Showing papers on "Fleet management published in 1998"

A Survey of Optimization Models for Train Routing and Scheduling

Abstract: The aim of this paper is to present a survey of recent optimization models for the most commonly studied rail transportation problems. For each group of problems, we propose a classification of models and describe their important characteristics by focusing on model structure and algorithmic aspects. The review mainly concentrates on routing and scheduling problems since they represent the most important portion of the planning activities performed by railways. Routing models surveyed concern the operating policies for freight transportation and railcar fleet management, whereas scheduling models address the dispatching of trains and the assignment of locomotives and cars. A brief discussion of analytical yard and line models is also presented. The emphasis is on recent contributions, but several older yet important works are also cited.

Flight String Models for Aircraft Fleeting and Routing

Abstract: Given a schedule of flight legs to be flown by an airline, the fleet assignment problem is to determine the minimum cost assignment of flights to aircraft types, called fleets, such that each scheduled flight is assigned to exactly one fleet, and the resulting assignment is feasible to fly given a limited number of aircraft in each fleet. Then the airline must determine a sequence of flights, or routes, to be flown by individual aircraft such that assigned flights are included in exactly one route, and all aircraft can be maintained as necessary. This is referred to as the aircraft routing problem. In this paper, we present a single model and solution approach to solve simultaneously the fleet assignment and aircraft routing problems. Our approach is robust in that it can capture costs associated with aircraft connections and complicating constraints such as maintenance requirements. By setting the number of fleets to one, our approach can be used to solve the aircraft routing problem alone. We show how to extend our model and solution approach to solve aircraft routing problems with additional constraints requiring equal aircraft utilization. With data provided by airlines, we provide computational results for the combined fleet assignment and aircraft routing problems without equal utilization requirements and for aircraft routing problems requiring equal aircraft utilization.

Scheduling short-term marine transport of bulk products

Abstract: A multinational company uses a personal computer to schedule a fleet of coastal tankers and barges transporting liquid bulk products among plants, distribution centres (tank farms), and industrial customers. A simple spreadsheet interface cloaks a sophisticated optimization-based decision support system and makes this system useable via a varity of natural languages. The dispatchers, whose native language is not English, and some of whom presumably speak no English at all, communicate via the spreadsheet, and view recommended schedules displayed in Gantt charts both internationally familiar tools. Inside the spreadsheet, a highly detailed simulation can generate every feasible alternate vessel employment schedule, and an integer linear set partitioning model selects one schedule for each vessel so that all loads and deliveries are completed at minimal cost while satisfying all operational requirements. The optimized fleet employment schedule is displyed graphically with hourly time resolution over a plann...

Dynamic Control of Logistics Queueing Networks for Large-Scale Fleet

Abstract: Dynamic fleet management problems are normally formulated as networks over dynamic networks. Additional realism usually implies the inclusion of complicating constraints, typically producing exceptionally large integer programs. In this paper, we present for the first time the formulation of dynamic fleet management problems in an optimal control setting, using a novel formulation called a Logistics Queueing Network (LQN). This formulation replaces a single, large optimization problem with a series of very small problems that involve little more than solving a single sort at each point in space and time. We show that this approach can produce solutions that are within a few percent of a global optimum but provide for considerably more flexibility than standard linear programs.

Dynamic Control of Logistics Queueing Networks for Large-Scale Fleet Management

Abstract: Dynamic fleet management problems are normally formulated as networks over dynamic networks. Additional realism usually implies the inclusion of complicating constraints, typically producing exceptionally large integer programs. In this paper, we present for the first time the formulation of dynamic fleet management problems in an optimal control setting, using a novel formulation called a Logistics Queueing Network (LQN). This formulation replaces a single, large optimization problem with a series of very small problems that involve little more than solving a single sort at each point in space and time. We show that this approach can produce solutions that are within a few percent of a global optimum but provide for considerably more flexibility than standard linear programs.

