused on the technical operation activities. Reg-
istration of time began at the moment of load collec-
tion and ended strictly at the moment of unloading.
During the research the workers were fully informed
about the aim of the measures and the need to pre-
serve the nominal parameters in order to avoid accel-
erations or decelerations. All anomalies in the behav-
iour of the operator interrupted the measurement and
the research was re-started (with another process).
The results presented in the paper include a full pro-
cess in nominal terms in the regime of the operator
a) b) 1
4
7
10
13
16
19
22
25
28
31
2
5
8
11
14
17
20
23
26
29
32
3
6
9
12
15
18
21
24
27
30
33
5 m
6.2 m
7.4 m
8.6 m
9.8 m
11 m
12.2 m
13.4 m
14.6 m
15.8 m
17 m
Length of loading route
Semi-trailer
(13.6×2,48 m)
Euro pallets
Ramp
Warehouse
Cargo pick-up area
Conveyor
600 600 600600
2,544
144
800
1,200
400
400
400
1,200
800
400 400
Figure 2 - Scheme and method of analysed handling processes:
a) loading unit dimensions, b) cargo loading scheme (research method)
R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efciency Analysis in Multimodal Transport
326 Promet – Trafc&Transportation, Vol. 26, 2014, No. 4, 323-331
while maintaining full real conditions. The research
had an active experiment character and was based on
a real object and did not rely on a special process mod-
elling, or easier or more convenient load positioning. It
preserved all the realities of the transport process and
recorded only those results that smoothly implement
the entire transport process.
There were two steps of research according to rare
loading and unloading operations. The schematic ad-
ministration and other handling activities which were
within the scope of research are presented in Figure 3.
3.2 Research Results
The rst step of the research was connected with
rare loading of the semi-trailer. Particular times were
measured from the time of the arrival of the truck with
semi-trailer to the gate of the company, where the
loading manipulations took place, and are shown in
Table 1.
Table 1 shows that the time required to execute all
the steps from arrival to departure of the truck in this
warehouse was 146 minutes, while the loading itself
took more than 39 minutes, which is about 26.7% of
the total time. The biggest problem that occurred dur-
ing this research was the waiting time caused by the
queue at the ramp. The exact time and distance of lo-
cating the cargo in the semi-trailer according to Figure
2b scheme from the rst to the thirty-third pallet was
considered and presented in Table 2. The handling was
supported by a pallet forklift with a capacity of 1,500
kg. Lifting on and lifting off times were the same for
every loading unit, so that the table presents only the
speed of forklift movement.
In the next stage, during the unloading operations,
the time needed was specied as shown in Table 3 and
the specication of unloading pallets with the same
handling equipment duration in Table 4.
The analyzed transport process can be represent-
ed graphically using the transport cycles card (Figure
4). The transport cycle preparation is one of the key
elements in the analysis of logistics processes to as-
sess the transport of various goods [18, 19].
Multiple repetitions of loading and unloading tests
allowed to dene the average times and speeds mea-
sured for this specic case. The average time of load-
ing process was 38.4 minutes and for unloading it was
30.4 minutes. The differences between these times
result from other non-quantiable additional factors
that affect the handling process. These include, for
example, the ramp and warehouse surface condition,
lighting quality, the level of qualications and psycho-
physical state of the forklift operator, maintaining gen-
eral orderliness of the paddock, etc. The duration of
other operations is of random nature but can be mini-
mized with organizational decisions.
The basic standard handling time is formed on
the basis of individual handling times at the standard
warehouse or terminal, and sometimes they are dis-
proportionate to the actual conditions prevailing on
DEPARTURE
ADMINISTRATION
ACTIVITIES
LOADING
OPERATIONS
UNLOADING
OPERATIONS
ARRIVAL
ADMINISTRATION
ACTIVITIES
DEPARTURE
ADMINISTRATION
ACTIVITIES
ARRIVAL
ADMINISTRATION
ACTIVITIES
arrival to a company
security notification
receivingapass
entering manipulation
yard
deliveryofdocuments
needed for loading
trailer preparation for
loading
driving up to the
warehouse ramp
readiness notification
rear loading
checking the product
according to the
specification
checking the quality
and quantity of cargo
cargo securing
trailer preparation
trailer preparation
for unloading
driving up to the
warehouse ramp
readiness notification
rear unloading
checking the quality
and quantity of the
goods delivered
receiving transport
documents
cargo receipt
giving backpass
departure
arrival to a company
security notification
receiving a pass
entering
manipulationyard
passing of transport
documents
receivingconfirmed
documents
arrival at gates
giving backpass
departure
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
LOADING PROCESS
UNLOADING PROCESS
Figure 3 - Analyzed handling processes
Promet – Trafc&Transportation, Vol. 26, 2014, No. 4, 323-331 327
R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efciency Analysis in Multimodal Transport
the ramp. Therefore, on the basis of the presented
analysis, the company standards should be created
individually in order to take into account variable fac-
tors inuencing the increase of handling time stan-
dards. These norms need to be taken into account
when making strategic decisions on the allocation of
nancial resources for the development of infrastruc-
ture and terminal equipment, warehouses and other
facilities.
