Additional Truck Research Articles

Analysis of aggregate planning for development strategy: case study of gasoline distribution company in Indonesia

The purpose of this study is to analyze how aggregate planning alternative can be used for development strategyto solve the peak season demand and also which forecasting method is the most appropriate to forecast the demand in this case. The approach presented in this study has to do with descriptive study using the secondary data and data collected cross sectional. The forecasting methods to calculate the demand are moving average, weighted moving average, exponential smoothing, exponential smoothing with trend, trend projection and multiplicative decomposition. This study indicated that the company is not in optimal in fulfilling the peak season demand. It will help company find the best solution for an alternative development strategy. The result of this study showed that the appropriate forecasting method is multiplicative decomposition. A multiple criteria alternatives for developed strategy in this study which are additional truck, subcontract, additional working days and mixed strategy. The lowest additional cost in this study is additional truck alternative. Strategy developing for this study for the company is the appropriate choice to solve the peak season demand with the additional cost.

Application of cultural algorithm in cross-docking scheduling

This paper studied on the operational scheduling problem in a cross-docking center of a single receiving and a single shipping door with finite temporary storage.A dynamic programming model was built with the objective to minimize the costs including additional handing,temporary storage and truck replacement cost.A cultural algorithm with two layer evolutionary mechanism was proposed to solve the problem.The evolution of population space adopted genetic algorithm,and the belief space received good individual from population space to form knowledge which was used to guide evolution in turn.Numerical experiments under small and big scale situations prove the validity of proposed cultural algorithm.

Efficient determination of vehicle emission factors by fuel use category using on-road measurements: downward trends on Los Angeles freight corridor I-710

To evaluate the success of vehicle emissions regulations, trends in both fleet-wide average emissions as well as high-emitter emissions are needed, but it is challenging to capture the full spread of vehicle emission factors (EFs) with chassis dynamometer or tunnel studies, and remote sensing studies cannot evaluate particulate compounds. We developed an alternative method that links real-time on-road pollutant measurements from a mobile platform with real-time traffic data, and allows efficient calculation of both the average and the spread of EFs for light-duty gasoline-powered vehicles (LDG) and heavy-duty diesel-powered vehicles (HDD). This is the first study in California to report EFs under a full range of real-world driving conditions on multiple freeways. Fleet average LDG EFs were in agreement with most recent studies and an order of magnitude lower than observed HDD EFs. HDD EFs reflected the relatively rapid decreases in diesel emissions that have recently occurred in Los Angeles/California, and on I-710, a primary route used for goods movement and a focus of additional truck fleet turnover incentives, HDD EFs were often lower than on other freeways. When freeway emission rates (ER) were quantified as the product of EF and vehicle miles traveled (VMT) per time per mile of freeway, despite a twoto three-fold difference in HDD fractions between freeways, ERs were found to be generally similar in magnitude. Higher LDG VMT on low HDD fraction freeways largely offset the difference. Therefore, the conventional assumption that free ways with the highest HDD fractions are significantly worse sources of total emissions in Los Angeles may no longer be true.

Evaluating Beat Structure and Truck Allocation for the Tarrant County, Texas, Courtesy Patrol

Nonrecurring congestion poses a significant concern for drivers on urban freeways. Effective incident management relies on many tools to prevent the delays caused by crashes, road debris, and stalled or disabled vehicles. Many urban areas have adopted freeway service patrol (FSP) programs that search the freeway network for incidents, provide aid to motorists, and assist with incident management and clearance. FSP management must consider the patrols' beat structure and the fleet allocation. Both deterministic and probabilistic response time estimates for each beat are used to assess fleet allocations. The goal is to consider whether the urban network should be segmented into as many beats as possible, with individual trucks assigned to each beat, or whether additional trucks should be allocated to fewer beats. The Tarrant County, Texas, Courtesy Patrol (CP) is used as a case study to explore the truck allocation problem with field data. The Tarrant County CP typically uses a one-beat, two-beat, or three-beat configuration with a single truck allocated to each beat. The merits of a two-beat configuration are examined. The study indicates that the incident distribution must be considered during both beat and tour design.

Clean trucks in California ports: modelling emissions policy

The Port of Los Angeles (POLA) Clean Trucks Programme is a controversial environmental sustainability initiative adopted to restrict the use of drayage trucks hauling goods to and from port terminal operations. Pending litigation on the constitutionality of the programme, and proposed new legislation that would give the federal government and local authorities a greater role in curbing emissions from harbour trucking, it has important ramifications for the port and shipping sector. We review interactions between maritime ports and the enterprise and institutional interests connected with the current status of the initiative. We use a game theoretical model to anticipate the effects of potential truck conversion policies. Courts, legislators, and interest group advocates can use this knowledge to support proactive policies and create incentives for additional Clean Trucks Programmes.