Evaluation of Dynamic Fleet Management Systems: Simulation Framework:

Abstract: The problem of dynamic fleet management for truckload carrier fleet operations is introduced, and the principal elements of a simulation framework for the evaluation of dynamic fleet management systems are described. The application of the simulated framework to the investigation of the performance of a family of real-time fleet operational strategies, which include load acceptance, assignment, and reassignment strategies, also is described. The simulation framework described is an example of a first-generation tool for the evaluation of dynamic fleet management systems. Selected experimental results are highlighted. These are intended to illustrate some of the issues encountered in real-time fleet management and the role of the simulation modeling environment in investigating them.

Decision support for vehicle dispatching using genetic programming

Abstract: Vehicle dispatching consists of allocating real-time service requests to a fleet of moving vehicles. In this paper, each vehicle is associated with a vector of attribute values that describes its current situation with respect to new incoming service requests. Using this attribute description, a utility function aimed at approximating the decision process of a professional dispatcher is constructed through genetic programming. Computational results are reported on requests collected from a courier service company and a comparison is provided with a neural network model and a simple dispatching policy.

Myths regarding alternative fuel vehicle demand by light-duty vehicle fleets

Abstract: Public and private vehicle fleets have long been targeted as an ideal initial market for alternative fuel vehicles (AFVs). We examine seven widely accepted hypotheses regarding the potential fleet market for AFVs. The hypotheses are tested using data and information collected from focus group sessions, one-on-one interviews with fleet operators, and a large two-part survey administered to over 2700 California fleets, as well as secondary sources. We find a large number of misconceptions by both fleet operators and policymakers that lead to distorted expectations and ineffective policies regarding the purchase and use of AFVs by fleets.

Urban fleet monitoring with gps and glonass

Abstract: The increasing volume of traffic in urban areas has resulted in steady growth of the mean driving time on fixed routes. Longer driving times lead to significantly higher transportation costs, particularly for vehicle fleets, where efficiency in the distribution of their transport tasks is important in staying competitive in the market. For bus fleets, the optimal control and command of the vehicles is, as well as the economic requirements, a basic function of their general mission. The Global Positioning System (GPS) allows reliable and accurate positioning of public transport vehicles except within the physical limitations imposed by built-up city 'urban canyons'. With a view to the next generation of satellite positioning systems for public transport fleet management, this paper highlights the limitations imposed on current GPS systems operating in the urban canyon. The capabilities of future positioning system operating in this type of environment are discussed. It is suggested that such a system could comprise receivers capable of integrating the Global Positioning System (GPS) and the Russian equivalent, the Global Navigation Satellite System (GLONASS), and relatively cheap dead-reckoning sensors.

Final Results From The State Of Ohio Ethanol-Fueled Light-Duty Fleet Deployment Project

Abstract: The state of Ohio established a project to demonstrate the use of ethanol flexible-fuel vehicles (FFV) in their fleet operations. This study includes ten FFVs and three gasoline vehicles operated by five state agencies. The two-year project included data collection on vehicle maintenance and fueling, cost of operation, and fleet management comments. The project also included emissions testing of two ethanol FFVs and two standard gasoline vehicles.

Acceptance and Dispatching Policies for a Distribution Problem

Abstract: A dynamic and stochastic distribution problem with a number of terminals and a fleet of vehicles is analyzed. Customers request the transportation of batches of loads between different origins and destinations. A request can be accepted or rejected; if the request is accepted, a reward is received. Holding costs for vehicles and loads at terminals as well as transportation costs are included in the model. The objective is to determine a policy for accepting transportation requests and for dispatching vehicles that maximizes the expected value (rewards minus costs) of operating the distribution system. A Markov decision process model is developed, optimal policies are characterized, and algorithms that exploit the structure of the problem are developed.

Advanced public transportation systems: State of the art update `98. Final report, July-December 1997

Abstract: This report is the latest in a series of State-of-the-Art reports, the last of which was published in January 1996. It contains the results of an investigation of the extent of adoption of advanced technology in the provision of public transportation service in North America. It focused on some of the most innovative or comprehensive implementations, categorized under four types of service/technologies: Fleet Management, Traveler Information, Electronic Fare Payment, and Transportation Demand Management.