The analysis also showed a directly proportional
dependence of the characteristic share of time to dis-
tance, which the forklift needs to make while loading
(decreasing line) and unloading (increasing line). It is
characteristic for the handling process that a signi-
cant part of the total duration time of the process is
accounted for by the movement of cargo by handling
equipment.
Table 1 - Operation duration measured during the cargo loading process
Operations Time Duration [min]
Arrival to a company 6:00 5
Reporting the truck to the facility guard and printing the entrance pass 6:05 8
Waiting for entry 6:13 30
Entrance to the handling yard 6:43 5
Passing the transport documents to the warehouse 6:48 5
Driving to the warehouse ramp and preparing the trailer for loading 6:53 8
Waiting for the delivery of pallets to the cargo pick-up area 7:01 10
Taking the rst pallets of goods 7:1 1
39Cargo loading -
Positioning the last pallet on the trailer 7:50
Waiting for transport documents preparation 7:50 8
Departure from the ramp 7:58 3
Securing the cargo with transport belts 8:01 15
Driving to exit gate 8:16 5
Passing the exit gate, truck checking, giving back the pass 8:21 5
Departure 8:26 -
Total loading time 146 minutes
Table 2 - Analysis of 33 pallets loading time
Pallet No. Time [s] Distance [m] Speed [m/s] Pallet No. Time [s] Distance [m] Speed [m/s]
1100 17. 0 0.170 18 70 11.0 0.157
2100 17. 0 0.170 19 69 9.8 0.142
397 17. 0 0.175 20 67 9.8 0.146
494 15.8 0.168 21 63 9.8 0.156
594 15.8 0.168 22 61 8.6 0.141
6 95 15.8 0.166 23 60 8.6 0.143
7 89 14.6 0.164 24 59 8.6 0.146
8 89 14.6 0.164 25 59 7. 4 0.125
9 90 14.6 0.162 26 55 7.4 0.135
10 86 13.4 0.156 27 52 7.4 0.142
11 84 13.4 0.160 28 49 6.2 0.127
12 82 13.4 0.163 29 46 6.2 0.135
13 82 12.2 0.149 30 45 6.2 0.138
14 81 12.2 0.151 31 40 5.0 0.125
15 77 12.2 0.158 32 35 5.0 0.143
16 76 11.0 0.145 33 35 5.0 0.143
17 76 11.0 0.145 Total Loading
Time
2,357 s
(≈39 min)
Average
speed 0.151
R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efciency Analysis in Multimodal Transport
328 Promet – Trafc&Transportation, Vol. 26, 2014, No. 4, 323-331
Figure 6 presents the average loading and unload-
ing speed which is similar.
3.3 Handling Efciency
In the planning of loading and unloading processes,
especially over long distances, such as in the case of
multimodal transport, an important factor is to deter-
mine the handling process efciency indicators. They
are usually a relatively transparent quotient expressed
in percentage.
