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Journal articles on the topic 'Truck'
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1
ElMaraghy, W. H., and R. V. Dukkipati. "LATERAL STABILITY ANALYSIS OF A RAILWAY TRUCK ON ROLLER RIG." Transactions of the Canadian Society for Mechanical Engineering 21, no. 3 (September 1997): 317–26. http://dx.doi.org/10.1139/tcsme-1997-0015.
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Generic linear models were developed of a freight car (with a characteristic North American three-piece truck) on tangent track. The models were developed using the generalized multi-body dynamics software MEDYNA. Predictions were made of the theoretical linear model hunting (lateral stability) characteristics of the freight car, i.e., the critical speeds and frequencies, for five different configurations: (a) freight car on track, (b) the freight car’s front truck on the roller stand and its rear truck on track, (c) freight car on the roller rig, (d) a single truck on track and (e) single truck on the roller stand. These were compared with the Association of American Railroads’ field test data for an 80-ton hopper car equipped with A-3 ride control trucks. Agreement was reached among all the analytical models, with all models indicating a range of hunting speeds of 2% from the highest to lowest. The largest discrepancy, approximately 8%, was indicated between the models and the field test data.
2
Khan, Waleed A., and Aemal J. Khattak. "Injury Severity of Truck Drivers in Crashes at Highway-Rail Grade Crossings in the United States." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (June 11, 2018): 38–47. http://dx.doi.org/10.1177/0361198118781183.
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The physical and operational characteristics of large trucks distinguish them from other types of vehicles in terms of facility design needs and safety requirements. A critical node in the surface transportation network is the highway-rail grade crossing (HRGC) because it represents a conflict point between different modes of transportation. The focus of this research was to identify factors related to different injury severity levels of truck/truck-trailer drivers in crashes reported at HRGCs. This study utilized a mixed logit model to investigate injury severity of those drivers and relied on 2007–2014 Federal Railroad Administration (FRA) crash and inventory data involving trucks/truck-trailers. Results showed that truck/truck-trailer drivers’ injuries in crashes reported at HRGCs were positively associated with train speed, when train struck the road user (truck/truck-trailer), when the driver “went around crossing gates”, older drivers, crashes reported in rural areas, and crashes at crossings with a minimum crossing angle of 60–90 degrees. Presence of crossbucks, gates, track obstructions, and HRGCs located within 500 feet of a highway were associated with relatively less severe driver injuries. The paper provides recommendations for safety improvements at HRGCs and recommendations for future research.
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Kim, Jonghoek. "Truck Platoon Control Considering Heterogeneous Vehicles." Applied Sciences 10, no. 15 (July 23, 2020): 5067. http://dx.doi.org/10.3390/app10155067.
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This paper presents control algorithms enabling autonomous heterogeneous trucks to drive in platoons. Heterogeneous trucks imply that the hardware information (e.g., truck length, break, accelerator, or engine) of a truck may be distinct from that of another truck. A platoon is defined as a collection of trucks where a manually driven truck (leader truck) is followed by several automatically controlled following trucks. This paper is novel in presenting the longitudinal control of a truck platoon, as the trucks move along a curved lane as well as a straight lane. For a lateral maneuver, this paper proposes making every autonomous truck keep following the leader’s waypoints while maintaining a designated distance from its predecessor truck. This paper develops both a lateral maneuver and speed control considering a platoon of heterogeneous trucks. The efficiency of the proposed approach is verified using simulations.
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Lee, Yongki, Taewon Ahn, Chanhwa Lee, Sangjun Kim, and Kihong Park. "A Novel Path Planning Algorithm for Truck Platooning Using V2V Communication." Sensors 20, no. 24 (December 8, 2020): 7022. http://dx.doi.org/10.3390/s20247022.
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In truck platooning, the leading vehicle is driven manually, and the following vehicles run by autonomous driving, with the short inter-vehicle distance between trucks. To successfully perform platooning in various situations, each truck must maintain dynamic stability, and furthermore, the whole system must maintain string stability. Due to the short front-view range, however, the following vehicles’ path planning capabilities become significantly impaired. In addition, in platooning with articulated cargo trucks, the off-tracking phenomenon occurring on a curved road makes it hard for the following vehicle to track the trajectory of the preceding truck. In addition, without knowledge of the global coordinate system, it is difficult to correlate the local coordinate systems that each truck relies on for sensing environment and dynamic signals. In this paper, in order to solve these problems, a path planning algorithm for platooning of articulated cargo trucks has been developed. Using the Kalman filter, V2V (Vehicle-to-Vehicle) communication, and a novel update-and-conversion method, each following vehicle can accurately compute the trajectory of the leading vehicle’s front part for using it as a target path. The path planning algorithm of this paper was validated by simulations on severe driving scenarios and by tests on an actual road. The results demonstrated that the algorithm could provide lateral string stability and robustness for truck platooning.
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Mareev, Ivan, and Dirk Sauer. "Energy Consumption and Life Cycle Costs of Overhead Catenary Heavy-Duty Trucks for Long-Haul Transportation." Energies 11, no. 12 (December 9, 2018): 3446. http://dx.doi.org/10.3390/en11123446.
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The overhead catenary truck is an interesting technology for long-haul transportation with heavy-duty trucks because it can combine the advantage of energy supply via catenary while driving and the flexibility of a battery truck on routes without catenary using the traction battery. This study investigates the energy consumptions of overhead catenary trucks on German highways and considers different configurations for the traction battery and catenary power system. Afterwards the life cycle costs of overhead catenary trucks are calculated for a specified long-haul transportation scenario and the results are compared to battery electric truck and diesel truck using the findings of a previous study by the authors. The energy consumption of the considered overhead catenary trucks is approximately equal to that of a battery electric truck but only about a half of the equivalent energy consumption of a conventional diesel truck. According to the cost assumptions in this study, the total life cycle costs of overhead catenary trucks can be in the range of the conventional diesel truck, showing the competitiveness of this alternative truck technology.
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Lee, Jaeyoung, Suyi Mao, Mohamed Abdel-Aty, Yanqi Lian, Lishengsha Yue, and Ilsoo Yun. "Association between Truck Crashes due to Mechanical Failure and Truck Age." Journal of Advanced Transportation 2021 (April 14, 2021): 1–7. http://dx.doi.org/10.1155/2021/8857458.
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There have been efforts to restrict older trucks in many jurisdictions all over the world. The primary goal of the restrictions is to minimize greenhouse gas emissions. In addition to the environmental benefits, it is also possible that the truck age restriction could contribute to the enhancement of traffic safety. Older trucks are subject to longer travel-miles than newer trucks and tend to have higher mechanical failure rates. Extremely few studies have been done to explore the impact of trucks’ age on their crash occurrence due to mechanical problems. This study aims to investigate the association between the truck crashes due to mechanical issues and the truck age. Two approaches are adopted to achieve the objective. First, a chi-square test reveals that the proportions of the mechanical failures among older trucks are higher than those among newer ones ( χ 2 = 256.199, p < 0.0001 ). Second, the modeling results indicate that the number of truck crashes due to mechanical failures is significantly increased by the truck age. The findings suggest that policies restricting older trucks should consider not only environmental effects but also traffic safety benefits.
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Abdelkareem, Mohamed AA, Mina MS Kaldas, Mohamed Kamal Ahmed Ali, and Lin Xu. "Analysis of the energy harvesting potential–based suspension for truck semi-trailer." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 11 (November 17, 2018): 2955–69. http://dx.doi.org/10.1177/0954407018812276.