The future of wireless application development for a connected vehicle

Abstract: The emergence of open platforms for the in-car environment such as the Microsoft Auto PC enables the development of a variety of wireless applications. The scope of possible applications falls into many categories: (1) productivity, (2) safety and security, (3) navigation, (4) entertainment and (5) fleet management. The establishment of standard communication protocols and APIs has become for SB based peripheral interface a critical issue. This article discusses InfoGation's effort and experience in developing USB technologies and designing applications such as traffic alert, wireless push, Mayday system, and off-board navigation for the Auto PC platform.

Digital map requirements for automatic vehicle location

Abstract: New Jersey Transit (NJT) is currently investigating acquisition of an automated vehicle locator (AVL) system. The purpose of the AVL system is to monitor the location of buses. Knowing the location of a bus enables the agency to manage the bus fleet more efficiently and to provide their customers with up to the minute information on bus arrivals and departures. To monitor the location of the buses, their positional information (as determined by the AVL) is displayed on a digital map such as a GIS. To ensure accurate information, the location (coordinates) of the bus must be consistent (or within a small tolerance) with those of the digital map. If this is not the case, the system may yield incorrect information. This problem may become especially critical in an urban area where the system would be most valuable. In this project, a methodology was developed for testing and evaluating the accuracies of an AVL system and supporting digital maps. The AVL system analyzed in this project was the Continuous Positioning System (CPS) by Anrew Corporation. Digital mapping products evaluated were TIGER/LINE, NAVTECH and Digital Orthophotos. The above data sets were evaluated with an accurate network of control points measured by Global Positioning System (GPS). Following the analysis of this study, some recommendations on the appropriateness of the tested AVL system and NJT’s digital mapping data were made. ACKNOWLEDGEMENT This study was supported by a grant from the National Center for Transportation and Industrial Productivity (NCTIP), and the New Jersey Transit (NJT). The Principal Investigator wishes to thank Dr. Louis Pignataro and Dr. Lazar Spasovic the former and present directors of NCTIP respectively, Mr. James W. Kemp, Louis Millan, Glenn D.Newman and Williams Shortes of New Jersey Transit for supporting and assisting this research. Additional thanks are in order to Mr. Robert Kidwell and Paul Krahmer of Andrew Sensor Products for conducting the CPS/GPS data acquisition runs and for providing the data output used in this study. Thanks are also due to the companies that provided data and equipment for this study. These companies include: 1. Andrew Corporation for the use of their CPS equipment and CPS/GPS data output. 2. Navigation Technologies Inc. for the Navtech Navigable Map Database. 3. Leica GeoSystems (in particular Mr. John White) for providing the MX8600-RT GPS receiver for measuring the GPS control points. 4. NJ Department of Environmental Protection (Mr. Larry Thorton) for providing Digital Orthophotos. 5. NJ TRANSIT Bus Operations, for use of a commuter bus and related operating support. TABLE OF CONTENTS ABSTRACT ACKNOWLEDGEMENT TABLE OF CONTENTS LIST OF FIGURES LIST OF TABLES 1.0 INTRODUCTION 2.0 DESCRIPTION OF EQUIPMENT USED IN THIS PROJECT 2.1 GPS Equipment For Position Determination Of The Control Points. 2.2 The Continuous Positioning System (Cps) 3.0 DESIGNING AN AVL / DIGITAL MAPPING SYSTEM EVALUATION 3.1 Selecting Routes For AVL (And GIS) Testing 3.2 Selecting Control Along The Tested Routes 3.21 Digital Orthophoto Quarter Quad (DOQQ). 3.3 Control Point Measurements With GPS 4.0 DATA ANALYSIS 4.01 Route Name Convention 4.02 Defining An Acceptable Error Tolerance. 4.03 The Data Analysis Process 4.04 Terms and Parameters Used in the Following Tables and Figures. 4.1 Comparison Between Recorded GPS Data And The Reference Data. 4.2 Comparison Between Recorded CPS Data And The Reference Data. 4.3 Comparison Between TIGER/Line And Navtech Data Sets, And The Reference Data 4.4 Accuracy Analysis With Respect To GPS Control Points. 4.41 Comparison Between GPS Control Points And Digital Map Data (TIGER/Line And Navtech). 4.42 Comparison Between GPS Control Points And AVL Data (CPS And GPS). 4.5 Consistency (Repeatability) Analysis Of Two Runs Of The Same Route 4.6 Location Error CPS Marked Points With Respect to GPS Control 4.7 Location Error as a Function of Environment Ranking 5.0 SUMMARY OF INACCURATE DATA. 6.0 SUMMARY OF FINDINGS AND CONCLUSIONS Appendix A Appendix B Appendix C LIST OF FIGURES Figure 1 The Leica MX-8600-RT Figure 2. Continuous Positioning System (CPS) block diagram Figure 3. The CPS equipment enclosure Figure 4. Bus Route of August 18 Figure 5. Bus Route of August 19 Figure 6. Newark Bus Route of August 19 Figure 7. File name convention for CPS and GPS data Figure 8. Positional errors of GPS only. Figure 9. The distribution of GPS errors. Figure 10. Positional error of CPS only. Figure 11. The distribution of CPS errors. Figure 12. Combined CPS and GPS error Figure 13. Distances