2 2014 11 Journal of Applied Engineering Science

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Faculty of Mechanical Engineering, Belgrade;
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Prof. dr Gradimir Danon,
Faculty of Forestry, Belgrade;
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Mr ore Milosavljevi,
CPI - Process Engineering Center, Belgrade;
Prof. dr Miodrag Zec,
Faculty of Philosophy, Belgrade;
Prof. dr Nenad aji,
Mining and Geology Faculty, Belgrade;
Prof. dr Vlastimir Dedovi,
Faculty of Transport and Trafc Engeneering, Belgrade;
Prof. dr Mirko Vujoevi,
Faculty of organizational sciences, Belgrade;
Prof. dr Vladimir Popovi,
Doc. dr Vesna Spasojevi Brki,
Prof. dr Dragan Aleksendri,
Faculty of Mechanical Engineering, Belgrade.
ISSN 1451-4117 UDC 33
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Prof. dr Vukan Vui,
University of Pennsylvania, USA;
Prof. dr Robert Bjekovi,
Hochschule Ravensburg-Weingarten, Germany;
Prof. dr Jozef Aronov,
Research Institute for Certication JSC, Russia;
Prof. dr Jezdimir Kneevi,
MIRCE Akademy, England;
Dr Neboja Kovaevi,
Geotechnical consulting group, England;
Adam Zielinski,
Solaris Bus & Coach, Poland;
Prof. dr Milo Kneevi,
Faculty for Civil Engineering, Montenegro;
MSc Sinia Vidovi,
Energy Testing & Balance Inc, USA;
Dr Zdravko Milovanovi,
Faculty of Mechanical Engineering, Banja Luka.
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Milutin Ignjatovi,
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Transport Company Lasta, Belgrade;
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Cvijo Babi,
Belgrade Waterworks and Sewerage, Belgrade;
Nenad Jankov, Power Plant Kostolac B, Kostolac;
Miroslav Vukovi, Mercator Business System, Belgrade;
Duan uraevi, Euro Sumar, Belgrade.
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Nada Stanojevi, Milo Vasi, Darko Stanojevi,
Milo Dimitrijevi, Ivana Spasojevi, IIPP, Belgrade;
Printed by: Sigrastar, Belgrade
Designed and prepress: IIPP
Journal of Applied Engineering Science 10(2012)3
CONTENTS
Dr Sneana Kaplanovi , Dr Aleksandar Manojlovi

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 Milanovi , Petar Kefer

SPATIALLY LOCALIZED MANAGEMENT COMPANIES USING
CLOUD TECHNOLOGY
75 - 80
Igor Stevanovi , Darko Stanojevi , Aleksandar Nedi

SETTING THE AFTER SALE PROCESS AND QUALITY CONTROL AT CAR
DEALERSHIPS TO THE PURPOSE OF INCREASING CLIENTS SATISFACTION
81 - 88
Darko Stanojevi , Vladimir Spasojevi , Igor Stevanovi , Aleksandar Nedi

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
ukanovi , Dr Miroslav ivkovi , Mr Aleksandar Jakovljevi ,

Dr Slobodan Savi
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.
EDITORIAL
ACCELERATION OF UNDERSTANDING
After accepting to prepare the editorial for this number of our journal, I recalled the
previous one Ive 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 Dedovi
Germanys 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 elezara 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, somebodys 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 dont
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. Thats 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 doesnt spoil. IMRs 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,
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 Sneana Kaplanovi *
University of Belgrade, Faculty of Transport and Traffic Engineering, Belgrade, Serbia
Dr Aleksandar Manojlovi
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 instruments 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 Sneana Kaplanovi - 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 60100% 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

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
Excise duties
Retail price
DIESEL
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
59

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 countrys 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].

