R. Burdzik, M. Cieśla, A.

Sładkowski: Cargo Loading and Unloading Efficiency Analysis in Multimodal Transport

RAFAŁ BURDZIK, Ph.D. Intermodal Transport

E-mail: rafal.burdzik@polsl.pl Review
MARIA CIEŚLA, Ph.D. Submitted: Aug. 12, 2013
E-mail: maria.ciesla@polsl.pl Approved: July 8, 2014
ALEKSANDER SŁADKOWSKI, Ph.D.
E-mail: aleksander.sladkowski@polsl.pl
Faculty of Transport,
Silesian University of Technology
Krasińskiego 8, 40-019 Katowice, Poland

CARGO LOADING AND UNLOADING EFFICIENCY

ANALYSIS IN MULTIMODAL TRANSPORT

ABSTRACT number of external factors that affect the process im-

plementation.
The paper presents assessment of the impact of the pro- This changing perspective forces the companies to
cesses handling efficiency on the transport process based take more flexible planning techniques for the whole
on research done in the real object, using the same tech-
supply chain in which transport plays a crucial role. It
nologies and material handling equipment. The aim of the
is important, therefore, to find and use the appropriate
paper was to confirm the importance of loading and unload-
ing processes of palletized cargo as an initial and final link tools to measure the effectiveness and productivity
of multimodal transport by developing methods proposal for of the transport processes and to enable elimination
monitoring and assessing the effectiveness of cargo opera- of these processes that do not create added value.
tions as well as the development of measures and compari- These in turn have a huge impact on the construction
son estimators. The analysis of the manipulation operations of rational and viable labour standards of handling
duration throughout the transport process is based on the possibilities [1-4].
percentile rates of manipulation and carriage in total trans- A thorough analysis of obtained results in this way
port process duration and the percentage of manipulating
is one of the first steps to be taken in the formulation
time in the duration of the carriage. These indicators and the
examined loading and unloading times are the basis for the
of appropriate strategies and allocation of funds for
development of scheduling algorithms for optimizing trans- the necessary infrastructure and technology improve-
port processes on the scale of the entire transport chain. ments. The development of the transport system in
This data is also helpful input to support strategic decisions fact depends on an adequate level of process and
on the allocation of financial resources for the development proper funding sources diversification into different
of infrastructure and terminal equipment, warehouses and undertakings in this field. One of the main funding
other facilities. sources can be found in the transport policy [5].
The transport and logistics systems are strongly
KEY WORDS correlated. Efficiencies of the processes depend on
each other and this should not be interpreted as out-
loading process; unloading process; cargo handling effi-
sourcing. Important role in the integration can be de-
ciency
fined in logistic centres and container terminals [6, 7].
Some research has been conducted on the relation-
1. INTRODUCTION ship between local logistics and transport systems [6].
The transport processes can be analysed by many
Nowadays, the most characteristic feature of the novel methods for optimization and quality services,
transport forced by the significant increase in trade for example by neural network, intelligent transport
and the need to maintain competitive advantage is systems and more [8, 9].
the flexibility and responsiveness to the changing cus- Proper organization of technological processes is
tomer needs. an interesting issue and widely described in the litera-
This trend is visible not only in the regional trans- ture [10]. Additional information on previous research
port chains, but also and mainly in the international in this area to preserve the intellectual cohesion is pre-
and multimodal transport, which also considers a sented in the following paragraphs of the paper. This

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 R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efficiency Analysis in Multimodal Transport

