Journal of Applied Engineering Science - 2 2013 11

IMPRESSUM J O U R N A L O F A P P L I E D E N G I N E E R I N G S C I E N C E (J A E S) The journal publishes original and review articles covering the concept of technical science, energy and environment, industrial engineering, quality management and other related sciences. JAES is Open-Access Journal that follows new trends and progress proven practice in listed fields, thus creating a unique forum for interdisciplinary or multidisciplinary dialogue.

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Serbian Ministry of Science admitted the Journal of Applied Engineering Science in a list of reference journals as Leading national journal M51. Same Ministry financially supports journal’s publication.

Publisher Institute for Research and Design in Commerce and Industry - IIPP; www.iipp.rs For publisher: Prof. dr Branko Vasić Copublisher Faculty of Transport and Traffic Engineering – Belgrade University; www.sf.bg.ac.rs For copublisher: Prof. dr Branimir Stanić Editor in Chief Prof. dr Jovan Todorović Faculty of Mechanical Engineering, Belgrade; Assistant Editor Dr Predrag Uskoković, IIPP Editorial Board Prof. dr Gradimir Danon, Faculty of Forestry, Belgrade; Doc. dr Dušan Milutinović, Institute for Transport and Traffic CIP, Belgrade; Mr Đorđe Milosavljević, CPI - Process Engineering Center, Belgrade; Prof. dr Miodrag Zec, Faculty of Philosophy, Belgrade; Prof. dr Nenad Đajić, Mining and Geology Faculty, Belgrade; Prof. dr Vlastimir Dedović, Faculty of Transport and Traffic Engeneering, Belgrade; Prof. dr Mirko Vujošević, Faculty of organizational sciences, Belgrade; Prof. dr Vladimir Popović, Faculty of Mechanical Engineering, Belgrade; Doc. dr Vesna Spasojević Brkić, Faculty of Mechanical Engineering, Belgrade; Prof. dr Dragan Aleksendrić, Faculty of Mechanical Engineering, Belgrade.

ISSN 1451-4117 UDC 33 Papers are indexed by SCOPUS Journal of Applied Engineeering Science is available at: www.engineeringscience.rs http://aseestant.ceon.rs/index.php/jaes/ http://www.singipedia.com/

International Editorial Board Prof. dr Vukan Vučić, University of Pennsylvania, USA; Prof. dr Robert Bjeković, Hochschule Ravensburg-Weingarten, Germany; Prof. dr Jozef Aronov, Research Institute for Certification JSC, Russia; Prof. dr Jezdimir Knežević, MIRCE Akademy, England; Dr Nebojša Kovačević, Geotechnical consulting group, England; Adam Zielinski, Solaris Bus & Coach, Poland; Prof. dr Miloš Knežević, Faculty for Civil Engineering, Montenegro; MSc Siniša Vidović, Energy Testing & Balance Inc, USA; Dr Zdravko Milovanović, Faculty of Mechanical Engineering, Banja Luka.

Publishing Council Prof. dr Milorad Milovančević, Faculty of Mechanical Engineering, Belgrade; Milutin Ignjatović, Institute for Transport and Traffic CIP, Belgrade; Dragan Belić, Transport Company “Lasta”, Belgrade; Dr Deda Đelović, Port of Bar, Bar; Dr Drago Šerović, Adriatic Shipyard, Bijela; Cvijo Babić, Belgrade Waterworks and Sewerage, Belgrade; Nenad Jankov, Power Plant Kostolac B, Kostolac; Miroslav Vuković, Mercator Business System, Belgrade; Dušan Đurašević, Euro Sumar, Belgrade.

Editorial Office Nada Stanojević, Miloš Vasić, Darko Stanojević, Miloš Dimitrijević, Ivana Spasojević, IIPP, Belgrade; Printed by: Sigrastar, Belgrade Designed and prepress: IIPP

Journal of Applied Engineering Science 10(2012)3

CONTENTS

Dr Snežana Kaplanović, Dr Aleksandar Manojlović ENVIRONMENTAL TAXATION POLICY: THE CASE OF TAXES ON MOTOR FUELS IN THE EUROPEAN UNION

57 - 62

Marija Maruna, Vladimir Maruna PLAN DEVELOPMENT PROCESS AS A METHODOLOGY FOR CONTEMPORARY URBAN PLANNING

63 - 74

Vojislav Bobor, Dr Dragan Milanović, Petar Kefer SPATIALLY LOCALIZED MANAGEMENT COMPANIES USING CLOUD TECHNOLOGY

75 - 80

Igor Stevanović, Darko Stanojević, Aleksandar Nedić SETTING THE AFTER SALES PROCESS AND QUALITY CONTROL AT CAR DEALERSHIPS TO THE PURPOSE OF INCREASING CLIENTS’ SATISFACTION

81 - 88

Darko Stanojević, Vladimir Spasojević, Igor Stevanović, Aleksandar Nedić THE CONTEMPORARY AUTOMATIC GEARBOXES - REVIEW OF THE CURRENT STATE AND INTERPRETATION OF ADVANTAGES AND DISADVANTAGES OF THEIR USE WITH RESPECT TO VEHICLE PERFORMANCE AND TRAFFIC SAFETY

89 - 97

Dragan Čukanović, Dr Miroslav Živković, Mr Aleksandar Jakovljević, Dr Slobodan Savić APPLYING NUMERICAL METHOD IN THE STRENGHT CALCULATION OF HIGH PRESSURE STEAMLINE

99 - 105

EVENTS REVIEW 106 - 107 ANNOUNCEMENT OF EVENTS

108

BOOK RECOMMENDATION

109

EDITORIAL AND ABSTRACTS IN SERBIAN LANGUAGE 111 - 114

Institute for research and design in commerce & industry, Belgrade. All rights reserved.

Journal of Applied Engineering Science 11(2013)2

EDITORIAL ACCELERATION OF UNDERSTANDING After accepting to prepare the editorial for this number of our journal, I recalled the previous one I’ve wrote in September 2010. Luckily, because there were similar thoughts and I should repeat a lot of things. Since, much changed, but somehow almost everything remains the same... Or worse.

The State of Serbia still does not have the Strategy. After many years of falsehood on significant growth of GDP, when GDP figure was increased by privatization earnings, wakeup occurred – there is no growth without production. Globalist farce on “new banking and similar products” failed and local supporters of the same realign on-the-go, with no shame.

They should, at least, read Karl Marx instead of Max Weber (by the way, convincing majority BBC listeners voted Marx for greatest philosopher affecting the 20th century).

Prof. dr Vlastimir Dedović Germany’s economic steadiness in actual crisis can be explained by the fact that they kept production “in their own house”, investing in promotion and improvement of technologies and products. That approach, supplying high quality products, has create demand and allowed the rise of prices of their products in all markets.

Now, the same who in Serbia advocated the deindustrialization, invented that we cannot be saved without reindustrialization, proposing in fact the neoindustrialization. The destiny of Železara Smederevo is a good example. Plan is to reindustrialize in few steps: (1) close all the “losers”, which, with active participation of authorities, and after all objective troubles, were drawn to failure by ignorant ward-heelers, thievish members of political parties and trade-unions leaders, plus criminalized former State secret services; (2) on these foundations, or even better on the “green field”, build new infrastructure and factories, “older and more beautiful”, with strategic partners, (3) the State of Serbia will provide to partners subventions greater than the whole amount of actual losses, cheap manpower with reduced rights, as well as infrastructural support, and taxes and customs facilities in above, so all together can happily step in the bright future; (4) the Serbian GDP will account the overall value of production, worth billions of Euros; (5) Serbia will really get only few thousands of salaries at 300 EUR per month.

I am not of those who think that we should not communicate and cooperate with the world. For many reasons now we need both FIAT and its suppliers. Ambition to have more of similar arrangements should be welcome, expecting that the relationship will gradually change to more advantageous for citizens of Serbia. And I think that the ones who made the diversion damaging cars on their production line should be severely sanctioned. That reminded me of the case a dozen years ago in IMR, when just before opening of bathrooms and lockers renewed with greatest effort, the same type of folks messed up freshly cleaned floors. Is that mentality, somebody’s order, or is that the relict of abortive and twilight self-management consciousness?

And where are we now? Few days ago, the CEO of Siemens Serbia helpfully explained (to those who already did not realize): here we do not have neither expert nor cheap workers any more. Even we don’t have quality copper semi-products. If somebody needs an expert employee, he must educate one at his own expense. And quality copper wire has to be imported. That’s why one can wonder how, for more than a decade, the authorities cannot recognize: in spite of all stupidities and wrong policies, within this state still exist, by miracle, on the edge of all kinds of survival, the remains of the industry which have both technology and products. To stay with metal sector only: for years, small IMT tractor is recognized in neighboring countries and around the world as “the only Serb who doesn’t spoil”. IMR’s engines have the reputation as remarkably long-lasting, and the tractors stand for the best that farmers in Serbia, but also in Egypt, Syria and Ethiopia can and need to have. Earlier this year, these two companies sold their technology to Pakistan!

Behind them stand about 40 larger suppliers, lead by Petoletka. Instead to help, support and stimulate local and export sales, confirmed by contracts, both with elimination of incapable managers, reorganization and jail sentence for the thieves, the State hold these companies for almost 15 years in “restructuring” status, and additionally suffocate them by obstruction of possible rationalization. The State is focusing debts, made during sanctions, bombardment and while paying for social peace, multiplied few times by interests. And these debts can never be paid, what is recognized by the very same State: in privatization process they are usually written-off to new owners. For the company it is too late.

We need foreign know-how and help, but we must have our own. “Help yourself, so God can help you.”

And once again: hard times require tough and expert people, with clear vision, seeing, wise, tactic and honest above all. Are there some of those remaining in Serbia, or you think we first have to educate new ones?

Sincerely yours, Prof. dr Vlastimir Dedović

Journal of Applied Engineering Science 11(2013)2

doi:10.5937/jaes11-3508

Paper number: 11(2013)2, 249, 57 - 62

ENVIRONMENTAL TAXATION POLICY: THE CASE OF TAXES ON MOTOR FUELS IN THE EUROPEAN UNION Dr Snežana Kaplanović* University of Belgrade, Faculty of Transport and Traffic Engineering, Belgrade, Serbia Dr Aleksandar Manojlović University of Belgrade, Faculty of Transport and Traffic Engineering, Belgrade, Serbia The first part of the paper researches and states the reasons why tax on motor fuels is considered one of the most important economic instruments in transport sector. In addition, the paper presents possible ways of differentiating motor fuels taxes and analyses the justification for imposing such taxes from the ecological viewpoint. The second part of the paper devotes special attention to the analysis of this economic instrument’s application in the European Union Member States, as well as its place and role in the environmental protection policy.

Keywords: Motor fuels, Excise duty, Retail price, Environment INTRODUCTION Fuel tax is considered one of the most important economic instruments in the transport sector [11, 12]. The extent of its significance arises from its basic functions, which are: • revenue generation, • financing of transportation sector, • efficiency improvement and • internalisation of external costs.

Fuel tax generates significant state revenues available for reinvestment into the transport sector or to be used for general (non-transportation) consumption. Also, given that fuel is treated as any other type of goods, it should not be forgotten that the sale of fuel generates additional and, by no means insignificant, state revenues from value added tax (VAT). Low implementation costs and simple application are additional advantages of this instrument.

Aside from the fact that it represents an important source of state revenues, this economic instrument contributes to more effective use of transport infrastructure. Namely, fuel tax increases costs of vehicle use. Higher costs encourage a more effective use of vehicle by each individual driver, and therefore a more effective use of transport infrastructure in general.

This instrument is also a tool suitable for the implementation of a user pays principle given that

to a great extend it poses a burden for the users of transport infrastructure in accordance with the degree of its use. In addition, it represents a good solution for internalization of external costs of CO2 emission and implementation of a polluter pays principle, given that the CO2 emission correlates with the quantity of fuel consumed.

Fuel tax influences the increase in fuel prices which is how it sends certain price-related signals which may drive consumers to act in an environmentally-responsible manner. Short-term effect of these price-related signals is reflected in lower fuel consumption due to smaller distances travelled and shift toward fuel efficient vehicles in households which have more than one vehicle.

In the long run, reduced fuel consumption and smaller tax burden are achieved by purchasing fuel efficient vehicles and by decreasing the number of those with vehicles in their possession.

This instrument encourages the use of public transport, which has become very attractive to consumers due to lower prices. Also, it encourages the use of other environmentally friendly modes of transport (walking and cycling).

Fuel tax affects not only the demand side, e.g. consumers, but also the supply side. In fact, these taxes provide certain price incentives for manufacturers, driving them to invest in development and production of cleaner fuels and cleaner, more efficient vehicles in order to keep their position on the market and strengthen their competitive advantage.

* University of Belgrade, Faculty of Transport and Traffic Engineering, Vojvode Stepe 305, 11000 Belgrade, Serbia; s.kaplanovic@sf.bg.ac.rs

57

Dr Snežana Kaplanović - Environmental taxation policy: The case of taxes on motor fuels in the European Union

Also, it enables the country to reduce its oil dependency. The advantages for oil-importing countries are more than obvious. This tax can be of great benefit for the oil-exporting countries, too. Namely, by promoting and encouraging higher fuel efficacy the opportunity opens for the fuel which is not used domestically to be sold on a foreign market. In this manner significant revenue would be generated from export.

DIFFERENTIATION OF THE TAXES ON MOTOR FUELS Fuel tax is differentiated pursuant to the following: • emissions and • fuel type.

Differentiation according to emissions is environmentally motivated. The purpose of this manner of tax differentiation is to impose a larger tax burden on high polluting fuels. Higher taxes on leaded than on unleaded petrol and lower taxes on low sulphur fuels than on fuels with high sulphur content, are just some of the examples. In many countries around the world this manner of taxation led to full phase-out of leaded petrol.

As opposed to the previous one, differentiation of fuel taxes based on fuel type is not always environmentally motivated. In case of favouring alternative over conventional fuels, it is evident that this manner of fuel taxation is based on ecological goals. The differentiation itself is made by exempting alternative fuels entirely from taxation or by their significantly lower taxation. In this manner, certain economic incentives are created encouraging consumers to opt for vehicles running on this type of fuel. However, fuel tax differentiation favouring diesel fuel over petrol has no ecological agenda. It results from the policy of protecting competitive advantage of certain sectors which are based on the use of diesel fuel and are particularly significant for economy of the given country. Agriculture is one of these sectors. In addition, in certain countries such differentiation is also used to protect public transportation. Along the same line, the reason for this manner of taxation in certain countries also lies in the fact that, when compared to petrol, diesel is more energy efficient and the same distance is travelled at lower fuel consumption. However, given that in this way diesel becomes relatively cheaper than petrol, the previous positive effects may be partly neutralized by the increased distances travelled by vehicles using diesel. Schip58

per and Fulton (2008) found that diesel cars are driven 60–100% more than petrol cars. This behavioural effect can be ascribed not only to self selection effects, but also partly to the rebound effect created by the better fuel economy of a diesel and the lower price of diesel fuel. Using typical elasticity to measure the driving rebound effect, Schipper and Fulton (2008) found a 5% increase in annual driving on average, which might rise up to 12% depending on the country and assumed elasticity [13]. Given that diesel vehicles drive more kilometres then petrol, positive effects for the society on the whole may also be neutralized due to the fact that diesel is used by heavier vehicles (e.g. trucks, buses) which cause more damage to transport infrastructure.

TAXES ON MOTOR FUELS IN THE EUROPEAN UNION In comparison with the rest of the world, European governments typically have the highest taxes on motor fuels. Three of the reasons for this are as follows: • tax on motor fuel is an important source of state revenue, • EU members are oil-importing countries and • Kyoto obligations.

Figure 1: The components of the EU average retail price for 1 litre of fuel, February, 2013 [10]

The EU average retail price of a litre of unleaded petrol in February 2013 was € 1.544, while, the EU average retail price of a litre of diesel was € 1.460 [10]. The four main components of the retail price of a litre of motor fuel were: purchase price of one litre of crude, margin, excise duties Journal of Applied Engineering Science 11(2013)2, 249

Dr Snežana Kaplanović - Environmental taxation policy: The case of taxes on motor fuels in the European Union

and VAT. The excise duty component of the retail price of unleaded petrol averaged about 34% or € 0.525 per one litre. For diesel this component is smaller and averaged about 28% or € 0.411 per one litre. When VAT is included, tax represents around 52% of the retail price for unleaded petrol and around 46% for diesel (Figure 1) [10].

In addition to the countries of the European Union, a high level of taxes and fuel prices was noticeable in other European countries, as well as in Japan and Hong Kong. Among developed countries, the United States recorded the lowest fuel prices and taxes. In the United States, total

taxes represent around 13% of the retail price for petrol and around 12% for diesel [09]. Significant subsidies on fuel, and thus lowest fuel prices are characteristic of oil-producing countries.

European motor fuel tax policy has significant environmental effects. According to the research

by Sterner (2007), if all countries in the OECD had applied the price/tax policy pursued by the European counties with highest tax level, with long run price elasticity of -0.8 the whole OECD emissions of carbon from transport would have been 44% lower [14].

Table 1: Excise duties and retail prices in EU, February, 2013 (in € per one litre of fuel [10] COUNTRY

UNLEADED

DIESEL

Excise duties

Retail price

Excise duties

Retail price

Austria

€ 0.482

€ 1.422

€ 0.397

€ 1.365

Belgium

€ 0.614

€ 1.714

€ 0.428

€ 1.531

Bulgaria

€ 0.363

€ 1.342

€ 0.322

€ 1.352

Cyprus

€ 0.359

€ 1.411

€ 0.330

€ 1.419

Czech Republic

€ 0.516

€ 1.407

€ 0.440

€ 1.415

Denmark

€ 0.587

€ 1.692

€ 0.444

€ 1.512

Estonia

€ 0.423

€ 1.359

€ 0.393

€ 1.379

Finland

€ 0.650

€ 1.638

€ 0.470

€ 1.543

France

€ 0.607

€ 1.720

€ 0.428

€ 1.538

Germany

€ 0.654

€ 1.611

€ 0.470

€ 1.447

Greece

€ 0.670

€ 1.761

€ 0.412

€ 1.438

Hungary

€ 0.419

€ 1.475

€ 0.386

€ 1.475

Ireland

€ 0.588

€ 1.600

€ 0.479

€ 1.533

Italy

€ 0.704

€ 1.845

€ 0.593

€ 1.755

Latvia

€ 0.408

€ 1.382

€ 0.330

€ 1.353

Lithuania

€ 0.434

€ 1.387

€ 0.302

€ 1.352

Luxembourg

€ 0.462

€ 1.392

€ 0.330

€ 1.282

Malta

€ 0.469

€ 1.470

€ 0.382

€ 1.380

Netherlands

€ 0.730

€ 1.842

€ 0.431

€ 1.525

Poland

€ 0.380

€ 1.308

€ 0.330

€ 1.310

Portugal

€ 0.584

€ 1.700

€ 0.366

€ 1.502

Romania

€ 0.360

€ 1.377

€ 0.316

€ 1.391

Slovakia

€ 0.515

€ 1.495

€ 0.386

€ 1.420

Slovenia

€ 0.491

€ 1.549

€ 0.361

€ 1.411

Spain

€ 0.425

€ 1.449

€ 0.331

€ 1.387

Sweden

€ 0.620

€ 1.744

€ 0.554

€ 1.732

United Kingdom

€ 0.674

€ 1.593

€ 0.674

€ 1.676

EU AVERAGE

€ 0.525

€ 1.544

€ 0.411

€ 1.460

Journal of Applied Engineering Science 11(2013)2, 249

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Dr Snežana Kaplanović - Environmental taxation policy: The case of taxes on motor fuels in the European Union

In the implementation of the adopted motor fuel taxation policies, the most consistent countries are the pillars of economic development of the entire European Union. These are Germany and France. These are the only member states of the European Union which, despite the global economic crisis, kept unchanged amounts of excise duties for both types of fuel. On the other hand, in the countries most affected by the crisis, such as Greece, Italy and Cyprus, there was a significant increase in the tax burden. Compared to 2007, in 2013 in Greece, excise duties on diesel are about 50% higher, and those imposed on unleaded petrol are even 100% higher [02, 10]. In the entire EU, there is a notable trend of growth in excise duties on petrol and diesel fuels. This is a direct consequence of the need to increase state budget, as well as of the growing awareness of the harmful external effects created by burning fossil fuels. Otherwise, during the considered period, in most countries of the European Union the excise duties on diesel show higher growth than excise duties on petrol.