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As the articulated trucks are mainly used for long distance transportations, the design of the suspension system became a major concern and a research hotspot not only for ride comfort and driving safety but also for energy consumption. Therefore, the objective of this study is to conduct a comprehensive parametrical–based conflict analysis between the ride comfort and road holding together with the potential power of the shock absorbers. The simulation analysis is performed using a 23 degree-of-freedom full truck semi-trailer mathematical model with random road surface model. The bounce and combined excitation modes for the truck model are applied to present the pro and contra of the simplified and realistic analysis. The bounce mode is applied for a road Class C and truck driving speed of 20 m/s, while the combined mode is performed with the same truck-speed but considering a Class C road for the left track and Class D road for the right track considering the time delay between the truck axles. The truck dynamics including the mean potential power, average dynamic tire load and bounce, and pitch and roll accelerations is comprehensively combined in the conflict analysis–based suspension and driving parameters. The obtained simulation results showed that the articulated truck suspension should be designed considering a realistic excitation condition. In contrast to the bounce mode, under the combined road input, the tractor ride quality and road handling performances are improved when a heavily damped suspension is considered. Furthermore, the otherwise dissipated energy through the damping events can reach an overall value between 2 and 4 kW.
8
Zhang, Zexi. "The Truck Platooning Routing Optimization Model Based on Multicommodity Network Flow Theory." Journal of Advanced Transportation 2023 (January 7, 2023): 1–12. http://dx.doi.org/10.1155/2023/6906655.
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Truck platooning has been identified as an emerging and promising operational technology with the advantages of fuel consumption savings and carbon emissions reductions. We formulate the truck platooning routing optimization problem as a multi-commodity network flow problem from a transportation optimization and scheduling perspective. Based on fuel consumption savings generated through the reduction of aerodynamic drag by the formation of truck platooning, the route of each truck is also set to be a decision variable needing settlement to facilitate the formation of truck platooning to maximize fuel consumption savings. Considering fuel consumption and detour costs, we construct a truck platooning routing optimization model with minimum overall system fuel consumption as the optimization objective. The output of the routing optimization model could both reflect the composition of each truck platooning on each link and directly show the routings of each truck. To explore the impact of the restrictions on the number of trucks in truck platooning on overall fuel consumption savings, road networks are constructed and the truck platooning routing optimization model is solved by the commercial solver CPLEX. Compared to individual trucks, 8% or 12% fuel consumption savings are achieved, respectively, with the number of trucks being restricted or not restricted in truck platooning. Considering the different fuel reduction rates of the following trucks in platooning on the system performance in terms of the total fuel cost, a sensitivity analysis is also conducted. The results also show that the ideal truck platooning routing plan can be obtained by the proposed model, and the study provides a theoretical reference for the promotion and application of truck platooning.
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Wang, Z. X., Felix T.S. Chan, S. H. Chung, and Ben Niu. "A decision support method for internal truck employment." Industrial Management & Data Systems 114, no. 9 (October 7, 2014): 1378–95. http://dx.doi.org/10.1108/imds-07-2014-0215.
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Purpose – The purpose of this paper is to propose a model that determines the strategy of owning and renting trucks in combinations with internal truck scheduling and storage allocation problems in container terminals. Design/methodology/approach – To deal with this complicated problem, a two-level heuristic approach is developed, in which the integration problem is decomposed into two levels. The first level determines the daily operations of the internal trucks, while the second level determines the truck employment strategy based on the calculation in the first level. Findings – The results show that: even if the using cost of owned yard trucks is much lower than the cost of rented yard tucks, terminal companies should not purchase too many trucks when the purchasing price is high. In addition, the empirical truck employment strategies, which are purchasing all the trucks or renting all the trucks, are not cost-effective when compared with the proposed yard truck employment strategy. Originality/value – The paper provides a novel insight for the internal truck employment strategy in container terminals which is the determination of the strategy of employing renting and outsourcing yard trucks to meet operational daily transportation requirements and minimize the long-term cost of employing yard trucks. A mathematical model is proposed to deal with the practical problem. Also, this study presents better solution than empirical method for employing different types of yard truck. Thus, in order to obtain more benefit, terminal companies should employ the proposed yard truck employment strategy.
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Zhong, Ji Wei, Kun Quan Huang, and Xing Xin Li. "Proposed Standard Fatigue Truck in Montane Speedway of Southwest China." Applied Mechanics and Materials 90-93 (September 2011): 1239–44. http://dx.doi.org/10.4028/www.scientific.net/amm.90-93.1239.
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The fatigue truck model is an important parameter in a fatigue evaluation, a 3-axle fatigue truck model was developed based on the weigh-in-motion traffic data and an analytical bridge model in the montane highway of Southwest China. The truck traffic data shows that the fatigue damage was dominated by the 6-axles trucks,a 3-axle fatigue truck model was developed based on the 6-axle truck statistic data,the damage accumulations caused by the Proposed fatigue truck righty meet the actual damage accumulations. Based on the cumulative probabilitie of the moment ranges, the peak stress range is suggested to be a stress level at 3 times of the effective stress range because of overload,however,the ratio of the effective stress in AASHTO was 2 times.The damage accumulations obtained from the simulation of the truck database were compared with BS5400,AASHTO and Proposed fatigue truck, Proposed fatigue truck and AASHTO fatigue truck with the actural daily flow of trucks are suggested in the montane speedway of Southwest China ,BS5400 is impropriety which relatively overestimate the damage.
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Al-Ghandour, Majed. "Simulation Study of Truck Traffic at Single-Lane Roundabouts with and without Slip Lanes." Transportation Research Record: Journal of the Transportation Research Board 2517, no. 1 (January 2015): 80–86. http://dx.doi.org/10.3141/2517-09.
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As transportation planners and engineers design useful and effective roundabouts, these professionals are challenged by the need to accommodate safely truck traffic and high truck volumes in particular. Delay is a major challenge with truck traffic, especially with returning left-turning trucks. The delay performance of single-lane roundabouts with an adjacent slip lane for right turns was considered under various truck traffic percentages and two slip lane exit types (free flow and yield). A microsimulation assessment compared four percentages of right-turn truck traffic: 0% (no trucks), 5%, 45%, and 80%. Results indicate that the average delay of a roundabout with a slip lane under various truck traffic percentages is a nonlinear relationship with slip lane volumes and is sensitive to changes in truck traffic percentages before oversaturation is reached. As expected, results indicate that a free-flow slip lane exit type significantly reduces total average delay in roundabouts compared with having no slip lane with truck traffic. Yield slip lane exit types also reduced total average delay from truck traffic in roundabouts, but to a lesser degree than free-flow slip lane exit types. At higher truck traffic volumes, overall average roundabout delay decreased 15% (estimated VISSIM 95% confidence interval of reduction estimated between —16% and —2%) with a free-flow slip lane exit type. Finally, returning left-turn trucks increased total roundabout average delay significantly, by 64%.
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Benekohal, Rahim F., and Montty Girianna. "Technologies for Truck Classification and Methodologies for Estimating Truck Vehicle Miles Traveled." Transportation Research Record: Journal of the Transportation Research Board 1855, no. 1 (January 2003): 1–13. http://dx.doi.org/10.3141/1855-01.
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Results are presented of a national survey of all state departments of transportation (DOTs), including Puerto Rico, about technologies used for truck classification and methodologies used for estimating truck vehicle miles traveled (VMT). More than two-thirds of state DOTs returned the survey. Procedures were found to classify trucks, to adjust truck data from short-term counts, and to calculate truck VMT. To classify trucks, most state DOTs followed FHWA’s 13 categories. The products from two manufacturers, Peek Traffic and Diamond Traffic Products, with a variety of sensors, dominated the classification devices used by state DOTs. The sensor used most for short-term classification counts was the pneumatic tube. Duration and number of truck-classification counts (machine or manual) varied by state DOT. With machine classifiers, state DOTs collected short-term and continuous truck data for a variety of state highway coverage. Truck data were collected by using machine classifiers unless certain conditions, such as congested highways, demanded manual collection. To adjust truck data from short-term classification counts, most state DOTs developed their adjustment factors from continuous volume counts (not truck counts) and used them to adjust truck volumes. Some state DOTs used different adjustment factors for trucks and cars. For all state DOTs, the general practice of truck VMT estimation was based on traffic counts. When truck data were available, state DOTs directly calculated truck VMT by multiplying truck average daily traffic and the length of a roadway section; when the data were not available, truck VMT was indirectly calculated as a fraction (percentage) of total VMT. For the state highway systems, state DOTs generally relied on the first (direct) method, since the resources were normally available and the standards for conducting traffic counts were also available. However, some states lacked the necessary resources to adequately sample average daily traffic on the local road systems. As a result, many state DOTs used the indirect method to calculate truck VMT.