Progress and Pollution: Port Cities Prepare for the Panama Canal Expansion

Early in the planning of the Panama Canal, Navy Commander Thomas Oliver Selfridge, Jr., wrote that “advantageous as an interoceanic canal would be to the commercial welfare of the whole world, it is doubly so for the necessities of American interests.”1 And indeed, since the Canal opened in 1914, it has been the main conduit for ocean-going ships carrying trade worldwide. Today the United States ranks number one in tons of cargo passing through the Canal (China ranks number two).2 In 2011 nearly 13,000 ocean-going cargo ships made the passage.3 Starting in the late 1950s (and expanding rapidly thereafter), internationally traded goods started being shipped in large metal containers, making it possible to load and unload cargo by machine instead of by hand and spurring the manufacture of larger ships.4 “Panamax” ships were designed to be just small enough to squeeze through the locks of the Canal.5 Today, even larger ships—called “post-Panamax” because they are too large to fit through the Canal6—make up 16% of the world’s container fleet but account for nearly half the fleet’s cargo capacity.7 To allow these larger ships to transit the Canal and increase its ability to handle higher volumes of ships, Panama is building a third set of locks, with construction expected to be finished in 2015.7 The Panama Canal expansion has sparked the competitive imagination of East Coast and Gulf Coast (EC/GC) port authorities, who hope to capture some of the 70% of U.S. imports currently controlled by West Coast (WC) ports.8 Ports typically make their revenues through leases with shipping lines, wharfage fees, and tariffs. So the more containers a port handles, the more money it can make. Experts at the U.S. Army Corps of Engineers (USACE) call the Panama Canal expansion a likely “game changer” for U.S. trade, potentially redistributing the market share of each coast’s ports, as well as opening up new import and export markets for agricultural and other products along inland waterways.7 Some have estimated that container volumes at EC/GC ports could more than double from 2012 to 2029.7 But with this growth come questions about what major initiatives to expand cargo capacity could mean for public health in these port cities.

A study of economic efficiency in port security inspection

SUMMARYThe purpose of this paper is to study an economic efficiency for the prediction of additional truck turnaround time and for determining the number of the port security inspection equipment required at a terminal inspection station. The economic efficiency with six base models was developed to assist terminal operators' decision‐making. In addition, this study developed an optimal procedure that terminal operators could use to optimally run in terms of various statistics processes including exponential, deterministic, and others, seeking a solution that was beneficial for both terminal operators and truckers.As a result of this research of the additional cargo turnaround time for port security delay, the following conclusion can be drawn and made. The average additional delay time in the inspection station is very dependent on the inspection rate of the lower stage. The higher weighted inspection time based on raising security level allows less number of trucks to be inspected, which will derive high delay in the inspection station. Increase of rate of Green Lane usage will allow a decrease in the arrival rate, which may derive improvement of inspection equipment efficiency and average delay time at the inspection station. In multiple stage model, total number of trucks and delay time very closely follow those of low inspection stage rate and number of inspection units. Free Lane is to be followed by Customs‐Trade Partnership Against Terrorism and standardization of customs, packing, loading and unloading, documents, procedure, and exchange working in each country. Copyright © 2012 John Wiley & Sons, Ltd.

The Transportation Emission Impact of the Biomass Feedstock Traffic of A Potential Commercial-Scale Biorefinery in East Tennessee

The logistics required to supply biomass feedstock to a refinery is crucial to the development of the cellulosic biofuel industry because of the importance of the quality and quantity and bulky nature associated with cellulosic feedstock to the biofuel conversion process. In addition, the potential social and environmental impact of biomass feedstock transportation has also received increasing attention due to the expansion of truck traffic on the current road system. This study applies a spatial-oriented mixed-integer mathematical programming model linked to a GIS resource model to generate a least cost solution of a typical feedstock harvest and logistic system for a potential biorefinery with the capacity of 50 million gallons per year. Moreover, U.S. EPA’s MOVES2010a was used to estimate the baseline emissions for 2010 with national scale option in study region and additional emissions generated from hauling those feedstock with project scale option. Results showed that the transportation cost accounted for nearly one-quarter of total plant gate costs of the large round bales. Also, it was estimated that the biorefinery received about 50,000 truckloads per year, hence creating annually 100,000 truck trips (or 274 truck trips per day) on the road linking the entrance of the biorefinery to the supply regions. The overall VMT increase resulting from additional feedstock truck traffics was 3.7 million miles and the emissions of NOX, CO2, PM10, and PM2.5 emissions increased by 0.32%, 0.13%, 0.60%, and 0.71%, respectively, in these 13 counties studied when compared with the overall baseline emissions.

A dual-response strategy for global logistics under uncertainty: a case study of a third-party logistics company

This paper examines global logistics problems experienced by a third-party logistics (3PL) company that is responsible for transporting goods from one country to another by road, as well as warehousing goods in two countries. Because of the limited fleet capacity, the logistics company has to hire additional trucks from two countries in advance. However, customer's shipment information is uncertain, and the accurate shipment notice is only available on the shipping day. This paper proposes a dual-response logistics strategy to be as responsive as possible for coping with short shipment notice time and uncertainty involved. A two-stage stochastic mixed 0–1 programming model is formulated to satisfy customer demand while minimizing the total logistics cost. A series of experiments demonstrate the effectiveness of the proposed stochastic model. Compared to the corresponding expected value model, the stochastic model provides a more responsive and less expensive global logistics system.

