Showing papers on "Fleet management published in 1985"

Flags of convenience : a study of internationalisation

Abstract: The purpose of this book is to discuss the hypothesis that flags of convenience lead to the formation of a regime of immunity in the shipping world, and in the long-run to higher real costs and freight rates than would have been the case had the world merchant fleet consisted only of ships maintaining a minimum of safety and economic regulation under national flags.

The potential market for electric vehicles: results from a national survey of commercial fleet operators

Abstract: Successful commercialization of electric vehicles has been hindered by a lack of data pertaining to both desirable vehicle configurations and potential market size The objective of the study on which this paper is based was to redress these data inadequacies pertaining to commercial sector fleet vehicles through information obtained from fleet managers about vehicle travel requirements, cost and range trade-offs, and operational practices The study was commissioned by the Electric Power Research Institute and the Detroit Edison Company as part of their ongoing research agendas that focus on electric over-the-road vehicles (EVs) The study's findings with respect to the size and characteristics of the potential market for electric vehicles in commercial fleets are presented Information is given on fleet size, range requirements, and vehicle use patterns In addition to general information about commercial fleets, the data are analyzed in terms of key factors associated with EV performance, such as miles traveled per day, availability for recharging, and the need for high-speed travel Data for the study were obtained through telephone interviews with fleet managers in commercial establishments throughout the United States A total of 583 interviews were conducted during 2 months of the fall of 1983 The probability sample of establishments was drawn from a comprehensive list compiled by Dun and Bradstreet Because scientific sampling procedures were used, it was possible to translate the sample data into estimates for the entire nation with known degrees of precision

Evaluation of bus maintenance manpower utilization

Abstract: Proper manpower planning for transit bus maintenance has not received the same attention as operator manpower planning; yet it is crucial to the economical operation of transit agencies. Maintenance managers have relied on simple ratios such as buses per mechanic or maintenance man hours per mile of operation to perform this function. Recognizing the need for a reliable, relatively uncomplicated maintenance manpower planning technique, NCTRP contracted for this study. Detailed maintenance manpower data were collected from 15 public transit bus agencies that represented a cross section of these agencies in different parts of the country. Consideration was given to the vast differences in the agencies in terms of fleet size, fleet composition, topography, climate, and fleet use. Maintenance manpower requirements were developed on the basis of detailed work activities by vehicle subfleet and functional area. A series of statistical applications were made to compare the range of maintenance requirements and account for variances in time to repair and frequency of repair by vehicle system and subfleet. The manpower utilized by public transit bus operators is reported by vehicle subsystem and by major work activity. This analysis provides the basis for an uncomplicated manpower model that will enable maintenance managers to better plan their manpower requirements on the basis of the specific site criteria of the agency.

Computer-assisted school bus routing and scheduling optimization. An evaluation of potential fuel savings and implementation alternatives

Abstract: School Bus Routing and Scheduling Optimization (SBRSO) systems can substantially reduce school bus fleet operating costs. Fuel savings in excess of 450,000 gallons per year are achievable and a 10% decrease in route miles is attainable given computerized or computer-assisted SBRSO system use by the 32 Washington school districts operating bus fleets of at least 30 vehicles. Additional annual savings in excess of $3 million are possible assuming an 8% reduction in bus fleet size is made possible due to routing efficiency improvements. Three computerized SBRSO programs are examined, differing in the degree of state involvement and level of decentralization. We recommend the Washington State Energy Office (WSEO) acquire available low cost public domain SBRSO systems, convert the software to IBM and DEC compatibility, and demonstrate the software capabilities with at least one school district fleet. The most acceptable SBRSO system would then be disseminated and training offered to interested school districts, Educational Service Districts, and the Superintendent of Public Instruction's regional pupil transportation coordinators. If the existing public domain SBRSO systems prove unsatisfactory, or suitable only for rural districts, we recommend that the WSEO allocate oil company rebate monies for the development of a suitable SBRSO system. Training workshopsmore » would then be held when the SBRSO software was completed.« less

Integration of sacramento light rail transit system into the central city

Abstract: The Sacramento LRT design philosophy produced an economical "starter line" that maximized cost-effectiveness initially and preserved the ability to easily expand to accommodate increased future demands. The basic design criteria adopted by the agency and rigidly enforced throughout planning and design phases were highlighted by four principles: Maximum use of existing rights-of-way; Use of off-the-shelf, proven technology in all vehicle, equipment, and system design; Low-cost functional stations with minimum frills; and Integration with existing bus fleet to optimize service and reduce operating costs. (Author)

Managing barge operations for improved productivity

Abstract: Today the inland waterways industry confronts an environment that is vastly different from that faced by managers even a few years ago. Losses from ongoing operations, common even among the strongest carriers, result from recent precipitous declines in transportation demand and massive overbuilding of most segments of the barge fleet. In this depressed and uncertain setting, traditional rules of thumb concerning productivity-maximizing operating strategies may no longer be appropriate. Some largely theoretical work has been done on determining the principles that will allow operators to maximize productivity and profitability. However, there is little authoritative practical guidance on how to operate based on those principles. Tow operations are completely under the control of vessel pilots, who receive instructions from operations managers but respond primarily to riverine and weather conditions. In this research methods are being devised to bridge the gqp between strategic plans and tow operations, the objective being to develop an operations planning system that combines vessel performance data and strategic objectives. The vessel performance data are supplied by an onboard measurement and reporting system. The strategic objectives are based on data from the barge company's management information system. The operations planning system combines these two information sources and uses an onboard microprocessor to develop vessel control parameters that reflect the priorities set by company management.