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
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

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).
REFERENCES
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tax/2007ACEATaxGuidedef~Introduction.
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2) ACEA (2008) ACEA Tax Guide 2008 Introduction, http://www.acea.be/images/uploads/
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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
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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) Kaplanovi , S., Ivkovi , I., Petrovi , J. (2007)
Porez na pogonska goriva u transportnom
sektoru instrument u funkciji zatite ivotne
sredine, Journal of Applied Engineering Science (Istraivanja i projektovanja za privredu), No. 16, pp. 39-46
12) Kaplanovi , S., Petrovi , J., Ivkovi , I. (2009)
Ekonomski instrumenti u funkciji odrivog
razvoja drumskog saobra aja, Journal of Applied Engineering Science (Istraivanja 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_
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14) Sterner T. (2007) Fuel taxes: an important
instrument for climate policy, Energy Policy
35(6), 31943202
Paper sent to revision: 19.03.2013.
Paper ready for publication: 16.05.2013.
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
63
Marija Maruna - Plan development process as a methodology

for contemporary urban planning
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.
64
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 fullfledged 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

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
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.
65

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

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.
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

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

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

69

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.
70
This minimal set of reconciled Actors 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 Actors 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

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
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

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
72

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
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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1) Abu Gaben, M., Kr evinac, S., Vujoevi , M.
(2007) Modeluju i sistemi u optimizaciji, Journal of Applied Engineering Science (Istraivanja
i projektovanja za privredu), No.18, pp. 37-47
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G. P., Ackermann, F., Eden, C., Finn, C. B.,
(2006) Integrating Modes of Systems Thinking into Strategic Planning Education and
Practice,Journal of Public Affairs Education,12(3), 265-293.
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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.
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California: ESRI Press, 81-98.
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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.
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and Projects, Cambridge, Massachusetts:
Lincoln Institute of Land Policy.
12) Jacobson, I., Booch, G., Rumbaugh, J., (1999)
The Unified Software Development Process,
Addison Wesley.
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B: Planning and Design, 26(3), 317-320.
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Analysis and Design and the Unified Process, Prentice Hall PTR.
15) Laurini, R., (2001) Information systems for urban
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London and New York: Taylor& Francis.
16) Maruna, M., Maruna, V., (2005) Elements of
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2005&GEOMULTIMEDIA 05, TU Wien and
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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 Milanovi
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] Todays 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 Risti a 1, 11000 Belgrade, Serbia;
vojislav.bobor@gmail.com
75
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.

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]
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.
77

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

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.
Todays 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]

79

REFERENCES
1) Atila Madai, IDC Adriatics country manager
Serbia, www.yutro.com IDC Adriatics Cloud
Computing Roadshow 2012
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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
pof_microsite/_pof-spring-2011/_html_en/
cloud-computing.html
80
pof_microsite/_pof-spring-2011/_html_en/research-cooperation.html
13) Kfer, G.: www.sei.cmu.edu - Siemens
Cloud Computing Competence Center) Cloud Computing Architecture
14) Kfer, 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
doi:10.5937/jaes11-3821
Paper number: 11(2013)2, 252, 81 - 88
SETTING THE AFTER SALE PROCESS AND QUALITY

CONTROL AT CAR DEALERSHIPS TO THE PURPOSE
OF INCREASING CLIENTS SATISFACTION
Igor Stevanovi *
Porsche Beograd Ada , Belgrade, Serbia
Darko Stanojevi
Aleksandar Nedi
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. Thats 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, Radni ka 4, 11000 Belgrade, Serbia;
igorstevanovicbg@yahoo.com
CLIENTS SATISFACTION IN THE SERVICE

OF VEHICLE MAINTENANCE
The term of clients 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 Stevanovi - 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 companys
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 consumers 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. 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 arent. 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, caf, 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

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
83

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.

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

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

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. Thats why it is important to take
the clients 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.

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
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.
87