issue, however, is a novelty in the analysed case study, In addition, it is essential to coordinate the activi-
where the main objective is to obtain savings through ties of all the relevant stakeholders in the process of
lean management of processes. Hence, the first step transport, and thus also both of the sender and the
is to analyse the work of cargo loading and unloading receiver of cargo and transport, including indirect links
processes presented in this paper. in the complex process of transportation.
The overall duration of the transport process, as
well as the balance of the elements differ depending
2. INTERNATIONAL TRANSPORT
on different factors, such as:
PROCESSES –– average distance cargo transport,
The process of transportation is a set of regulations –– localization of distribution points and cargo trans-
and administrative operations carried out in a specific portation conditions,
order in relation to the movement of cargo by differ- –– capacity of the vehicle,
ent means of transport. For the purpose of integrating –– technical speed of vehicle movement,
different transport modes very important are standard –– technical vulnerabilities of cargo transport,
technologies. One of the most common standards is –– the level of mechanization degree of loading mech-
intermodal transport [11, 12]. The main transport pro- anisms construction,
cess elements are also called phases: loading, freight –– construction of highways surface and other [13].
carrying and unloading. Depending on the complexity Although container terminals have increased their
of the transport process also some additional opera- capacity to process a greater number of containers per
tions may occur, such as preparing the cargo for trans- year, the rapid growth in container cargo volume poses
port, warehousing, cargo acceptance and handling of a constant need for optimal use of port resources that
the cooperating means of transport, as well as activi- reduces operating costs and increases cargo through-
ties related to forwarding service recipients. put [14]. The unloading operations themselves can be
It is extremely important that the implementation further decomposed into multiple issues in literature.
of the transport process is strictly matched with a Some researchers planned efficient ordering for quay-
specific technology. A comprehensive transportation side cranes to pick up containers from a vessel [15]
process should consist of the following technological and some studied the routing problem, which seeks
processes: the optimal sorting and stacking of containers at stor-
–– temporary storage of cargo at the sender’s or in the age that minimizes the handling time [16].
multimodal terminals or warehouses, As of 2009 approximately 90% of non-bulk cargo
–– execution of loading operations in each phase of worldwide has been moved by containers stacked
carriage, on transport ships [17]. It should be emphasized,
–– carriage of goods by various means of transport. however, that the success of a reliable, safe and fast
Another important issue is the proper organization multimodal transport depends primarily on efficiency
of technological processes. This should be done in of intermodal freight shipping containers loading and
such a manner that different steps are followed im- unloading processes carried in small consolidation
mediately one after the other, without interruptions. To points of network (Figure 1), because there the time
achieve this goal it is necessary to coordinate the sub- and cost of making freight operations per one unit of
processes with the vehicles working. goods are the greatest.

Supplier A Customer A

Supplier B

Sea / rail transport Customer B

Supplier C
Road transport Road transport

Loading cargo Container Container Unloading cargo

into a container loading unloading off a container

Figure 1 - Loading and unloading operations at the points of consolidation

and deconsolidation in intermodal transport network

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 R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efficiency Analysis in Multimodal Transport

The transportation of container cargo between dif- loading units were standardized euro pallets with the
ferent modes has become highly standardized in the plastic packaging for the dairy products, packaged in
intermodal shipping industry. 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
3. ANALYSIS OF CARGO LOADING AND was 181 kg and the weight of cargo loaded was 33 x
UNLOADING PROCESSES 181 kg = 5,973 kg. The cargo of 33 pallets was loaded
from warehouse ramp into Krone semi-trailer of stan-
The purpose of the research was to analyze the dard dimensions: 13.6 x 2.48 x 2.80 m with sliding
cargo loading and unloading processes in a time func- roof. The manipulating operations of these processes
tion, and the analysis of the efficiency of loading with and measuring times method are presented in Figure
the example of a consolidation warehouse. 2b.
Each time the individual loading / unloading opera-
3.1 Object and Research Method tions were done the length and the duration of trans-
port were analysed. The human factor which is always
The subject of research was the analysis of the ef- present (e.g. the operator’s behaviour) was intention-
ficiency of cargo handling processes using time mea- ally excluded from the research, and the analysis was
sures according to loading and unloading operations only focused on the technical operation activities. Reg-
of the same product with the same material handling istration of time began at the moment of load collec-
equipment. Because of the importance of handling tion and ended strictly at the moment of unloading.
equipment and technology used the research has been During the research the workers were fully informed
conducted according to loading repeatable technology about the aim of the measures and the need to pre-
for universal transport truck. This eliminated the need serve the nominal parameters in order to avoid accel-
of the load unit analysis because it has been reduced erations or decelerations. All anomalies in the behav-
to standardized EURO pallets. The scientific problem, iour of the operator interrupted the measurement and
which has led to the clarification of the research prob- the research was re-started (with another process).
lem relates to the methods for assessing the effec- The results presented in the paper include a full pro-
tiveness of processes and transport operations. The cess in nominal terms in the regime of the operator

a) b) 17 m
1 2 3 Semi-trailer
15.8 m (13.6×2,48 m)
400 4 5 6
800 400 1,2
400 00 14.6 m
400 7 8 9
400 13.4 m
10 11 12
Length of loading route

12.2 m
13 14 15 Euro pallets
600

11 m
16 17 18
9.8 m
19 20 21
600

8.6 m
22 23 24
2,544

7.4 m
25 26 27
6.2 m
600

28 29 30
5m
31 32 33 Ramp
Warehouse
600

Cargo pick-up area

144

1,20
0
800

Conveyor

Figure 2 - Scheme and method of analysed handling processes:

a) loading unit dimensions, b) cargo loading scheme (research method)

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 R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efficiency Analysis in Multimodal Transport