Fuel prices differ largely between the EU member states. The most important sources of these differences are excise duties and taxes in general (Table 1). In 2013, taking into account both unleaded petrol and diesel highest prices are registered in Italy and Sweden. In the same year, lowest fuel prices are registered in Poland and Bulgaria. Apart from these, lower fuel prices are also present in Romania and three Baltic countries, Estonia, Latvia and Lithuania [10]. Lower fuel prices in these countries are expected to an extent. They are a consequence of later accession and lower development degree compared to the leading economies of the European Union.

Luxembourg, which represents one of the most developed countries, also registers lower fuel prices, particularly diesel fuel prices. The reason lies in this country’s strategy to attract consumers from neighbouring countries, as a country with lower fuel prices, and earn additional revenues in this way. Low fuel prices in Luxembourg result from low taxation. In this country the rise in revenues from fuel tourism gained importance in the period from 1998 to 2005. There are two main reasons for this: fast internationalisation of road freight transport and introduction of Ecotax in Germany. In 2008, earnings from petrol and diesel sales to foreign vehicles amounted above € 1.500 per Luxembourg inhabitant [05].

60

Lowering tax liabilities in small countries and countries with central position mainly aiming to achieve higher revenues from the sale of fuel to foreign drivers on domestic petrol stations, was one of the main reasons for setting minimal tax liabilities in the European Union (Table 2). In other respects, the tendency in the European Union is to even out the minimal amounts of excise duty on petrol and diesel by January 2015.

Table 2: Minimum levels of taxation applicable to motor fuels [03] MOTOR FUELS

CURRENT MINIMUM EXCISE RATES

Petrol (in € per 1 000 l)

421

Unleaded petrol (in € per 1 000 l)

359

Diesel (in € per 1 000 l)

330

Kerosene (in € per 1 000 l)

330

LPG (in € per 1 000 kg)

125

Natural gas (in € per gigajoule gross calorific value)

2.6

Just like fuel prices, fuel taxes differ considerably across the European Union (Table 1). The Netherlands and Italy have the highest excise duty for unleaded petrol (above € 0.7 per one litre). The United Kingdom, Greece, Germany, Finland, Belgium, Sweden and France also have high taxes on unleaded petrol (above € 0.6 per one litre). On the other hand, the lowest taxes levied on unleaded petrol can be found in Poland, Bulgaria, Romania and Cyprus. In Cyprus excise tax rate is in line with the EU minimum excise tax rates (€ 0.359 per one litre). In Romania and Bulgaria it is only slightly above the minimum [10].

The United Kingdom has the highest excise duty for diesel (€ 0.674 per one litre). Italy is the runner-up, and far behind are Sweden, Ireland, Germany and Finland. Lithuania has the lowest excise duty on diesel. According to the Directive 2003/96/EC the current minimum level of taxation for diesel is € 0,330 per one litre. Currently, in addition to Lithuania, Bulgaria and Romania are also below the minimum, whereas minimum level tax exists in Cyprus, Latvia, Luxembourg, and Poland [10].

Journal of Applied Engineering Science 11(2013)2, 249

Dr Snežana Kaplanović - Environmental taxation policy: The case of taxes on motor fuels in the European Union

By analyzing excise duties on motor fuels, it is clear that almost in all European Union member states there is a significant difference in the level of tax on petrol compared to diesel fuel. Namely, in most of these countries, diesel is preferred given that much higher excise duties are charged to petrol. The Netherlands, Greece and Portugal are the countries with most conspicuous favouring of diesel over unleaded petrol at the moment.

In The Netherlands and Greece, tax burden on unleaded petrol is 60% higher than on diesel. At present, the difference in taxation of these two types of fuel is smallest in Estonia, Cyprus and Hungary (below 10%), while in Bulgaria, Romania and Sweden this difference is only slightly above 10% [10].

Although due to political protection of certain economic sectors or modes of transport, most countries have lower diesel prices then prices of petrol, there are those with an entirely different practice. The United Kingdom is one of these countries. The reason for abandoning the policy of favouring diesel over petrol, among other reasons, is the serious concern present in this country regarding the negative effects of PM emissions produced mostly by the combustion of diesel fuel. For this reason, the British government has not only refused to implement the policy of favouring diesel, but it even applied higher taxes on this type of fuel frequently in the past twenty years. Today, these tax burdens are the same for both types of fuel (0,674€ per one litre). Tax burdens in the United Kingdom were evened out in 2007 when taxes on both types of fuel amounted to € 0.713 per one litre. Only a year earlier the policy of higher taxes on diesel then on unleaded petrol was in place. In that year 2006, tax on diesel amounted to € 0.693 per one litre and was € 0.011 higher than tax on unleaded petrol [01].

High prices of fuels and failure to favour diesel fuel result from the implementation of a policy based on environmental criteria. The fact that the United Kingdom is an island country represents extenuating circumstances for the implementation of the adopted taxation policy. As such, it does not have to worry whether the consumers will start buying cheap fuels in the neighbouring countries, or to fear the loss of revenues flowing into the state budget on these grounds.

Apart from the United Kingdom, there is another state from the Western Europe which does not Journal of Applied Engineering Science 11(2013)2, 249

implement the policy of lower taxes on diesel fuel. It is Switzerland, a country that is not an EU member. In this country, diesel fuel is subject to higher taxes then petrol so in this country diesel fuel is more expensive than petrol [05].

From the general aspect, in almost all the European Union Member States the policy is being implemented of taxing motor fuels favouring cleaner alternative motor fuels over the conventional ones (petrol and diesel). This also applies to biofuels. In a large number of member states, biofuels are either fully exempted from taxation or subject to far less tax compared to other types of fuel. The states which exempt biofuels from excise tax are Austria, Bulgaria, Estonia, Luxembourg, Malta and Portugal. The measures of partial excise tax exemption of biofuels are applied by the states such as Poland and Rumania in which this tax exemption amounts to 95% [08].

Biofuels are used as an additive to petrol and diesel fuel. The policy of favouring ecologically cleaner fuels creates space for exemptions from paying excise duties or for recovery of excise duties for the part comprised of fuel of plant origin.

These fiscal incentives can be found in many European countries. The basis for this kind of taxation is Directive 2003/96 EC, which provides Member States the option of applying a reduced rate of excise duty to pure or blended biofuels, when used either as motor or heating fuel.

In the EU, fiscal measures also encourage the use of other cleaner fuels and not just biofuels.

This primarily refers to alternative fuels such as CNG (Compressed Natural Gas), LPG (Liquefied Petroleum Gas), hydrogen, etc. In most countries these fuels are subject to tax exemptions.

Incentives for environmentally responsible behaviour are discernible on the Union level as well. Under the Directive 2003/30/EC on the promotion of the use of biofuels or other renewable fuels for transport, EU established the goal of reaching a 5.75% share of renewable energy in the transport sector by 2010 [06]. Directive 2009/28/EC on the promotion of the use of energy from renewable sources, replaced Directive 2003/30/EC and set new target of minimum 10% for every member states by 2020 [07]. Fiscal measures can contribute significantly to the achievement of this goal.

In order to encourage more efficient use of energy in April 2011, the European Commission presented a proposal for a Council Directive 61

Dr Snežana Kaplanović - Environmental taxation policy: The case of taxes on motor fuels in the European Union

amending Directive 2003/96/EC. According to the proposal, taxes on energy would be split into two components: CO2-related taxation and general energy consumption taxation [04]. Many European Union countries, Germany and Britain in the first place, criticized this proposal raising the concern that it would lead to higher prices of fuel and road transport. Hence, it remains to be seen when and if this proposal will be adopted.

CONCLUSION The application of motor fuel taxes in the transport sector is widespread in the European Union.

Although this type of tax is primarily fiscal in character, its environmental function is gradually coming to the forefront. Also, it is notable that there is a significant room for improvement. This in the first place implies higher degree of harmonization in the application of this instrument and its more extensive use in the struggle against climatic changes.

Nonetheless, it is indisputable that in the member states, as well as on the Union level, constant efforts are invested to use different economic instruments, including fuel taxes, as resources for achieving sustainable development. Since sustainable development is a global issue, the main aim is the revival of ecological awareness of people and sensibly greater engagement in the field of environmental policy in countries outside the European Union.

ACKNOWLEDGEMENT The research work was supported by the Ministry of Education, Science and Technological Development of the Republic of Serbia (Grants No. 36010 and 36022).

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2) ACEA (2008) ACEA Tax Guide 2008 Introduction, http://www.acea.be/images/uploads/ files/20080327_ACEA_Tax_Guide_2008_Introduction.pdf, retrieved on January 7th, 2013.

3) Council of the European Union (2003) Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity, Official Journal of the European Union L 283/51 62

4) European Commission (2011) Proposal for a Council Directive amending Directive 2003/96/EC restructuring the Community framework for the taxation of energy products and electricity 5) European Federation for Transport and Environment (2011) Fuelling oil demand: What happened to fuel taxation in Europe? T&E, Belgium, Brussels 6) European Parliament and Council (2003) Directive 2003/30/EC of the European Parliament and of the Council of 8 may 2003 on the promotion of the use of biofuels or other renewable fuels for transport, Official Journal of the European Union L 123/42 7) European Parliament and Council (2009) Directive 2009/28/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of the use of energy from renewable sources and amending and subsequently repealing Directives 2001/77/EC and 2003/30/EC, Official Journal of the European Union L140/16 8) http://www.cleanvehicle.eu, retrieved on January 27th, 2013.

9) http://www.eia.gov/petroleum/gasdiesel/, retrieved on February 19th, 2013.

10) http://www.energy.eu/#, retrieved on February 19th, 2013.

11) Kaplanović, S., Ivković, I., Petrović, J. (2007) Porez na pogonska goriva u transportnom sektoru – instrument u funkciji zaštite životne sredine, Journal of Applied Engineering Science (Istraživanja i projektovanja za privredu), No. 16, pp. 39-46 12) Kaplanović, S., Petrović, J., Ivković, I. (2009) Ekonomski instrumenti u funkciji održivog razvoja drumskog saobraćaja, Journal of Applied Engineering Science (Istraživanja i projektovanja za privredu), No. 25, pp. 17-22 13) Schipper, L., Fulton, L. (2008) Disappointed by diesel? The Impact of the Shift to Diesels in Europe through 2006, Research Reports. http:// metrostudies.berkeley.edu/pubs/reports/004_ trb_diesel.pdf, retrieved on March 10th, 2013.

14) Sterner T. (2007) Fuel taxes: an important instrument for climate policy, Energy Policy 35(6), 3194–3202 Paper sent to revision: 19.03.2013.

Paper ready for publication: 16.05.2013.

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doi:10.5937/jaes11-3319

Paper number: 11(2013)2, 250, 63 - 74

PLAN DEVELOPMENT PROCESS AS A METHODOLOGY FOR CONTEMPORARY URBAN PLANNING Marija Maruna* University of Belgrade, Faculty of Architecture, Belgrade, Serbia Vladimir Maruna MD & PROFY DOO, Belgrade, Serbia The concept of the Plan Development Process is based on the possibility of application of the Unified Process methodology on urban planning process. Viewed as a way of organization of planning tasks, the urban planning process may be analyzed in the area of complex process management, particularly the area of software development management which gave rise to some of the most advanced methodologies for arrangement of tasks and standards pertaining to formal methodologies for definition and implementation of program solutions. Complex process management and urban planning face problems of similar complexity. The Unified Process methodology is one of the most successful methods for the organization of software development process. Through the application of the Unified Process methodology on urban planning process, the concept of plan development was formulated, as a methodology for contemporary planning process and the corresponding metamodel as the final level of abstraction bringing together all knowledge of a given domain.

Keywords: Process management, Urban planning methodology, Unified process INTRODUCTION This paper stemmed from the research exploring the possibilities for enhancement of urban planning methodology based on the knowledge and practice of the Object Oriented (OO) Modeling and Unified Process. The urban planning process, viewed as a way of organization of planning tasks, may be analyzed in the area of complex process management, particularly the area of software development management which gave rise to some of the most advanced methodologies for arranging tasks and responsibilities and standards pertaining to formal methodologies for definition and implementation of program solutions.

Contemporary process management is based on formal methods and comprehensive modeling has recently become one of the common ones [01]. Modeling as a method is one of the most successful approaches in identification, elaboration, collection, specification and presentation of a complex structure, dynamic and behavior or certain processes which is an excellent platform for collaboration, cooperation and communication between the involved parties [04].Object oriented methodologies are emerging and currently

are dominant in the IT since they can be easily used for any problem or solution domain as well as for an arbitrary complexity level/6/.Methodologies based on object oriented paradigm provide a simple and efficient transition from the highly conceptual level down to the practical and implementation level, that is, transition from analysis (problem) domain to design and implementation (solution) domain.

One of the most prominent, well-known and detailed software development methodologies covering the overall software development cycle is Unified Process (UP). The main advantage of the Unified Process is its strong orientation toward user functional and non-functional requirements with the aim to identify, understand and present motivation and objectives of the involved parties as well as the purpose of the particular activities within the process and the purpose of the process itself [14]. The Unified Process applies iterative and incremental approach that results in incremental advancement towards targeted goals and objectives. Iterative and incremental approach facilitates constant knowledge classification and integration as well as further enrichment of it through analysis, design and re-

* University of Belgrade, Faculty of Architecture, Bulevar Kralja Aleksandra 73/II, 11000 Belgrade, Serbia; m.ma@sezampro.rs

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search, and in that way promotes and encourages knowledge dissemination and accumulation.

Problems of similar level of complexity, a large number of parameters in a heterogeneous and vast setting with a complex network of inter-relations, as well as the development of new techniques and tools are features common to both complex process management and urban planning [07]. Similarities between complex process management and urban planning are revealed by a comparative analysis of problem aspects within the two fields, such as: complexity and scope of problems and the need to address them in an interdisciplinary framework [03], the need for intensive communication between actors, specification of sub-topics, importance of the implementation phase, expressing problems in a formal way, documenting of data, transfer and accumulation of knowledge.

The initial steps in the research include describing and defining of the planning process, i.e. specification of its basic elements. Elements of the urban planning process are the basis for building an integrating development platform for IT tools in urban planning and further building of standards within the process, which will enhance communication between different actors, as well as among various tools and levels of abstraction [13,15]. The expected end result in the application of the Unified Process methodology on urban planning process management is the development of a new methodological approach in urban planning, the so called Plan Development Process and Urban Planning Meta-Model accumulating all the available knowledge in this area [09].

THE CONCEPT OF THE PLAN DEVELOPMENT PROCESS The concept of the Plan Development Process is founded on positive experiences of the Unified Process methodology in complex processes management [16]. In the domain of IT, the progress of software development process, that is, the creation of clear directions for the development of software run parallel with the development of appropriate tools. Converse is true in the urban planning domain. Various tools have been developed for supporting individual tasks in the planning process; however, a unified platform for the organization of the urban planning process itself is missing. Such platform would also allow for the unified application of computing tools.

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A unified urban planning platform, or, in other words, the Plan Development Process, would establish planning rules, that is, define a planning methodology suited to the logic of computer supported tools [08, 15].

Plan Development Process is induced by and founded on the software development process and object-oriented methodologies [09, 20], in general, and Unified Process, in particular sense.

Methodology of the Unified Process is applied on the domain of urban planning to develop a new urban planning methodology which will address all elements of the domain and establish Plan Development Process together with Planning Meta-Model serving as an urban domain knowledge base. Plan Development Process together with Planning Meta-Model can and should be later used as a universal integrative and communication platform for all planning activities.

Every particular plan would be developed with the implementation of elements of the Plan Development Process and with the instantiation of meta-model artifacts. In that sense every plan would be a particular instance of the Planning Meta-Model.

Development of the Plan Development Process methodology and the corresponding meta-model is iterative and incremental process which should run in parallel. The first step toward the meta-model is standardization that includes specification of methodology elements and domain language for communication, exchange and accumulation by using a formal language and techniques, in this case, UML, BPMN etc.

Development of a meta-model would be incremental and iterative, starting from simple and small models and methodology elements to be later developed into a full–fledged meta-model and powerful methodology. The Urban Planning Meta-model would be then used as a knowledge base for urban planning [17]. Process of Plan Development Process development should be driven and constrained with the implementation of contemporary quality control methods that will be integrated with the development process to ensure consolidation and inclusion of all stakeholder requirements, with significant number of stakeholders, and different currently used quality management standards.

In general, the Planning Meta-Model demonstrates the possibility for ordering the whole set of activities and the organization of the urJournal of Applied Engineering Science 11(2013)2, 250

Marija Maruna - Plan development process as a methodology for contemporary urban planning

ban planning process through formal definition of who does what and when, and how certain goals are accomplished, that is, which actor is supposed to produce which artifact at a certain moment [02, 05].

ELEMENTS OF THE PLAN DEVELOPMENT PROCESS The Unified Process identifies and specifies four phases of the software development process: Inception, Elaboration, Construction and Transition. Every phase aims to achieve a clearly specified set of goals and to produce a pre-defined set of artifacts. At the end of each particular phase a predefined set of evaluation criteria is verified and confirmed in order to decide whether to continue with the next phase or to stay in the current one. In every phase where iteration is executed, a new increment is produced and integrated with the current version, as a pre-version of the final solution, to be further developed through consequent releases and increments.

Following the principles of the Unified Process methodology, it is possible to define four groups of elements of the Plan Development Process: phases, workflows, actors and artifacts (products of planning activities). Author already presented first iteration of Plan Development process by detailed specification of first versions of phases, actors and artifacts in theirs previous papers. Consequently, this paper will give just an overview of listed element of Plan Development Process while the main focus will be on detailed presentation and specification of the first version of Plan Development Process workflows.

Phases - The Unified Process separates the phase of implementation and the phase of delivery, since it is possible to produce solutions independently, before their installation and use. Situation is somewhat different in urban planning so these activities cannot be divided into separate phases. Specifically, the concrete output of the planning process is not a tool or software which can be put to use, but rather, planned solutions which need to be continuously applied in a real setting. In software developments processes, system adjustment is performed in the delivery phase, that is, during use, while detection and correction of mistakes is a part of the final phase.