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) Uskokovi P.,(2005), Planiranje-jedna od osnovnih aktivnosti menadmenta, Journal of Applied Engineering Science (Istraivanja i projektovanja za privredu), vol.3, No.8, pp. 33-40
5) Veljkovic S., (2009), Marketing usluga, Centar
za izdava ku delatnost Ekonomskog fakulteta
u Beogradu, Beograd.
Properly parked
6) Vujanovi N., (2003), Odgovornost rukovodstva u pogledu planiranja sistema menadmenta kvalitetom,
Journal of Applied Engineering Science (Istraivanja
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
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 Stanojevi *
Vladimir Spasojevi
SDT Group DOO, Belgrade, Serbia
Igor Stevanovi
Porsche Beograd Ada , Belgrade, Serbia
Aleksandar Nedi
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
89
Darko Stanojevi - 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 40s of the last century but
during the 50s, 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 80s automatic gearboxes had no electronic central unit to control the gears. The gear
shift depended on the accelerators 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 80s the gear shifts were not done by mechanic references any more, but by a set of rules
established by electronics. Several sensors measure the vehicles speed, the accelerators 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 drivers
needs and driving style, in every moment of vehicle movement, learning the drivers 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: accelerators
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.
Darko Stanojevi - 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
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;
91
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, koda 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
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-
93
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 drivers 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
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-
95
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 drivers 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]
96
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 drivers habits during vehicle
operation to control transmission. Does drivers
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 drivers 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
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 Len, September 2012
3) Gliovi , J., Demi , M., Miloradovi , D. (2011):
Review of virtual reality applications for reducing time and cost of vehicle development
cycle, Journal of Applied Engineering Science
(Istraivanja 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) Pavi , N., Popovi , V., Vasi , M. (2011): Drivers age as the dominant demographic factor
in traffic accident, Journal of Applied Engineering Science (Istraivanja i projektovanja
u privredi), no. 3, vol.9, pp. 411-416
8) V.Spasojevi (2012): Diplomski MSc rad: Savremena mehatroni ka reenja automatski menja ki
prenosnici, Mainski fakultet, Beograd
9) ivanovi ,Z.,Jani ijevi ,N.(1999):Automatske
transmisije motornih vozila, Beograd: Ecolibri
97
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 ukanovi *
University of Pritina, Faculty of Technical Sciences, Kosovska Mitrovica, Serbia
Dr Miroslav ivkovi
University of Kragujevac, Faculty of Engineering, Kragujevac, Serbia
Mr Aleksandar Jakovljevi
Electric Power Industry of Serbia
Dr Slobodan Savi
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 Pritina, Faculty of Technical Sciences, Kneza Miloa 7, 38220 Kosovska Mitrovica, Serbia;
dcukanovic@gmail.com
99
Dragan
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
ukanovi - Applying numerical method in the strength calculation

of high pressure steamline
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-
100
Dragan ukanovi - Applying numerical method in the strength calculation

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

101
Dragan
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 7.5), 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 7.5)

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
102

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

103
Dragan

Figure 8: Axial and Equivalent stress
104

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.
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., Blai M, Maksimovi , M.
(2010): Design of constructions with respects to
fatigue and fracture mechanics, Journal of Applied Engineering Science (Istraivanja 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., ivkovi 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
(Istraivanja i projektovanja za privredu), Vol.
10, No. 2, pp. 85-92
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
Simonovi , 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 eelj 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 - Neboja Pei ,
president of the Serbian Chamber eljko Serdi .
State of development, organizational plans and perspectives of Serbian Railways were presented by
President of the Assembly of Serbian Railways Zoran An elkovi , Executive Directors Predrag
Jankovi and Svetozar apin and by Director for Transportation Negosav Teofilovi .
Executive Directors Predrag Jankovi 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.
106
EVENTS REVIEW
Negosav Teofilovi , 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 Simonovi , 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.
107
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

38th CONFERENCE - MAINTENANCE OF MACHINERY AND EQUIPMENT (OMO 2013)
29th June -03th July, 2013. Budva, Hotel Aleksandar
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 90s, 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
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Recommended by Nada Stanojevi
MONOCOMPOSITE SCHICHTWERKSTOFFE AUF BASIS VON POLYPROPYLEN
(MONO-LAYER COMPOSITE MATERIALS BASED ON POLYPROPYLENE)
Author: Prof. dr Robert Bjekovi
This work describes a modified method for the production and
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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
109
SADRAJ
OD URE IVA KOG ODBORA

UVODNIK
111
REZIMEI RADOVA
Dr Sneana Kaplanovi , Dr Aleksandar Manojlovi

POLITIKA EKOLOKOG OPOREZIVANJA: SLU AJ POREZA NA POGONSKA
GORIVA U EVROPSKOJ UNIJI
112
Marija Maruna, Vladimir Maruna

PROCES RAZVOJA PLANA KAO METODOLOGIJA ZA SAVREMENO
URBANO PLANIRANJE
112
Vojislav Bobor, Dr Dragan Milanovi , Petar Kefer

PROSTORNO LOKALIZOVANO UPRAVLJANJE KOMPANIJAMA
UPOTREBOM CLOUD TEHNOLOGIJA
113
Igor Stevanovi , Darko Stanojevi , Aleksandar Nedi