%PC
C
100
mc
m$
=
%PC
C
100
jc
j$
= (1)
%PC
C
100
tj
m$
=
where:
P
m – total handling time percentage index,
P
j – total driving time percentage index,
P
t – handling time to driving percentage index,
Table 3 - Operation duration measured during the cargo unloading process
Operations Time Duration [min]
Arrival to a company 7:03 4
Reporting the truck to the facility guard and printing the entrance pass 7:07 6
Waiting for entry 7:1 3 77
Entrance to the handling yard 8:30 5
Passing the transport documents to the warehouse 8:35 7
Driving to the warehouse ramp and preparing the trailer for unloading 8:42 9
Waiting for the delivery of pallets to the cargo pick-up area 8:51 15
Taking the rst pallets of goods 9:06
31Cargo unloading -
Locating the last pallet at the warehouse ramp 9:37
Waiting for transport documents return 9:37 7
Departure from the ramp 9:44 6
Passing the exit gate, truck checking, giving back the pass 9:50 6
Departure 9:56 -
Total loading time 173 minutes
Table 4 - Analysis of 33 pallets unloading time
Pallet No. Time [s] Distance [m] Speed [m/s] Pallet No. Time [s] Distance [m] Speed [m/s]
1 90 17. 0 0.188 18 60 11.0 0.183
291 17.0 0.186 19 59 9.8 0.166
3 82 17. 0 0.207 20 53 9.8 0.185
4 80 15.8 0.197 21 51 9.8 0.192
577 15.8 0.205 22 47 8.6 0.183
676 15.8 0.208 23 45 8.6 0.191
774 14.6 0.197 24 41 8.6 0,209
874 14.6 0.197 25 41 7.4 0.180
9 72 14.6 0.203 26 38 7.4 0.195
10 71 13.4 0.189 27 36 7. 4 0.206
11 69 13.4 0.194 28 35 6.2 0.177
12 65 13,4 0.206 29 29 6.2 0.214
13 63 12,2 0.194 30 32 6.2 0.194
14 64 12,2 0.190 31 20 5.0 0.250
15 63 12,2 0.194 32 21 5.0 0.238
16 61 11 0.180 33 20 5.0 0.250
17 61 11 0.180 Total Unloading
Time
1,861 s
(≈31 min)
Average
speed 0.268
Promet – Trafc&Transportation, Vol. 26, 2014, No. 4, 323-331 329
R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efciency Analysis in Multimodal Transport
C
m [min] – total handling time (loading or unloading),
C
j [min] – total driving time,
C
c [min] – total duration of transport process.
The exemplary research was done only by road,
transporting the 33-pallet load from Siemianowice
Śląskie (PL) to Ochsenfurt (DE) – 830 km (route 1,
2) and from Siemianowice Śląskie (PL) to Ochsenfurt
(DE) – 810 km (route 3, 4). To analyse the contribution
to handling in the whole transport process the percen-
tile rates based on the measured time were calculated
and are shown in Table 5.
For the analysed similar transport processes, it
turned out just like in the case of loading and unloading
measurement times, that the handling time percent-
age index may differ (in this case from 3.06% to 4.24%)
which further conrms the need to analyse time ef-
ciency parameters for proper transportation planning.
4. CONCLUSION
The purpose of this paper and research presented
was to develop a proposal for the methods of moni-
toring and assessing the effectiveness of cargo op-
erations as well as the development of measures and
comparison estimators (such as time function mea-
surement or the average speed of the loading estima-
Object of the process: loading of 33 pallets
:warehouse rampStarting point
:interior of semi-trailerEnding point
Cycle
no.
Distance
[m]
Transportprocess Cycle
number
Cycle
average
time [s]
Total
average
time [s]
What From HowTo
15.0 3 93.33 280.0
26.2 3 86.00 258.0
37. 4381.33 244.0
48.6 376.17 228.5
59.8 371.67 215.0
611.
03
67.33 202.0
712.2 3 60.33 181.0
813.4 3 52.17 156.5
914.6 3 46.83 140.5
10 15.8 3 39.33 118.0
11 17.0 3 28.50 85.5
Legend: euro pallet
semi-trailer
temporarystorage (ramp of warehouse)
frontforklift (capacityof1,500kg)
Figure 4 - Transport cycles card for loading process of semi-trailer with 33 pallets
Table 5 - Handling time efciency indicators
Route
Transport
process total
time (min) -
C
c
Driving
time (min)
C
j
Handling
time (min)
C
m
Total handling time
percentage
index -
P
m
Total driving time
percentage
index -
P
j
Handling time to
driving percentage
index -
P
t
1 1,676 74 2 70.18 4.19% 44.27% 9.46%
2 1,608 783 68.18 4.24% 48.69% 8.71%
3 1,735 825 53.02 3.06% 47.55% 6.43%
4 1,695 823 55.43 3.27% 48.55% 6.74%
R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efciency Analysis in Multimodal Transport
330 Promet – Trafc&Transportation, Vol. 26, 2014, No. 4, 323-331
0
20
40
60
80
100
120
12345678910 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
Time [s]
Pallet No.
a)
0
20
40
60
80
100
12345678910 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
Time [s]
Pallet No.
b)
Figure 5 - Duration of handling process: a) loading, b) unloading
0,00
0,04
0,08
0,12
0,16
0,20
0,24
0,28
13579111315171921232527293133
Average speed[m/s]
Pallet No.