On the other hand, planning process considers the problems as early as the initial phase, that is to say, starts from the demand to correct Journal of Applied Engineering Science 11(2013)2, 250

certain features of the urban environment, and consequently, in this respect, there is no delivery phase in urban planning process. Consequently, following the Unified Process logic, three phases of the planning process are suggested: inception, elaboration and implementation.More details on Plan Development Process Phases can be found at our previous work [17].

Workflows - Under the Unified Process activities are defined as a concrete set of tasks performed by actors in workflows which 1) imply clearly defined responsibilities of actors, 2) yield clearly defined results (set of artifacts) based on clearly defined input (another set of artifacts) and 3) present a working unit with firmly defined boundaries in relation to the planning project within which individuals are assigned tasks. It can also be defined as performing of operations assigned to actors [12].

Activities are mutually connected acts aimed at the development of an appropriate solution. The same activities can be repeated within different phases, and, where necessary, repeated in every phase. Activities are performed by assigned actors, following the sequence of performance of planning tasks and of the production of specific planning artifacts. Related activities within the Plan Development Process are usually called workflows. Following the Unified Process methodology, groups of related activities in the urban planning domain can be divided into the following workflows: Urban and Spatial Analysis, Requirement Analysis, Plan Formulation and Plan Execution and Revision.More detailed specification of workflows can be found below at “Starting models of the Plan Development Process – First iteration of the Planning Meta-Model – workflows and activities”.

It is important to distinguish workflows from phases. Although certain workflows are better suited to certain phases, iterative-incremental approach implies the execution of all activities and workflows within each phase (Figure 1).

Phased execution of planning process activities simplifies the process of development of planned solution through separation of smaller working units – sequences, reducing the level of problem complexity and allowing for gradual arrival at the solution.

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Figure 1: Life cycle of the Plan Development Process (done according to the life cycle of software development process, Jacobson, Booch and Rumbaugh, 1999)

Each phase is an independent entity with a concrete product – increment to which supplements and changes may be added as needed, contingent on the adjustments in other planning process phases. Phased execution of the planning process activities allows for a cyclical development of a planned solution, which is essential for ensuring flexibility, effectiveness, reliability, manageability and organization of dynamic processes such as the Plan Development Process.

Actors - In accordance with the main goal of software engineering – to deliver a software product satisfying determined business needs effectively and timely – the Unified Process defines which actor, at what time, and in what manner is to produce a specified artifact. An actor is a position in the process which can be allocated to an individual or a team, depending on responsibility and capability such as the performance of a specified activity and the development of a specified artifact [12].

Contemporary urban planning envisages broad participation of actors, i.e. stakeholders in the planning process, in line with their respective interests, capabilities, responsibilities and roles, equally in all phases of the process. Hopkins et al. recognize that participation of actors in contemporary planning process is determined by the following characteristics: interest, authority, power, right, technical capabilities, knowledge, responsibility, finances, and norms of behavior [10]. The degree to which actors participate in the planning process directly determines their 66

respective roles relating to the use, production and management of artifacts, that is, products of the planning process. By the role in the planning process, in line with different capabilities, knowledge and understanding of the planning process, more specifically, the ability to take part in the production of planned solution, it is possible to distinguish four groups: politicians, investors, technical staff (experts) and the public [16]. More detailed analysis of the actors of the contemporary planning process is beyond the scope of this paper.

Artifacts - Artifacts, a term used to refer to every and any digital and non-digital “tangible” thing, are products of planning activities. Artifacts are created during the planning process as results of particular planning activities within a particular planning workflow in a particular planning phase by a particular actor as defined and specified within the Plan Development Process.Artifacts are products of the planning process, all input and output information, documents, drawings, calculation, alternatives, results or analyses, presentation of problems etc. Classification and systematization of artifacts is partially, in that sense, inducted and shaped by classification and systematization of activities and workflows.

Artifacts are grouped together into models in accordance with the corresponding workflow that produces them. Consequently, every workflow has a corresponding artifacts. Every artifact is established once and then improved over a period of time in accordance with the iterative and Journal of Applied Engineering Science 11(2013)2, 250

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incremental principle within a particular workflow and phase. Although artifacts can and will be changed not only in the workflow where they belong but also in other workflows, we would propose to use this workflow-based classification and divide artifacts in the following groups: • Urban and Spatial Analysis artifacts • Requirement Analysis artifacts • Plan Formulation artifacts and • Plan Execution and Revision artifacts.

Artifacts grouped into Urban and Spatial Analysis group include a set of input information used to start the whole planning process. This is mainly information about the current urban and spatial conditions, problems and constraints, current and expected trends, available resources together with the information (artifacts) inherited from the plans from upper level of planning as particular set of guidance rules and upper level requirements and constraints.

Requirement Analysis artifacts include all that is related to the requirements, motivation and concerns of involved parties. Different background, vocation, level of involvement and similar will define the scope and nature of the requirements imposed on the process by certain actors.

Plan Formulation artifacts group includes all products of the planning process which are directly connected to the plan design and assessment and selection of alternatives, starting from initial sketches and ideas, through the development and design of various options and their assessment, to the final decision and selection of a particular alternative. Plans are particular frameworks used to identify, elaborate and present consensus about the future development of a certain aspect of a particular domain which is developed down to the sequence of actions, with required and appropriate financing scheme, to implement and manage required and agreed changes.

Execution and Revision artifacts include products created during the implementation of the previously established planned solution as well as artifacts created during the further elaboration of this solution into more specific and detailed implementation steps.

Journal of Applied Engineering Science 11(2013)2, 250

STARTING MODELS OF THE PLAN DEVELOPMENT PROCESS – FIRST ITERATION OF THE PLANNING META-MODEL – WORKFLOWS AND ACTIVITIES Here is presented the first versionof the Planning Meta-Model as part of the Plan Development Process, which is based on the Unified Process as explained above.

We have previously defined workflows and activities, as well as artifacts and actors in their first version [18, 19]. Further in the text we explain how activities are organized within a particular workflow and how particular artifacts are used and by what activity. Flow diagrams are used to present the sequence of processes and activity execution, all possible transitions between them, conditions to be checked before transitions can be executed, point of decision with all possible outcomes, points of branching of activities to parallel flows, points of joining further decomposition of processes containing other processes, usage of resources and other artifacts etc., all specified by using the latest process notation named BPMN. The presented diagrams in this sense, together with the elements presented on them and their specification will form the Plan Development Process workflow meta-model.

The workflows proposed previously are Urban and Spatial Analysis, Requirements Analysis, Plan Formulation and Execution and Revision.

Accordingly, we will present five different diagrams, where the fifth one presents the overall process [18, 19].

One of the targeted and important characteristics and advantages of the Plan Development Process is incremental and iterative approach that has to be applied at every level of the proposed methodology but which is especially important to apply it at the level of the whole process. When this principle is applied, the Plan Development Process is organized as one iterative and cyclical process which includes and organizes the constituent four workflows in one complex orchestration without any actual start and stop and with several feedback transitions (Figure 2).

The presented workflow overview explains the organization and relationships between the four workflows for the overall Plan Development Process (PDP). The figure obviously presents two main aspects of PDP, that is, its linearity to advance from Urban and Spatial Analysis toward 67

Marija Maruna - Plan development process as a methodology for contemporary urban planning

Execution and Revision, if and when it is applicable, and its cyclical pattern to adjust the over-

all progress in each and every process phase, if and when it is applicable.

Figure 2: Plan Development Process – workflow model

The presented process therefore may have a linear execution path starting from Urban and Spatial Analysis, followed by Requirement Analysis and Plan Formulation and ending with Execution and Revision. Direct path of execution, although not most likely, will hold the focus of overall activity straight and it is goal oriented. Cyclical pattern will, on the other side, facilitate and provide opportunity to adjust to the changes and insights arising during the process itself. Every feedback is endorsed with the condition (change) that will occur and triggers transition back to one of the previous workflows. After that, Urban and Spatial Analysis process will continue with Requirement Analysis, but if extension of the knowledge on any aspect of the treated urban system is needed the process will return execution back to Urban and Spatial Analysis. If in Plan Formulation one discovers that something is not specified properly in Plan Goals, the process would have to return back to Requirement Analysis to see what is missing, or if one finds that the overall solution is not acceptable, because some of the basic assumptions are wrong or similar, the process can be returned even to the Urban and Spatial Analysis. The last step is Plan Execution and Revision where the planned solution is implemented and executed in a real environment. Although this workflow contains a built-in mechanism and capabilities for adaptation during the implementation, the required changes and revision can be wider and broader then it is manageable in the Execution and Revision when several possible choices are available. When new plan options and alternatives are needed, the process will return to the Plan Formulation, if and when one of the Goals should be revised, the process will return to the Requirement Analysis and if a completely new plan is required, because required corrections are 68

too wide and broad, the process can even return back to Urban and Spatial Analysis and in that way start a whole new cycle and new iteration.

Before we present the actual workflows, we will provide a short explanation of the three different “usage� relationships that are used on the diagrams to note how a certain process uses certain artifacts all presented below on Figure 3.

All diagrams below consist of different activities and different artifacts. Artifacts, presented on the diagram, can be created and originated in the current workflow which is presented by a dotted line, like for example between Resources and Resource Assessment on Figure 4. Artifacts may also be only used in the current workflow but their origin can be either upstream or downstream in the overall process. If an artifact is produced after the current workflow, downstream, it can be used in the current workflow either after the feedback or in the next iteration. Downstream usage of an artifact is presented by a full line like for like for example between Conflicts and Problem Identification on Figure 4. Upstream usage is presented by two-dot-line line like for example between Trends and Forecasting on Figure 5 below. The same notation is used on all other diagrams.

Figure 3: Explanation of Lines

Activities in this workflow aims to identify, elaborate, specify and present the current status of the treated urban system through its important Journal of Applied Engineering Science 11(2013)2, 250

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aspects including spatial, social, economic, legislative and institutional context. Urban and Spatial Analysis should recognize and specify all basic and important problems in the treated urban system by discovering, understanding and documenting trends and assess problems and

their seriousness and extent. It is also important to evaluate the overall capacity, availability and sustainability of resources i.e. capability of the area. Elements identified in this workflow are not only of urban or spatial nature.

Figure 4: Urban and Spatial Analysis

Figure 5: Requirement Analysis Journal of Applied Engineering Science 11(2013)2, 250

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Marija Maruna - Plan development process as a methodology for contemporary urban planning

Urban and Spatial Analysis contains five different activities named Information Collection, Problem Identification, Trend Identification, Resources Assessment and Plan Context, which may be executed in parallel, while the workflow ends when all of the activities are finished at least in first iteration. Information Collection tries to collect, transform, save and present all important details related to the treated urban system in the form of Urban and Spatial Conditions by using Artifacts, Conflicts, Interests, Effect and Reports, developed in either Requirement Analysis or Plan Formulation, which may happen if feedback is required or new iteration is started.

Problem Identification tries to establish the full list of problems by using also artifacts produced downstream in Requirement Analysis or Plan Formulation. Resource Assessment tries to evaluate capacity, availability and sustainability of resources i.e. capability of the area and to present this within Resources. At the end, Plan Context tries to identify and present constraints of higher plans and regulations and save this as Legal Constraints, together with requirements and constraints that are immanent to the treated urban and spatial domain.

Requirement Analysis establishes the full collection of all actors’ requirements, including citizens, experts, government representatives and institutions, investors and similar, and identifies plan constraints and issues to be addressed in the subsequent workflows and plan phases. Requirements and constraints induced by the higher level regulations and policies should be included to create the output which will be compatible with them. Follows development and determination of development directions and theirs reconciliation toward user requirements. At the same time are identified and registered group of conflicts of interests between different actors together with the platform for reconciliation of conflicts and establishment of mutual agreement. This includes identification and specification of relations between requirements of different actors recognizing the level of compatibility (conflicted, compatible or inert).The objective is to reconcile, exchange and assess this usually conflicted set of demands and reach a consensus acceptable for all by using techniques such as negotiation, mediation, facilitation etc., known from conflict management theory and practice, but also simulation, visualization and 3D modeling of certain aspects of the planning artifacts.

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This minimal set of reconciled Actor’s requirements is first used to establish and apply planning priorities and later to promote those prioritized requirements as planning goals and objectives.

Defined set of Goals is accompanied with a set of criteria used for operationalization of individual Goals and later in the scope of the last workflow for evaluation of the solution success.

Requirement Analysis contains four different activities named Interest Recognition, Conflict Resolution, Forecasting and Goal/Objective Setting, which may be executed in parallel, while the workflow ends when all the activities are finished at least in first iteration. At the end of this workflow, the planning process may continue with the next workflow, Plan Formulation, if the result of this workflow is adequate, or it may be directed back (feedback) to the Urban and Spatial Analysis if additional knowledge is required.

Recognition of Interests and Concerns establishes full and complete list of Actor’s motives and interests and may use Assessments of Alternatives produced in Plan Formulation either in the previous iteration or in this iteration, when feedback is also requested, to identify and specify interests of all actors and to map a complex network of possible conflicts between them.

Here the process recommends a reconciliation of this usually conflicted set of demands in order to reach and establish consensus acceptable for all by using Conflict Resolution activity. The analysis of the requirements and interests would promote and establish the set of Objectives/Goals accompanied by the list of Criteria and Indicators to be used later in Plan Formulation to develop and assess Alternatives and Options. At the end, Forecasting would aim to establish Scenarios, to explain possible Effects of the plan, based on the results of Urban and Spatial Analysis, by using Artifacts produced there, and on the basis of Alternatives produced in Plan Formulation.

Plan Formulationworkflow (Figure 6) designs the solution capable of resolving listed set of issues, fulfill defined requirements and achieve set Goals/Objective, identified previously, in compliance with the higher level recommendations and regulations and using available resources of any kind, such as available expertise, time, financial support, technology etc. Plan Formulation workflow is used to establish planned solution with all required details through development and assessment of planning alternatives. Every alternaJournal of Applied Engineering Science 11(2013)2, 250

Marija Maruna - Plan development process as a methodology for contemporary urban planning

tive is actually draft developed down to the level that is adequate to understand and evaluate of particular concept and derived planned solution what is based on the result of previous workflow.

Assessment of alternatives includes identification and elaboration of possible problems, related to this alternative, and uncertainty risk analysis.

Selected set of alternatives are then developed further into planned solution with properly set priorities and phased implementation.Activities in this workflow are mostly conducted by experts of different kinds, and include forecasting, assessment, analysis, optimization and evaluation of different development options and alternatives.

Figure 6: Plan Formulation

Plan Formulation contains four different activities named Development of Options, Assessment of Options, Preferred Option Selection and Detailed Plan Specification, but the organization in this workflow is slightly different than in the previous two. The first two activities, meant to develop and asses plan Alternatives, are executed in parallel but Plan Formulation may continue only when and if both of them are finished.

Only then we can select one or more preferable Alternatives indirectly or directly on the basis of previously defined Goals, Alternatives, Conflicts, Interests, Resources, Capabilities etc. Finally, this selected set of options is promoted into a full-fledged planwith detailed plan specification and detailed development of plan phases. During the development of plan details it may happen that particular Alternative needs to be redeveloped or asses again when flow is redirected Journal of Applied Engineering Science 11(2013)2, 250

back to the part of the workflow responsible for development and assessment of Alternatives.

Moreover, during the development of the detailed specification of a plan one may discover major flaws, inadequate assumptions, undeveloped or missing elements etc. and in this case one would flag an unacceptable solution and the overall process would have to be redirected back (feedback) to Urban and Spatial Analysis or, if the problem is related to the selected set of Goals, back to Requirement Analysis. If the developed solution does not trigger any of the previous actions, the overall process would continue with Execution and Revision.

Execution and Revisionworkflow (Figure 7) uses the previously adopted plan and the corresponding artifacts to define and prioritize the list of activities that need to be executed in the form of one or more tools or instruments of implementa71

Marija Maruna - Plan development process as a methodology for contemporary urban planning

tion. Plan implementation will also include procedures to be followed, executed and controlled during its realization. The implementation will have to include a constant monitoring of results and effects of plan execution and implementation against the predefined indicators and an assessment of plan impact on the ambient. At the end, the implementation will have to evaluate whether the revision of the plan or a tool is necessary, and whether the assessed impact is adequate or not, in which case the plan has to be revised and/or the implementation tools and instruments have to be corrected.

Execution and Revision contains four different activities named Development of Implementation Tools, Assessment of Effects, Monitoring of Implementation and Plan Adjustment, but in this orchestration the organization is slightly different than in the previous three. The first and mandatory action at the beginning of Plan Implementation and Revision is the development of Implementation Tools containing a prioritized list of activities and responsibilities, implementation procedures, legislation elements etc. Only after the Development of Implementation Tools is finished actual implementation of planned solution in real ambient may start. During this implementation two parallel processes are activated named Monitoring of Implementation, to supervise and monitor plan execution and implementation, and Assessment of Effects, to evaluate what are the effect

on the urban ambient. Those processes are executed independently of each other. Any of those two activities may raise and request verification of the plan if inadequate results are perceived, in which case Plan Adjustment is activated. Even where no major flaws are triggered, the process periodically Checks Implementation status and if inadequate results are perceived Plan Adjustment is activated. If changes are not related to the plan but to the implementation tools and instruments, the process will re-develop Implementation Tools and continue with Implementation and Revision. If changes are related to the plan but are not substantial and revision may be contained within the boundariesof correction of the plan, the process will stay in Implementation and Revision and Corrected Plan will be implemented further on. Only if required and necessary changes are exceeding the boundaries of the existing plan, the process will continue with one of the previous workflows (feedback) depending on level of changes. If redevelopment of alternatives is required, the process will continue with Plan Formulation, if goals have to be redesigned and reformulated, the process will continue with Requirements Analysis and, ultimately, if changes are substantial and exceed the solution, and new plan is the only option, in which case the process will start new iteration with Urban and Spatial Analysis.

Figure 7: Execution and Revision

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CONCLUSION The starting models of the Plan Development Process, although presented in a simplified manner, demonstrate advantages and possible benefits from such methodological approach. Creation of small models and elements of the methodology forms a foundation for iterative advancement towards a complex, powerful and useful methodology. The first iteration of the Planning MetaModel demonstrates the possibility for ordering the whole set of activities and the organization of the urban planning process through formal definition of who does what and when, and how certain goals are accomplished, that is, which actor is supposed to produce which artifact at a certain moment. Foundation has been laid for better quality management of the planning process through bringing in order activities of the planning team, directing team tasks and specifying types of artifacts to be produced. Through the implementation of the first iteration of the Planning Meta-Model it has been confirmed that models accurately present the components of the planning process and define the procedure for the development of the planned solution.

A visual representation of the planning process by a model, that is, the transformation of the textual format into a linked graph, is a linguistic transformation of a kind. Formal representation of the planning process by model improves the intelligibility of procedures and allows for easier communication between participants at different levels and in different domains of knowledge and skills. Formal representation of the planning procedure, or more precisely, the creation of formal methodology is a precondition for the development of standards and creation of semantic and syntactic rules, that is, the development of a universal language solving the problem of communication between various actors.

Planning process models also form a database of a kind, that is, allow for straightforward monitoring of information produced during the process of solution development. In this manner planning process model ensures recording of data, since each model in itself is a record of things done, decisions taken and choices made.

Models replace paper documentation and thus simplify and upgrade exchange of information and communication, make possible continuous advancement of the content through iterations, simplify data storage and allow for incremental Journal of Applied Engineering Science 11(2013)2, 250

growth of knowledge.By crafting Plan Development Process models, with the aid of computer notations, better and more direct communication is established with IT experts, which is one of the main preconditions for the development of advanced and more effective applicative solutions to support urban planning. Further development of the planning process along with the supporting models will certainly contribute to the advancement of such cooperation, which should upgrade the level of IT support to urban planning activities.