POSTAVLJANJE POSTPRODAJNOG PROCESA I KONTROLE KVALITETA U
AUTO KU AMA U CILJU POVE ANJA ZADOVOLJSTVA KLIJENATA
113
Darko Stanojevi , Vladimir Spasojevi , Igor Stevanovi , Aleksandar Nedi

SAVREMENI AUTOMATSKI MENJA KI PRENOSNICI PREGLED TRENUTNOG STANJA
I TUMA ENJE PREDNOSTI I MANA NJIHOVE UPOTREBE U POGLEDU
NA PERFORMANSE VOZILA I BEZBEDNOST U SAOBRA AJU
114
Dragan ukanovi , Dr Miroslav ivkovi , Mr Aleksandar Jakovljevi , Dr Slobodan Savi

PRIMENA NUMERI KIH METODA U PRORA UNU VRSTO E PAROVODA
VISOKOG PRITISKA
114
110
OD URE
IVA
KOG ODBORA
UBRZAVANJE SPOZNAJE
Prihvativi da pripremim uvodnik za ovaj broj naeg asopisa, pogledao sam
predhodni, koji sam pisao u septembru 2010. Sre om, jer sam razmiljao
na isti na in i mnogo toga bih ponovio. Svata se otad promenilo, a opet je
nekako sve ostalo isto... Ili gore.
Drava Srbija i dalje nema Strategiju. Posle niza godina u kojima su nas lagali
o velikom rastu BDP-a, kada je BDP uve avan prihodom od privatizacije, dolo
je do otrenjenja nema rasta bez proizvodnje. Globalisti ka farsa o novim
bankarskim i sli nim proizvodima propala je, a lokalni zagovornici iste prestrojavaju se u hodu i bez stida. Da su bar umesto Maksa Vebera na vreme itali Karla
Marksa (koji je, uzgred, pre nekoliko godina, u jednoj velikoj i ozbiljnoj anketi na
BBC-u, veoma ubedljivo proglaen za najuticajnijeg filozofa u XX veku).
Ekonomska postojanost Nema ke u aktuelnoj krizi objanjava se time to to je ona zadrala proizvodnju u
svojoj ku i, investiraju i u unapre enje i usavravanje tehnologije i proizvoda. Takav pristup, obezbe uju i
proizvode najviseg kaliteta, stvorio je tranju i omogu ilo podizanje cena njenih proizvoda na svim tritima.
Sada su se isti oni koji su u Srbiji zagovarali deindustrijalizaciju, setili da nam nema spasa bez reindustrijalizacije,
zastupaju i ustvari neoindustrijalizaciju. Sudbina Smederevske elezare je dobar primer. Plan je da se reindustrijalizujemo u nekoliko koraka: (1) likvidirati sve gubitae, koje su, uz aktivno u e e vlasti i sve objektivne neda e,
u propast odvukli neuki politikanti i kradljivi partijski, sindikalni i kriminalizovani kadrovi tajnih slubi predhodne
drave; (2) na takvim temeljima, ili jo bolje na poljani, sagraditi novu infrastrukturu i jo starije i lepe fabrike,
sa stratekim partnerima; (3) drava Srbija e partnerima dati subvencije ve e od ukupnog iznosa sadanjih gubitaka i jevtinu radnu snagu sa smanjenim pravima, pride infrastrukturnu podrku i poreske i carinske olakice, tako
da svi zajedno moemo sre ni da kora amo u svetlu budu nost; (4) u BDP e se ura unati milijarde evra vredna
ukupna proizvodnja; (5) Srbija stvarno dobija samo par hiljada plata od 300 EUR mese no.
Ne elim da budem pogreno shva en: nisam od onih koji misle da sa svetom ne treba komunicirati i sara ivati. Iz
mnogo razloga sada su nam potrebni i FIAT i njegovi kooperanti. Treba pozdraviti nastojanja da takvih bude vie,
o ekuju i da e se i odnosi postepeno menjati u korist gra ana Srbije. I smatram da treba najotrije osuditi one koji su
napravili diverziju ote uju i automobile na proizvodnoj traci. Podsetili su me na slu aj od pre desetak godina, kada su
se, uo i otvaranja tekom mukom renoviranih sanitarnih vorova i radni kih garderoba u IMR-u, isti ovakvi uneredili na
svee sre ene podove. Mentalitet, ne iji nalog, ili je u pitanju zaostala i zamra ena samoupravlja ka svest?
A gde smo mi sada? Nedavno je to (onima koji do sada nisu shvatili) dobronamerno objasnio direktor Simensa za Srbiju: ovde vie nema ni stru ne, ni jeftine radne snage. ak ni dobrih bakarnih polufabrikata.
Ako nekome treba kadar, mora da ga koluje o svom troku. A dobru bakarnu icu mora da uveze.
I zato udi to ve vie od deset godina vlast ne uspeva da prepozna: uprkos svim glupostima i pogrenoj
politici, u ovoj dravi i danas udom postoje, na ivici svake vrste opstanka, ostaci industrije koja ima i
tehnologiju i trite. Da se zadrimo 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 me u najtrajnijima u svetu, a
u njegove traktore se, osim doma ih, 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 elu sa Petoletkom. Umesto
da pomogne, podri i stimulie doma u prodaju i izvoz, potvr en ugovorima, uz smenu nesposobnih rukovodilaca, reorganizaciju i zatvor za lopove, drava ove firme ve 15 godina dri u statusu restrukturiranja i
dodatno ih gui spre avanjem mogu e racionalizacije. Drava se fokusira na dugove, nastale zaduivanjem
u periodu sankcija, bombardovanja i pla anja socijalnog mira, viestruko uve ane kamatama. Ti dugovi
nikada ne e mo i da se naplate, to priznaje ista ta drava: prilikom privatizacije, ti dugovi se novim vlasnicima obi no otpisuju. Kada je za firmu ve kasno.
Treba nam tu e znanje i pomo , ali moramo imati i svoje. Pomozi sam sebi, da bi ti i Bog pomogao!
I opet: teka vremena trae da odgovornost preuzmu vrsti i stru ni ljudi sa jasnom vizijom, dalekovidi,
mudri, takti ni i nadasve poteni. Ima li jo takvih u Srbiji, ili mislite da prvo treba da odkolujemo nove?
S potovanjem,
111
REZIMEI RADOVA
Broj rada: 11(2013)2, 249
doi:10.5937/jaes11-3508
POLITIKA EKOLOKOG OPOREZIVANJA: SLU AJ POREZA NA POGONSKA