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Wicaksono, Ignatius Bryan Abimanyu, and Rakean Tajali Kahfi. "Analisis Dan Usulan Strategi Bauran Ritel Food Truck di Kota Bandung." Jurnal Akuntansi Maranatha 11, no. 1 (May 7, 2019): 22–43. http://dx.doi.org/10.28932/jam.v11i1.1540.
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This study aims to determine the proposed strategic and retail mix for food trucks in the city of Bandung. The research method used in this study is explorative and descriptive research using interviews, surveys using questionnaires and observations. The sample in this study is a food truck that joins the Bandung Food Truck community, has a regular place, and still active in running a food truck retail business and 120 respondents who are consumers who visit and buy food truck products using purposive sampling technique. Data analysis is carried out qualitatively and quantitatively. The results showed that the food truck target market ranged in age from 15 to 25 years, knew the sources of information about food trucks through social media, and important factors in buying food trucks were products and respondents did not agree with the location of food trucks that were easily visible. The strategy carried out to promote through attractive social media adjusts to the times such as discounts, special menus and attractive booths to have a good impact and where food trucks become known and crowded.
Keywords: Marketing Strategy, Retail Mix, Food Truck
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Halusiak, Sławomir. "The analysis of the state of OSH at the use of forklifts in Poland." Occupational Safety – Science and Practice 576, no. 9 (September 20, 2019): 7–11. http://dx.doi.org/10.5604/01.3001.0013.4542.
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The increase of the number of forklifts is associated with the elevated threat of accidents and dangerous situations that should be systematically analyzed. On the occasion of the assessment, it is worth using accident ratios for given devices and dangerous situations. The article presents the results of research into the causes and effects of accidents at work of forklift trucks’ operators in 2011÷2017. The most serious accident occurred in the case of: loss of stability of the forklift truck at the bend, crush caused by the truck, impact by the truck’s load, impact by the truck itself. Most injuries arose in the case of: overturning when reversing the truck, overrunning employees’ leg, crush by the truck or its load, impact by the truck. The safety of work of the forklift trucks operators under full supervision has improved. Errors in the operation of trucks increased, which requires more frequent verification of operators' skills and the increase of their awareness of hazards.
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Lemon, Robert D. "The Budding Aromas from Taco Trucks: Taste and Space in Austin, Texas." Transnational Marketing Journal 4, no. 2 (October 31, 2016): 100–109. http://dx.doi.org/10.33182/tmj.v4i2.393.
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This paper evaluates how taste preferences produce space in Austin, Texas. Austin is a booming city. Indeed, it has been the fastest growing metro area in the United States for the past 20 years. It is also renowned for its evolving and enthralling food truck scene. Food trucks of all sorts spring up throughout the city. Some of the more innovative foods stem from gourmet trucks. And these trucks often become symbolic capital that spur gentrification. Other trucks, such as the traditional taco truck, are ensconced in marginalized neighborhoods. They feed the working masses of Mexicans who flock to Austin to find work. Certainly, the gourmet truck vendors experiment with food flavors; however, taco truck entrepreneurs are innovative as well. The taco truck cooks modify their menus to accommodate Austin’s shifting demographics. To this end, I argue Austin’s landscape transformation can be examined through cooking practices. This paper takes a close look at how immigrant cooks negotiate social spaces through the foods they make. In so doing, I interviewed two traditional taco truck owners about how they decide what to cook based on the social spaces in which they park their trucks. Surprisingly, their subtle choices reflect the changing culture and budding taste preferences of the city’s residents.
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Kogler, Christoph, Alexander Stenitzer, and Peter Rauch. "Simulating Combined Self-Loading Truck and Semitrailer Truck Transport in the Wood Supply Chain." Forests 11, no. 12 (November 25, 2020): 1245. http://dx.doi.org/10.3390/f11121245.
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Forestry faces frequent and severe natural calamities causing high amounts of salvage wood. Especially under mountainous conditions, regional available self-loading truck capacity is often the main limiting factor causing transport capacity bottlenecks. Therefore, innovative logistics strategies are needed to ensure quick transport of high amounts of salvage wood. Consequently, a multi-echelon unimodal transport concept, where timber is synchronously transshipped at a truck terminal with four transshipment lots from self-loading trucks to semitrailers, was modeled by means of a discrete event simulation. The simulation model calculates key performance indicators such as transshipped volumes and costs and support estimations of optimal truck fleet configuration. The results provide cost-optimal truck fleet configurations in terms of the number of self-loading trucks, semitrailers and prime mover trucks for varying transshipment volumes, delivery time to terminal and legal truck payload scenarios. Applying the truck terminal concept considerably decreases the number of self-loading trucks needed to transport the same volume when compared to unimodal wood transport, which is most common under mountainous conditions in Europe. In the majority of delivery time to terminal and terminal transshipment volume scenarios, the number of self-loading trucks was reduced by more than 50%. Increasing the legal gross vehicle weight for timber transport from 44 t up to 50 t reduces the number of self-loading trucks needed by 20% to 38%, depending on the scenario setting. Additionally, less self-loading trucks arriving at the terminal also cuts queuing times and system efficiency increases as transport cost/t is reduced by 6% to 11% depending on the scenario setting. Expanding the truck terminal concept by adding storage capacity as well as varying the number of transshipping lots and also including costs for terminal construction and operations in the economic analyses are promising topics for future studies.
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Zeng, W., E. Y. Baafi, and H. Fan. "A simulation model to study truck-allocation options." Journal of the Southern African Institute of Mining and Metallurgy 122, no. 12 (February 10, 2023): 741–50. http://dx.doi.org/10.17159/2411-9717/2100/2022.
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We present a discrete event simulator, TSJSim (Truck-Shovel JaamSim Simulator), for evaluating the stochastic and dynamic operational variables in a truck-shovel system. TSJSim offers four truck allocation strategies: Fixed truck assignment (FTA), Minimizing shovel production requirement (MSPR), Minimizing truck waiting time (MTWT), and Minimizing truck semi-cycle time (MTSCT) including the genetic algorithm (GA) optimization and the frozen dispatching algorithm (FDA) optimization rules. Multiple decision points along the haul routes for all the trucks close to the decision points were included in the model. The simulation results indicate that the trends associated with production tons and queuing time utilizing the four truck allocation strategies (MSPR, MTWT, FDA, and GA) all demonstrated similar patterns as the fleet size varied. As the system fleet size increased, the system production tons under these strategies at first increased significantly and then remained relatively constant; the queuing time relating to these strategies showed a positive relationship with the system fleet size. The bunching time decreased when the truck allocation strategies were applied in the model. In the simulated truck-shovel network system with multiple traffic intersections, by assigning the trucks at the intersections, both productivity and fleet utilization increased.
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Kim, Eunbin, Youngrim Kim, and Jieun Park. "The Necessity of Introducing Autonomous Trucks in Logistics 4.0." Sustainability 14, no. 7 (March 28, 2022): 3978. http://dx.doi.org/10.3390/su14073978.
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Autonomous vehicles have become important with the emergence of Logistics 4.0. Moreover, truck-based transport has become the critical means of transport in the logistics market. Thus, to deal with the pending issues of the logistics market, it is not enough to merely expand the workforce. Adopting autonomous trucks will also help change the truck allocation structure. This may enable horizontal and vertical integration based on the new logistics model and help address various problems faced by shipping companies. Thus, adopting autonomous trucks can provide various benefits for the logistics business, society, and consumers. However, adopting autonomous trucks does not only have benefits. Here, this study suggests truck platooning as a method of adopting autonomous trucks more efficiently. Furthermore, we approach the potential issues regarding autonomous truck adoption from various perspectives by demonstrating the efficiency of autonomous trucks as well as their problems.
