Fleet Cars Research Articles

Artificial intelligence‐enabled smart city management using multi‐objective optimization strategies

AbstractThis article outlines an integrated strategy that combines fuzzy multi‐objective programming and a multi‐criteria decision‐making framework to achieve a number of transportation system management‐related objectives. To rank fleet cars using various criteria enhancement, the Fuzzy technique for order of preference by resemblance to optimum solution are initially integrated. We then offer a novel Multi‐Objective Possibilistic Linear Programming (MOPLP) model, based on the rankings of the vehicles, to determine the number of vehicles chosen for the work while taking into consideration the constraints placed on them. The search for optimal solutions to MOPs has benefited from the decades‐long development of classical optimisation techniques. As a result of its potential for use in the real world, multi‐objective optimisation (MOO) under uncertainty has gained traction in recent years. Recently, fuzzy set theory has been used to solve challenges in multi‐objective linear programming. In this paper, we present a method for solving MOPs that makes use of both linear and non‐linear membership functions to maximize user happiness. A hypothetical case study of transportation issue is taken here. This innovative approach improves management for the betterment of transportation networks in smart cities. The method is a more robust and versatile approach to the complex difficulties of contemporary urban transportation because it incorporates the TOPSIS method for vehicle ranking and then using Distance Operator and variable Membership Functions in fuzzy goal programming operation on the selected vehicles. The results provide valuable insights into the strengths and limitations of each technique, facilitating informed decision‐making in real‐world optimization scenarios.

Reflections on the Role of the Trade Union Lawyer

The role of the lawyer acting for trade unions is constrained, of course, by his or her function and status. The lawyer may be confined to servicing legal needs largely unrelated to the fact that her client is a trade union. Such matters as property conveyancing, fleet car purchase, insurance claims, disputes over payment for and services bought in, insurance and the like are common to many organizations. On the other hand, the lawyer may have the opportunity of using her legal skills to advance directly the principal functions of a trade union. In so doing, the lawyer is likely to operate in one or more of four spheres of activity: – The lawyer may be an advisor and litigator on behalf of members of the union in the field of workers’ rights vis-à-vis employers (and sometimes in relation to members’ interactions with the police or other State or third parties). – She may be an advisor and litigator on behalf of the union in the field of trade union rights. – She may have a function as an educator of members and officers in relation to the law. – Finally, she may have a role in changing the law. This paper explores some aspects of these activities. I will illustrate some points by reference to cases in which I have appeared. This is not as immodest as it sounds since so many ended in defeat! In mitigation, however, I would, of course, say that the legal battlefield is naturally unfavourable to trade unions and that that characteristic disadvantage is multiplied when pursuing ground-breaking litigation. Trade Union Lawyers, Workers’ Rights, Trade Union Rights, Employment Tribunal, Employment Appeal Tribunal, Supreme Court, European Court of Human Rights

Cost intensity of identifying contraindications to driving a company car through psychological tests on the basis of real-world data in Poland

Objective. The study objective was to determine the cost intensity of identifying contraindications to fleet car driving in preventive care. Background. The objective of a psychological examination is to identify impaired psychomotor function as well as any intellectual, cognitive or emotional incapacities, which may seriously impede safety. Method. Real-world data were collected from the healthcare provider in Poland. A total of 8111 anonymous records from psychomotor tests performed between January 1 and December 31, 2012 were analysed. Results. The number needed to screen to identify one person with contraindications to driving was 737. An individual examination costs PLN 150, thus the estimated cost of identifying one case was PLN 110,550 (EUR 25,000). The average number of tests in a small enterprise with 20–50 fleet cars was estimated at 5–25 in a 5-year period and their cost at PLN 3750 (PLN 750 annually). Conclusion. Health check-ups include ophthalmological and neurological consultations; therefore, psychological examination of fleet car drivers may be considered excessive due to cost and limited preventive value. High costs may be burdensome mainly to larger companies. Application. A final decision regarding necessity of psychological testing should be preceded by medical assessment of the risk of work accidents.