GORIVA U EVROPSKOJ UNIJI
Dr Sneana Kaplanovi
Univerzitet u Beogradu, Saobra ajni fakultet, Beograd, Srbija
Dr Aleksandar Manojlovi
Univerzitet u Beogradu, Saobra ajni fakultet, Beograd, Srbija
U prvom delu rada istrauju se i navode razlozi zbog kojih se porez na pogonska goriva smatra
jednim od najvanijih ekonomskih instrumenata u transportnom sektoru. Tako e, predstavljeni su
mogu i na ini diferenciranja poreza na pogonska goriva i analizirana je njihova opravdanost sa
ekolokog stanovita. U drugom delu rada, posebna panja posve ena je analizi primene ovog ekonomskog instrumenta u zemljama lanicama Evropske unije, kao i njegovom mestu i ulozi u politici
zatite ivotne sredine.
Klju ne re i: Pogonska goriva, Akciza, ivotna 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 mogu nosti primene metodologije Unified Process-a
na metodologiju procesa urbanog planiranja. Posmatran kao na in organizacije planskih zadataka,
proces urbanog planiranja moe biti analiziran u oblasti upravljanja sloenim procesima, a posebno
u oblasti upravljanja razvojem softvera u okviru koje su razvijene najnaprednije metodologije za
ure enje zadataka i standard koji se odnose na formalne metodologije za definisanje i realizaciju
programskih reenja. Kompleksan proces upravljanja i urbano planiranje se suo avaju sa sli nim
problemskim aspektima. Metodologija Unified Process-a je jedna od najuspenijih metoda za organizovanje procesa razvoja softverskog reenja. Primenom metodologije Unified Process-a na proces urbanog planiranja formiran je concept procesa razvoja plana kao metodologije za savremeno
urbano planiranje i ujedno stvoren odgovaraju i meta-model kao krajnji nivo apstrakcije koji okuplja
sva znanja iz tog domena.
Klju ne re i: Upravljanje procesima, Metodologija urbanog planiranja, Jedinstven proces
112
REZIMEI RADOVA
doi:10.5937/jaes11-3344
Broj rada: 11(2013)2, 251
PROSTORNO LOKALIZOVANO UPRAVLJANJE KOMPANIJAMA UPOTREBOM

