Showing papers on "Fleet management published in 1982"

A Decision Support System for Fleet Management: A Linear Programming Approach

Abstract: This paper describes a successful implementation of a decision support system that is used by the fleet management division at North American Van Lines to plan fleet configuration At the heart of the system is a large linear programming (LP) model that helps management decide what type of tractors to sell to owner/operators or to trade in each week The system is used to answer a wide variety of “What if” questions, many of which have significant financial impact

Queue-dependent vehicle dispatching with options and optimal fleet size

Abstract: A queue-dependent vehicle dispatching rule, with options to use special vehicles (rented, reserve, shared etc.) for relieving long waiting lines, is considered. The transportation system under consideration has one source terminal and a fleet of N regular vehicles. Passengers are assumed to arrive individually at the source terminal according to a Poisson process. An efficient recursive algorithm is derived to analyse the performance of the system. An average cost criterion is used to determine the firm's fleet size and dispatching strategy for a simpler system. This is a variant of a “Random vehicle dispatching with options” rule proposed by Zuckerman and Tapiero (1980).

Calculation of performance and fleet size in transit systems

Abstract: The paper provides a consistent, analytic approach to the calculation, from the demand matrix, of parameters needed to analyze the performance and cost of transit systems. It covers all types of transit systems, including the new automated systems. The basic analysis applies to loop systems, which include those collapsed into line haul systems. It is then extended to all types of network systems in which vehicles may transfer from one line or loop to another. The novel features of the paper lie in 1) the layout of the computation in a straightforward, ordered way; 2) the computation of vehicle dwell times in stations from loading rates; 3) the use of the Poisson distribution to estimate and show how to shorten the passenger wait time in off-line stations; and 4) the simplicity of the means of extending the results to network systems.

The case for heavier goods vehicles - some new evidence

Abstract: The Armitage Inquiry found that an increase in maximum gross vehicle weights to 34 tonnes on 4 axles, 38 tonnes on 5 axles and 44 tonnes on 6 axles would permit a reduction in the size of the heavy articulated vehicle fleet of some 13%. A survey of 114 operators with 1533 maximum weight articulated vehicles was conducted. Given the weight and volume characteristics of the loads carried, the maximum possible reduction in the number of vehicles is 10%. However, if the maximum gross weight is set at 38 tonnes rather than 44 tonnes, the maximum possible reduction in the vehicle fleet is7.6% and the indications from operators are that the fleet size might actually fall by about 5%. The operating benefits from the likely proposals for heavier weights are therefore significantly lower than those accepted by Armitage.

Planning for new and integrated demand-responsive systems

Abstract: As of May 1974, demand-responsive transportation services in the United States and Canada numbered some 57 in 22 states and 3 provinces. A chronology of demand-responsive transportation services in North America between 1916 and 1975 is presented. The size of the fleets involved is reviewed, as well as the passenger load accomodated by diverse vehicles. Fare stuctures are covered, along with the size of the geographic area served. In general, demand-responsive services are characterized as follows: the market is relatively small but growing rapidly; except for taxi operations, fleets usually have fewer than 10 vehicles; fares are typically 50 cents or less; and the size of the area serviced is usually smaller than 13 square miles. Variations in the technical design of particular services, the markets served by the services, and funding sources are reviewed. The most important consideration in implementing a successful demand-responsive transportation service is tailoring the service offered to the market to be served.

Business cars. a survey of current practice in 343 organisations

Abstract: The present survey of 343 companies assesses the extent of changes in company practice since the 1979 BIM report. In an attempt to assess future trends companies were asked their plans over the next twelve-month period but unfortunately the response rate to these questions was too low to make any predictions. The current taxation position vis-a-vis company cars is examined whilst allocation policies and size of fleets are discussed. The funding methods adopted by fleet users are analyzed. The practicalities of running a fleet, replacement cycles and disposals are dealt with, while the attitudes of over 100 company car drivers are briefly examined. The report uses comparative data from the 1979 survey and draws attention to changes and trends. Examples of company policy are included in Appendix B. (TRRL)

A new approach to implementing bus services - the lahore example

Abstract: Conventional bus operation in cities of developing countries can provide effective and affordable transport for a wide range of the population. On the other hand, it is frequently found that development constraints severely limit the performance of bus companies. This paper describes recent results of implementing new services requiring over 100 buses in one corridor of Lahore, Pakistan. The planning of new services was based on extensive studies of the demand, road conditions and development potential for bus and other modes. These results were obtained from the first stages of a comprehensive project to improve public transport in Lahore. The project involves designing bus routes, traffic management schemes, new depots and workshops, maintenance and operating systems and related organisations. To implement the improvements it is necessary for the bus company to assimilate many new ideas regarding working practices. Therefore extensive management advice and training is given, especially with regard to maintenance. An important short-term aim was to achieve high daily passenger carrying performance for the new buses - by enabling about 80% of buses to be on road, scheduling buses to operate 250 productive km on routes permitting reasonably high load factors (about 0.5). Six months after implementation of the first new routes this aim was being achieved even though full operations, maintenance and administration systems had not been fully implemented. In other developing countries the shortage of public transport produces a strong pressure on passengers to board overloaded buses. Under these extreme conditions average load factors can be as high as 0.8 and costs can be covered by low fares. In a city such as Lahore, where publicly and privately operated buses compete on the same roads, the supplies from the public and private sectors must be carefully balanced if costs are to be covered by low fares. (a) for the covering abstract of the seminar see IRRD no 272657.

The mobility enterprise: improving automobile productivity

Abstract: The mobility enterprise is a particular version of a shared-vehicle fleet, which attempts to solve the problem of low automobile productivity. The automobile operates much of the time with unused capacity, i.e., vacant seats and empty cargo space. Because programs to fill those vacant seats (e.g., promotion of ridesharing and high-occupancy vehicle use) have fallen far short of their objectives, a new approach is warranted. The enterprise's central concept is matching vehicle attributes to travel needs. Generally, a household purchases vehicles for those few trips that require a large capacity rather than for the majority of trips (usually to work) that have minimal vehicular needs. If a household could tailor its "immediate access" fleet to these frequent trips and still retain reasonable access to larger-capacity special-purpose vehicles (SPVs), considerable economies could be achieved. The household is relieved of owning seldom-used excess capacity, and automobile productivity and efficiency are greatly improved. Having easy access to a shared fleet of SPVs also affords a household an increase in the quality and economy of its travel experiences. This paper discusses questions of institutional barriers, consumer response, and organization and management that are keys to the fate of the enterprise in the transportation climate of the foreseeable future. (Author)