Loading Unloading
Figure 6 - Loading and unloading process average speed
tors). It may also be assumed that the goal of the opti-
mization process can be used to maintain a constant
speed of unit loading (with the given standard devia-
tion). This gives an opportunity to signicantly facilitate
the management of the manipulation work especially
for those which are implemented equally, and on a
larger scale where the number of docking points of the
facility is big – it may also concern efcient entire eet
management.
These measures and estimators may provide a
basis for comparing different methods of loading. At
the same time it may improve the quality of decisions
made by the management according to the selection
of appropriate technology, equipment and systems for
loading.
The following specic conclusion was drawn:
a) The use of suitable handling equipment and coor-
dinating the whole process of loading or unloading
directly affects improving the efciency of the en-
tire transport process, especially for long distances
(international transport) or when many handling
operations are required (multimodal transport).
b) The average time of the loading process of 33 pal-
lets was 38.4 minutes and for unloading it was
30.4 minutes with the same handling equipment
and the same distance from the trailer to the ramp.
The difference between these times results from
other non-quantiable additional factors that affect
the handling process (e.g. ramp and warehouse
surface condition, lighting quality, the level of quali-
cations and psychophysical state of the forklift op-
erator).
c) The research brought similar and repeatable times
of handling process times according to individual
objects (terminals, warehouses). It is therefore
necessary to create a separate manipulation time
standard for each of them to be able to rationally
plan the movement of goods by veried consoli-
dation and deconsolidation points of multimodal
transport.
d) Handling time percentage index may differ (in the
research object: from 3.06% to 4.24%) which fur-
ther conrms the necessity to analyse the time ef-
ciency parameters for proper transportation plan-
ning.
Promet – Trafc&Transportation, Vol. 26, 2014, No. 4, 323-331 331
R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efciency Analysis in Multimodal Transport
e) The biggest problem in handling and transport pro-
cess efciency measurement is connected with
random factors (like trailers waiting to be unloaded
because of a bottleneck on the warehouse ramp),
which can be reduced with scrupulous planning
and algorithm techniques.
f) Research presented in this paper is a part of a
more extensive research concerning the analysis
of technical factors affecting the efciency of trans-
port processes, which will be published in subse-
quent papers.
Dr inż. RAFAŁ BURDZIK
E-mail: rafal.burdzik@polsl.pl
Dr inż. MARIA CIEŚLA
E-mail: maria.ciesla@polsl.pl
Prof. dr hab. ALEKSANDER SŁADKOWSKI
E-mail: aleksander.sladkowski@polsl.pl
Wydział Transportu, Politechnika Śląska
Ul. Krasińskiego 8, 40-019 Katowice, Polska
STRESZCZENIE
W artykule przedstawiono znaczenie procesów
załadunku i rozładunku spaletyzowanych ładunków jako
inicjujące i końcowe ogniwo w transporcie intermodalnym.
Ocenę wpływu procesów manipulacyjnych na efektywność
całego procesu transportowego oparto o badania na rzec-
zywistym obiekcie, przy użyciu jednakowych technologii i
urządzeń przeładunkowych. Analizę czasu trwania czynności
manipulacyjnych w całym procesie transportowym oparto na
procentowych wskaźnikach udziału manipulacji i przewozu
w całkowitym czasie procesu transportowego oraz udziału
manipulacji do czasu trwania samego przewozu. Podane
wskaźniki i zbadane czasy załadunkowo-rozładunkowe,
są podstawą dla tworzenia algorytmów optymalizacji pro-
cesów transportowych na skalę całego łańcucha transpor-
towego oraz wspomagają decyzje strategiczne dotyczące
alokacji środków nansowych w rozbudowę infrastruktury i
wyposażenie terminali, magazynów i innych obiektów.
SŁOWA KLUCZOWE
proces załadunku; proces rozładunku; efektywność pro-
cesów przeładunkowych
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