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6) Gamma, E., Helm, R., Johnson, R.,Vlissides, J., (1995) Design Patterns – Elements of Reusable Object – Oriented Software, Addison – Wesley.

7) Hamilton, A., Wang, H., Tanyer, A. M., Arayici, Y., Yhang, X., Song, Y., (2005) Urban Information Model for City Planning,ITcon, 10, 55-67.

8) Harris, B., Batty, M., (2001)Locational Models, Geographic Information, and Planning Support Systems, Planning Support Systems,Redlands, California: ESRI Press, 25-58.

9) Hopkins, D. L., (2001) Structure of a Planning Support System for Urban Development, Planning Support Systems, Redlands, California: ESRI Press, 81-98.

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Marija Maruna - Plan development process as a methodology for contemporary urban planning

10) Hopkins, D. L., Kaza, N., Pallathucheril, V. G., (2005) Representing urban development plans and regulations as data: a planning data model, Environment and Planning B: Planning and Design,32(4), 597-614.

11) Hopkins, D. L., Zapata, M. A., (2007) Engaging the Future, Forecasts, Scenarios, Plans, and Projects, Cambridge, Massachusetts: Lincoln Institute of Land Policy.

12) Jacobson, I., Booch, G., Rumbaugh, J., (1999) The Unified Software Development Process, Addison – Wesley.

13) Klosterman, R., (1999) New perspectives on planning support systems,Environment and Planning B: Planning and Design, 26(3), 317-320.

14) Larman, C., (2002) Applying UML and Patterns, An Introduction to Object-Oriented Analysis and Design and the Unified Process, Prentice Hall PTR. 15) Laurini, R., (2001) Information systems for urban planning – A hypermedia co-operative approach, London and New York: Taylor& Francis.

16) Maruna, M., Maruna, V., (2005) Elements of Urban Planning Methodology Based on Rational Unified Process, Proceedings of The 9th International Symposium on CUPUM 05, University College London, 29 June-01 July.

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17) Maruna, V., Maruna, M., (2005) Prospective Enhancement of Urban Planning Methodology Based on OO Modeling and Rational Unified Process, Proceedings of The 10th International Symposium on CORP 2005&GEOMULTIMEDIA 05, TU Wien and Multumediaplan.at, Wien, 22-25 February.

18) Maruna, V., Maruna, M., (2007) Preliminary OO Specification of Planning Artifacts, Urban Planning Meta-Model, Proceedings of The 10th International Symposium on CUPUM 07, University Sao Karlos, Sao Paolo, Iguassu Falls, Brazil, 11-13 July.

19) Maruna,М.,Maruna, V., (2009) Toward Planning Development Process: Workflows in Urban Planning Meta-Model, Proceedings of The 11th International Symposium on CUPUM 09, University of Hong Kong, 16-18 June.

20) Shiode, N., (2000) Urban Planning, Information Technology, and Cyberspace,Journal of Urban Technology, 7(2), 105-126.

Paper sent to revision: 17.04.2013.

Paper ready for publication: 16.05.2013.

Journal of Applied Engineering Science 11(2013)2, 250

doi:10.5937/jaes11-3344

Paper number: 11(2013)2, 251, 75 - 80

SPATIALLY LOCALIZED MANAGEMENT COMPANIES USING CLOUD TECHNOLOGY Vojislav Bobor* Public Company Transmitters and Communications, Belgrade, Serbia Dr Dragan Milanović University of Belgrade, Faculty of Mechanical Engineering, Belgrade, Serbia Petar Kefer OMNI Surfaces, Toronto, Canada Content - Business applications and software platforms crossing in the cloud environment. This paper analyses new generation of management tools in industrial production with cloud technologies. The decades ahead will be marked by a new way of communication in business environments from telecommunication field to medicine as well as industrial production and energy efficiency. Standard business applications and software with its installation and maintenance require considerable financial resources and significant spending on hardware. To address that requirement there is the need for special teams of experts to install, test and maintain the system. The new approach to cloud applications brings to this field that what is needed, a software update is automatic with an easy access to applications efficiently from anywhere on the planet and spatially are independent where you are located.

Keywords: Cloud environment, Cloud applications, Easy access to applications, Software, Company INTRODUCTION People from all over the world anywhere and from various computing devices at any time, can access different industrial production services and applications, with almost one hundred percent data availability, the guarantee of complete security and privacy, cheaper and more reliable system recovery in the occurrence of accidents and reduce maintenance costs for hardware as much as 70 percent. [01] Growth and development of the economy requires continuous innovation in industrial production and manufacturing processes. Development of computer networks and network protocols introduce new ideas in field of the management and monitoring of production processes. Machines and machining centers in production today provide an opportunity for networking and communication between them in a single network within the manufacturing plant.

The new dynamic and global business model forced traditional production processes to change in the sense of to be integrated in a global chain of resources and stakeholders. The agility and quick reaction to market changes is essential, and the high availability and capacity to effectively “answer” to requirements is one of the main sustainability criterion. [16]

The production process is thus possible to monitor online from anywhere in the world. Companies have the ability to stream production and manufacturing processes at the global level, from a central location that is spatially localized.

On the other hand, the progress and development of new solutions in the field of production control and monitoring could be done with the help of cloud technologies.

Such a lateral thinking is considered logical and natural as manufacturing businesses in the new millennium become increasingly IT-reliant, globalized, distributed and agile demanding. [19] Cloud technology today is a way to provide access to applications from local computer to remote servers where related applications are located. Cloud computing is a new and promising paradigm delivering IT services as computing utilities. As Clouds are designed to provide services to external users, providers need to be compensated for sharing their resources and capabilities. [02] Today’s society is faced with the continuous development of products depending on the needs of consumers. On the other hand, industrial production and machinery must quickly adapt to customer demands and changes in the structure following the purpose of the products

* Public Company Transmitters and Communications, Jovana Ristića 1, 11000 Belgrade, Serbia; vojislav.bobor@gmail.com

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Vojislav Bobor - Spatially localized management companies using cloud technology

we produce and consume. Machines in the manufacturing process must support more features and the human factor must be trained to adapt for market needs. On Figure 1 workers must to prepare for new techniques and working procedures.

Figure 1: Machines in the production process [07]

PRODUCTION IN CLOUD Assessment Agency IDC provided the following results and finding from research was that for 2012 the increase from 1.5 to 1.8 percent and for 2013 the increase from 3 to 5 percent. After 2015th the Serbia expects double-digit growth rate. Serbian IT sector is now only in the early stages of cloud applications. The goal for this assessment is to locate the adequate market about U.S. $ 1 million spending. Serbia invested in IT equipment, tablet computers, smartphones, for the amount of 900 million U.S. dollars. [01] On the other hand, one advantage of the new technologies is that the global market now is shifting their production facilities to remote locations around the globe. Manufacturing is faced with the need for greater competition and new markets as well as the need to switch their production facilities in the new industrial countries such as Brazil, Russia, India and China. Industrial production moves to new countries where different laws, infrastructure, culture and are present all that with the goal of increasing profits.

The Cloud is the most effective way to control production in remote locations from one data center. Cloud provides a business model for IT services available through the network. [15] On that way we know at any moment the arrival and departure of workers from their jobs at a plant located in China or India, the failure of the 76

machine that is in Brazil or Poland, or why we have bad he quality product that is made today in the South African Republic.

TECHNOLOGY CONTROL Improving the quality of management aims to accurately detect faults, detection of critical points in the production process and their correction and improvement in a short period of time. The inspection and quality control that was done by computers in the past with the help of cloud technology taking over computers, computer networks, platforms and applications its control is performed at remote location today. This process relies on maturity of services and people experience within cloud technology service providers.

Today, with the application of control technology in the form of optical, electrical and temperature sensors as well as quantitative numerical methods, it is where the cloud provides best results in a data center with help of advanced technology we can get high quality products. On Figure 2 is a spatially localized management Data Center.

Figure 2: Monitoring of production from the Data Center [09]

Cloud Technology offers a new technological base for providing software as a service. In this connection, it is possible that we will approach software services in the future as we get electricity and water, including billing based on consumption. [13] IMPROVING PRODUCT QUALITY The quality of the product depends on the manufacturing process. Better quality means better managing and optimization of each phase of the product life cycle from design and development to methods of disposal and recycling.

Checking the quality of each production process quantifies the information with the help of cloud and it technologies can circulate freely and be shared between production processes through computer network from any location on the planet, all in the drive to improve the quality of operations.

Journal of Applied Engineering Science 11(2013)2, 251

Vojislav Bobor - Spatially localized management companies using cloud technology

Many companies are developing what pioneers like Google and Amazon offering for years, storing e-mails, photos, music, books, but in industrial production and manufacturing processes.

Providers such as Amazon, Google, Salesforce, IBM, Microsoft and Sun Microsystems have begun to establish new data centers for hosting Cloud computing applications in various locations around the world to provide redundancy and ensure reliability in case of site failures. [02] The term cloud comes from the early stages of the Internet since the 1960th year. American computer pioneer and expert in artificial intelligence, John McCarthy was told back then that we would access the computers in the way that we are getting water or electricity. Above all it was not possible until the advent of the PC revolution and the advent of the Internet, where the conditions for cloud technology are available. Things began to move forward when the web bookstore Amazon has decided to modernize its data center and begin to use cloud technology.

IT professionals in the Amazon used Web services and service virtualization technology to provide users with a more efficient and flexible approach to the use of its servers.

This has made a real revolution in the field of cloud, and Amazon introduced its own Web service, including offering its server capacity data center.

Take the example of Amazon S3 (Simple Storage Service), which began with March 2006th year. It is a commercial Web service for data storage, files, documents, websites, etc. and records their growth from year to year. On Figure 3 is a growth chart till the end of the third quarter of 2011, there are 566 billion (566,000,000,000) objects in Amazon S3.

Figure 3: Growth of Amazon S3 (Simple Storage Service) [06] Journal of Applied Engineering Science 11(2013)2, 251

TYPES OF CLOUD SERVICES According to data from the analyzes carried out abroad and in our country, the introduction of this technology investment costs are reduced by more than 50%, while reducing operating costs and more than 70%.

We distinguish three types of cloud services: Software as a Service (SaaS), or access the network. In this case the program, i.e. the software is not on the client computer.

An example is a technician who works in the plant, who uses the tablet computer application to access the site from any point and thus not tied to your job or office. On Figure 4 a heating company technician can use a tablet computer to access the latest maintenance program on site at any time.

Figure 4: Application access from anywhere [10]

Another type of cloud is Infrastructure as a Service (IaaS), which means “rent� computing services in the form of virtual hardware that e.g.

Amazon offers.

The third type is a Platform as a Service (PaaS) where users can access a common development platform or software. PaaS can be viewed as an operating system for the entire computer data center that was able to communicate with the data center.

From the aspect of hardware and software the Cloud does not have to be accessible to everyone. In this connection, there is public and private cloud. Private Cloud uses the same technology as the public, but in terms of legal issues, and security reasons, access to it is provided to a number of users.

These two cloud architecture can be combined in so-called Hybrid Cloud which is more efficient and faster access from anywhere in the world where there is Internet access, and on the other hand has better security and control of applications, platforms, software, and hardware. It can be used in situations where the client data must be processed with the help of complex software. Data warehousing is done in private environment, while the calculations performed in the public cloud.

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Vojislav Bobor - Spatially localized management companies using cloud technology

CLOUD SERVICES IN FUTURE Software for monitoring the quality of operations for robot welding continuously records and analyzes data on the quality of the welds on the vehicle car. The software generates a report that alerts the management company that the robot needs to be replaced or serviced.

This type of monitoring is very expensive and difficult to maintain due to the huge amount of data that is generated. Microsoft has Azure Cloud platform which monitors these operations. Companies can significantly reduce the cost of their own infrastructure and support with the Windows Azure platform and take advantage of cloud technology. [18] On Figure 5 in some vehicle models there are millions of possible combinations of optional equipment.

Figure 5: Production monitoring over Cloud [08]

The similar service in the near future will be in medical platforms, applications, and remote diagnostics. One scenario is that the patient was sent to the hospital because the doctor suspects that he might have lung cancer.

Cloud computing represents a shift away from computing as a product that is purchased, to computing as a service that is delivered to consumers over the internet from large-scale data centers - or “clouds”. [19] Cloud systems automatically processes images and evaluated which leads to faster and more reliable diagnosis. However, small hospitals do not have their own diagnostic centers because of their high prices. In the near future, doctors may be able to rent diagnostic systems within the cloud as a Software as a Service (SaaS) services.

In this scenario, the CT images were made anonymously, and then in an encrypted form sent to the server where the cloud is automatically assessed and diagnosed. In this case, the patient receives a physician diagnosed a few minutes.

On the other, the Platform as a Service (PaaS) is taking an advantage of extensive knowledge of specialists to mark and label CT scan image 78

made with the base that will help the software to apply and compute statistical and quantitative methods in order to make a diagnosis of patients and by using related cloud services carry out further tasks. On Figure 6 in future cloud computing could be offered by medical image-processing applications and remote diagnostics.

Figure 6: The diagnosis of the patient in the Cloud [11]

CLOUD SECURITY One of the biggest technological challenges within Cloud technology is to keep means costs low in order to provide services despite the fact that they will become more complex in the future.

Within the organization, demand planning and supply chain organization can be tied into a cloud-based system, allowing different parts of the organization to take a peek into the opportunities that their sales teams are working on. [17] Microchip performances will increase 500 times in the next 20 years, but it will not be sufficient to ensure the smooth functioning of the flow of data through the network in the future. The infrastructure carrying out the data has to be scalable, in order to ensure better performance, security, and operation of cloud environments. [14] The biggest challenge with security is how the important data is protected and where it is stored on the Web or on computers in the public cloud. In another very important question is what will happen if data is lost or if the server is “hacked”? Above all, how can we guarantee the security of data, if it has been transferred to someone else? In the case of a Cloud as a commercial offering to enable crucial business operations of companies, there are critical QoS parameters to consider in a service request, such as time, cost, reliability and trust/security. [02] Large companies are still reluctant to enter the cloud environment just for safety reasons. Analysts predict that Cloud technology despite security issues will undergo a boom. According to a survey conducted by Experton Group the revenues of 1.1 billion €, which had been generated by cloud technologies in 2010 will be increase to more than € 8 billion by Journal of Applied Engineering Science 11(2013)2, 251

Vojislav Bobor - Spatially localized management companies using cloud technology

2015th year. The question that arises is whether the Cloud technology will be capable to make technological advances similar to the one made of computers when they began to be used in all levels of society? [05] Cloud technology will permanently change the IT world. In the near future it will be connected machines instead of people.

The goal is to make the communication between the industrial machines with Internet technologies more efficient. The aim is to replace the faulty components and that re-commissioning takes place as a replacement off USB stick on a PC. The idea is that in the automotive industry executes faster replacement and reconfiguration of the production line for faster and more efficient manufacturing processes. This will result in the production of flexible products and allow manufacturers to produce small batches of products to customer instead of relying on mass production. Internet and Cloud technology will help our production to become more efficient. On Figure 7 communication between industrial machines and Internet technologies more intelligent.On the other hand, just because there are thousands of sensors that supply information applications in the Cloud, it does not mean that the system is perfect. Providing all electricity consumers in the network with unique intelligent sensors, will introduce a new system that has never been there, but at the same time the system will not be intelligent in itself.The main challenge that we face in the near future will be that machines will become so intelligent that they can react to changes in real time. The biggest task is to ensure that the system has sufficient dynamic that could adapt to the new situation at the moment. It requires a tremendous amount of computing and processing power. This type of software works on the basis of statistical models and experience with hundreds of experts in each area. [04]

CONCLUSION The global market is functioning today on the need for consumers to change their daily habits and requirements. This leads to the need for more complex and more diverse products with short life cycle. Production has to be more flexible and to adapt to new customer needs.

If companies successfully led the fight to the competition, their production systems to adapt to the global market, in order to make them more efficient and dynamic but the same time to make them better, safer and more energy efficient. We are the witnesses of new economy and industrial standards in it.

Manufacturers should always have a reputation as an innovator in the field of permanent new technologies and a leader in the field of new and more advanced ways of industrial production.

Since the beginning of the industrial revolution and constant innovation in it, we have seen the continuous development in product quality and competitiveness in the market as well as the continued progress in the field of innovation and new solutions in industrial production followed by the efficiency and productivity of the main requirements in the industrial production.

Today’s market demands the quality, safety and environmental protection, and they are the foundation for lasting success on a global scale.

In this regard, Cloud technology is one of the methods to introduce more efficient production processes in the industry, causing a higher quality of that can equally participate in the competition at the global level.

Development of computer networks and constant innovation in the field of information transfer in them will influence the development of industrial production and new technologies in the years to come. The aim of this paper is to point to new directions in the management of companies that are spatially localized and the need for research and development of cloud technologies in Serbia.

Figure 7: Production flexibility [12] Journal of Applied Engineering Science 11(2013)2, 251

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Vojislav Bobor - Spatially localized management companies using cloud technology

REFERENCES 1) Atila Madai, IDC Adriatics country manager Serbia, www.yutro.com IDC Adriatics Cloud Computing Roadshow 2012 2) Buyya, R., Yeo, C. S., Venugopal, S., Broberg, J., & Brandic, I. (2009). Cloud computing and emerging IT platforms: Vision, hype, and reality for delivering computing as the 5th utility. Future Generation computer systems, 25(6), 599-616 3) http://www.economy.rs 4) Gerhard Weikum - direktor Max Planck Institute for computer sciences Saarbruken, Germany, Collective Inteligence Interview, www. siemens.com 5) Houyou, A.: Siemens Project Manager, www. sei.cmu.edu 6) http://aws.typepad.com/aws/2011/10/amazon-s3-566-billion-objects-370000-requestssecond-and-hiring.html 7) http://www.ia.omron.com/support/guide/4/ overview.html 8) http://www.siemens.com/innovation/apps/ pof_microsite/_pof-spring 2011/_html_en/logistics-in%20the-auto-industry.html 9) http://www.siemens.com/innovation/apps/ pof_microsite/_pof-spring-2011/_html_en/ cloud-computing.html 10) http://www.siemens.com/innovation/apps/ pof_microsite/_pof-spring-2011/_html_en/ cloud-computing.html

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11) http://www.siemens.com/innovation/apps/ pof_microsite/_pof-spring-2011/_html_en/ cloud-computing.html 12) http://www.siemens.com/innovation/apps/ pof_microsite/_pof-spring-2011/_html_en/research-cooperation.html 13) Käfer, G.: www.sei.cmu.edu - Siemens Cloud Computing Competence Center) Cloud Computing Architecture 14) Käfer, G.: www.sei.cmu.edu Siemens Cloud Computing Competence Center, Collective Inteligence/Cloud 15) Nils Felde - Munich Network Management Team at Ludwig- Maximilians-University in Munich Computing, www.siemens.com/innovation 16) Putnik, G.: Advanced manufacturing systems and enterprises: Cloud and ubiquitous manufacturing an an architecture, Journal of Applied Engineering Science 10(2012)3, 229, 127-134 17) Sanjay Ravi - responsible for high-tech and electronics industries worldwide at Microsoft, Collective Inteligence/Cloud Computing, www.siemens.com/innovation 18) Sriram, Ilango, and Ali Khajeh-Hosseini. “Research agenda in cloud technologies.” arXiv preprint arXiv:1001.3259 (2010) 19) Xu, Xun. “From cloud computing to cloud manufacturing.”Robotics and computer-integrated manufacturing 28.1 (2012): 75-86 Paper sent to revision: 19.02.2013.