between Navtech and TIGER/Line data sets, and GPS control points. Figure 14. The accuracy of CPS and GPS with respect to GPS control (8/18 run). Figure 15. The accuracy of CPS and GPS with respect to GPS control (8/19 run). Figure 16. Error determination with respect to GPS control. Figure 17. Location error the CPS with respect to the GPS control. Figure 18. Location error in various operation environments of the AVL system with respect to the GPS control. Figure 19. Index of error locations 8/18 Figure 20. Index of error locations 8/19 Figure 21. Location 1, CPS Figure 22. Location 1, GPS Figure 23. Location 2, CPS Figure 24. Locations 2, GPS Figure 25. Location 3, CPS Figure 26. Location 3, GPS Figure 27. Location 4, CPS Figure 28. Location 4, GPS Figure 29. Location 5, CPS Figure 30. Location 5, GPS Figure 31. Location 6, CPS Figure 32. Location 6, GPS Figure 33. Location 7, CPS Figure 34. Location 7, GPS Figure 35. Location 8, CPS Figure 36. Location 8, GPS Figure 37. Location 9, CPS Figure 38. Location 9, GPS Figure 39. Location 10, Navtech Figure 40. Location 11, Navtech Figure 41. GPS point 1, North Broad St. and Ridgeway, Hillside Figure 42. GPS point 2, Westfield Av. And Elmora Av., Elizabeth Figure 43. GPS point 3, Chestnut St. and West Westfield Ave., Roselle Park Figure 44. GPS point 4, Aiden St. and Route 28, Cranford Figure 45. GPS point 5, Elm St. and North Ave., Westfield Figure 46. GPS point 6, North Martine Ave. and Midway Ave., Fanwood Figure 47. GPS point 6 (view II), North Martine Ave. and Midway Ave., Fanwood Figure 48. GPS point 7, Wiley Ave and East Front St., Scotch Plains Figure 49. GPS point 8, West End Ave. and West Front St., Plainfield Figure 50. GPS point 9, Jackson Ave. and North Ave., Dunellen Figure 51. GPS point 10, South Washington Ave. and North Ave., Dunellen Figure 52. GPS point 10 (view II), South Washington Ave. and North Ave., Dunellen Figure 53. GPS point 11, Jackson Ave. and North Ave., Dunellen Figure 54. GPS point 12, West End Ave. and West Front St., P lainfield Figure 55. GPS point 13, Central Ave. and West 2nd St., Plainfield Figure 56. GPS point 14, Watchung Ave. and East 5th St., Plainfield Figure 57. GPS point 15, Elm St. and North Ave., Westfield Figure 58. GPS point 16, Aiden St. and West Westfield Ave., Roselle Park Figure 59. GPS point 17, Chestnut St. and West Grant Ave. Roselle Park Figure 60. GPS point 18, Chestnut St. and west Lincoln Ave., Roselle Park Figure 61. GPS point 19, Marshall Ave and Salem Rd., Roselle Park Figure 62. GPS point 20, Bloy St. and Princeton Ave., Hillside Figure 63. GPS point 31, Raymond Plz W and Raymond Blvd., Newark Figure 64. GPS point 32, Washington St. and Raymond Blvd., Newark Figure 65. GPS point 33, Lock St. and New St., Newark Figure 66. GPS point 34, Dr. Martin Luther King Blvd. And New St., Newark Figure 67. GPS point 36, Washington St. and Hill St., Newark Figure 68. GPS point 37, Broad St. and Market St., Newark Figure 69. GPS point 40, Commerce Ct. and Commerce St., Newark Figure 70. GPS point 42, Broad St. and Count St., Newark LIST OF TABLES Table 1. Continuous Positioning System Characteristics Table 2. The location and the ranking of the control points. (*) Indicate "Marked Points" Table 3. The results of the GPS control survey. The units are in meters. Table 4. Bus routes on which the AVL system was tested. Table 5. Positional error of GPS only. Table 6. Positional error of CPS only. Table 7. Combined CPS and GPS errors. Table 8. The accuracy of the TIGER/Line and Navtech data sets Table 9. Distances between Navtech and TIGER/Line data sets, and GPS control points Table 10. The accuracy of CPS and GPS with respect to GPS control. Table 11. Consistency analysis of the AVL system. Table 12. Location error in various operation environments of the AVL system with respect to the GPS control. Table 13. The locations where CPS, GPS and Navtech data errors were found. DIGITAL MAP REQUIREMENTS FOR AUTOMATIC VEHICLE LOCATION 1.0 INTRODUCTION Automated Vehicle Locator (AVL) is a technology that enables a fleet operator to track and monitor the location of its vehicles at any given time. It is being used mainly in Transit and in commercial vehicle operation (management) systems. In Transit applications, the information on the exact location of a vehicle enables the operator to provide more accurate information to its customer. Furthermore, knowing the exact location of the buses enables speedy reaction to operation related problems. Most AVL systems provide location information in terms of coordinates (latitude and longitude or northing and easting). These coordinates have to be matchable with coordinates on a map so that the location of the vehicle can be uniquely identified. In order for the matching process to be successful, the coordinate systems of the map and those of the AVL system must be consistent, compatible and sufficiently accurate. The accuracy requirement is such that the AVL location should correspond to a unique and unambiguous point on the map. For many AVL applications, where the various stops or destinations of the vehicle are spread out over a large area this matching process can be achieved with rather moderate accuracies of the AVL and the digital map systems. However, in a Transit application that operates in densely built urban and suburban areas with frequent bus and traffic control stop