A Sensitivity Risk Analysis for Additional Truck Turnaround Time (ATTT) by Container Inspection Stations Derived from C-TPAT and CSI.

After World Trade Center's Terror in 2001 and promulgating Maritime Transportation Security Act (MTSA, 2002) and Security and Accountability For Every Port Act (SAFE Port Act, 2006) in the United States, most of the attention on security of international transportation including marine carrier and facility has focused increasingly. Inspection stations in foreign seaport terminal including Busan, South Korea, have been installed by Container Security Initiative (CSI) and Customs Trade Partnership against Terrorism (C-TPAT). The inspection station, however, may directly and indirectly affect delay of truck turnaround time in the seaport, especially high and severe level of security. This paper was analysed a risk for the additional average delay of truck turnaround time incurring by the inspection station under the all level of security, C-TPAT and CSI. As a result of this risk analysis, the higher weighted inspection time based on raising security level, the less number of trucks to be inspected, which will derive high delay in the inspection station.

Getting the Goods Delivered in Dense Urban Areas: A Snapshot of the Last Link of the Supply Chain

Data were analyzed from 74 “Freight Mobility Interviews”—surveys conducted with key transportation executives whose products and services are shipped into New York City’s central business district (CBD). Quantitative data collected included company profiles, defined by product category; kind of transportation service; type of distribution channel; characteristics of dispatched truck trip; and time and cost for last leg of trip. Major barriers to freight mobility identified by logistics/distribution/ transportation managers were widespread congestion, theft/vandalism, inadequate docking space, and insufficient curbside parking for commercial vehicles. Recommendations to increase productivity in the CBD included off-peak and extended delivery hours, additional truck parking zones, and incentives to upgrade docking areas. Barriers to freight mobility were consistent across industry sectors. Initiatives that have the potential to increase the efficiency of urban goods movement include improved law enforcement to deter theft/vandalism, information-based improvements such as accurate signage, the use of ITS technology and management systems to actively manage curbside commercial parking zones, and improved road maintenance. The nontraditional methodology developed for collecting urban freight mobility data provides process-oriented data that reflect changing supply chain strategies of private-sector shippers and carriers.

Allocation of Pavement Damage Due to Trucks Using a Marginal Cost Method

A procedure was developed for quantifying the pavement cost of proposed changes in regulations governing truck weights and dimensions, particularly the marginal cost method used for pavement cost allocation. The procedure was part of a comprehensive study undertaken by the Ontario Ministry of Transportation in response to government and industry initiatives to harmonize Ontario’s truck regulations with those in surrounding jurisdictions. The marginal pavement cost of truck damage was defined as a unit cost of providing pavement structure for one additional passage of a unit truckload (expressed as equivalent single axle load). The results indicate that the highway type (or truck volumes associated with the highway type) has a major influence on marginal costs. For example, the annualized pavement life-cycle cost of the passage of one additional typical truck on 1 km of a highway in southern Ontario can range from about $0.004 for a freeway to $0.46 for a local road (Canadian dollars). The marginal cost method can be used to quantify pavement damage due to any axle load combination for both new and existing, in-service pavements. The knowledge of marginal costs would enable highway agencies to quantify the impact of specific regulatory changes of truck axle weights on pavement costs; for example, to quantify the pavement costs associated with increasing allowable truck weights of logging trucks on a specific segment of the highway network.

Fatigue-Load Models for Girder Bridges

The authors of this technical paper develop a fatigue-live-load model for steel girder bridges. The database for the model is created from weigh-in-motion (WIM) measurements. Five bridge structures were chosen for testing to establish the site-specific truck parameters and component-specific stress spectrum. The database includes 22,000 truck files, each consisting of gross vehicle weight (GVW), axle weights, and axle spacing. Measurements of the stress cycles were taken at midspan of all bridge girders and are presented as cumulative distribution functions. Through the WIM measurements, the authors confirm that truck loads are strongly site-specific. The findings also reveal a significant variation in stress spectrum between girders. A three-axle truck is proposed to represent truck traffic; for sites with 10- and 11-axle trucks, an additional four-axle truck is proposed. The newly developed model is verified using fatigue-damage analysis to compare the model with measured results.

The "practical significance" of Locke's theory of goal setting.

The practical significance of Locke’s theory of goal setting was assessed using a time series design. Data on the net weight of 36 logging trucks in six logging operations were collected for 12 consecutive months. Performance improved immediately upon the assignment of a specific hard goal. Company cost accounting procedures indicated that this same increase in performance without goal setting would have required an expenditure of a quarter of a million dollars on the purchase of additional trucks alone.