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Islam, Samsul, Yangyan Shi, Jashim Uddin Ahmed, and Mohammad Jasim Uddin. "Minimization of empty container truck trips: insights into truck-sharing constraints." International Journal of Logistics Management 30, no. 2 (May 13, 2019): 641–62. http://dx.doi.org/10.1108/ijlm-08-2018-0191.
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Purpose The issue of empty truck trips is largely ignored in the current literature. In order to cover this important research gap, the purpose of this paper is to explore, describe, categorize and rank the potential truck-sharing constraints for container trucks traveling empty around the port gates. Design/methodology/approach In order to contribute empirically to the current body of knowledge and understandings of truck-sharing constraints, this paper adopts a multi-method empirical approach involving both qualitative interviews and quantitative questionnaire surveys. Findings Among many key constraints that influence the future of truck-sharing opportunities, the authors determine, for example, that a carrier’s ability to earn the trust of its competitors is one of the top most important factors of success for a fruitful truck-sharing event. The problem is, perhaps, further complicated because of the increasing competitive environment in the container transport industry, as well as the lack of effective coordination between the key parties involved. Research limitations/implications None of the earlier studies has provided a broad understanding and ranking of the truck-sharing constraints that should be considered in truck-sharing events, although the empty trips issue has been limitedly mentioned in the recent academic literature. Practical implications Empty truck trips are wasted miles. Wasted empty miles decrease transport capacity in the container distribution chain along with causing an increase in carbon emission, traffic congestion, fuel consumption and environmental pollution. The research results can be used by policy makers to underpin effective measures to prevent the low utilization of trucks. Originality/value This study addresses an important gap. To the authors’ knowledge, this is the first study in the area that ranks truck-sharing constraints to reduce empty trucks trips.
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Xin, Tian, Jinliang Xu, Chao Gao, and Zhenhua Sun. "Research on the speed thresholds of trucks in a sharp turn based on dynamic rollover risk levels." PLOS ONE 16, no. 8 (August 20, 2021): e0256301. http://dx.doi.org/10.1371/journal.pone.0256301.
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Truck rollover is a problem that seriously endangers the safety of human life. Under special conditions, when the driver takes a sharp turn, the truck is most prone to rollover. Speed seriously affects the driving stability of the truck in a sharp turn, but the calculation of the safe speed is not accurate enough at present. The aim of this paper is to develop a more accurate safe speed calculation method to avoid the truck rollover in a sharp turn. Firstly, the calculation formula of the rollover threshold was derived based on a theoretical model, then, the simulation tests were carried out. We selected a 4-axle truck with a total weight of 30t as the subject, simulated the dynamic process of the truck rollover in a sharp turn with TruckSim, evaluated the dynamic rollover risk levels of the truck during this process, and verified the accuracy of the simulation results by results of the theoretical model. Finally, by analyzing the steering principle of the vehicle, the safe speed threshold and the limit speed threshold of the truck in a sharp turn were calculated according to the lateral acceleration corresponding to the rollover risk levels. The results show that no matter what the loading condition of the truck is, when the rollover margin is reduced to about 0.15g, the truck just reaches the risk level of critical rollover; the result provides an accurate algorithm for speed thresholds of the truck when turning radius is less than 250 m. The research provides a calculation method for safe speed of trucks from a dynamic perspective. The research results can be applied to the speed warning system of trucks, which can make drivers better control the rollover risk of trucks in the process of driving and improve driving safety.
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Blower, Daniel, Paul E. Green, and Anne Matteson. "Condition of Trucks and Truck Crash Involvement." Transportation Research Record: Journal of the Transportation Research Board 2194, no. 1 (January 2010): 21–28. http://dx.doi.org/10.3141/2194-03.
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Dubinkin, Dmitry, Vladimir Sadovets, Ilya Syrkin, and Ivan Chicherin. "Assessment of the Need to Create Control Sytem of Unmanned Dump Truck." E3S Web of Conferences 177 (2020): 03022. http://dx.doi.org/10.1051/e3sconf/202017703022.
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The paper substantiates the need to create an autonomous dump truck control system. The scope of the unmanned mining dump truck is described. An example of the layout of the general scheme of an autonomous dump truck with control system basic elements is given, as well as some differences from the dump trucks with traditional control system are presented. The levels of automation of autonomous dump truck are formed. The enlarged tasks that need to be addressed when creating a control system for autonomous mining dump truck are highlighted. The general structure of a multi-level control system for autonomous dump truck was developed. The upper, middle and lower levels of the control system are described. The summation is drawn on the relevance of developing scientifically based approaches for creating control systems for autonomous mining truck, as well as developing mathematical models and algorithms for controlling autonomous mining trucks. The main directions for further research are identified. They are the development of requirements for a dump truck control system; the development of the structure of mathematical models and algorithms for the operation of subsystems of the dump truck control; the development of software that allows simulating the interaction of the subsystems of the dump truck control system with each other, the Smart Quarry system and the operator.
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Xu, Bowei, Xiaoyan Liu, Junjun Li, Yongsheng Yang, Junfeng Wu, Yi Shen, and Ye Zhou. "Dynamic Appointment Rescheduling of Trucks under Uncertainty of Arrival Time." Journal of Marine Science and Engineering 10, no. 5 (May 19, 2022): 695. http://dx.doi.org/10.3390/jmse10050695.
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The uncertainty of the arrival time of trucks has increased the complexity of terminal operations. The truck appointment system (TAS) cannot respond to this problem in time, which can easily cause appointment invalidation and reduce the efficiency of truck operations and terminal operations. This paper comprehensively considers the related constraints of truck re-scheduling costs, gate waiting costs, and idle emission costs. With the goal of minimizing the comprehensive operating costs of truck companies and port companies, a dynamic appointment rescheduling model for external trucks based on mixed integer nonlinear programming is established. This paper designs an adaptive quantum revolving door update mechanism and proposes a double-chain real quantum genetic algorithm. The simulation experiment results show that compared with the traditional scheduling, the truck dynamic appointment rescheduling model can effectively reduce the comprehensive operating costs of the truck company and the port company and alleviate the congestion of the port. The probability that the truck cannot arrive at the port on time, the advance time for the truck to confirm the arrival time, and the length of time that the external truck cannot arrive at the port on time have a significant impact on the cost of the reschedule of the TAS. This paper favorably supports the manager’s operational decision-making.
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Fan, Ren, Guo, and Li. "Truck Scheduling Problem Considering Carbon Emissions under Truck Appointment System." Sustainability 11, no. 22 (November 7, 2019): 6256. http://dx.doi.org/10.3390/su11226256.
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Aiming at the truck scheduling problem between the outer yard and multi-terminals, the appointment optimization model of truck is established. In this model, the queue time and the operation time of truck during the appointment period of different terminals are different. Under the restriction of given appointment quotas of each appointment period, determine the arrival amount of trucks in each appointment period. The goal is to reduce carbon emissions and total costs, improve the efficiency of truck scheduling. To solve this model, hybrid genetic algorithm with variable neighborhood search was designed. Firstly, generate chromosomes, and the front part of the chromosome represents the demand for 40 ft containers and the back part represents the demand for 20 ft containers. Then, the route is generated according to the time constraint and appointment quotas of each appointment period. Finally, the neighborhood search strategy is adopted to improve the solution quality. The validity of the model and algorithm were verified by an example. A low-carbon scheduling scheme was obtained under truck appointment system. The results show that the scheduling scheme under truck appointment system uses fewer trucks, improves the efficiency of delivery, reduces the total costs, and it takes into account the requirements of low carbon.
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An, Lingshi, Feng Zhang, Yongchang Geng, and Bo Lin. "Field Measurement of Dynamic Compressive Stress Response of Pavement-Subgrade Induced by Moving Heavy-Duty Trucks." Shock and Vibration 2018 (2018): 1–12. http://dx.doi.org/10.1155/2018/1956906.