DEPARTURE LOADING ARRIVAL

ADMINISTRATION OPERATIONS LOADI NG P R O C E SS ADMINISTRATION
ACTIVITIES ACTIVITIES
– trailer preparation for
– arrival to a company loading – receiving transport
– security notification – driving up to the documents
– receiving a pass warehouse ramp – cargo receipt
– entering manipulation – readiness notification – giving back pass
yard – rear loading – departure
UNLOADING
– delivery of documents – checking the product
OPERATIONS
needed for loading according to the
specification DEPARTURE
– checking the quality – trailer preparation
ADMINISTRATION
and quantity of cargo – trailer preparation
ARRIVAL ACTIVITIES
– cargo securing for unloading
ADMINISTRATION – driving up to the
warehouse ramp – arrival to a company
ACTIVITIES
– readiness notification – security notification
– rear unloading – receiving a pass
– receiving confirmed
– checking the quality – entering
documents
and quantity of the manipulation yard
– arrival at gates
goods delivered – passing of transport
– giving back pass
U NLOA D I NG P R O C E SS documents
– departure

Figure 3 - Analyzed handling processes

while maintaining full real conditions. The research supported by a pallet forklift with a capacity of 1,500
had an active experiment character and was based on kg. Lifting on and lifting off times were the same for
a real object and did not rely on a special process mod- every loading unit, so that the table presents only the
elling, or easier or more convenient load positioning. It speed of forklift movement.
preserved all the realities of the transport process and In the next stage, during the unloading operations,
recorded only those results that smoothly implement the time needed was specified as shown in Table 3 and
the entire transport process. the specification of unloading pallets with the same
There were two steps of research according to rare handling equipment duration in Table 4.
loading and unloading operations. The schematic ad- The analyzed transport process can be represent-
ministration and other handling activities which were ed graphically using the transport cycles card (Figure
within the scope of research are presented in Figure 3. 4). The transport cycle preparation is one of the key
elements in the analysis of logistics processes to as-
3.2 Research Results sess the transport of various goods [18, 19].
Multiple repetitions of loading and unloading tests
The first step of the research was connected with allowed to define the average times and speeds mea-
rare loading of the semi-trailer. Particular times were sured for this specific case. The average time of load-
measured from the time of the arrival of the truck with ing process was 38.4 minutes and for unloading it was
semi-trailer to the gate of the company, where the 30.4 minutes. The differences between these times
loading manipulations took place, and are shown in result from other non-quantifiable additional factors
Table 1. that affect the handling process. These include, for
Table 1 shows that the time required to execute all example, the ramp and warehouse surface condition,
the steps from arrival to departure of the truck in this lighting quality, the level of qualifications and psycho-
warehouse was 146 minutes, while the loading itself physical state of the forklift operator, maintaining gen-
took more than 39 minutes, which is about 26.7% of eral orderliness of the paddock, etc. The duration of
the total time. The biggest problem that occurred dur- other operations is of random nature but can be mini-
ing this research was the waiting time caused by the mized with organizational decisions.
queue at the ramp. The exact time and distance of lo- The basic standard handling time is formed on
cating the cargo in the semi-trailer according to Figure the basis of individual handling times at the standard
2b scheme from the first to the thirty-third pallet was warehouse or terminal, and sometimes they are dis-
considered and presented in Table 2. The handling was proportionate to the actual conditions prevailing on

326 Promet – Traffic&Transportation, Vol. 26, 2014, No. 4, 323-331

 R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efficiency Analysis in Multimodal Transport

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 first pallets of goods 7:11
Cargo loading - 39
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]
1 100 17.0 0.170 18 70 11.0 0.157
2 100 17.0 0.170 19 69 9.8 0.142
3 97 17.0 0.175 20 67 9.8 0.146
4 94 15.8 0.168 21 63 9.8 0.156
5 94 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 2,357 s Average
0.151
Time (≈39 min) speed

the ramp. Therefore, on the basis of the presented The analysis also showed a directly proportional
analysis, the company standards should be created dependence of the characteristic share of time to dis-
individually in order to take into account variable fac- tance, which the forklift needs to make while loading
tors influencing the increase of handling time stan-
(decreasing line) and unloading (increasing line). It is
dards. These norms need to be taken into account
characteristic for the handling process that a signifi-
when making strategic decisions on the allocation of
financial resources for the development of infrastruc- cant part of the total duration time of the process is
ture and terminal equipment, warehouses and other accounted for by the movement of cargo by handling
facilities. equipment.