Paper ready for publication: 17.05.2013.

Journal of Applied Engineering Science 11(2013)2, 251

doi:10.5937/jaes11-3821

Paper number: 11(2013)2, 252, 81 - 88

SETTING THE AFTER SALES PROCESS AND QUALITY CONTROL AT CAR DEALERSHIPS TO THE PURPOSE OF INCREASING CLIENTS’ SATISFACTION Igor Stevanović* Porsche Inter Auto S DOO , Belgrade, Serbia Darko Stanojević University of Belgrade, Faculty of Mechanical Engineering, Belgrade, Serbia Aleksandar Nedić Insurance Company Dunav, Belgrade, Serbia In a service department it is necessary to provide quality service in order to achieve clients’ satisfaction and loyalty, as well as increasing profit. This also applies to service garages. The aim of this paper is to create the service of vehicle maintenance based on clients’ demands. A lot of activities which require the control system are recognized during setting the service process. Quality control represents the main factor for successful process applying.

Keywords: Quality control, Car repair, Service process, Clients’ demands, Indicators INTRODUCTION The automobile is an object of pleasure, need, necessity, and worship. In Belgrade, there were 1.565.550 passenger cars in 2010, 1.677.510 in 2011 and 1.726.464 in 2012 [08]. Data on selling new cars in Serbia show that there is a big fall in the sales department. That’s why the main challenges for profit growth of automobile companies are After Sales activities, i.e. vehicle maintenance. Planning cost of maintenance has become an important home budget item, thus customers expect quality service.

The profit of a company is highly influenced by consumer loyalty. Loyalty is influenced by consumer satisfaction and satisfaction by the quality of provided service [09].This brings us to the conclusion that client satisfaction is very important for After Sales companies in order to stay competitive on the market.

Client satisfaction represents the difference between perceived and expected service [03]. The starting point in this paper is experience, meaning there are 5 core indicators that are important to the owners of passenger cars bringing their cars to service garages. An inquiry about their satisfaction about five indicators is presented in the first part of the paper.

Results show that additional activities and controls are necessary beside those currently present in services in Serbia. The service process has been set for auto garages in Serbia for the purpose of consumer satisfaction. Special emphasis has been set on security and following the process by Quality control. * Porsche Beograd Ada, Radnička 4, 11000 Belgrade, Serbia; igorstevanovicbg@yahoo.com

CLIENTS SATISFACTION IN THE SERVICE OF VEHICLE MAINTENANCE The term of client’s satisfaction in service: Satisfaction = perceived service – expected service “Client satisfaction is consumer response to assessment of observed difference between previous expectations (or exact standard performance) and real performances, how he saw it after consuming” [03].

Figure 1: After Sales department

Veljkovic in his own book simplifies this definition: „The satisfaction of the consumers is their emotional response (feeling of satisfaction) which occurs by comparing the expectations formed before purchasing and the perceived performance of the product/service“ [04]. In order for the feeling of satisfaction to appear, it is 81

Igor Stevanović - After sales process and clients demands in the automotive industry

necessary at least to fulfill the consumers’ expectations. “Consumer expectations are beliefs about the service and its delivery which serve as a standard or reference point, according to which the performance of received service is assessed, i.e. its perception. Therefore, knowledge of consumer expectations is the key point in the creation and delivery of services, i.e. in the entire service business [05]. Factors that affect the clients expectations are internal factors (individual needs, previous experience and service philosophy), external factors (competitive options, social context, „word of mouth“), situational factors (reasons of purchasing, the consumers’ mood, time limit, unexpected events) and factors produced by organization (promotion, distribution, service personnel, consumers, the company’s image, pre-service waiting) [07]. Perception of service is a way in which the consumer experiencesthe service. The way in which a client sees service depends on the technical quality dimension, the functional dimension and the corporate image [01]. The technical dimension shows what the client gets, and functional in what way.

THE TERM OF VEHICLE MAINTENANCE SERVICE The department which is engaged in maintenance / repairing of motor vehicles is called The after Sales department. As shown on figure no.1, it consists of 3 sectors: reception, workshop and spare parts department. Clients who go to service garages have to be received. The reception is in charge of receiving the clients, as well as vehicle delivery after the repair is done. The workshop performs repair work by consumer demand, whereas the parts department delivers parts and necessary tools for the repair work.

SERVICE QUALITY Many authors have defined service quality. The most acknowledged is the GAP model of service quality and the SERVQUAL model concept of quality dimensions. SERVQUAL represents a multidimensional scale in order to compare the consumer’s perception with expectations in terms of service quality. The obtained result needs to be compared with consumers’ answers in terms of expectations. According to this model, there are 10 quality dimensions which ad up to 5 generally accepted core dimensions [02]: • Reliability (ability to deliver promised service in an appropriate way); 82

• Responsibility (accuracy and willingness to help and deliver fast service); • Assurance (knowledge and politeness of the employees and ability to acquire trust in them); • Empathy (providing personal service observing consumer as an individual); • Tangible elements (presence of physical elements – materialization of service).

EMPIRICAL ANALYSIS OF CLIENT DEMANDS WITHIN THE SERVICE OF VEHICLE MAINTENANCE Description of the study example Research was conducted in Belgrade, from 01.02.2013. to 10.03.2013. The fact that there were 431.350 passenger cars registered in Belgrade, i.e. ¼ of total number of vehicles in Serbia, confirms that this is the city with the largest number of passenger cars on the road. Respondents were surveyed by interviews “face to face” and questionnaires. There were 3 surveyors. From a total of 301 questionnaires, 200 correspond to the research target group, who are having their own vehicles, who bring it to the garage personally and who are employed. In this research, authorized garages are separated from those who aren’t. According to experience, 3 categories were made about consumers’ expectations / demands.

I category: quality of repair work, service done within the agreed time schedule, price, friendliness and professionalism, the time waiting for an appointment.

II category: availability of spare parts, advice given for further maintenance, information given about additional work.

III category: adequate documentation about accomplished work, replace vehicle, to invoices explained, café, Wi-Fi, phone availability.

In this paper only the first category has been taken into consideration.

Questionnaire 1. Do you own a passenger car and do you drive it to a service garage? YES/NO 2. Are you employed? YES/NO 3. Where do you repair your car? AT AN AUTHORIZED DEALER / AT AN UNAUTHORIZED DEALER Journal of Applied Engineering Science 11(2013)2, 252

Igor Stevanović - After sales process and clients demands in the automotive industry

4. What is the most important for you when we talk about repairing your car? (align by relevance): • not to have to come back to the workshop because of the same malfunction, • to follow agreed time for service done, • friendly, professional and efficient personnel, • not having to wait long for a free appointment, • fair prices, according to agreed price and to be informed in advance if there are additional repairs.

5.Are you satisfied with the repair service at your garage in the following aspects (Table 1):

RESULTS AND DISCUSSION The research results showed that passenger car owners who maintain their cars at authorized garages are satisfied with the aspect of friendliness and waiting for an appointment. Service staff passes through training which must be accomplished according to the demands of the producer, where they also learn about communication with clients. Clients are not satisfied about having to come back to service garages because of the same problem and work not done according to agreed time or price.

Table 1: Questionnaire Item

Answer

Returning to the workshop because of the same malfunction

YES/NO

Following agreed time for service done

YES/NO

Friendly, professional and efficient personnel

YES/NO

Waiting for a free appointment

YES/NO

Price, according to agreed price and information in advance in case of additional repairs

YES/NO

Figure 2: Results for the question “Where do you repair your car”

Authorized services are generally organized so everybody in the service chain has their own responsibilities. Therefore, communication and information transfer must be at the highest level, which could sometimes be a problem in practice. The result is a delay in the completion of the work, as well as errors in the elimination of vehicle malfunction, for which the vehicle owners have to go back to service (Figure 4).

Figure 3: Results for the question about 5 indicators Journal of Applied Engineering Science 11(2013)2, 252

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Igor Stevanović - After sales process and clients demands in the automotive industry

On the other hand, vehicle owners that bring cars to unauthorized services were satisfied with the aspect of waiting for an appointment, and prices, but with other indicators they were not satisfied.

This is understandable because the unauthorized mechanics rarely refuse a job. If it is necessary, they will stay the whole day at the workshop, unlike authorized dealers who have strict working hours.

Prices are lower than in authorized services, but the question is what the quality of service received for that amount of money is like. As far as coming back to the workshop, the results are similar as with authorized services. This is because of unprofessional mechanics, as well as the lack of expensive tools and diagnostic repair equipment (Figure 5).

Figure 4: Results about 5 indicators (authorized dealers)

Also, friendliness is not their strong feature, and promised time for finishing the work is not often respected because someone more important always comes in with “just something to look at”. So, generally the biggest problem to owners of passenger cars in Serbia, whether it is an authorized or unauthorized dealer, is bad repair quality and the price in terms of what is gained by this amount, followed by promised completion time of the repair.

Obviously, the time is one of the most valuable resources, which nowadays is never enough. Price is questionable because what is gained by the amount has to be checked. These aspects are also the top three indicators in order of importance. Accordingly, a quality control model will be introduced 84

in auto service that should enhance the quality of service provided.

SETTING THE SERVICE PROCESS According to derived results, it is possible to align following indicators by relevance: • Returning to the workshop because of the same malfunction; • Price, respecting agreed price and informing in advance in case of additional repairs; • Respecting agreed time for service done; • Friendly, professional and efficient personnel; • Waiting for an appointment.

Journal of Applied Engineering Science 11(2013)2, 252

Igor Stevanović - After sales process and clients demands in the automotive industry

Figure 5: Results about 5 indicators (unauthorized dealers)

It can be said that these are goals for every car service garage, classified by priority.

According to this, it is necessary to set the organizational structure of After Sales departments, as well as the process which will be conducted inside of it.

Setting the service process The service process has to have a logical flow.

In Figure 6 is shown how this process needs to look like in the widest sense.

Figure 6: After Sales process Journal of Applied Engineering Science 11(2013)2, 252

In Table 2 are shown activities which would respond to consumer demands with After Sales departments.

After setting the activities in accordance with consumer demands, it is necessary to determine the role of Quality control in the process. On the right side of the table, activities which are controlled by Quality control are marked.

Every defection of task, Quality control needs to identify and give the subject back to reprocessing.

In order to carry out these particular activities adequately, it is necessary to set an organizational structure which is led by the After Sales Manager (Figure 7). Receptionist and service advisor are parts of the Reception department. Workshop manager, mechanic and technical support belong to the workshop. Manager of spare parts department and storekeeper belong to the parts department. The number of positions depends on how big the job is or on how big the object is. The level of top management of the organization is strategic 85

Igor Stevanović - After sales process and clients demands in the automotive industry

level, and at that level the strategic plans are made as well as the determination of the organization, according to the orientation of the business policy [04].

Strategic planning and quality policy in the organization provide establishment of quality goals [06].

to check systems on vehicles and replace certain parts and fluids. In order to respond to consumer demands according to research in this paper which refers to conducting a quality car repair, it is necessary to provide Quality control. The role and importance of Quality control in the process of delivering car repair service is large, from making appointments, via repairing, to car delivery to the owners. Beside active control of the repair process, it is necessary to have a “check list” for checking the service. Practical example of car repair delivery service and suggestions of control are presented below.

Making appointments and preparing

Figure 7: Organizational structure

THE EXAMPLE OF PREVENTIVE MAINTENANCE OF PASSANGER CARS WITH FOCUS ON QUALITY There are a lot of activities while delivering car maintenance service. Deviation from them can cause decreasing service quality, thereby the consumer dissatisfaction. Since this is not a goal, it is necessary to set certain quality and check systems.

Quality control has the core role in supervising the whole process of car repair service delivery and is an efficient solution which is going to bring benefits both for clients and company (Figure 8).

Figure 8: Quality control in the After Sales process Review of activities which are needed to be controlled by Quality control is shown in Table no.2.

Regular maintenance means interval services after a particular mileage or after some particular period of time, whichever expires first. These conditions differ from brand to brand, but usually starting from 10000 km to 15000km or 1 year. These are periods after which it is necessary for the authorized dealers 86

The client wants to do regular service on his car. He makes an appointment regularly with the person in charge of that (receptionist). The quality controller and the manager of the workshop control if the receptionist filled capacity of the workshop and calculated the time for doing the repair.

This is a very important moment because one mistake in the term of planning may disrupt the whole organization and be a cause of not meeting its promises to clients. It has been explained to the client what regular service includes and what the cost is. The receptionist enters all necessary data about the history of maintenance for this vehicle into the software, as well as spare parts availability.

Reception of the vehicle The client brings his car to the garage and communicates with the reception department and the service advisor which has been assigned to him in the appointment. The statement about the ordered work has to be confirmed, or changed if it is necessary.

The visual control of the vehicle needs to be done in order to check the present condition, such as damages, fuel, first aid, returning of old parts, etc. Ordered work, price and finishing time is stated precisely with the owner. All data are typed electronically in the work order, which is printed afterwards. Thus, the final result of receiving the vehicle is making a service account. The work shop does the work according to the service account. That’s why it is important to take the client’s statement in a correct and precise way.

The quality control, before assigning the case to a workshop, controls the filling out of the service account and all other documentation supplied with it.

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Igor Stevanović - After sales process and clients demands in the automotive industry

Table 2: Activities of the After Sales process QUALITY CONTROL

ACTIVITY MAKING AND PREPARING APPOINTMENTS Checking the history of the vehicle Checking „campaigns“ Getting client statement about ordered work Spare parts availability Giving information about price and paying Giving offer about marketing actions “Dialogue reception” Checking free appointments

+

Informing client about finishing time

+

Client mobility offer Informing client about added service advisor and necessary time for reception Software preparing for service advisor about agreed business with client VEHICLE RECEPTION Refinement reasons of coming and change statement on the work order if necessary

+

Do test drive if necessary and fulfill check list

+

Accessories offer Visual check of the vehicle with client (option “dialogue reception”) and fulfilling the check list

+

Explanation about required work and write down the agreed price and finishing time

+

Printing 2 work orders (one for client and one for the workshop) Provide transport for client if it is necessary VEHICLE REPAIRING Taking over a work order form reception by workshop

+

Repair work by technicians following brand standard including technical report

+

Fulfilling the work report about repair done and completing the whole repair documentation (paper and/or electronic form)

+

Informing the reception about additional work

+

Informing client about additional work and fulfilling calling time on the work order Washing and parking at properly parking place

+

Giving the work order to chief of the workshop

+

Doing final test drive if necessary

+

Giving the work order to the service advisor

+ VEHICLE DELIVERY

Preparing and norming of work time

+

Calling client and informing about finished work Following the payment Making an invoice with all necessary data Fulfilling of the service book

+

Doing final test drive with client

+

Accompany client to the vehicle

Car repairing This is a step that directly affects the vehicle returning in service and satisfaction of the customer. In this phase of the service process, as can be seen in Table 3, the quality control should have control over Journal of Applied Engineering Science 11(2013)2, 252

all activities. This includes the process of repair, service reports about performed work, information about extension of work, the final test drive, respecting the promised time, car wash, parking at proper place and delivery of service account to the reception sector.

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Igor Stevanović - After sales process and clients demands in the automotive industry

A “check list” is used in control, as shown in Table 3.

With this kind of control which is done by the Quality control, chances of vehicle returning to service and complaining about the repair are reduced to a minimum. That is a way of improving the traffic safety, and also the client confidence in his own car service.

Table 3: “Check list” Activity

Checked/done (YES/NO)

Exterior and interior lights Horn function, glove compartment light and trunk light Tires Battery Wiper blades and washer system functionality

book is completed, performed work being written and stamped by authorized auto service, as well as additional stamps for road assistance and free towing.

CONCLUSION A lot of process activities are recognized which are necessary to follow and control. That is the only way to provide the quality of service that consumers expect. Quality control is the process which is provided by independent quality controller and means operational checks and required corrections. If there is no Quality control in a company whose main activity is to maintain vehicles, the possibility of mistakes is increased, which may be very expensive. Further research should be made considering the benefits of implementing Quality control into service garages.

Engine coolant system – level and freezing point

REFERENCES

Drain water - permeability

1) Groonros C., (1984), A Service Quality model and ots marketing implications, European Journal of Marketing, Vol. 18 Iss: 4, pp. 36-44.

Brake fluid Steering fluid Body damages Engine, gearbox and joint protective boot Suspension system (stabilizer, rods and axles) Brake system Brake discs and pads thickness -functionality Toothed belt Engine oil – changing Air filter element – changing Fuel filter – changing Air conditioning – changing Setting of the service interval System faults – diagnosis Test drive Client informed about additional work

2) Parasuraman C., Zeithaml V.A., Berry L.L., (1988), SERVQUAL: A Multiple-Item Scale for measuring Consumer Perceptions of Service Quality, Journal of Retailing.

3) Tse D., Wilton P., (1988), Models of Consumer Satisfaction: An Extension, Journal of Marketing Research, Vol. 25, No. 2.

4) Uskoković P.,(2005), Planiranje-jedna od osnovnih aktivnosti menadžmenta, Journal of Applied Engineering Science (Istraživanja i projektovanja za privredu), vol.3, No.8, pp. 33-40 5) Veljkovic S., (2009), Marketing usluga, Centar za izdavačku delatnost Ekonomskog fakulteta u Beogradu, Beograd.

Properly parked

6) Vujanović N., (2003), Odgovornost rukovodstva u pogledu planiranja sistema menadžmenta kvalitetom, Journal of Applied Engineering Science (Istraživanja i projektovanja za privredu), vol. 1, No.1, pp. 49-53

Service book fulfilled

7) www.fpps.edu.rs - Legal and business studies

Agreed finishing time Washing

Car delivery The reception sector delivers vehicles when repair has been done, i.e. the service advisor who was leading the case. Calling the client and car delivery, demand preparation by the service advisor. That includes making the price for services (labor time multiplicities with the hourly working price). This step should also be checked by Quality control, in order to avoid unnecessary payment for some job positions or on the other hand, to avoid not paying for some already done work. The service 88

8) www.stat.gov.rs – Statistical office of the Republic of Serbia; Area: Transport and Communications – registered vehicles 9) Zeithaml V. A., Bitner M.J., Gremler D.D., (2006), Service marketing, Mc GrAW Hill, Inter-national edition Paper sent to revision: 25.04.2013.

Paper ready for publication: 15.05.2013.

Journal of Applied Engineering Science 11(2013)2, 252

doi:10.5937/jaes11-3820

Paper number: 11(2013)2, 253, 89 - 97

THE CONTEMPORARY AUTOMATIC GEARBOXES - REVIEW OF THE CURRENT STATE AND INTERPRETATION OF ADVANTAGES AND DISADVANTAGES OF THEIR USE WITH RESPECT TO VEHICLE PERFORMANCE AND TRAFFIC SAFETY Darko Stanojević* University of Belgrade, Faculty of Mechanical Engineering, Belgrade, Serbia Vladimir Spasojević SDT Group DOO, Belgrade, Serbia Igor Stevanović Porsche Beograd Ada , Belgrade, Serbia Aleksandar Nedić Insurance Company Dunav, Belgrade, Serbia

The aim of this paper is to present the current state of development level of contemporary automatic gearboxes in the automotive industry, their level of presence, as well as to bring the concept of a possible positive impact of their use on road safety as a solution designed with a high percentage of electronic components and cybernetics. The first section provides an overview of the types of automatic gearboxes in recent time and a short description of their function principles. The second section provides interpretation of possible positive efects of their using in automotive industry with respect to vehicle performance and traffic safety.