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This paper presents the dynamic compressive stress response of pavement-subgrade induced by moving heavy-duty trucks. In order to study the distribution characteristic of dynamic pressure of pavement-subgrade in more detail, truck loadings, truck speeds, and dynamic pressure distributions at different depths were monitored under twenty-five working conditions on the section of Qiqihar-Nenjiang Highway in Heilongjiang Province, China. The effects of truck loading, truck speed, and depth on dynamic compressive stress response can be concluded as follows: (1) increasing truck loading will increase the dynamic pressure amplitude of subgrade-pavement and dominant frequencies are close to the characteristic frequencies caused by heavy-duty trucks at the speed of 70 km/h; (2) as truck speed increases, the dynamic pressure amplitudes of measuring points have an increasing tendency; the dynamic pressure spectrums are also significantly influenced by truck speed: the higher the truck speed, the wider the spectrum and the higher the dominant frequencies; (3) as depth increases, the dynamic pressure amplitudes of measuring points decrease rapidly. The influence of the front axle decreases gradually until disappearing and the compressive stress superposition phenomenon caused by rear double axles can be found with increasing depth.
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Wang, Yi Qiang, Chao Fu, and Wei Luo. "Dynamic Stability Analysis of High-Level Order-Picking Truck." Applied Mechanics and Materials 101-102 (September 2011): 418–21. http://dx.doi.org/10.4028/www.scientific.net/amm.101-102.418.
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More and more high-level order-picking trucks are used to pick and transport goods in warehouses. The dynamic stability of the truck has great effect on operation efficiency, quality and safety. It is instructive and meaningful for the optimization of structure and control strategy to analyze the dynamic stability of the truck. Firstly, the dynamic model of the order-picking truck is established using Alembert principle, and then the dynamic stability of the truck is analyzed. Secondly, the virtual prototype model of the truck is established and traveling process is simulated. The simulation further verifies the dynamic stability of the truck.
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Engholm, Albin, Anna Pernestål, and Ida Kristoffersson. "Cost Analysis of Driverless Truck Operations." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (July 28, 2020): 511–24. http://dx.doi.org/10.1177/0361198120930228.
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Road freight transport is believed by many to be the first transport domain in which driverless (DL) vehicles will have a significant impact. However, in current literature almost no attention has been given to how the diffusion of DL trucks might occur and how it might affect the transport system. To make predictions on the market uptake and to model impacts of DL truck deployment, valid cost estimates of DL truck operations are crucial. In this paper, an analysis of costs and cost structures for DL truck operations, including indicative numerical cost estimates, is presented. The total cost of ownership for DL trucks compared with that for manually driven (MD) trucks has been analyzed for four different truck types (16-, 24-, 40-, and 64-ton trucks), for three scenarios reflecting pessimistic, intermediate, and optimistic assumptions on economic impacts of driving automation based on current literature. The results indicate that DL trucks may enable substantial cost savings compared with the MD truck baseline. In the base (intermediate) scenario, costs per 1,000 ton-kilometer decrease by 45%, 37%, 33%, and 29% for 16-, 24-, 40-, and 60-ton trucks, respectively. The findings confirm the established view in the literature that freight transport is a highly attractive area for DL vehicles because of the potential economic benefits.
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Hutchinson, Harry. "Going the Distance." Mechanical Engineering 127, no. 07 (July 1, 2005): 37. http://dx.doi.org/10.1115/1.2005-jul-4.
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This article discusses a Turkish auto manufacturer that had been marketing its heavy commercial vehicle for years, but new emissions requirements were looming. The rules came from the European Parliament in Brussels. Turkey, which is not part of the European Union, has been pursuing membership for decades and many nearby countries belong, so the rules could not be ignored. The company decided to redesign its truck. The testing company, LMS International, crunched numbers and devised a schedule of track driving that would accelerate fatigue-inducing events a hundredfold. LMS engineers began by getting a snapshot of what the roads do to trucks in Turkey. LMS will not disclose details of the final test schedule, but according to the project manager on this job, Michael Kienert, the truck traveled a total of 10,000 km over the track in eight weeks. The team of engineers inspected it at regular intervals during the test.
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Zhou, Jianan, Laurence Rilett, Elizabeth Jones, and Yifeng Chen. "Estimating Passenger Car Equivalents on Level Freeway Segments Experiencing High Truck Percentages and Differential Average Speeds." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 15 (October 2, 2018): 44–54. http://dx.doi.org/10.1177/0361198118798237.
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In the Highway Capacity Manual (HCM), the passenger car equivalent (PCE) of a truck is used to account for the impacts of trucks on traffic flow. The 2010 HCM PCE values were estimated by the equal-density method using a FRESIM simulation. It was determined that the truck PCE for level freeway segments was 1.5 for all conditions. In the 2016 HCM, the PCE values were based on VISSIM simulation output at 1 min intervals along a three-lane, 13 mile (8 mile level and 5 mile graded) section of a roadway. It was determined that the truck PCE for level freeway segments was 2.0. It is hypothesized in this paper that the HCM PCE values are not appropriate for the western United States, which consistently experiences truck percentages higher than 25%, the maximum truck percentage published in the HCM PCE table. The HCM PCE procedure assumes that truck and passenger cars travel at the same average free-flow speed on level terrain. However, many heavy trucks in the western United States have speed limiters to improve fuel economy, and therefore travel slower than the speed limit. The interaction of high truck percentages and large speed differences may result in moving bottlenecks when trucks pass other trucks at low speed differentials. This may lead to an increased delay for the following passenger car vehicles. The 2016 HCM PCEs are based on three-lane simulations where the PCE is calculated based on near-capacity flows. This approach might not be appropriate for western states where these conditions rarely exist. This paper examines these effects using data from I-80 in western Nebraska. The paper develops new PCE values based on the 2010 HCM equal-density approach using calibrated CORSIM and VISSIM simulation models. It was found that the PCE values in the HCM 2010 and HCM 2016 underestimate the effect of heavy trucks on level terrain freeways that experience high truck percentages, and where different vehicle types have large differences in average free-flow speeds.
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Campbell, James F. "Using small trucks to circumvent large truck restrictions: Impacts on truck emissions and performance measures." Transportation Research Part A: Policy and Practice 29, no. 6 (November 1995): 445–58. http://dx.doi.org/10.1016/0965-8564(95)00008-c.
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Han, Yifeng, Tomoya Kawasaki, and Shinya Hanaoka. "The Benefits of Truck Platooning with an Increasing Market Penetration: A Case Study in Japan." Sustainability 14, no. 15 (July 30, 2022): 9351. http://dx.doi.org/10.3390/su14159351.
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Truck platooning can potentially reduce carbon emissions caused by the road freight sector because fuel consumption would be reduced when trucks travel in a platoon. While research about the coordination and benefits of truck platooning is underway, the high costs of such technology suggest it will be several years before significant market penetration is achieved. In this study, we develop an improved mixed-integer linear programming model to optimize the formation and route of truck platooning. Then the model is applied to Japanese 10th logistic census data to estimate the benefits and formation pattern of truck platooning with the increase in the market penetration of platooning technologies. The results of the numerical calculations indicate that the largest total cost saving rate, matching rate and fuel saving rate are 1.15%, 57% and 5.7%, respectively. These three rates were all found to increase at first and then decrease as more and more trucks become platoonable, implying that truck platooning is profitable even in the initial stage and that not all trucks are suited to joining a platoon. Furthermore, several scenarios, including a discount on toll fees and different inter-vehicle distances, are considered to determine the effect of these factors on the benefits of truck platooning.
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Alecsandru, Ciprian, Sherif Ishak, and Yan Qi. "Passenger car equivalents of trucks on four-lane rural freeways under lane restriction and different traffic conditions." Canadian Journal of Civil Engineering 39, no. 10 (October 2012): 1145–55. http://dx.doi.org/10.1139/l2012-098.
