An integrated econometric model for bus replacement and determination of reserve fleet size based on predictive maintenance

Raposo, Hugo; Farinha, José Torres; Ferreira, L. A.; Galar, Diego

doi:10.17531/ein.2017.3.6

Cited by 17 publications

(17 citation statements)

References 23 publications

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“…They are mostly applied to the FSP (Milenkovic and Bojovic, 2013 fuzzy optimal control approach), sometimes combining the FSP with the other fleet management problems (Milenkovic et al, 2015stochastic Only a few researches can be found in the literature presenting some attempts to combine explicitly main strategic fleet management problems and solve them jointly. One of the examples uses the econometric global model to solve the RP combined with the FSP (Raposo et al, 2017). However, the FSP is solved analyzing availability of vehicles and its dependence on maintenance and maintenance costs.…”

Section: Literature Reviewmentioning

confidence: 99%

Strategic vehicle fleet management–a joint solution of make-or-buy, composition and replacement problems

Redmer

2020

JQME

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PurposeThe purpose of this paper is to develop an original model and a solution procedure for solving jointly three main strategic fleet management problems (fleet composition, replacement and make-or-buy), taking into account interdependencies between them.Design/methodology/approachThe three main strategic fleet management problems were analyzed in detail to identify interdependencies between them, mathematically modeled in terms of integer nonlinear programing (INLP) and solved using evolutionary based method of a solver compatible with a spreadsheet.FindingsThere are no optimization methods combining the analyzed problems, but it is possible to mathematically model them jointly and solve together using a solver compatible with a spreadsheet obtaining a solution/fleet management strategy answering the questions: Keep currently exploited vehicles in a fleet or remove them? If keep, how often to replace them? If remove then when? How many perspective/new vehicles, of what types, brand new or used ones and when should be put into a fleet? The relatively large scale instance of problem (50 vehicles) was solved based on a real-life data. The obtained results occurred to be better/cheaper by 10% than the two reference solutions – random and do-nothing ones.Originality/valueThe methodology of developing optimal fleet management strategy by solving jointly three main strategic fleet management problems is proposed allowing for the reduction of the fleet exploitation costs by adjusting fleet size, types of exploited vehicles and their exploitation periods.

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Section: Literature Reviewmentioning

confidence: 99%

Strategic vehicle fleet management–a joint solution of make-or-buy, composition and replacement problems

Redmer

2020

JQME

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“…In the area of passenger urban transport, Hugo et al [16], [17] discuss the relations between some maintenance KPIs, like MTTR, MTBF and availability, and the dimension of the reserve fleet. They use the Return On Investment (ROI) as the KPI to evaluate the relations between maintenance policy and the economic results.…”

Section: State Of the Art On Asset's Life Cycle And Maintenance Policiesmentioning

confidence: 99%

“…[16] and [17] demonstrate how a condition monitoring maintenance policy based on oil analysis influence the availability of urban buses.…”

Section: State Of the Art On Asset's Life Cycle And Maintenance Policiesmentioning

confidence: 99%

Life Cycle Cost versus Life Cycle Investment – A new Approach

Farinha

Raposo

Galar

2020

Wseas Transactions on Systems and Control

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The paper proposes a model for the life cycle of physical assets that includes the maintenance policy, because it has direct implications on the equipment’s Return On Investment (ROI) and Life Cycle Cost; the developed model can be applied to any type of physical asset. The model is called Life Cycle Investment (LCI) instead of the traditional Life Cycle Cost (LCC). The paper proposes a new methodology based on the modified economic life cycle and lifespan methods by including the maintenance policy using maintenance Key Performance Indicators (KPI), namely Availability, based on the Mean Time Between Failures (MTBF) and the Mean Time To Repair (MTTR). The benefits (profits) that result from the asset’s Availability must be balanced with the initial investment and the variable maintenance investment along its life, which has relation with the maintenance policy and the ROI.

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“…The use of econometric models mixed with maintenance variables and stochastic models is discussed in [43][44][45][46][47][48][49][50].…”

Section: State Of the Art Maintenance Managementmentioning

confidence: 99%

Economic Life Cycle <i>versus</i> Lifespan – A Case Study of an Urban Bus Fleet

Raposo¹,

Farinha²,

Fonseca³

et al. 2019

EAS

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The maintenance policy and the quality of service throughout the bus's life cycle can be measured through their costs along time that, when evaluated using Lifespan or Economic Life Cycle methods, allow to determine the renewal or the replacement time. The paper discusses these two models, using real data from an urban bus fleet company. The maths that supports the models are presented. They are considered the functioning and maintenance costs, and also the apparent rate. The Life Cycle Cost of an urban transport bus is strongly dependent on the policy and quality of its maintenance, from which it depends on its reliability and availability. The final result is reflected on its Life Cycle Cost, that can be evaluated through the Lifespan or the Economic Life Cycle methods. Other aspects that can be considered are the fuel costs and the type of terrain, because they are intrinsically interrelated and have a strong effect on costs, namely because they imply strong variation in the bus's consumption and in their maintenance costs. As the company considered in the case study has a poor maintenance policy, it makes the analysis challenging, making difficult to compare the economic life cycle with the lifespan method in this situation. However, the results and conclusions that are taken from them are obvious, what demonstrates the models' utility and robustness.

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An integrated econometric model for bus replacement and determination of reserve fleet size based on predictive maintenance

Cited by 17 publications

References 23 publications

Strategic vehicle fleet management–a joint solution of make-or-buy, composition and replacement problems

Strategic vehicle fleet management–a joint solution of make-or-buy, composition and replacement problems

Life Cycle Cost versus Life Cycle Investment – A new Approach

Economic Life Cycle <i>versus</i> Lifespan – A Case Study of an Urban Bus Fleet

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An integrated econometric model for bus replacement and determination of reserve fleet size based on predictive maintenance

Cited by 17 publications

References 23 publications

Strategic vehicle fleet management–a joint solution of make-or-buy, composition and replacement problems

Strategic vehicle fleet management–a joint solution of make-or-buy, composition and replacement problems

Life Cycle Cost versus Life Cycle Investment – A new Approach

Economic Life Cycle &lt;i&gt;versus&lt;/i&gt; Lifespan – A Case Study of an Urban Bus Fleet

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Economic Life Cycle <i>versus</i> Lifespan – A Case Study of an Urban Bus Fleet