Making the Australian flag fleet efficient: dysfunctional policy processes and the ‘play of power’

Abstract: In 1997 the Australian government introduced reform measures aimed at improving the efficiency and cost effectiveneess of the Auistralian maritime sector. These measures are part of an ongoing reform programme initiated in the early 1980s; but despite concerted efforts by a succession of governments and the payout of high labour redundancy costs the problems of inefficiency, high costs and low profitability persist. This paper focuses on the structure and mechanism of the policy making processes that have attempted to deal with the problem of making the Australian national flag fleet efficient and competitive. It does so because it is a fundamental tenet of the paper that it is the process of policy making that so frequently—if not invariably—determines policy content and outcomes.

Central advice system for fleet management and operations

Abstract: For modern complex trains, safety, availability and life cycle costs are directly related to the efficiency in fault diagnosis throughout the life-cycle. The Central Advice System described in this paper should significantly improve the diagnosis efficiency during service and maintenance. Improved efficiency in operational diagnosis comprises: significant increase in the level of diagnosis automation; significant increase in the coverage of faults; significant increase in the accuracy of diagnosis by tuning the relations between service and diagnostic alarms, tests and actions; and ensuring guaranteed response times for critical on-line diagnosis situations. The proposed solution to this complex decision-making process, Central Advice System, consists of two tools: the Operational Diagnosis Tool (ODT) that provides a real-time, on-line diagnosis to support drivers, maintenance staff and fleet managers; and the Support Function Tool (SFT) that supports the off-line development and maintenance of the domain knowledge and allows the administrator to verify the coverage and accuracy of the on-line diagnosis.