CLOUD TEHNOLOGIJA
Vojislav Bobor
Javno preduze e Emisiona tehnika i veze, Beograd, Srbija
Dr Dragan Milanovi
Univerzitet u Beogradu, Mainski fakultet, Beograd, Srbija
Petar Kefer
OMNI Surfaces, Toronto, Kanada
Poslovne aplikacije i softverske platforme prelaze u cloud okruenje. Ovaj rad ima za cilj analizu
nove generacije alata koji se koriste u industrijskoj proizvodnji zajedno sa cloud tehnologijama. Decenije pred nama e obeleiti nov na in komunikacije u poslovnim okruenjima telekomunikacija i
medicine kao i industrijske proizvodnje i energetske efikasnosti. Standarde poslovne aplikacije i instalacije softvera zahtevaju zna ajna finansijska sredstva i trokove za hardver. Sa tim u vezi postoji
potreba za timovima stru njaka za instalaciju, testiranje i odravanje sistema. Novi pristup aplikacijama ovoj oblasti donosi nove na ine auriranja softvera koje je automatsko, sa lakim pristupom
aplikacijama bez obzira gde se prostorno nalazite.
Klju ne re i: Softver, Kompanija, Lak pristup aplikacijama, Cloud aplikacije, Cloud okruenje
doi:10.5937/jaes11-3821
Broj rada: 11(2013)2, 252
POSTAVLJANJE POSTPRODAJNOG PROCESA I KONTROLE KVALITETA U AUTO

KU AMA U CILJU POVE ANJA ZADOVOLJSTVA KLIJENATA
Igor Stevanovi
Porsche Beograd Ada, Beograd, Srbija
Darko Stanojevi
Aleksandar Nedi
Kompanija Dunav Osiguranje, Beograd, Srbija
U sektoru pruanja usluge potrebno je obezbediti kvalitetnu uslugu i zadovoljstvo klijenata, izboriti se
na osnovu toga za njihovu lojalnost, a samim tim i kontinualno pove avati profit. Ovo naravno vai
i za auto servise. Cilj rada je kreirati uslugu odravanja vozila na osnovu zahteva korisnika usluge.
Prilikom postavljanja servisnog procesa, prepoznate su mnoge aktivnosti koje zahtevaju sistem kontrole. Kontrola kvaliteta predstavlja glavni faktor za uspeno sprovo enje procesa.
Klju ne re i: Kontrola kvaliteta, Odravanje vozila, Proces servisiranja, Zahtevi klijenata, Pokazatelji
113
REZIMEI RADOVA
Broj rada: 11(2013)2, 253
doi:10.5937/jaes11-3820
SAVREMENI AUTOMATSKI MENJA KI PRENOSNICI PREGLED TRENUTNOG STANJA I