Keywords: Contemporary automatic gearboxes, Traffic safety, Vehicle performance, Automotive industry INTRODUCTION Nowadays motor vehicles have equipment which makes driving more comfortable, safer and reliable for drivers during exploitation of vehicle. Automotive manufactures are pressured to deliver complex products with increased quality in shorter development cycles. Engineering the performance of mechanical designs with traditionally test-based development processes are no longer an option [03]. New technologies include not only the systems that have been designed in the traditional way, i.e. systems that only include mechanical and electronic components, but also those that include communication models, control mechanisms, which work principle is based on information theory, computer and transmission signal theory, feedback theory. [02] In last few decades it can be said that vehicles play a key role in theory which explains connection and

relationship “man-machine”. The modern age would be almost unthinkable without the high presence of this transportation asset. Currently, technical characteristics and performances of vehicle systems are highly developed and new technologies provide higher safeness and comfort during driving. Although the drivers perception and reactions during driving still play a key role in traffic safety, thanks to the different new age vehicle systems in accordance with their development, safe motion of vehicle increasingly less depends on driver behavior. Nevertheless, user requirements of motor vehicles are increasingly higher in terms of performance, but so that increasing effect does not have influence on their safeness. The most merit for positive effect of ratio perfomances-saffness has high participation of the mechanical, electronic, computing and communication components in vehicle systems.

Among the systems such as Electronic Stability

* University of Belgrade, Faculty of Mechanical Engineering, Kraljice Marije 16, 11000 Belgrade, Serbia; dstanojevic@iipp.rs

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Darko Stanojević - The contemporary automatic gearboxes - review of the current state and interpretation of advantages and disadvantages of their use with respect to vehicle performance and traffic safety

Program (ESP), the adaptive cruise control, the lane change warning system, the assisted parking system, the multiplexed systems and connectivity could be considered as part of the new vehicle technology, there are also found contemporary automatic gearboxes such as intelligent or auto adaptive gearboxes and Automatic-sequential gearboxes (manumatic – tiptronic, geartronic, touch shift, sporttronic) and others. [02] The question arises: How can the using of automatic transmissions affect traffic safety? Generally, when the topic is vehicle safety, automatic gearboxes, as part of vehicle transmission, belong to the active elements of vehicle safety, because effect of their failure leads directly to traffic accident. In terms of vehicle performance, positive effects of using automatic gearboxes are proven and well-known [08]: • increasing lifetime of engine and transmission • increasing of dynamic characteristics of vehicle • increasing of vehicle patency • increasing of productivity of vehicle • reduction of toxicity of exhaust gases In terms of relationship „man-machine”, or in this case in terms of ergonomically view of vehicle design, there is a different interpretation of positive effects of using automatic transmission. In this paper beside interpretation of current state of development level of contemporary automatic gearboxes, is also represented one approach of interpretation of using automatic transmissions with respect to traffic safety.

CONTEMPORARY AUTOMATIC GEARBOXES Words automatism and automatic comes from Greek language and denote the science of selfmovement, i.e. denote something that works by itself. Automatic transmission is one of the most complex subsystems in motor vehicles. Design of automatic transmissions demands knowledge of the numerous areas of technology, not only mechanical but also others, especially electronic area. More than 100 components demand not only the precise manufacture, small masses, compact solutions and reliable operation, but also the easy and fast maintenance and easy changing of gears in all exploitation conditions.

The aim of every automatic transmission designer is to realize such components which will have 90

all mentioned qualities and at the same time low price. First automatic gearboxes have appeared in USA at the end of 40’s of the last century but during the 50’s, 70 % of vehicles already have automatic transmission. At the beginning of 2000-ies even 90% of vehicle have automatic gearboxes while their participation in Japan was 70% and in Europe only 16%. (Figure 1)

Figure 1: Participation of automatic transmission on vehicles at the beginning of 2000-ies in the world

Till the 80’s automatic gearboxes had no electronic central unit to control the gears. The gear shift depended on the accelerator’s position and the control was done by a set of valves that were moved by the oil pressure difference around them. It was a hydraulic control system. [02] When electronics came into the market, at the end of the 80’s the gear shifts were not done by mechanic references any more, but by a set of rules established by electronics. Several sensors measure the vehicle’s speed, the accelerator´s position and speed, the connected gear, etc. This information is received by the electronic central unit that sets the connected gear at every moment.

Intelligent or auto adaptive gearboxes The aim of this transmission is to adapt to driver´s needs and driving style, in every moment of vehicle movement, learning the driver’s habits during vehicle operation. [02] These types of automatic transmission control use several behavior laws and next installed sensors are responsible for selecting of the most suitable law: accelerator’s position and action speed, vehicle speed, engine torque, slope, gearbox temperature, etc.

Example of one intelligent or auto adaptive gearbox is type AL4. [04] This type of automatic transmissions can mostly be found on French vehicles of new generation such as CITROEN C5, PEUGEOT 308, 407 etc. Furthermore, in shorter terms will be presented technical description and working principle of this type of automatic transmissions.

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Darko Stanojević - The contemporary automatic gearboxes - review of the current state and interpretation of advantages and disadvantages of their use with respect to vehicle performance and traffic safety

AL4 type includes following mechanical components: 1. Converter 2. Input shaft 3. Fitted oil pump 4. Secondary pinion of step down gear 5. Park wheel 6. Secondary shaft 7. Drive pinion 8. Ring 9. Differential unit 10. Cover 11. Adjustable plate

12. Hydraulic distributor (DH) 13. Manual valve 14. Auxiliary hydraulic distributor (DHA) 15. Clutch E1 (Reverse and 1st) 16. Clutch E2 (2nd, 3rd, 4th) 17. Hub 18. Brake F1 (4th) 19. Brake F2 (Reverse) 20. Brake F3 (1st and 2nd) 21. Epicyclical gear train 22. Primary pinion of step down gear [04] All mechanical components of AL4 automatic gearbox can be seen on figure 2.

Figure 2: Cross-section of AL4 automatic transmission [04]

Auto adaptive or intelligent control at this type of automatic gearbox is provided by: • Hidraulic control unit • Electronic control unit (ECU) • Electronic participation Journal of Applied Engineering Science 11(2013)2, 253

Gear changing are performed automaticly and depends on vehicle speed and loads of engine.

Laws of gear changing are selected by ECU in function of 3 driving modes: • Auto adaptive or normal mode, basic mode;

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Darko Stanojević - The contemporary automatic gearboxes - review of the current state and interpretation of advantages and disadvantages of their use with respect to vehicle performance and traffic safety

ECU provides adaptation to the driver habits, load of engine, road profile.

Characteristic of this mode is economic driving or low consumption of gas • Sport mode - fast driving. Characteristic of this mode is higher consumption, but still performed automatic gear changing automatic • Snow mode – mode for driving on surface with low adhesion [04] Electronic control unit (ECU) automatically activates normal mode, every time when vehicle is in that kind of exploatation conditions.

Electronic control unit (ECU) provides 10 gear changing laws during transmission, in accordance with drivers habits, chosen drive mode and internal and external conditions: • 6 laws: for autoadaptivity, • 1 law: for the snow program, • 1 law: “unlocked” for low temperature operation, • 1 law: for depollution when cold (heating), • 1 law: for automatic transmission temperature protection.

So, AL4 automatic gearbox provides precise adaptive control as well as good quality of gear changing.

gearboxes are using double or multiple clutches.

Manumatic is more useful for everyday use because clutch in fluid provides smooth and insensibly gear changing. Manumatic and most semiautomatic transmissions offer ability to work on the same principle as conventional automatic gearboxes, letting the computer to choose the most suitable gear. The most present manumatic is Tiptronic. Tiptronic is registered trademark, owned by german sport car manufacure Porshe, which licensed it for other car producers, such as: Land Rover and Volkswagen Group (Audi, SEAT, Škoda and Volkswagen). [08] Tiptronic transmission is equipped with intelligent electronic program for control which was developed in cooperation with Bosh. As well as many automatic transmissions tiptronic automatic transmission has got blocking clutch for torque converter which is switched in second, third and fourth gear, and in fifth gear in the newest version of tiptronic. Gear lever mode of tiptronic has two parallel trajectories. (Figure 3)

Automatic sequential gearboxes This type of automatic gearbox provides two work principles. First one is completely automatic, when gearbox performs itself selected gear, and second one is manual (sequential), when driver decides which gear is the most suitable for current driving, using the selector lever and this is the reason why this automatic gearboxes are also called manumatic, because they provide most suitable choice of transmission. [02] Control of gear selection manumatic is provided with selector lever implemented behind steering wheel or with modified selector lever implemented in tunnel between two seats, or with buttons on steering wheel, which for result gives easier control during driving. Different car producers are using various names for their manumatic gearboxes: Tiptronic, Geartronic, Touchshift, Sporttronic and other. Different between manumatic and semi-automatic gearboxes is in mode of transmission from engine to gearing. Manumatic is using torque converter as well as conventional automatic gearboxes, while semi-automatic 92

Figure 3: Lever for automatic or manual selection of gears in gear box-Tiptronic [08]

Left trajectory corresponds to standard automatic transmission with positions P, R, N, D while right trajectory have position with tags “+”, “-“ and M which is designed for manual transmission. Launching the lever gear in direction “+” performs shifting to higher gear, while launching the lever gear in direction “-“ performs shifting to a lower gear. In comparison with earlier transmissions with electronic control and “rigid” program control, Tiptronic control characteristic is adaptive. At sudden acceleration, electronic device recognize sport ambitions of driver behaviour and allows one extreme characteristic of gear changing. On the other hand, if driver Journal of Applied Engineering Science 11(2013)2, 253

Darko Stanojević - The contemporary automatic gearboxes - review of the current state and interpretation of advantages and disadvantages of their use with respect to vehicle performance and traffic safety

drives too “soft”, transmission is programmed to perform timely changing of gear to higher transmission. [08] Between this two extremes are located three

other possibilities of gear changing laws which correspond to all drivers behaviour. The concept of tiptronic control can be seen on Figure 4.

Figure 4: Concept of tiptronic control [08]

Figure 5: Programs of Tiptronic transmission control [08]

One significant parameter of tiptronic transmission control is speed of layoff of gas pedal.

If speed of layoff is slow, for tiptronic control system that means further moving with current speed, and switching to higher gear. If speed of layoff of gas pedal is fast, for tiptronic transmisJournal of Applied Engineering Science 11(2013)2, 253

sion that means switching to lower gear. Beside this it is very important that an unwanted change to a higher gear does not perform in curvature.

In curvature, lateral acceleration sensor acts, which hold the most optimal gear for currently drive speed. Also with electronic, which is re-

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Darko Stanojević - The contemporary automatic gearboxes - review of the current state and interpretation of advantages and disadvantages of their use with respect to vehicle performance and traffic safety

sponsible for control of automatic transmission is connected ABS (Anti – lock braking system) system. A sensor channel of ABS system provides traction control through regulation of gear. ABS control unit compares rotation number of driven and propulsive wheels and recognizes difference between their traction. [09, 08] At braking, in this situation, the automatic performs changing in higher gear, and thus prevents additional blocking of rear wheels. On figure 5, it can be seen programs of control of Tiptronic transmission.

Control unit of tiptronic transmission control is eight-bit microcontroller with 32 kb of memory.

This microcontroller processes information about vehicle speed, positions and speed of throttle butterfly, number of engine rotations (RMP), lateral and longitudinal acceleration of vehicle.

Thereby, is mentioned electronic unit connected with engine electronic. According to these parameters different programs of tiptronic control are possible. If the shift lever is placed on position of automatic gear shifting, the possibilities of work principle of automatic transmission are following: • At starting the vehicle, the automatic transmission works at the lowest program mode of gear shifting, according to the characteristic KF1, which provides the most comfort and fuel economy; • If driver shows increasingly sports behaviour during driving, automatic transmission will recognize them, and will perform gear shifting according to the characteristic KF2, KF3, KF4 up to KF5 (sport characteristic). [08] In base, electronic device is programmed to work at the lower characteristic, which means earlier gear shifting to a higher gear and later gear shifting to a lower gear. Thus, fuel consumption is optimised, noise and exhaust emissions are reduced. At quickly layoff of gas pedal, ahead of the curve, previous automatic transmissions reacted inadequately, performing gear shifting to a higher gear. Tiptronic transmission is better informed and do not react like that. Additional benefit includes possibilities of engine braking in current gear, which means absent of gear shifting in lower gear, when is exiting the curve. To the value of 0.4 G of lateral acceleration, which were measured by sensor of lateral acceleration, automatic transmission do not react in curve and that means continual driving. Also, at surface with snow, ice i.e. at surface with low adhesion, elec94

tronic reacts by switching the higher gear and prevents inadequately engine braking. If driver wants to be more active during driving is left possibility to shift the lever gear in right trajectory and then to shift gears by itself. However, in this case electronic also protects engine of the large number of RPM. Otherwise, during driving the driver has need to return lever gear from manual to automatic mode, because he quickly gets to conclusion that automatic transmission could do this function by itself.

During operation in automatic mode, electronic control unit needed 30-100 milliseconds to process all information and to task appropriate commands. To switch from KF1 to KF5, it is necessary at least 30 seconds. Efficiency of adaptive transmission control depends of number of installed programs in computer and of number parameters which are determining them. Because constant tendency to sequential transmissions Porsche for model 911S had launched new version of tiptronic transmission under the name Tiptronic S. Command of this tiptronic version is replaced from floor to steering wheel. Keys on steering wheel showed that they are more practical for shifting then commands on the floor. On the lever gear, on the tunnel between two seats, were left same marks for transmission operations in automatic mode as they have been in previous version of tiptronic.

Thanks to the high development programs for gear shifting, in practice is creating strong competition between automatic and conventional transmissions. Better acceleration of vehicle this transmission does not reach compared with conventional transmissions. However, thanks to the many number parameters which were placed in electronic, tiptronic have numerous benefits. The Computer program is open for learning and it is able to “Remember” driver’s behaviour, among other things, also when driver manually shift gears.

GPS - controlled automatic transmission It is good to mention the newest design solution of control of automatic transmissions. It has been launched this year, 2013, and it is GPS controlled transmission. Rolls-Royce engineers created this solution of control of automatic transmissions and call “Satellite Aided Transmission” (SAT). Control unit of eight-speed automatic transmission is linked to Global Position System (GPS) receiver. Vehicle with this kind of automatic transmission control uses satellites Journal of Applied Engineering Science 11(2013)2, 253

Darko Stanojević - The contemporary automatic gearboxes - review of the current state and interpretation of advantages and disadvantages of their use with respect to vehicle performance and traffic safety

to constantly determine conditions of road profile. It then uses this data to anticipate how and when to shift gears. For example, if GPS determines twisty road and vehicle coming into a turn, this system holds currently gear, which is better than upshifting. GPS figures out what upcoming stretches of road look like, and pre-shifts accordingly. For example, it can downshift the moment a hill or curve is approached, which helps with both performance and fuel economy. Quite literally, it can be said, that Satellite Aided Transmission uses GPS data and the navigation system to scan the road. The navigation system compiles real-time traffic data and uses the data to update the travel route every three minutes. [05]

due to the own automatic transmission, driver can more pay attention to the acceleration, steering and braking , which for results gives improve safeness in driving. Table 1 presents review of advantages and disadvantages of using automatic transmissions.

Table 1: Comparation of advantages and disadvantages of using automatic transmissions Advantages

Disadvantages

increasing of comfort

Increasing of maintenance costs

simplicity of using

Increasing of fuel consumption

Reducing presence of shock loads

limited transmission

ADVANTAGES AND DISADVANTAGES OF USING THE AUTOMATIC TRANSMISSION IN TERMS OF VEHICLE PERFORMANCE

TRAFFIC SAFETY IN TERMS OF AUTOMATIC TRANSMISSIONS

When the topic is automatic transmission it means transmission which work principle is completely opposite from manual. Automatic transmission works without often interruptions, with minimal appearance of shock loads, which for result gives comfortable driving. It is clear that transmission is performed automatically, and depends of vehicle speed, where hydraulic torque converter provides absence of clutch pedal, which for driver means relief of often suppression of clutch pedal, and therefore it increases comfortable in driving. [05] In terms of fuel consumption, due to the complexity of the system and large energy loss in hydraulic torque converter, automatic transmission is not at an enviable level. Because of the mentioned reasons, vehicle with automatic transmissions are vehicles that could be characterized as vehicles with higher fuel consumption. [06] Also, in terms of maintenance, i.e. preventive and corrective maintenance vehicles with automatic transmission could be classified as vehicles with higher maintenance costs.

Automatic gear shifting, do not give choice of gear for the driver, so that is why it is possible absence of fast drive feeling. In terms of comfortable, automatic gearboxes are in advantage.

Automatic transmission provides comfortable during driving, especially in conditions of “traffic jams”, which could be described as “go-stop” traffic, because of absents of clutch pedal and manually gear shifting. Using of automatic gearboxes do not demand special driver skills, and

Driving in complex traffic environments could be very difficult for drivers, especially in conditions of traffic where is present often interaction with other drivers. In that condition, it is concluded that older drivers increasingly lose power of quickly perception and reasoning. One of the prerequisites for safe driving is attention. When mental resources are not sufficient to meet all the impose tasks, the driver will see only the limited set of information which he will use for decision making and response to the demanding tasks [07].

According to the performed statistic, older drivers crash more frequently in complex traffic environments, then younger drivers and especially in intersections which involve turning, especially turning across the oncoming lane, and in complex traffic situations, i.e., when overtaking and merging. Results are contradictions about tactical performances of older drivers and driving skills. While some claim younger drivers make more driving errors than older drivers, older drivers have been found to have more problems with operational driving skills. In this case it was observed and performed comparison of driving skills of younger and older drivers in aspect of automatic and manually transmissions. More precisely it was compared one particular operational driving skill, gear changing, at younger and older drivers.

Research involved two groups of participants, population of older drivers, between the ages of 70 – 90 years, (average age 75.2) and population of younger drivers, between the ages of 27 – 48 years (average age 39.2). All partici-

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Darko Stanojević - The contemporary automatic gearboxes - review of the current state and interpretation of advantages and disadvantages of their use with respect to vehicle performance and traffic safety

pants drove the same route, one in vehicle with manually transmissions and one in vehicle with automatic transmissions. Each test took 35 min, in city traffic, thus to every chosen route had to be diverse in terms of traffic complexity, i.e. to involve many crossroads, left and right turns, traffic signs. For evaluation of driver’s skills during the tests, it was used ROA software (Ryd OnRoad Assessment). [01] ROA software is using scoring sheet which involve 34 specified items in seven categories (Table 2): speed, position, attention, indicator, manoeuvring, instructions, and traffic rules showed on figure 10. Made errors are graded on a 0-2 scale, where 0 implies normal driving behaviour, 1 indicates minor error, while 2 indicates considerable risk-taking behaviour.

Results of performed tests are showing that the older group made more driving errors, both, in the

car with manual transmission and in the automatic transmission car, compared with the younger group. [01] In the older group, driving the automatic transmission car improved their driving behaviour regarding the number of driving errors.