A real time fleet management system via gis/gps platform

Abstract: Though the concept of Intelligent Transportation Systems (ITS) has been widespread for many years in Taiwan, the monopoly of communication market by the government regulations have seriously deterred the ITS implements until December, 1997. Various researches devoted to the field of real time fleet dispatching and management systems via traditional RF, trunking radio and mobile data communication in Taiwan, yet few of them could be possibly implemented due to the shortage of wireless communication services and copyright issue regarding electronic map database. This paper presents a successful real time fleet management system via a GIS/GPS platform, that employs an island-wide trunking radio communication service system and 1:5000 scale electronic map database. The system has been adapted to be used in freight forwarding business, where the cargo trucks are monitored and dispatched by their superintendents in a real time manner. For the covering abstract see IRRD E102946.

Emv - a pc program for calculating exhaust emissions from road traffic: program description and user guide

Abstract: A PC program named EMV has been developed for describing total exhaust emissions from road traffic on a national or regional level. The model is used by the Swedish Environmental Protection Agency ...

Identifying high accident risk trucking firms using Roadcheck vehicle inspections

Abstract: In many jurisdictions, unsafe trucking firms account for a significant number of highway accidents. One way to reduce these accidents is to identify firms with a high potential for accidents and to target them for appropriate safety interventions. Vehicle roadside inspection programmes, such as Roadcheck, can provide an effective means of identifying high-risk trucking firms, based on vehicle-drive fitness rates. This paper makes use of the 1995 Ontario Roadcheck database to establish a link between vehicle roadside inspections aggregated at the carrier level and the carrier accident risk potential in the same year. In Roadcheck, trucks which are selected randomly from the traffic stream passing each inspection station are monitored for a range of mechanical defects, such as brake, suspension system, engine, and tire defects. The focus of this paper is to identify carriers with a high accident risk potential with respect to those accidents which are caused primarily by lack of truck fleet mechanical fitness. Preliminary results suggest that roadside inspections provide a simple, reliable way of establishing a trucking firm's accident risk accident risk potential (especially where truck fleet fitness is the central concern). The approach appears to be especially suited as a low-cost screening method for targeting high-risk trucking firms for appropriate safety interventions. (A)

Vehicle fleet management system.

Abstract: Vehicle fleet management system. Each vehicle has a GPS satellite tracking receiver, as well as a mileometer and a gyrometer, sending the data to a repeater 2, which includes a GPS corrector for calculating a corrected position, sending the data to a processing centre 3 that includes means 4 of displaying a cartographic plan showing the location and route of each vehicle 1. It is characterized by the fact that the processing centre 3 has means for calculating the estimated position that each vehicle ought to occupy and means for calculating the difference between the estimated and real positions, both positions being represented, thus monitoring and optimizing the work of each vehicle.

Boston's low floor lrv: program update

Abstract: The Massachusetts Bay Transportation Authority (MBTA) will soon be operating one of the largest fleets of low floor light rail vehicles (LF-LRVs) in the world. The project team has had to meet many challenges presented by the integration of the new design into one of the most severe operating environments in North America. This paper presents a brief historical review of the project, covering the decision to select low floor cars and the resulting configuration issues. The key challenges to the program and some resulting technical features of the car are reviewed, and the approach of the project team to resolving problems is discussed, with experiences of operator, consultant and the vehicle manufacturer presented. Prototype testing program is discussed, with a review of its objectives and presentation of the results achieved to date.

Automatic fleet control: state of the practice

Abstract: The purpose of this article is to discuss the state of the practice of fleet management technology. With automated vehicle location (AVL) systems providing the core around which other fleet management technologies revolve, the article focuses on AVL. Advanced Public Transportation Systems (APTS), as core part of Intelligent Transportation Systems (ITS) and Intelligent Transportation Infrastructure (ITI), consists of the following subsystems: fleet management, traveler information, electronic fare collection, and transportation demand management. The following subsystems of fleet management are briefly discussed: communication, geographic information system (GIS), AVL, automatic passenger counters (APC), transit operations software, and traffic signal prioritization. Cost benefit analysis, institutional barriers, infrastructure problems, integration issues and an overview of vendor projects are also covered.