TUMA ENJE PREDNOSTI I MANA NJIHOVE UPOTREBE U POGLEDU
NA PERFORMANSE VOZILA I BEZBEDNOST U SAOBRA AJU
Darko Stanojevi
Vladimir Spasojevi
SDT Group DOO, Beograd, Srbija
Igor Stevanovi
Porsche Beograd Ada , Beograd, Srbija
Aleksandar Nedi
Kompanija Dunav Osiguranje, Beograd, Srbija
Cilj rada je da predstavi trenutno stanje stepena razvoja savremenih automatskih menja kih prenosnika u automobilskoj industriji, njihov stepen zastupljenosti, kao i da priblii pojam o mogu em
pozitivnom uticaju njihove primene na bezbednost u saobra aju kao projektovano reenje sa visokim u e em elektronskih komponenti i kibernetike. U prvom delu dat je pregled tipova automatskih
menja kih prenosnika novijeg doba kao i kra e objanjenje njihovog na ina rada. U drugom delu
dat je primer tuma enja mogu ih pozitivnih efekata primene savremenih automatskih menja kih
prenosnika na performanse vozila i bezbednost u saobra aju.
Klju ne re i: Automobilska industrija, Performanse vozila, Bezbednost saobra aja, Savremeni
automatski menja ki prenosnici
Broj rada: 11(2013)2, 254
doi:10.5937/jaes11-3723
PRIMENA NUMERI KIH METODA U PRORA UNU
VRSTO E PAROVODA
VISOKOG PRITISKA
Dragan ukanovi
Univerzitet u Pritini, Fakultet tehni kih nauka, Kosovska Mitrovica, Srbija
Dr Miroslav ivkovi
Univerzitet u Kragujevcu, Fakultet inenjerskih nauka, Kragujevac, Srbija
Mr Aleksandar Jakovljevi
Elektroprivreda Srbije
Dr Slobodan Savi
Univerzitet u Kragujevcu, Fakultet inenjerskih nauka, Kragujevac, Srbija
U ovom radu anlizirana je raspodela napona parovoda tople me upregrejane pare, sa posebnim
osvrtom na kriti nu lokaciju, koleno, u cilju sagledavanja preostalog radnog veka parovoda. Predstavljenje su teorijske osnove supergrednog kona nog elementa sa 2D segmentnom u popre nom
preseku na ijim 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.
Klju ne reci: Parovod visokog pritiska, Gredni superelement, PAK-softver, Napon, Radni vek konstrukcije
114

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IMPRESSUM

International Editorial Board

Journal of Applied Engineering Science 10(2012)3

Dr Sneana Kaplanovi , Dr Aleksandar Manojlovi

Marija Maruna, Vladimir Maruna

Vojislav Bobor, Dr Dragan Milanovi , Petar Kefer

Igor Stevanovi , Darko Stanojevi , Aleksandar Nedi

Darko Stanojevi , Vladimir Spasojevi , Igor Stevanovi , Aleksandar Nedi

ukanovi , Dr Miroslav ivkovi , Mr Aleksandar Jakovljevi ,

EVENTS REVIEW 106 - 107

EDITORIAL AND ABSTRACTS IN SERBIAN LANGUAGE 111 - 114

Journal of Applied Engineering Science 11(2013)2

Journal of Applied Engineering Science 11(2013)2

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

ENVIRONMENTAL TAXATION POLICY: THE

Dr Sneana Kaplanovi - Environmental taxation policy: The case of taxes

per and Fulton (2008) found that diesel cars are

Figure 1: The components of the EU average retail

The EU average retail price of a litre of unleaded

Dr Sneana Kaplanovi - Environmental taxation policy: The case of taxes

and VAT. The excise duty component of the retail

taxes represent around 13% of the retail price for

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

Dr Sneana Kaplanovi - Environmental taxation policy: The case of taxes

In the implementation of the adopted motor fuel

Lowering tax liabilities in small countries and

Dr Sneana Kaplanovi - Environmental taxation policy: The case of taxes

By analyzing excise duties on motor fuels, it is

implement the policy of lower taxes on diesel

Dr Sneana Kaplanovi - Environmental taxation policy: The case of taxes

amending Directive 2003/96/EC. According to

4) European Commission (2011) Proposal

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

PLAN DEVELOPMENT PROCESS AS A

are dominant in the IT since they can be easily

Marija Maruna - Plan development process as a methodology

A unified urban planning platform, or, in other

Marija Maruna - Plan development process as a methodology

ban planning process through formal definition

certain features of the urban environment, and

Marija Maruna - Plan development process as a methodology

respective roles relating to the use, production

Marija Maruna - Plan development process as a methodology

incremental principle within a particular workflow

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

STARTING MODELS OF THE PLAN

Marija Maruna - Plan development process as a methodology

all progress in each and every process phase, if

Figure 2: Plan Development Process workflow model

too wide and broad, the process can even return

Figure 3: Explanation of Lines

Marija Maruna - Plan development process as a methodology

aspects including spatial, social, economic,

their seriousness and extent. It is also important

Figure 4: Urban and Spatial Analysis

Figure 5: Requirement Analysis

Marija Maruna - Plan development process as a methodology

Urban and Spatial Analysis contains five different

Marija Maruna - Plan development process as a methodology

tive is actually draft developed down to the level

Selected set of alternatives are then developed

Figure 6: Plan Formulation

back to the part of the workflow responsible for

Marija Maruna - Plan development process as a methodology