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Truck lane restriction and differential speed limits for trucks and passenger cars are becoming more common policies to improve freeway operations and safety. The most recent edition of the Highway Capacity Manual (HCM) recognizes that the passenger car equivalent (ET) values may differ with various traffic conditions, but does not explicitly address how ET values may be impacted by truck lane restrictions or differential speed limit policies. This study developed a flow-based methodology to determine ET for trucks under truck lane restriction policies and different levels of demand and traffic composition. A simulation model (VISSIM) was calibrated to reproduce ET in HCM on a level terrain freeway segment and then used to simulate various scenarios to capture the effect of demand flow rate, truck percentage, and compliance ratio to lane restriction, all under the enforcement of differential speed limit policy. The results showed that ET increases as the compliance ratio increases, regardless of the truck percentage and demand flow rate. For a given traffic flow rate, ET decreases as the truck percentage increases. Moreover, regardless of the compliance ratio to lane restriction and the truck percentage, ET increases with the demand flow rate. The statistical analysis revealed that the truck percentage has a significant effect on ET for most cases, except when the truck percentage exceeds 30%. The results also showed significant differences in ET for all demand flow rates at 95% confidence level. The study also developed linear regression models for each level of service to estimate the value of ET as a function of the truck percentage and compliance ratio.
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Bester, Christo J. "Truck Speed Profiles." Transportation Research Record: Journal of the Transportation Research Board 1701, no. 1 (January 2000): 111–15. http://dx.doi.org/10.3141/1701-14.
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The speed profiles of trucks in rolling and mountainous terrain are important when assessing design consistency of highways. A method is described for calculating speed profiles for trucks on a vertical alignment. It proceeds from the assumption that acceleration of a truck is a linear function of its speed. The main advantage of the method is that a speed profile can be calibrated for a specific population of trucks. A few examples are given.
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Haq, Muhammad Tahmidul, Milan Zlatkovic, and Khaled Ksaibati. "Freeway Truck Traffic Safety in Wyoming: Crash Characteristics and Prediction Models." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 10 (May 18, 2019): 333–42. http://dx.doi.org/10.1177/0361198119847980.
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The State of Wyoming experiences a high percentage of truck traffic along all its highways, especially Interstate 80 (I-80). The increased interactions between trucks and other vehicles have raised many operational and safety concerns. This paper presents a safety analysis and a development of safety performance functions (SPFs) along I-80, with a focus on truck crashes. Nine years of historical crash data in Wyoming (2008–2016) were used to observe the involvement of light, medium, and heavy trucks in crashes. Analysis of the major contributory factors showed that 54% of the total truck-related crashes occurred during icy road conditions and about 46% during snowy weather conditions, and approximately 45% involved driving too fast and driving in improper lane. The analysis also included segments with horizontal curves and vertical grades and their impacts on truck crashes. The crash rate analysis showed higher truck crash rate compared with total crash rate considering equal vehicle miles traveled as exposure. A zero-inflated negative binomial model was applied to develop Wyoming-specific SPFs for various truck crash types. The effects of traffic, road geometry characteristics, and weather parameters influencing different truck-related crashes were quantified from these models. Downgrades and steep upgrade sections were found to increase truck-related crashes. The number of rainy days per year was found to be a significant variable affecting truck-related crashes. On the other hand, the presence of climbing lanes has significant safety benefits.
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Tohme, Rita, and Matthew Yarnold. "Steel Bridge Load Rating Impacts Owing to Autonomous Truck Platoons." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 2 (January 30, 2020): 57–67. http://dx.doi.org/10.1177/0361198120902435.
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Autonomous truck platoons are two or more trucks driving together as a single unit through the use of vehicle-to-vehicle communication technology. These platoons can automatically accelerate or brake together, allowing them to travel at closer distances. With the world moving towards a more environment-friendly approach to everyday decisions, it is not a surprise that the concept of truck platooning is gaining momentum, as it reduces CO2 emissions by lowering fuel consumption. However, studies need to be performed to confirm that existing bridges will be able to adequately support truck platoons. The scope of this research is to study the effects of truck platooning on steel girder bridges in the United States (US). A multi-dimensional parametric study was conducted, which evaluated a variety of bridge span configurations and span lengths. Load ratings (using three different methodologies) were calculated for each of these structures for a range of truck platoons (both the number of trucks within a platoon and spacing between trucks). For comparison, the American Association of State Highway Transportation Officials (AASHTO) design and legal load ratings were also calculated for each bridge and were used to quantify the adequacy of current bridges to carry truck platoons. The study was able to identify the potentially inadequate existing bridges based on the original design methodology, configuration, and span length. This information is intended to be valuable to bridge owners as an initial screening process along corridors that will be subjected to regular truck platoon traffic.
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Peetijade, Chaiyot, and Athikom Bangviwat. "The Role of Information Sharing and Joint Transportation Process for Empty Run Reduction." Advanced Materials Research 463-464 (February 2012): 1030–34. http://dx.doi.org/10.4028/www.scientific.net/amr.463-464.1030.
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In Thailand pickup truck is the most popular vehicle both for individual and organization. Manufacturing sector also uses pickup trucks to delivery products. Empty truck run is a major problem for transportation sector which increases transportation cost and inefficient use of energy. This paper attempts to present the information gathered from the survey and to provide general characteristics of pickup truck runs in manufacturing sector. More than 95 percent of backhaul trips using pickup truck were empty. Information of truck trips from each factory is the key point to lower empty miles by joint transportation processes. The survey showed that if the information of empty truck runs was shared and the matching of truck trips was carried out, a total empty mile of 15,161 kilometers out of 220 pairs of matching backhaul trips, or 15.36 percent of total truck runs, could be saved. Consequently, the cost of product will be reduced.
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Siahaan, Batara Parada, Togar Mangihut Simatupang, Liane Okdinawati, Chuan-kai Yang, and Dinar Nugroho. "Trucks Pooling and Allocation in TSE Concept Using GIS Spatial and Novel FFOA." Ilomata International Journal of Management 3, no. 4 (October 31, 2022): 486–500. http://dx.doi.org/10.52728/ijjm.v3i4.571.
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Strategic system logistics business entails the importance of regulating truck pooling facilities and allocating the trucks for cost optimization goals. Regulators and investors must consider spatial constraints such as the supply-demand gap and service distance. Little attention has been paid to developing decision logistics models, particularly truck pooling and allocation decisions. In this study, the FFOA and GIS were used to determine the spatial component of truck pooling decisions, providing a scenario for origin pooling and delivery distance. The model evaluates truck allocation to each city, a distance vector, a spatial factor, and city demand are used for the cost optimization goal. The results show that the FFOA model successfully defines the optimal truck allocation for each truck pooling site with a cost. The managerial implication in developing a sharing economy concept for truck logistics is to use the study's framework model result to solve challenges in truck logistics.
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Geng, Zhaoshi, Xiaofeng Ji, Rui Cao, Mengyuan Lu, and Wenwen Qin. "A Conflict Measures-Based Extreme Value Theory Approach to Predicting Truck Collisions and Identifying High-Risk Scenes on Two-Lane Rural Highways." Sustainability 14, no. 18 (September 7, 2022): 11212. http://dx.doi.org/10.3390/su141811212.
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Collision risk identification and prediction is an effective means to prevent truck accidents. However, most existing studies focus only on highways, not on two-lane rural highways. To predict truck collision probabilities and identify high-risk scenes on two-lane rural highways, this study first calculated time to collision and post-encroachment time using high-precision trajectory data and combined them with extreme value theory to predict the truck collision probability. Subsequently, a traffic feature parameter system was constructed with the driving behavior risk parameter. Furthermore, machine learning algorithms were used to identify critical feature parameters that affect truck collision risk. Eventually, extreme value theory based on time to collision and post-encroachment time incorporated a machine learning algorithm to identify high-risk truck driving scenes. The experiments showed that bivariate extreme value theory integrates the applicability of time to collision and post-encroachment time for different driving trajectories of trucks, resulting in significantly better prediction performances than univariate extreme value theory. Additionally, the horizontal curve radius has the most critical impact on truck collision; when a truck is driving on two-lane rural highways with a horizontal curve radius of 227 m or less, the frequency and probability of collision will be higher, and deceleration devices and central guardrail barriers can be installed to reduce risk. Second is the driving behavior risk: the driving behavior of truck drivers on two-lane rural highways has high-risk, and we recommend the installation of speed cameras on two-lane rural roads to control the driving speed of trucks and thus avoid dangerous driving behaviors. This study extends the evaluation method of truck collisions on two-lane rural highways from univariate to bivariate and provides a basis for the design of two-lane rural highways and the development of real-time dynamic warning systems and enforcement for trucks, which will help prevent and control truck collisions and alleviate safety problems on two-lane rural highways.