Mannesmann's solutions: telematics for fleet operators

Abstract: Mannesmann, one of Germany's biggest industrial conglomerates, has decided to enter into a new business area. Telematics seems to become a successful new technology and Mannesmann is aiming to reach a leading role in Europe. Two Mannesmann subsidiaries are active in this subject. There is a new company in the area of telecommunications. Mannesmann Autocom provides Telematics services by the use of the own GSM network. In the automotive area Mannesmann VDO Group is responsible for vehicle hardware. OEM customers discover more and more the benefits of Telematics. They offer their customers traffic information systems and route guidance systems based on Telematics. VDO Kienzle, responsible for world-wide trading activities of VDO, is now prepared to enter the Telematics aftermarket. The fleet solutions of VDO Kienzle are based on GSM/SMS and GPS. They consist of vehicle hardware and office software as standardised solutions. As a sales and service company VDO Kienzle has a network of 11,000 partners for the distribution of tachographs all over the world. They have the best entry into the commercial vehicle fleets. For the covering abstract see IRRD E102946.

A fleet management system and method

Abstract: A system and method is provided for management of a fleet having a plurality of vehicles. The system (10) includes a mobile unit (12) installed in at least one of the plurality of vehicles (14) for collecting and storing at least time and location data of the vehicle, an interrogation unit (16) for downloading the stored at least time and location data from the mobile unit when the vehicle passes by the interrogation unit, and a control and management unit (20) connectable to the interrogation unit so as to provide a traveling record of the vehicle.

Financing your afv fleet

Abstract: Air quality problems and tensions in the Middle East have brought alternative fuel vehicles (AFVs) back to the local government front burner. Finding the money to pay for them is the next big step. With the Department of Energy's (DOE) Clean Cities program, the federal government has finally put its weight behind alternative fuels. Through this program, the DOE provides a wealth of information on conversion to alternative fuels and offers grants under the State and Local Incentive Program to Accelerate the Use of Alternative Fuels. In 1996, the department distributed $1.5 million in amounts ranging from $50,000 to $150,000 to 20 local governments. AFV incentives and laws for each state are highlighted. A chart outlines AFV specifications for 21 different models of vehicles.

Winnipeg international airport ground transportation management system

Abstract: This paper describes the implementation of an advanced monitoring and control system to automate the management of taxis and limousines at Winnipeg International Airport. The ground transportation management system integrates several intelligent transportation system technologies to improve fleet monitoring, dispatching, data collection, and service to passengers. Vehicle-mounted transponders, roadside tracking devices, and real-time data-processing equipment are used to identify vehicles and drivers electronically and to determine their place in a queue. A central computer system determines where vehicles are required and the order of their dispatch. Curbside entrance and exit readers monitor vehicle location and ensure that the system runs smoothly. The design includes the following elements and subsystems at the commercial vehicle holding area (CVHA) and terminal curb-sides: automated vehicle identification or dedicated short range communications at entrances and exits of the CVHA and at the terminal curbs for identification and tracking purposes; blank-out signs and variable message signs at the CVHA for communication with commercial vehicle operators; pay-at-point station at the CVHA to facilitate account transactions on-site for the commercial vehicle operators; and communication and computer subsystems. A revenue collection sub-system to facilitate per-trip fees, as well as potential future dwell-time charges for commercial vehicles operating in and out of the airport, were developed and incorporated into the ground transportation management system.

Technology Choice and Productivity in the Turkish merchant fleet in the last two decades

Abstract: Sea transportion has become a significant sector in Turkey since the early 1980s. It has developed due to the domestic subsidies provided and also because of the favourable conjuncture in the world ship Sale and Purchase markets in this period. In the 1990s this sector has started to gain some self-confidence and has completed the ‘Infant Inudustry’ period. However, bacause its structure is open to international competition, the protection policies available in the 1980s have been found to be inadequate. The capacity of the Turkish merchant fleet has expanded to a considerable extent in the last two decades, but it is comprised of over-aged and old fashioned ships built using outdated technology. and a sudden and cat-astrophic crisis could be approaching. A precaution in the long run could be to have special types of ships carrying convenient loads at minimum costs.