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 R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efficiency Analysis in Multimodal Transport

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 7:13 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 first pallets of goods 9:06
Cargo unloading - 31
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
2 91 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
5 77 15.8 0.205 22 47 8.6 0.183
6 76 15.8 0.208 23 45 8.6 0.191
7 74 14.6 0.197 24 41 8.6 0,209
8 74 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 1,861 s Average
0.268
Time (≈31 min) speed

Figure 6 presents the average loading and unload-

Pm = Cm $ 100%
ing speed which is similar. Cc
Cj
Pj = $ 100% (1)
3.3 Handling Efficiency Cc

Pt = Cm $ 100%
In the planning of loading and unloading processes, Cj
especially over long distances, such as in the case of where:
multimodal transport, an important factor is to deter-
Pm – total handling time percentage index,
mine the handling process efficiency indicators. They
are usually a relatively transparent quotient expressed Pj – total driving time percentage index,
in percentage. Pt – handling time to driving percentage index,

328 Promet – Traffic&Transportation, Vol. 26, 2014, No. 4, 323-331

 R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efficiency Analysis in Multimodal Transport

Object of the process: loading of 33 pallets

Starting point: warehouse ramp
Ending point: interior of semi-trailer

Transport process Cycle Total

Cycle Distance Cycle average average
no. [m] number
What From How To time [s] time [s]

1 5.0 3 93.33 280.0

2 6.2 3 86.00 258.0

3 7.4 3 81.33 244.0

4 8.6 3 76.17 228.5

5 9.8 3 71.67 215.0

6 11.0 3 67.33 202.0

7 12.2 3 60.33 181.0

8 13.4 3 52.17 156.5

9 14.6 3 46.83 140.5

10 15.8 3 39.33 118.0

11 17.0 3 28.50 85.5

Legend: euro pallet temporary storage (ramp of warehouse)

front forklift (capacity of 1,500kg) semi-trailer

Figure 4 - Transport cycles card for loading process of semi-trailer with 33 pallets

Cm [min] – total handling time (loading or unloading), measurement times, that the handling time percent-
C j [min] – total driving time, age index may differ (in this case from 3.06% to 4.24%)
which further confirms the need to analyse time effi-
Cc [min] – total duration of transport process.
ciency parameters for proper transportation planning.
The exemplary research was done only by road,
transporting the 33-pallet load from Siemianowice
Śląskie (PL) to Ochsenfurt (DE) – 830 km (route 1, 4. CONCLUSION
2) and from Siemianowice Śląskie (PL) to Ochsenfurt
(DE) – 810 km (route 3, 4). To analyse the contribution The purpose of this paper and research presented
to handling in the whole transport process the percen- was to develop a proposal for the methods of moni-
tile rates based on the measured time were calculated toring and assessing the effectiveness of cargo op-
and are shown in Table 5. erations as well as the development of measures and
For the analysed similar transport processes, it comparison estimators (such as time function mea-
turned out just like in the case of loading and unloading surement or the average speed of the loading estima-
Table 5 - Handling time efficiency indicators
Transport Driving Handling Total handling time Total driving time Handling time to
Route process total time (min) time (min) percentage percentage driving percentage
time (min) - Cc Cj Cm index - Pm index - Pj index - Pt
1 1,676 742 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%

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 R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efficiency Analysis in Multimodal Transport

a) 120

100

80
Time [s]

60

40

20

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
Pallet No.
b) 100

80
Time [s]

60

40

20

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
Pallet No.

Figure 5 - Duration of handling process: a) loading, b) unloading

0,28
The following specific conclusion was drawn:
a) The use of suitable handling equipment and coor-
0,24
dinating the whole process of loading or unloading
Average speed [m/s]

0,20 directly affects improving the efficiency of the en-

0,16 tire transport process, especially for long distances
0,12 (international transport) or when many handling
operations are required (multimodal transport).
0,08
b) The average time of the loading process of 33 pal-
0,04 lets was 38.4 minutes and for unloading it was
0,00 30.4 minutes with the same handling equipment
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33
Pallet No. and the same distance from the trailer to the ramp.
Loading Unloading The difference between these times results from
other non-quantifiable additional factors that affect
Figure 6 - Loading and unloading process average speed the handling process (e.g. ramp and warehouse
surface condition, lighting quality, the level of quali-
tors). It may also be assumed that the goal of the opti- fications and psychophysical state of the forklift op-
mization process can be used to maintain a constant erator).
speed of unit loading (with the given standard devia- c) The research brought similar and repeatable times
tion). This gives an opportunity to significantly facilitate of handling process times according to individual
the management of the manipulation work especially objects (terminals, warehouses). It is therefore
for those which are implemented equally, and on a necessary to create a separate manipulation time
larger scale where the number of docking points of the standard for each of them to be able to rationally
facility is big – it may also concern efficient entire fleet plan the movement of goods by verified consoli-
management. dation and deconsolidation points of multimodal
These measures and estimators may provide a transport.
basis for comparing different methods of loading. At d) Handling time percentage index may differ (in the
the same time it may improve the quality of decisions research object: from 3.06% to 4.24%) which fur-
made by the management according to the selection ther confirms the necessity to analyse the time ef-
of appropriate technology, equipment and systems for ficiency parameters for proper transportation plan-
loading. ning.

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 R. Burdzik, M. Cieśla, A. Sładkowski: Cargo Loading and Unloading Efficiency Analysis in Multimodal Transport

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