Bus fleet management techniques guide. executive summary

Abstract: The contemporary problems faced by transit maintenance managers are more complex than those faced in the past. The recent escalation of costs is evidence that existing practices cannot efficiently tackle the fleet management problems of today. The purpose of the Bus Fleet Management Techniques Guide is to provide transit maintenance managers with methods that they can use to derive information for maintenance planning and fleet management. The Guide covers three basic areas: 1) statistical analysis of component and part failure mileages for use in maintenance planning, 2) life cycle economic analysis for component and bus replacement and procurement decision-making, and 3) non-technical methodologies for the planning of maintenance management information systems. The Guide contains easy-to-follow examples derived from actual transit system maintenance records. All techniques can be done using inexpensive scientific calculators. A set of 19 work sheets is provided to facilitate the computations. Some chapters have study questions to further explain the methodologies.

An analysis of ford lease fleet fuel economy data through 1984 models

Abstract: Since the 1978 model year, Ford Motor Company (FORD) has been collecting and analyzing on-road fuel economy data for ford vehicles leased by company employees. Based on these data, on-road mpg for 1983-84 model passenger cars is approximately 40% better than for 1978 models. Also, the percent by which average on-road results are below EPA-approved CAFE values (i.e., mean ''% offset'') is 15% for recent models versus 20% for 1978 models. Since 1981, on-road results have been compared to label (i.e., ''city'') values approved by EPA to determine the percentage of drivers who meet or exceed the label mpg. For 1983 and 1984 models, on-road comparisons also are made to mpg values adjusted downward consistent with EPA's fuel economy labeling rules for 1985 models. Comparisons to EPA-approved CAFE and label values, plus to adjusted label values, also are made based on specific driving patterns and for summer vs. winter surveys.

An overview of semiautomatic fueling systems

Abstract: An overview of the options to be considered in procuring a semiautomatic fueling system is provided. The system options are divided into three areas: software, system access and data entry, and hardware. The pros and cons are discussed for common options in each of the three areas.

Fleet dynamics: australian motor car fleet population adjustments over a decade of significant change

Abstract: Despite stagnation in sales of new vehicles since the mid nineteen seventies, both the size and total usage made of the domestic population of cars and station-wagons continued to grow unabated. This paper looks at the factors behind this apparent contradiction, as well as attempting to assess whether the "downsizing" phenomena observed overseas was reflected by the Australian experience. It was found that the prime causes of continued vehicle population growth were increased vehicle life expectancy and a favourable (ie young) initial population age structure. Growth in total vehicle usage was found to reflect higher utilisation of light/medium vehicles over their operating lifetime. Available tare mass data indicated no clear trends with respect to "downsizing". Examination of motor vehicle census data indicates that while there was a shift away from vehicles in the heaviest tare classes this was matched by a similar decline in relative numbers of vehicles in lightest tare categories. A small reduction in fleet average tare will result if current new registration patterns persist. Analysis of the stock adjustment process indicates that while the growth rate of the total population would decrease in the event of a continuation of current vehicle market conditions, stagnation is unlikely in the immediate future For the covering abstract of the conference see TRIS 452099. (Author/TRRL)

A Damage Tolerance Approach for Structural Integrity of Aerospace Vehicles

Abstract: In the late 1960’s the United States Air Force shifted its philosophy of design for aircraft structures from a safe-life approach based on fatigue analysis and scatter factors to a damage tolerance approach (assume existence of initial flaws) based on fracture mechanics technology with emphasis on structural life management through individual aircraft tracking. An entire set of requirements and procedures has been assembled under the Aircraft Structural Integrity Program. This program encompasses analyses, tests, design and inspection procedures to ensure that premature failures will not occur during the design service life of the aircraft. This paper includes discussions on the procedures developed to inspect for structural damage, track the accumulation of damage, and manage the usage of the aircraft to minimize the rate of damage accumulations for the entire force of aircraft. This force management program is described in detail with examples at all levels from basic design through fleet management.

Determination of the appropriate number of taxicabs to serve an airport

Abstract: Airport managers constantly receive complaints from airline passengers about the suspected overcharging, poor service, and uncleanliness of taxicabs that serve the airport. Unfortunately, many airport officials find it politically and practically difficult to adequately supervise the airport curb services being offered by taxicab companies and individuals. In addition, airport taxicab groundside access has been increasingly aggravated in many U.S. cities by the relatively recent deregulation of taxicab firms and their operations. Many of these problems are directly related to the total number of taxicabs permitted to serve the airport. In the short run the demand for airport taxicab service is relatively fixed, and thus allowing too many cabs encourages overcharging and deteriorating vehicles as operators find it difficult to maintain financial viability. On the other hand, permitting too few vehicles results in excessively attractive taxicab incomes and passenger inconvenience through long delays on busy holidays and peak travel periods. In the analysis that follows, actual operation statistics and data from the Detroit Metropolitan Airport complex are used. It is demonstrated how a typical airport taxicab system can be simulated to provide a reasonable and practically defensible answer to the question of how many taxicabs are needed to serve the airport. The approach used involves a specially designed computer program entitled TAXISIM to simulate the capabilities of various cab fleet sizes to handle present and future taxicab demands. The optimal number of cabs is then balanced with an economic business analysis of the cab fleet's earning potential, given past operational performance. Taken as a unit, this approach yields a simplistic method for determining an adequate size of taxicab fleet that can accommodate expected airport passenger demand and make a reasonable return on invested time and capital while paying the airport a fair concession fee. Results of this approach are easily transferable to other airports and even to cities in which a fixed number of taxicab permits is the preferred mode of operation.