O Impacto Do Gás Natural Veicular Nas Empresas: Análise Comparativa (The Impact of the Natural Gas in Companies: Comparative Analysis)

Is growing the demand for alternative sources of energy, trying to substitute the petrol derivate, especially after the 70’s. The use of natural gas as a substitute is growing worldwide. There are more than 60 countries that opted for this alternative fuel. There are essentially two reasons for this change, and there are mainly two perspectives that can justify that. Although they might be in conflict there are very close relations between then: • On one hand, in some countries, natural gas is chosen as a means of reducing costs dramatically social health due to reduction of pollutant emissions, especially particulate, benzene and ground level ozone;• On the other, other countries have opted for GNV as an economic tool, taking advantage of its low cost, in order to expand in terms of displacements. Reduced costs in transports, representing significant savings, originate a significant grow in the transports and at the same time the create the possibility to export oil, increasing the national wealth.It is also important to note that the countries that chose the economical convenience also received environmental benefits due to the use of GNV. These extra benefits, compared to the ones of the countries that follows “clean air” milestones, would be much “clean” of the ones who has oriented economy programs. The GNV technology has been developing itself as the vehicles technology evolution. In the development of the auto industry worldwide, there are some factors that have been developing an important role. The market quality demand, prices, world legislation, diversity and so on. Duo to the irregular consumption of fossil energy and the pollution in the big cities, the research center and the industry are doing efforts in order to substitute the oil for other energy resources. This development is based on GNV and it main progress is to have the natural gas as a transition energy, once it is becoming the energy resource that everybody wants and it will probably be the hydrogen successor. This work focuses on a universal approach on the use of alternative fuel, GNV, for motors gasoline and diesel as a growing modern technology in the world and they reflect a significant impact on the economy and environment. It also aims to make a cost-benefit analysis of the conversion of buses to GNV and fleet cars business.

Coaching fleet drivers: A randomised controlled trial (RCT) of ‘short coaching’ interventions to improve driver safety in fleet drivers

The issue of coaching as a potential learning methodology has been highlighted by a European Union task force (HERMES, 2010) and has been the subject of a number of research papers over the past two years. This paper reports the results from a RCT study of coaching with fleet drivers based on a sample of 327 participants, and drawing on results from insurance claims, company fleet car records on mileage and driving convictions. The results indicate there was no statistically significant difference between the intervention (coaching) group and the control (instruction) group. The paper considers why this may be the case and contrasts the results with other papers where statistically significant results are reported in coaching and driving research.

The determinants of the changes in car fuel efficiency in Great Britain (1978–2000)

This paper estimates the trends of fleet car fuel efficiency and new car fuel efficiency in Great Britain and analyses determining factors of the changes in car fuel efficiency. According to the analysis results, the pure technology effect was partly offset by the increase of average engine capacity of vehicles, especially since the late 1980s. Although in the 1990s, the pure technology effect itself was much reduced than in the earlier period, the shift in consumer choice to bigger cars also obstructed the improvement of fuel efficiency in this period. Meanwhile, this study found about a 10% gap between the official fuel consumption rate of new cars and on road fuel consumption rate, which generally confirms the result of earlier studies.

NHS 'company cars' not seen as a perk.

Regarding your news item headed 'Unfair tax trap system penalises community nurses' (June 29). This spiralling cost does not only apply to the cost of lease car schemes. The users of Crown and fleet cars provided by the health authorities are also penalised by this unfair tax treatment.

More mileage in disclaimers

It is thirteen years since the passing of the Trade Descriptions Act 1968 and case law has now largely determined the effect of the major provisions of the Act. There is little doubt statistically that the Act has had its primary impact upon the motor trade, and that the most prosecuted offence is that of the ‘clocked’ car. There is a lot of additional money to be made if a car is sold with a low mileage rather than with a high one. A high proportion of new cars are supplied to companies who keep these fleet vehicles for about two years and then sell them, often through the large motor auctions, whereby they come into the hands of the motor trade. These fleet cars will invariably have travelled in excess of sixty thousand miles. Too many of these cars are handled by several dealers and then are displayed for sale to the public with a mileage shown in the region of twenty to thirty thousand. All that can be said in such a case is that someone, somewhere along the chain of distributors, has fraudulently turned back the vehicle odometer but it is usually very difficult to prove who did it.

Traction-Abrasion Relationships of Tread Compounds Containing New Reinforcing Blacks

Abstract Abradibility and braking force coefficient (BFC) were determined on compounds of various elastomers and fillers, using a modified Lambourn abrader. Butyl rubber showed the highest BFC and butadiene rubber the lowest, with SBR intermediate. While the effect of carbon black type is not as large certain types of carbon black imparted not only improved traction (“wet” BFC) to tread compounds but also increased wear resistance, in contrast to other methods of improving traction which invariably lead to lower abrasion resistance. The laboratory relationship was confirmed on actual tires on a special trailer and on a test fleet car.