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Zidan, Zahran Arya, and Teguh Budiharjo. "Lead Levels in Truck Driver's Hair." Jaringan Laboratorium Medis 3, no. 1 (May 16, 2021): 30–37. http://dx.doi.org/10.31983/jlm.v3i1.7919.
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Heavy metal lead can cause poisoning or accumulate in human body. Truck drivers spend more a lot of time on the road due to the slow movement of trucks due to carrying heavy loads causing exposure to lead on the highway. Lead enters through the breath and is excreted in the hair. Truck drivers spend more a lot of time on the road, especially trucks that have more than 4 wheels because the load they carry is heavy so it takes time to travel and can be exposed lead on the road. It also allows researchers to easily collect hair samples. longer the work, they get higher lead levels in the human body. After conducting a survey, many truck drivers opened their windows. This happens, maybe some of the Air Cooler (AC) trucks are not working because maybe some of the trucks are too old. This allows truck drivers to be exposed to lead from the air. In addition, PPE (Personal Protective Equipment) is also important such as masks to reduce exposure to lead from the respiratory tract.
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Li, Yiqiao, Andre Y. C. Tok, and Stephen G. Ritchie. "Individual Truck Speed Estimation from Advanced Single Inductive Loops." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 5 (April 8, 2019): 272–84. http://dx.doi.org/10.1177/0361198119841289.
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Trucks are an essential element in freight movements, transporting 73% of freight tonnage among all modes. However, they are also associated with severe adverse impacts on roadway congestion, safety, and air pollution. Truck speed by truck body types has been considered as an indicator of traffic conditions and roadway emissions. Even though vehicle speed estimation has been researched for decades, there exists a gap in estimating truck speeds particularly at the individual vehicle level. The wide diversity of vehicle lengths associated with trucks makes it especially challenging to estimate truck speeds from conventional inductive loop detector data. This paper presents a new speed estimation model which uses detailed vehicle signature data from single inductive loop sensors equipped with advanced detectors to provide accurate truck speed estimates. This model uses new inductive signature features that show a strong correlation with truck speed. A modified feature weighting K-means algorithm was used to cluster vehicle length related features into 16 specific groups. Individual vehicle speed regression models were then developed within each cluster. Finally, a multi-layer perceptron neural network model was used to assign single loop signatures to the pre-determined speed related clusters. The new model delivered promising estimation results on both a truck-focused dataset and a general traffic dataset.
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Harter, Marlene, Tom Schipper, Lukasz Zwirello, Andreas Ziroff, and Thomas Zwick. "Detection of Overhead Contact Lines with a 2D-Digital-Beamforming Radar System for Automatic Guidance of Trolley Trucks." International Journal of Vehicular Technology 2013 (March 6, 2013): 1–5. http://dx.doi.org/10.1155/2013/914351.
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The benefit of trolley truck systems is the substitution of the diesel fuel by the cheaper and more ecological electrical energy. Trolley trucks are powered by electricity from two overhead contact lines, where one is the supply and the other the return conductor. Such trolley trucks are used for haulage at open pit mining sites but could also be used for freight traffic at roadways in the future. Automatic guidance prevents the trolley-powered trucks from leaving the track and thus allows higher operating speeds, higher loading capacity, and greater efficiency. Radar is the ideal sensing technique for automatic guidance in such environments. The presented radar system with two-dimensional digital beamforming capability offers a compact measurement solution as it can be installed on top of the truck. Besides the distance measurement, this radar system allows to detect the location and inclination of the overhead contact lines by digital beamforming in two dimensions. Besides automatic guidance, the knowledge of the inclination of the overhead contact lines could allow automatic speed adaption, which would help to achieve maximum speed especially in hilly terrain.
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Yenzanya, Sylvester, and Newton Amegbey. "Assessment of Rescue Facilities and Personnel in the Ghanaian Underground Mines." Ghana Mining Journal 18, no. 1 (June 28, 2018): 56–64. http://dx.doi.org/10.4314/gm.v18i1.7.
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Stochastic simulation was conducted to analyse the fuel consumption of a shovel-truck system. An example shovel-truck system, comprising a single shovel and four trucks was considered. At 95% confidence interval, the monthly simulated fuel consumption by the shovel-truck system was found to be about 198 127 litres against the actual fuel consumption of 203 772 litres, registering a variance of -2.70%. About 22 000 litres of fuel was consumed per month due to truck waiting. Optimising the fuel consumption and truck waiting time can result in significant fuel savings. The paper demonstrates that stochastic simulation is an effective tool for optimising the utilisation of fossil-based fuels in mining and related industries. Keywords: Stochastic, Simulation Modelling, Mining, Optimisation, Shovel-Truck Material Handling
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Dumakor, N. K., V. A. Temeng, and K. J. Bansah. "Optimising Shovel-Truck Fuel Consumption using Stochastic Simulation." Ghana Mining Journal 17, no. 2 (December 13, 2017): 39–49. http://dx.doi.org/10.4314/gm.v17i2.6.
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Stochastic simulation was conducted to analyse the fuel consumption of a shovel-truck system. An example shovel-truck system, comprising a single shovel and four trucks was considered. At 95% confidence interval, the monthly simulated fuel consumption by the shovel-truck system was found to be about 198 127 litres against the actual fuel consumption of 203 772 litres, registering a variance of -2.70%. About 22 000 litres of fuel was consumed per month due to truck waiting. Optimising the fuel consumption and truck waiting time can result in significant fuel savings. The paper demonstrates that stochastic simulation is an effective tool for optimising the utilisation of fossil-based fuels in mining and related industries. Keywords: Stochastic, Simulation Modelling, Mining, Optimisation, Shovel-Truck Material Handling
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Nodine, Emily, Andy Lam, Mikio Yanagisawa, and Wassim Najm. "Naturalistic Study of Truck Following Behavior." Transportation Research Record: Journal of the Transportation Research Board 2615, no. 1 (January 2017): 35–42. http://dx.doi.org/10.3141/2615-05.
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A baseline case was created for the following behavior of heavy-truck drivers with the use of naturalistic driving data to support the development of automated platooning. A truck platoon is a string of trucks following each other in the same lane at short distances. Grouping vehicles in platoons can increase capacity on roads, save significant fuel, reduce emissions, and potentially result in improved safety. However, these benefits can be realized only if the platoons operate in an automated, coordinated manner. Because little literature of truck following behavior exists to support the development of such truck platoons, this research focused on how closely trucks follow other vehicles on highways under various environmental conditions, how closely a truck follows a leading vehicle when other vehicles cut in between, and the safety impact of following at different headways. Findings indicate that trucks follow other vehicles at an average headway of about 2 s overall, and those headways are shorter when following a passenger car rather than a heavy truck, on state highways rather than on Interstates, in clear weather rather than in rain or snow, and during the day rather than during at night. Vehicles usually do not cut in when a truck is following another vehicle at less than 25-m (82-ft) or 1.0-s headway. For manual response times, the rear-end crash risk increases considerably at headways of less than 1.0 s; for automated response times, crash risk is almost negligible at headways as low as 0.5 s.
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Liu, Lang, Xiaotian Yang, Boquan Yan, and Siyu Miao. "Dynamic Responses of RC Girder Bridge under Heavy Truck and Seismic Loads Combined." Sustainability 14, no. 15 (July 28, 2022): 9263. http://dx.doi.org/10.3390/su14159263.