However, the car with automatic transmission did not affect the driving behaviour for the younger group, except for the turning left-task.

Automatic transmission had positive impact on driver behaviour of older drivers in five driving items. The two showing the largest impacts were Manoeuvring – Change gear, indicating inappropriate gear usage and Speed-Too fast for the situation relating to problems with controlling the speed according to the situation. The other three items were Manoeuvring – Handling pedals, Traffic rules –Exceeding speed limit and Position – To the left.

Figure 6: Items indicated in italics were the ones in which the automatic transmission car had a significantly positive impact for the older group, which is further displayed in the bar chart in the lower part of the figure.

The X-axis represents the average number of errors [01] Table 2: Scoring sheet with 34 specified items in seven categories [01]

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Darko Stanojević - The contemporary automatic gearboxes - review of the current state and interpretation of advantages and disadvantages of their use with respect to vehicle performance and traffic safety

The present study found that the older participants’ driving behaviour improved when driving a car with automatic transmission. As a result of the automatic transmission they displayed safer speed adjustments in urban areas, safer lane positioning, greater manoeuvring skills and better attention to the speed regulations while for younger drivers, automatic transmission had less effect on their driving behaviour. [01] Switching to automatic transmission may be recommended for older drivers as a means to maintain safe driving and thereby the quality of their transport mobility.

CONCLUSION Contemporary technology is in constant development. Contemporary automatic transmissions and different methods for control automatic gearboxes such as intelligent or auto adaptive control; automatic sequential control or GPS-controlled transmissions are part of development, and present major role. Work principles of these methods of control of automatic gearboxes are described, and it is clearly that introduction of such controls provides increasing of safeness and proven better performances of motor vehicles. But, questions arise: Does such methods of controlling the automatic transmissions are better for drivers? Does really make driving more comfortable, pleasant and without stress?

Opinions are divided. Interaction between drivers and system of motor vehicles, in this case interaction between drivers and gearboxes could be answer. For some drivers, it is better to have higher physical contact with road profile and for them that represents better controlling of vehicle transmission and furthermore better controlling of complete vehicle, while for some drivers absence of physical contact presents more comfortable and pleasant driving. Based on this it can be said that driving experiences decides whether to accept these types of automatic gearboxes. Intelligent or auto adaptive control is using learning of the driver’s habits during vehicle operation to control transmission. Does driver’s habits are always the same for all drivers? That could be reason for further research. Also it is good to mention one further remark about GPScontrolled transmissions. Currently road data for car navigation according to the driver’s experiences, in many cases, is not complete and this method of controlling of automatic transmissions would require significantly better road data that is currently available. In order to be safe and Journal of Applied Engineering Science 11(2013)2, 253

functional it would need to know about the camber of corners, the inclinometer of hills and to be able to sense other vehicles in proximity and how they are being driven. Generally, it can be said that automatic transmission is widely accepted, but does this methods of controlling automatic transmissions is widely accepted remains to be answered to above mentioned questions.

ACKNOWLEDGMENT This paper is part of research of the project: project number TR35045 (Scientific and technological support for improving the safety of special road and rail vehicles, project supported by Ministry of Education, Science and Technological development of Republic of Serbia.

REFERENCES 1) Falkmer, T., Selander, H., Bolin, I. (2011): “Why drive manual? – Automatic transmission improves driving behavior in older drivers”, ARSRPE Conference 2) Francisco Gonzales de Prado: “Cybernetics applications in vehicles”, Master in Cybernetics Research, University of León, September 2012 3) Glišović, J., Demić, M., Miloradović, D. (2011): Review of virtual reality applications for reducing time and cost of vehicle development cycle, Journal of Applied Engineering Science (Istraživanja i projektovanja u privredi), no. 3, vol.9, pp. 361-372 4) http://AL4%20Transmission.pdf: Citroen technical training: ”Presentation of AL4 automatic trasnmission” 5) http://www.autoblog.com/2013/03/04/rollsroyce-wraith-geneva-2013/ 6) Mayur R. Mogre (2012): “Comparative study between Automatic and Manual transmission car”, International conference on mechanical, Automobile and Biodiesel Engineering, pp. 308-312 7) Pavić, N., Popović, V., Vasić, M. (2011): Drivers age as the dominant demographic factor in traffic accident, Journal of Applied Engineering Science (Istraživanja i projektovanja u privredi), no. 3, vol.9, pp. 411-416 8) V.Spasojević (2012): Diplomski MSc rad: “Savremena mehatronička rešenja – automatski menjački prenosnici”, Mašinski fakultet, Beograd 9) Živanović,Z.,Janićijević,N.(1999):Automatske transmisije motornih vozila, Beograd: Ecolibri Paper sent to revision: 25.04.2013.

Paper ready for publication: 23.05.2013.

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doi:10.5937/jaes11-3723

Paper number: 11(2013)2, 254, 99 - 105

APPLYING NUMERICAL METHOD IN THE STRENGTH CALCULATION OF HIGH PRESSURE STEAMLINE Dragan Čukanović* University of Priština, Faculty of Technical Sciences, Kosovska Mitrovica, Serbia Dr Miroslav Živković University of Kragujevac, Faculty of Engineering, Kragujevac, Serbia Mr Aleksandar Jakovljević Electric Power Industry of Serbia Dr Slobodan Savić University of Kragujevac, Faculty of Engineering, Kragujevac, Serbia This paper analyses the distribution of stress through steam line of medium superheated steam with the special emphasis on the critical location, the bend, in order to estimate the remaining lifecycle of a steam line. Moreover it presents the theoretical basis of the beam superelement with 2D cross-section segment which was used for analysis in PAK software. The obtained results of stress analysis and estimated reliability of the construction after 200.000 hours of exploitation are shown.

Keywords: High pressure steam line, Beam superelement, PAK-software, Stress, Lifecycle of construction INTRODUCTION High pressure steamlines represent critical components of thermal power facilities which significantly affect the reliability and availability of facilities as well as the safety and security of personnel. Therefore, in their exploitation special attention should be given to monitoring and reviewing their state, in order to estimate the remaining lifecycle. High pressure steamlines operate in the conditions of high temperature and pressure on one side and of low-cycle fatigue at the starting and stopping point of the facility on the other side. Depending of constructions there are several methods for analyzing the reliability of a complex system such as the Generic Parts Count Analysis, the Failure Mode Effect and Criticality Analysis, the Event Tree Analysis, the Fault Tree Analysis as given in [08]. Applying software package based on the theory of finite elements enables modeling of constructions in order to analyze stress and strain and to estimate reliability of construction during the remaining lifecycle [03]. This paper shows theoretical basis of beam superelement with 2D cross section segment that the strength calculations are based on. Thereafter the calculation of high pressure steamline in PipePak software [01] is

presented in order to obtain the results of forces and moments at the critical location of steamline.

Based on that data detailed stress analysis at the critical location has been done using PAKS software [06] for calculation and FEMAP software [04] in the pre- and post-processing phase.

The obtained results have led to the relevant conclusions on the strength and remaining lifecycle of construction.

BEAM FINITE ELEMENT OF DEFORMABLE CROSS-SECTION AND GENERAL GEOMETRY The basic assumption is that for the part of the construction which is to be replaced by one such element, we can notice one direction (longitudinal axis) along which the structure is invariable in geometric and material terms (Figure 1a).

Planes which can be placed orthogonally to the longitudinal axis are the cross-sectional planes.

In the cross-sectional plane, we can determine the shape and material structure of the crosssection, which can be arbitrary (Figure 1b). At the reference beam axis whose direction coincides with the longitudinal axis the main beam nodes are being defined. The basic assumption is that each of such beam elements, which could

* University of Priština, Faculty of Technical Sciences, Kneza Miloša 7, 38220 Kosovska Mitrovica, Serbia; dcukanovic@gmail.com

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Dragan Čukanović - Applying numerical method in the strength calculation of high pressure steamline

be of a very complex structure, can be modeled by isoparametric subelements (Figure 1c). Since the beam element consists of sub-elements (isoparametric 3D, a shell and a beam) it can be

considered as a superelement. The number and type of subelements depend on the geometric and material properties of the representative cross-sections [07].

Figure 1: Modeling of a complex construction with beam superelement (a) longitudinal axis, (b) cross-section, (c) subelements of beam superelement, (d) segments in the representative cross-section

Figure 2: The geometry of the beam superelement with 2D cross-section seg-

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Dragan Čukanović - Applying numerical method in the strength calculation of high pressure steamline

The representative cross-sections are beam cross-sections in the main nodes of beam element. In the representative cross-section we can see the cross-sections of each subelement (Figure 1d). Cross-section of 3D subelement corresponds to the 2D (or surface) segment, crosssection of shell corresponds to 1D (or line) segment, cross-section of beam corresponds to 0D (or point ) segment. Segments are described by the nodes which are in the plane of the representative cross-sections and their position is specified in relation to the coordinate systems connected to the main beam nodes. One subelement in each representative cross-section of beam element has the appropriate segment that defines it. If all relative motions are constrained, stiffness matrix and force vector of subelements are directly added to the global stiffness matrix of the construction and to the global load vector. In the case of joint relative displacements of superelements the stiffness matrix and the force vector are formed at the level of elements group. The total number of equations for the group is obtained as the sum of the number of equations corresponding to the main beam nodes and nodes of all segments of the cross-sections in the group.

The equilibrium equation for the group is

where and are vectors of relative and global nodes displacement of segments corresponding to appropriate stiffness matrix , and force vectors , . is stiffness matrix which connects global and relative values of displacement and forces.

BEAM SUPERELEMENT WITH 2D SEGMENT IN THE CROSS-SECTION The geometry of beam superelement with coordinate systems and position vector, 3D subelement and 2D segment in the cross-section are shown in the Figure 2.

LINEAR-ELASTIC STRESS ANALYSIS The primary aim of modeling steam line in PipePak software was to obtain the values of forces and moments at the critical bend (Figure3) for further detailed stress analysis using PAK-S software for calculation as well as FEMAP in the phases of pre- and post-processing.

Table 1 shows the dimensions of the pipe bend based on which the model has been formed using FEMAP software.

(1) Table 1. Dimensions of pipe bend Diametre

Wall thickness

d1

d1

Tensed zone

Neutral zone 1

Pressed zone

Neutral zone 2

mm

mm

mm

mm

mm

mm

422.0

420.5

12.2

13.0

14.9

13.0

Figure 3: The forces and moments at the critical bend Journal of Applied Engineering Science 11(2013)2, 254

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Dragan Čukanović - Applying numerical method in the strength calculation of high pressure steamline

Finite element (FE) model of bend is created by modelling separately the cross-section (Figure 4) and the bend (Figure 6) and then combining their *.dat file. The detailed description of the procedure of obtaining the FE model of bend will be explained in the next few steps. Based on the data in the Table 1 the geometry of cross-section has been created. In Table 1 we can see that diameters in the tensed and pressed zone are different so that the cross-section is created as two ellipses whose centers are moved 1,35 mm along the y-direction. The structure of the steamline pipe bend is discretized by 2D finite elements. FE model of pipe bend is discretized at 3456 elements. 12 segments along the pipe bend axis (at each 7.5º), 48 segments along the

Figure 4: Finite element mesh

Figure 6 shows the FE model of pipe bend discretized by beam finite elements.

circumference of cross-section (at each 7.5º) and 6 layers of elements along wall thickness (Figure 4) have been created. Segments along the longitudinal and tangential direction are equal while the distribution along the thickness of the cross-section has been made in such a way that the surface elements are thinner than those in the middle section in order to be able to more closely monitor changes in stress values on the surface elements, that is, exactly where this change is the most intense. A detail of the finite element mesh along the wall thickness is shown in Figure 5. Translation in x-direction of nodes 1 and 3 and translation in y-direction of nodes 2 and 4 are constrained. Pipe bend is under the pressure of 2.84 MPa.

Figure 5: Elements through the thickness of the wall

The set values for loads, forces and moments were obtained as output result of the previously mentioned analysis in PipePak software (Table 2).

Table 2: Forces and moments Critical bend

Hot state cross-section A

cross-section D

Fx (N)

355

-355

Fy (N)

- 725

5759

Fz (N)

10.694

-10.694

Mx (Nm)

58.466

- 68.576

My (Nm)

-4882

559

Mz (Nm)

- 835

211

Upon the modeling of the cross-section and pipe bend, two files were obtained. By combining and setting appropriate parameters of the files we receive one input file, ready for analysis in the PAKFigure 6: Finite element mesh

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Dragan Čukanović - Applying numerical method in the strength calculation of high pressure steamline

S software. The analysis performed in PAK-S is based on the beam superelement the theoretical

basis of which is already given. The results of certain stresses are shown in Figures 7 and 8.

Figure 7: Radial and Tangential stresses Journal of Applied Engineering Science 11(2013)2, 254

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Dragan Čukanović - Applying numerical method in the strength calculation of high pressure steamline

Figure 8: Axial and Equivalent stress

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Dragan Čukanović - Applying numerical method in the strength calculation of high pressure steamline

Based on the presented results of stress distribution we can identify the presence of large local stresses (over 80 MPa), that exceed the standard material properties applicable to exploitation conditions, taking into account the fact that the steam lines have been exploited for more than 200,000 working hours [02]. Moreover, despite the influence of pipeline damage due to exploitation in the conditions of high temperature and pressure as well as of low cycle fatigue at the starting and stopping point of the facilities, the analysis of the model showed that such large stresses are the consequence of steam line support configuration [05].

CONCLUSION The primary objective of this paper is to do stress analysis in order to estimate the reliability of the construction during the remaining lifecycle the using software packages based on the finite element theory. The paper presents the theoretical basis of beam superelement with 2D cross section segment, which PAK software is based on. Moreover, based on the obtained results it has been concluded that at the analyzed critical location there are local stresses that exceed the allowable standard value for the steam line which has already been exploited for more than 200,000 working hours. Further analysis of the model has led to the conclusion that so large stresses are the consequence of the steam line support configuration.

ACKNOWLEDGEMENT The part of this research is supported by Ministry of Education, Science and Technological Development, Republic of Serbia, Grants TR32036 - Software development for solving coupled multiphysics problems.

Journal of Applied Engineering Science 11(2013)2, 254

REFERENCES 1) ALGOR PipePak, Pipe Stress Analysis and Design System for PC Workstations, ALGOR INC. (1993), Pittsburgh 2) American national standard “Power piping”, Asme code for pressure piping, ASME/ANSI B31.1, (2001), American society of Mechanical Engineering, USA 3) Dr Maksimovi S., Blažić M, Maksimović, M. (2010): Design of constructions with respects to fatigue and fracture mechanics, Journal of Applied Engineering Science (Istraživanja i projektovanja za privredu), Vol. 8, No. 4, pp. 181-188 4) FEMAP User Guide, (2002), Unigraphic Solution Inc, Exton, USA 5) Jakovljevic A., (2004): Impact of damage and stress state of material to the remaining life cycle of high-pressure steam line (in Serbian), Beograd, master thesis 6) Kojic M., Slavkovic R., Zivkovic M., Grujovic N., (2003) User Manual for PAK-finite element program for linear and nonlinear structural analysis and heat transfer, Kragujevac, Faculty for Mechanical Engineering, University of Kragujevac 7) Kojic M., Slavkovic R., Živković M., Grujovic N., (1998): Finite element method I (in Serbian), Kragujevac, Faculty for Mechanical Engineering, University of Kragujevac 8) Pantelis N. Botsaris, E. I. Konstantinidis, D. Pitsa, (2012): Systemic assessment and analysis of factors affect the reliability of wind, Journal of Applied Engineering Science (Istraživanja i projektovanja za privredu), Vol. 10, No. 2, pp. 85-92 Paper sent to revision: 08.04.2013.

Paper ready for publication: 20.05.2013.

105

EVENTS REVIEW

FIRST INTERNATIONAL RAILWAY BUSSINES FORUM 26th-28th April, 2013. MOKRA GORA “In the next 5-7 years investments about 2.5 billion Euros can be expected in the Serbian Railways.

Only during this year for the ongoing projects will be invested about 1.4 billion Euros, which will provide modernization of Serbian Railways according to the European standards and improve the quality of railway services”. This was said by general manager of Serbian Railways, Mr. Dragoljub Simonović, during the thematic roundtable “Modernization and reconstruction of Serbian Railways” within first International “Railway Business Forum” held from 26th to 28th April in Mokra Gora.

This international conference beside representatives of Serbian Railways also included more than 100 entrepreneurs and public companies, government bodies and even more than half of them were international. Among them, ideas for rehabilitation and reconstruction of Serbian Railways were also proposed by Institute for research and design in commerce and industry (IIPP) Belgrade, which is one of the leading companies in Serbia in the area of project management for transportation engineering, mechanical engineering, energy efficiency, etc.

IIPP Belgrade used this opportunity to share with the participants of Forum, experiences in similar finalized projects such as: Preparation of the Preliminary design and Tender documents preparation for the reconstruction of the Žeželj Bridge in Novi Sad, Preparation of Main Design for Railway Infrastructure Investment in Montenegro, General Master Plan for Transport in Serbia, Condition of vehicle fleet in Serbia and maintenance quality and others. Also, IIPP presented its strategic partners - companies Italferr and Italcertifer – which are consulting firms of Italian railways with over 20 years of international experiences in area of traffic engineering and certification. During the Forum, IIPP in cooperation with Italian company Italcertiferr, presents Railway Safety Directive 2004/49/EC and Railway Interoperability Directive 2008/57/EC and possible implementation of these directives in Serbian railways through donations and special credit lines that includes European-Italian funds.

Participants of the Forum were greeted by Assistant Minister of Transport for rail and intermodal transport - Dejan Lasica, Cabinet Chief of the Assembly President of the Serbia - Nebojša Pešić, president of the Serbian Chamber – Željko Serdić.

State of development, organizational plans and perspectives of Serbian Railways were presented by President of the Assembly of “Serbian Railways” – Zoran Anđelković, Executive Directors – Predrag Janković and Svetozar Ćapin and by Director for Transportation – Negosav Teofilović.

Executive Directors – Predrag Janković of “Serbian Railways” pointed out that Serbia must not lose traffic race compared with competitive corridor 4. Romania and Bulgaria will offer new transit relationship between Europe and Asia because of finished bridge across Danube in Calafat. That is a serious reason for strict observance of deadlines and top management of “Serbian Railways” will insist on that.

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EVENTS REVIEW Negosav Teofilović, Director for Transportation in “Serbian Railways” talked about project of supply and modernization of traffic assets. He emphasized that with government assistance billion dinars was provided for repair of traffic assets, and that provides business for local overhaul companies which employs almost 2500 people.

Assistant Minister of Transport for rail and intermodal transport - Dejan Lasica said that Ministry fully support plans for “Serbian Railways”. Lasica announced that Serbian Parliament will bring new law for Railways and that until the end of this year will be adopted national plan for development of railway infrastructure, which will determine priorities of railways in the next five years.

According to the European demands, “Serbian Railways” must build traffic corridors, new electrification of railways and the establishment of new cargo system.

The head of the Serbian Railways, Dragoljub Simonović, who was an initiator and promoter of idea of “Railway Business Forum”, assessed that this manifestation were absolutely successful and will become tradition. This kind of manifestation provides best way for “Serbian Railways” to get cooperation with local and international companies which could be able to work on elimination of eventual problems.