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Overloaded truck and earthquake have become two main factors responsible for bridge damage, consequently the combination of heavy truck and seismic loads as a typical occurrence of extreme events is likely to lead to bridge collapse or destructive damage, in which the crucial issues of coupling load model, dynamic equations and bridge responses have not been adequately addressed. In this study, a simplified vehicle-bridge model consisting of many containers is established to simulate vehicle passage, and the dynamic equations are derived for a 5-axle truck on a simply supported beam as an illustration. Then, five ground motions selected from PEER with appropriate peak ground accelerations and durations and the three truck models specified in American Association of State Highway and Transportation Officials, Caltrans and Chinese codes are applied on the finite element model of a typical reinforced concrete continuous girder bridge, in which, vehicle speed, number of trucks, ground motion and vehicle type are assumed to be random variables and their influences on dynamic responses of the bridge are analyzed. The results show seismic load is the governing factor in dynamic responses but truck load may change displacement shapes; in addition, dynamic responses present a high sensitivity with the number of trucks (set as truck platoon) and gross vehicle weight but rare with vehicle speed. Specifically, the presence of a few trucks could serve as energy dissipation facilities for the bridge under seismic motions but may amplify the response when more trucks involved; some combinations of truck platoon with seismic excitation produce very large displacements and even cracks on the bridge, therefore, such an extreme event requires higher robustness in bridge design to make it be sustainable and serviceability after earthquakes.
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Ramezani, Hani, Steven E. Shladover, Xiao-Yun Lu, and Osman D. Altan. "Micro-Simulation of Truck Platooning with Cooperative Adaptive Cruise Control: Model Development and a Case Study." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 19 (August 29, 2018): 55–65. http://dx.doi.org/10.1177/0361198118793257.
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Cooperative adaptive cruise control (CACC) systems have the potential to improve traffic flow and fuel efficiency, but these effects are challenging to estimate. This paper reports the development of a micro-simulation model to represent these impacts for heavy trucks using CACC when they share a freeway with manually driven passenger cars. The simulation incorporates automated truck-following models that have been derived from experimental data recorded on heavy trucks driven under CACC, adaptive cruise control (ACC), and conventional cruise control (CC). The simulation includes other behavioral models for lane changing, lane change cooperation and lane use restrictions for trucks to better capture real-world traffic dynamics. The paper explains the calibration of the simulation method for a 15-mile urban freeway corridor with heavy truck traffic and significant congestion. Simulation results for different market penetration rates show that truck CACC improved traffic operations for trucks in terms of vehicle miles traveled, average speed, and flow rate. In addition, truck CACC did not adversely affect passenger car operations and in some locations it even produced considerable improvements in the general traffic conditions.
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Mugarula, Naziru, and Renatus N. Mussa. "Evaluation of Truck Operating Characteristics on a Rural Interstate Freeway with Median Lane Truck Restriction." Transportation Research Record: Journal of the Transportation Research Board 1856, no. 1 (January 2003): 54–61. http://dx.doi.org/10.3141/1856-06.
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The increase in truck traffic on interstate freeways continues to raise concerns about the large trucks’ dimensions that cause sight distance problems and about trucks’ low capability to accelerate, decelerate, and maintain speed particularly on steep grades. To address safety and operational concerns caused by truck traffic, a multitude of restriction policies have been instituted around the United States. This study was aimed at determining the operational and safety impacts of the 24-h restriction of trucks from using the median lane of a six-lane freeway corridor, Interstate 75 in Florida. It should be noted that traffic flow on this corridor is relatively uncongested and the corridor operates at Level of Service B or better throughout the day. Analysis of field and simulation data indicated that the difference between truck and passenger car speeds and travel times were insignificant on the unrestricted middle and shoulder lanes. About two-thirds of both passenger cars and trucks were traveling within the 10-mph pace that ranged from 70 to 80 mph in the corridor, which has a speed limit posted at 70 mph. The field data also indicated that trucks were able to use the middle lane to pass 25% of the time during the truck peak-hour period with the assumption of a 10-s gap acceptance. In addition, simulation analysis indicated that opening all lanes to trucks increased the number of lane-changing maneuvers by 11% in the daytime, a phenomenon likely to increase crashes in the corridor.
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Zhang, Yuhao, Ziyu Zhao, Lin Bi, Liming Wang, and Qing Gu. "Determination of Truck–Shovel Configuration of Open-Pit Mine: A Simulation Method Based on Mathematical Model." Sustainability 14, no. 19 (September 28, 2022): 12338. http://dx.doi.org/10.3390/su141912338.
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The truck–shovel system is the most common material transportation system in open-pit mines. The configuration of trucks and shovels directly affects the efficiency and cost of transportation in open-pit mines. Under the condition that the types and quantities of trucks and shovels are known, in order to obtain the optimal configuration scheme in the open-pit mine transportation system this paper presents a method to determine the optimal scheme by conducting experiments based on the simulation truck–shovel system model in Flexsim software. We test candidate configuration schemes that are solved by the mathematical model with daily minimum production and expected profit constraints in the simulation model, and finally obtain the optimal truck–shovel configuration scheme that meets the ore output requirements of each loading point. Through simulation experiments, the daily production of the optimal truck–shovel configuration scheme is 3.75% higher than that of the original mine scheme and the profit is increased by 3.85%. The results show that the open-pit truck–shovel system constructed by Flexsim has great research potential and value for the optimization of truck–shovel configuration schemes.
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Roh, Hyuk-Jae, and Satish Sharma. "COMBINED NONPARAMETRIC CHI-SQUARED AND BINOMIAL STATISTICAL TEST ON TRUCK TRAFFIC VOLUME CHANGES IN CANADIAN PROVINCIAL HIGHWAY NETWORK." Transport 34, no. 1 (February 5, 2019): 103–14. http://dx.doi.org/10.3846/transport.2019.7672.
Full textAbstract:
This paper examines the effect of weather conditions on truck type distribution using combined nonparametric chi-squared and binomial probability statistical tests. Influence of the winter conditions on truck type distribution is investigated in this paper by classifying trucks into single-unit trucks, single-trailer, and multi-trailer units. The investigation is based on 5 years Weigh-In-Motion (WIM) traffic data collected from Alberta provincial highway network in Canada. The WIM data is collected from six WIM sites located on Highway 2, Highway 2A, Highway 3, Highway 16 and Highway 44. The objective of this study is to investigate the association of three truck type distribution with month and season depending on weather conditions by means of nonparametric statistical test. The statistical results indicate that the variation of truck type distribution is influenced by type of highway facility, such as regional commuter roads and rural long distance highways. The season of the year (winter and non-winter) may also affect the truck type distribution on some types of roads. Findings of this study can benefit highway agencies in developing programs and policies related to efficient monitoring of truck traffic and maintaining highway network throughout the year.
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Nix, Fred P., John R. Billing, and Michèle Delaquis. "Impact of Size and Weight Regulations on Trucks Crossing the Canadian-U.S. Border." Transportation Research Record: Journal of the Transportation Research Board 1613, no. 1 (January 1998): 33–42. http://dx.doi.org/10.3141/1613-05.
Full textAbstract:
The conventional view is that U.S. federal limits govern trucks operating across the Canadian-U.S. border. The identification of 118 roads crossing the border and a description of the regulations in neighboring provinces and states governing traffic on them are provided. Surveys at 25 crossings that carry 87 percent of cross-border truck traffic have identified truck configurations in different regions. The standard fiveaxle tractor-semitrailer, at a gross vehicle weight of up to 36 287 kg (80,000 lb), is the principal truck used between the two countries, but mainly for low-density freight or long hauls. Almost 22 percent of trucks crossing the border are configured to carry payloads heavier than possible with this truck. Most have at least six axles, and many make use of liftable axles. Local cross-border trucking operations are making significant use of trucks larger and/or heavier than those allowed under U.S. federal regulations and under provincial and state regulations, grandfather rights, or permits.