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ANNOUNCEMENT OF EVENTS

Institute for Research and Design in Commerce and Industry University of Belgrade, Faculty of Mechanical Engineering Serbian Maintenance Society

organize and invite you to 38 CONFERENCE - MAINTENANCE OF MACHINERY AND EQUIPMENT (OMO 2013) 29th June -03th July, 2013. Budva, Hotel Aleksandar th

MAIN TOPIC OF CONFERENCE: ASSET MANAGEMENT It is not necessary to emphasize significant of infrastructure maintenance in public sector. Nevertheless, very small investments in maintenance of infrastructure are common practice, both to movable and immovable property. Many countries of Southeast Europe expends only 20-50% for proper maintenance and Serbia is no exception of this recently universal phenomenon. Since 90’s, insufficient investment in maintenance of assets and infrastructure sector transportation, buildings, energy and mechanization has created a significant backlog of knowledge and applied processes maintenance and seriously degraded quality of infrastructure network, property and assets for work.

OMO 2013 is dedicated to the optimization of the budget for maintenance and to finding a compromise between preserving existing infrastructure and to assets and investing in the reconstruction and construction of new program In addition to the main topics NSS OMO 2013 will process and retain the traditional thematic areas related to maintenance of technical systems. The conference will bring together speakers from universities, research institutes and the industry.

Institutions, participants of 38th conference - maintenance of machinery and equipment (OMO 2013) are: Serbian Railways, Belgrade Nikola Tesla Airport, Jat Tehnika, Public Enterprise “Roads of Serbia”, Public Enterprise for electric energy transmission and transmission system control, Belgrade waterworks and sewerage, Ministry of Education, Science and Technological development of Republic of Serbia, Ministry of Construction and Urban planning of Republic of Serbia, Directorate for Railways of Republic of Serbia.

We invite interested authors to submit their papers on the e-mail address: office@iipp.rs. Proceedings will be in electronic (CD) publication, so the authors of the papers are not limit on the number of pages.

The fee for participation is: 32.000,00 dinars. For the potentional authors, fee for participation is 50 % of full price or 16.000,00 dinars. The registration fee includes participation, material (conference papers, work materials on the topic of maintenance, reliability and effectiveness etc.)., attending to presentations of papers. Price not include transport, accommodation and must be paid by the participants.

All interested participants can register on website: www.iipp.rs.

Telephone for detail informations: +38111 6300 750; +38111 6300 751 SCIENTIFIC CONFERENCE 9th SYMPOSIUM RESEARCH AND DESIGN FOR COMMERCE & INDUSTRY 24th-25th December 2013 University of Belgrade, Faculty of Mechanical Engineering Belgrade, Serbia Objective of the Symposium is networking and experience sharing among experts from public companies in transport, energy and mechanical engineering sector with relevant representatives of City and Republic institutions in order to promote, support and implement new technological developments.

More information: www.iipp.rs 108

Journal of Applied Engineering Science 11(2013)2

BOOK RECOMMENDATION Recommended by Nada Stanojević MONOCOMPOSITE SCHICHTWERKSTOFFE AUF BASIS VON POLYPROPYLEN (MONO-LAYER COMPOSITE MATERIALS BASED ON POLYPROPYLENE) Author: Prof. dr Robert Bjeković This work describes a modified method for the production and processing monocompositer layer materials from self-reinforced thermoplastics. They form a novel composite material. It is characterized by exceptional mechanical properties of oriented polypropylene tapes in a polypropylene matrix. Due to the low density, high stiffness and strength and an outstanding resistance to impact and abrasion stress components can be produced with a corresponding performance. This material is made of 100% polypropylene and can be easily recycled. Self-reinforced plastics offer an interesting potential for applications in the automotive area body based on the results shown. Their extraordinary properties at low density, coupled with the ability to present extremely thinwalled components can include on previously unattainable light potentials.

Format B5; 168 pages; ISBN 3-18-368305-9 ; Publisher: Dusseldorf: VDI-Verl.; Published: 2003

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SADRŽAJ

OD UREĐIVAČKOG ODBORA Prof. dr Vlastimir Dedović UVODNIK

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REZIMEI RADOVA

Dr Snežana Kaplanović, Dr Aleksandar Manojlović POLITIKA EKOLOŠKOG OPOREZIVANJA: SLUČAJ POREZA NA POGONSKA GORIVA U EVROPSKOJ UNIJI

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Marija Maruna, Vladimir Maruna PROCES RAZVOJA PLANA KAO METODOLOGIJA ZA SAVREMENO URBANO PLANIRANJE

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Vojislav Bobor, Dr Dragan Milanović, Petar Kefer PROSTORNO LOKALIZOVANO UPRAVLJANJE KOMPANIJAMA UPOTREBOM “CLOUD” TEHNOLOGIJA

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Igor Stevanović, Darko Stanojević, Aleksandar Nedić POSTAVLJANJE POSTPRODAJNOG PROCESA I KONTROLE KVALITETA U AUTO KUĆAMA U CILJU POVEĆANJA ZADOVOLJSTVA KLIJENATA

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Darko Stanojević, Vladimir Spasojević, Igor Stevanović, Aleksandar Nedić SAVREMENI AUTOMATSKI MENJAČKI PRENOSNICI – PREGLED TRENUTNOG STANJA I TUMAČENJE PREDNOSTI I MANA NJIHOVE UPOTREBE U POGLEDU NA PERFORMANSE VOZILA I BEZBEDNOST U SAOBRAĆAJU

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Dragan Čukanović, Dr Miroslav Živković, Mr Aleksandar Jakovljević, Dr Slobodan Savić PRIMENA NUMERIČKIH METODA U PRORAČUNU ČVRSTOĆE PAROVODA VISOKOG PRITISKA

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OD UREĐIVAČKOG ODBORA

UBRZAVANJE SPOZNAJE Prihvativši da pripremim uvodnik za ovaj broj našeg časopisa, pogledao sam predhodni, koji sam pisao u septembru 2010. Srećom, jer sam razmišljao na isti način i mnogo toga bih ponovio. Svašta se otad promenilo, a opet je nekako sve ostalo isto... Ili gore.

Država Srbija i dalje nema Strategiju. Posle niza godina u kojima su nas lagali o velikom rastu BDP-a, kada je BDP uvećavan prihodom od privatizacije, došlo je do otrežnjenja – nema rasta bez proizvodnje. Globalistička farsa o “novim bankarskim i sličnim proizvodima” propala je, a lokalni zagovornici iste prestrojavaju se u hodu i bez stida. Da su bar umesto Maksa Vebera na vreme čitali Karla Marksa (koji je, uzgred, pre nekoliko godina, u jednoj velikoj i ozbiljnoj anketi na Prof. dr Vlastimir Dedović BBC-u, veoma ubedljivo proglašen za najuticajnijeg filozofa u XX veku).

Ekonomska postojanost Nemačke u aktuelnoj krizi objašnjava se time što što je ona zadržala proizvodnju “u svojoj kući”, investirajući u unapređenje i usavršavanje tehnologije i proizvoda. Takav pristup, obezbeđujući proizvode najviseg kaliteta, stvorio je tražnju i omogućilo podizanje cena njenih proizvoda na svim tržištima.

Sada su se isti oni koji su u Srbiji zagovarali deindustrijalizaciju, setili da nam nema spasa bez reindustrijalizacije, zastupajući ustvari neoindustrijalizaciju. Sudbina Smederevske železare je dobar primer. Plan je da se reindustrijalizujemo u nekoliko koraka: (1) likvidirati sve “gubitaše”, koje su, uz aktivno učešće vlasti i sve objektivne nedaće, u propast odvukli neuki politikanti i kradljivi partijski, sindikalni i kriminalizovani kadrovi tajnih službi predhodne države; (2) na takvim temeljima, ili još bolje “na poljani”, sagraditi novu infrastrukturu i “još starije i lepše” fabrike, sa strateškim partnerima; (3) država Srbija će partnerima dati subvencije veće od ukupnog iznosa sadašnjih gubitaka i jevtinu radnu snagu sa smanjenim pravima, pride infrastrukturnu podršku i poreske i carinske olakšice, tako da svi zajedno možemo srećni da koračamo u svetlu budućnost; (4) u BDP će se uračunati milijarde evra vredna ukupna proizvodnja; (5) Srbija stvarno dobija samo par hiljada plata od 300 EUR mesečno.

Ne želim da budem pogrešno shvaćen: nisam od onih koji misle da sa svetom ne treba komunicirati i sarađivati. Iz mnogo razloga sada su nam potrebni i FIAT i njegovi kooperanti. Treba pozdraviti nastojanja da takvih bude više, očekujući da će se i odnosi postepeno menjati u korist građana Srbije. I smatram da treba najoštrije osuditi one koji su napravili diverziju oštećujući automobile na proizvodnoj traci. Podsetili su me na slučaj od pre desetak godina, kada su se, uoči otvaranja teškom mukom renoviranih sanitarnih čvorova i radničkih garderoba u IMR-u, isti ovakvi uneredili na sveže sređene podove. Mentalitet, nečiji nalog, ili je u pitanju zaostala i zamračena samoupravljačka svest?

A gde smo mi sada? Nedavno je to (onima koji do sada nisu shvatili) dobronamerno objasnio direktor Simensa za Srbiju: ovde više nema ni stručne, ni jeftine radne snage. Čak ni dobrih bakarnih polufabrikata.

Ako nekome treba kadar, mora da ga školuje o svom trošku. A dobru bakarnu žicu mora da uveze.

I zato čudi što već više od deset godina vlast ne uspeva da prepozna: uprkos svim glupostima i pogrešnoj politici, u ovoj državi i danas čudom postoje, na ivici svake vrste opstanka, ostaci industrije koja ima i tehnologiju i tržište. Da se zadržimo samo na metalskom sektoru: mali IMT-ov traktor je i u okolnim zemljama i u svetu godinama poznat kao “jedini Srbin koji se ne kvari”. IMR-ovi motori su među najtrajnijima u svetu, a u njegove traktore se, osim domaćih, kunu i seljaci u Egiptu, Siriji i Etiopiji. Nedavno su ove dve firme sklopile ugovor o prodaji tehnologije Pakistanu! Sledi ih oko 40 velikih kooperanata, na čelu sa Petoletkom. Umesto da pomogne, podrži i stimuliše domaću prodaju i izvoz, potvrđen ugovorima, uz smenu nesposobnih rukovodilaca, reorganizaciju i zatvor za lopove, država ove firme već 15 godina drži u statusu “restrukturiranja” i dodatno ih guši sprečavanjem moguće racionalizacije. Država se fokusira na dugove, nastale zaduživanjem u periodu sankcija, bombardovanja i plaćanja socijalnog mira, višestruko uvećane kamatama. Ti dugovi nikada neće moći da se naplate, što priznaje ista ta država: prilikom privatizacije, ti dugovi se novim vlasnicima obično otpisuju. Kada je za firmu već kasno.

Treba nam tuđe znanje i pomoć, ali moramo imati i svoje. “Pomozi sam sebi, da bi ti i Bog pomogao!”

I opet: teška vremena traže da odgovornost preuzmu čvrsti i stručni ljudi sa jasnom vizijom, dalekovidi, mudri, taktični i nadasve pošteni. Ima li još takvih u Srbiji, ili mislite da prvo treba da odškolujemo nove?

S poštovanjem, Prof. dr Vlastimir Dedović

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REZIMEI RADOVA Broj rada: 11(2013)2, 249

doi:10.5937/jaes11-3508

POLITIKA EKOLOŠKOG OPOREZIVANJA: SLUČAJ POREZA NA POGONSKA GORIVA U EVROPSKOJ UNIJI Dr Snežana Kaplanović Univerzitet u Beogradu, Saobraćajni fakultet, Beograd, Srbija Dr Aleksandar Manojlović Univerzitet u Beogradu, Saobraćajni fakultet, Beograd, Srbija U prvom delu rada istražuju se i navode razlozi zbog kojih se porez na pogonska goriva smatra jednim od najvažnijih ekonomskih instrumenata u transportnom sektoru. Takođe, predstavljeni su mogući načini diferenciranja poreza na pogonska goriva i analizirana je njihova opravdanost sa ekološkog stanovišta. U drugom delu rada, posebna pažnja posvećena je analizi primene ovog ekonomskog instrumenta u zemljama članicama Evropske unije, kao i njegovom mestu i ulozi u politici zaštite životne sredine.

Ključne reči: Pogonska goriva, Akciza, Životna sredina

Broj rada: 11(2013)2, 250

doi:10.5937/jaes11-3319

PROCES RAZVOJA PLANA KAO METODOLOGIJA ZA SAVREMENO URBANO PLANIRANJE Marija Maruna Univerzitet u Beogradu, Arhitektonski fakultet, Beograd, Srbija Vladimir Maruna MD & PROFY DOO, Beograd, Srbija Koncept procesa razvoja plana se zasniva na mogućnosti primene metodologije Unified Process-a na metodologiju procesa urbanog planiranja. Posmatran kao način organizacije planskih zadataka, proces urbanog planiranja može biti analiziran u oblasti upravljanja složenim procesima, a posebno u oblasti upravljanja razvojem softvera u okviru koje su razvijene najnaprednije metodologije za uređenje zadataka i standard koji se odnose na formalne metodologije za definisanje i realizaciju programskih rešenja. Kompleksan proces upravljanja i urbano planiranje se suočavaju sa sličnim problemskim aspektima. Metodologija Unified Process-a je jedna od najuspešnijih metoda za organizovanje procesa razvoja softverskog rešenja. Primenom metodologije Unified Process-a na proces urbanog planiranja formiran je concept procesa razvoja plana kao metodologije za savremeno urbano planiranje i ujedno stvoren odgovarajući meta-model kao krajnji nivo apstrakcije koji okuplja sva znanja iz tog domena.

Ključne reči: Upravljanje procesima, Metodologija urbanog planiranja, Jedinstven proces

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Journal of Applied Engineering Science 11(2013)2

REZIMEI RADOVA doi:10.5937/jaes11-3344

Broj rada: 11(2013)2, 251

PROSTORNO LOKALIZOVANO UPRAVLJANJE KOMPANIJAMA UPOTREBOM “CLOUD” TEHNOLOGIJA Vojislav Bobor Javno preduzeće Emisiona tehnika i veze, Beograd, Srbija Dr Dragan Milanović Univerzitet u Beogradu, Mašinski fakultet, Beograd, Srbija Petar Kefer OMNI Surfaces, Toronto, Kanada Poslovne aplikacije i softverske platforme prelaze u cloud okruženje. Ovaj rad ima za cilj analizu nove generacije alata koji se koriste u industrijskoj proizvodnji zajedno sa cloud tehnologijama. Decenije pred nama će obeležiti nov način komunikacije u poslovnim okruženjima telekomunikacija i medicine kao i industrijske proizvodnje i energetske efikasnosti. Standarde poslovne aplikacije i instalacije softvera zahtevaju značajna finansijska sredstva i troškove za hardver. Sa tim u vezi postoji potreba za timovima stručnjaka za instalaciju, testiranje i održavanje sistema. Novi pristup aplikacijama ovoj oblasti donosi nove načine ažuriranja softvera koje je automatsko, sa lakim pristupom aplikacijama bez obzira gde se prostorno nalazite.

Ključne reči: Softver, Kompanija, Lak pristup aplikacijama, “Cloud” aplikacije, “Cloud” okruženje

doi:10.5937/jaes11-3821

Broj rada: 11(2013)2, 252

POSTAVLJANJE POSTPRODAJNOG PROCESA I KONTROLE KVALITETA U AUTO KUĆAMA U CILJU POVEĆANJA ZADOVOLJSTVA KLIJENATA

Igor Stevanović Porsche Beograd Ada, Beograd, Srbija Darko Stanojević Univerzitet u Beogradu, Mašinski fakultet, Beograd, Srbija Aleksandar Nedić Kompanija Dunav Osiguranje, Beograd, Srbija U sektoru pružanja usluge potrebno je obezbediti kvalitetnu uslugu i zadovoljstvo klijenata, izboriti se na osnovu toga za njihovu lojalnost, a samim tim i kontinualno povećavati profit. Ovo naravno važi i za auto servise. Cilj rada je kreirati uslugu održavanja vozila na osnovu zahteva korisnika usluge.

Prilikom postavljanja servisnog procesa, prepoznate su mnoge aktivnosti koje zahtevaju sistem kontrole. Kontrola kvaliteta predstavlja glavni faktor za uspešno sprovođenje procesa.

Ključne reči: Kontrola kvaliteta, Održavanje vozila, Proces servisiranja, Zahtevi klijenata, Pokazatelji

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REZIMEI RADOVA Broj rada: 11(2013)2, 253

doi:10.5937/jaes11-3820

SAVREMENI AUTOMATSKI MENJAČKI PRENOSNICI – PREGLED TRENUTNOG STANJA I TUMAČENJE PREDNOSTI I MANA NJIHOVE UPOTREBE U POGLEDU NA PERFORMANSE VOZILA I BEZBEDNOST U SAOBRAĆAJU Darko Stanojević Univerzitet u Beogradu, Mašinski fakultet, Beograd, Srbija Vladimir Spasojević SDT Group DOO, Beograd, Srbija Igor Stevanović Porsche Beograd Ada , Beograd, Srbija Aleksandar Nedić Kompanija Dunav Osiguranje, Beograd, Srbija Cilj rada je da predstavi trenutno stanje stepena razvoja savremenih automatskih menjačkih prenosnika u automobilskoj industriji, njihov stepen zastupljenosti, kao i da približi pojam o mogućem pozitivnom uticaju njihove primene na bezbednost u saobraćaju kao projektovano rešenje sa visokim učešćem elektronskih komponenti i kibernetike. U prvom delu dat je pregled tipova automatskih menjačkih prenosnika novijeg doba kao i kraće objašnjenje njihovog načina rada. U drugom delu dat je primer tumačenja mogućih pozitivnih efekata primene savremenih automatskih menjačkih prenosnika na performanse vozila i bezbednost u saobraćaju.

Ključne reči: Automobilska industrija, Performanse vozila, Bezbednost saobraćaja, Savremeni automatski menjački prenosnici

doi:10.5937/jaes11-3723

Broj rada: 11(2013)2, 254

PRIMENA NUMERIČKIH METODA U PRORAČUNU ČVRSTOĆE PAROVODA VISOKOG PRITISKA Dragan Čukanović Univerzitet u Prištini, Fakultet tehničkih nauka, Kosovska Mitrovica, Srbija Dr Miroslav Živković Univerzitet u Kragujevcu, Fakultet inženjerskih nauka, Kragujevac, Srbija Mr Aleksandar Jakovljević Elektroprivreda Srbije Dr Slobodan Savić Univerzitet u Kragujevcu, Fakultet inženjerskih nauka, Kragujevac, Srbija U ovom radu anlizirana je raspodela napona parovoda tople međupregrejane pare, sa posebnim osvrtom na kritičnu lokaciju, koleno, u cilju sagledavanja preostalog radnog veka parovoda. Predstavljenje su teorijske osnove supergrednog konačnog elementa sa 2D segmentnom u poprečnom preseku na čijim teorijskim osnovama se zasniva analiza u softverskom paketu PAK. Prikazani su dobijeni rezultati naponske analize i procenenja pouzdanost konstrukcije nakon 200.000 sati provedenih u ekspoloataciji.

Ključne reci: Parovod visokog pritiska, Gredni superelement, PAK-softver, Napon, Radni vek konstrukcije

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