Pub Date : 2016-06-01DOI: 10.5399/OSU/JTRF.55.2.4352
R. Gritta, Brian J. Adams
Rare prior to the deregulation of the airline industry, air carrier bankruptcies became rather endemic in the period 1982-2005. Since 1982, over 175 airlines have filed under the bankruptcy codes. This number includes eight of the carriers that were formerly referred to as “trunk carriers,” now known as “Majors.” Major carriers are defined as those with annual revenues exceeding $1.0 billion. The purpose of this paper is to analyze the recent performance of these carriers using a statistical model specifically designed to predict the likelihood of financial stress for airlines. The paper will also update past research in this important industry to demonstrate the very precarious nature of profitability. The major reasons for the improvement of the industry’s profitability will be briefly discussed. The analysis will show that the current financial condition of the industry has improved significantly due to increased concentration and the market domination of some carriers, very low fuel costs facing the carriers, and the record low interest rates resulting from the Federal Reserve’s easy monetary policy. the industry may still be fragile or vulnerable to changes in these input factors.
{"title":"Have the Major U.S. Air Carriers Finally Turned the Corner? A Financial Condition Assessment","authors":"R. Gritta, Brian J. Adams","doi":"10.5399/OSU/JTRF.55.2.4352","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.2.4352","url":null,"abstract":"Rare prior to the deregulation of the airline industry, air carrier bankruptcies became rather endemic in the period 1982-2005. Since 1982, over 175 airlines have filed under the bankruptcy codes. This number includes eight of the carriers that were formerly referred to as “trunk carriers,” now known as “Majors.” Major carriers are defined as those with annual revenues exceeding $1.0 billion. The purpose of this paper is to analyze the recent performance of these carriers using a statistical model specifically designed to predict the likelihood of financial stress for airlines. The paper will also update past research in this important industry to demonstrate the very precarious nature of profitability. The major reasons for the improvement of the industry’s profitability will be briefly discussed. The analysis will show that the current financial condition of the industry has improved significantly due to increased concentration and the market domination of some carriers, very low fuel costs facing the carriers, and the record low interest rates resulting from the Federal Reserve’s easy monetary policy. the industry may still be fragile or vulnerable to changes in these input factors.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"28 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123016715","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-06-01DOI: 10.5399/OSU/JTRF.55.2.4349
Tat S. Fu, N. Mundorf, Colleen A Redding, L. Brick, Andrea L. Paiva, J. Prochaska
This paper presents findings of a two-campus project designed to assess alternative/sustainable transportation (AT), which is defined as commuting via non-SOVs (single occupancy vehicles) such as transit, carpooling, walking, or biking. One of the objectives was to test the application of a well-known behavior change model, the Transtheoretical Model of Change (TTM), to transportation behaviors. Additionally, geospatial analysis and visualization were applied using the TTM measures. The survey results show that commuting distances, transit connectivity, and status (i.e., students, staff, and faculty) affected commute modes and stages of readiness to use AT. Another important finding was that the survey data for AT replicated TTM relationship predictions between constructs and stages of change.
本文介绍了一个两校区项目的研究结果，该项目旨在评估替代/可持续交通(AT)，它被定义为通过非sov(单占用车辆)通勤，如公共交通、拼车、步行或骑自行车。其中一个目标是测试一个著名的行为改变模型——跨理论变化模型(Transtheoretical model of change, TTM)在交通运输行为中的应用。此外，地理空间分析和可视化应用了TTM措施。调查结果显示，通勤距离、交通连通性和状态(即学生、员工和教师)影响通勤模式和准备使用自动驾驶汽车的阶段。另一个重要的发现是，AT的调查数据复制了构造和变化阶段之间的TTM关系预测。
{"title":"Exploring Sustainable Transportation Attitudes and Stages of Change Using Survey and Geospatial Data in New England Campus Commuters","authors":"Tat S. Fu, N. Mundorf, Colleen A Redding, L. Brick, Andrea L. Paiva, J. Prochaska","doi":"10.5399/OSU/JTRF.55.2.4349","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.2.4349","url":null,"abstract":"This paper presents findings of a two-campus project designed to assess alternative/sustainable transportation (AT), which is defined as commuting via non-SOVs (single occupancy vehicles) such as transit, carpooling, walking, or biking. One of the objectives was to test the application of a well-known behavior change model, the Transtheoretical Model of Change (TTM), to transportation behaviors. Additionally, geospatial analysis and visualization were applied using the TTM measures. The survey results show that commuting distances, transit connectivity, and status (i.e., students, staff, and faculty) affected commute modes and stages of readiness to use AT. Another important finding was that the survey data for AT replicated TTM relationship predictions between constructs and stages of change.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124036528","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-03-01DOI: 10.5399/OSU/JTRF.55.1.4340
Mintesnot G. Woldeamanuel, Craig T. Olwert
A multimodality index (MI) is developed to evaluate the accessibility and convenience of transit use by investigating the connectivity of a Bus Rapid Transit (BRT) with other modes of travel. Better connected stations increase transit system ridership, resulting in environmental and social equity gains. The integration of the Orange Line BRT system in Los Angeles with other travel modes, including bicycles, pedestrians, regular buses, and private automobiles, was analyzed using field observations and LA Metro data to create a multimodality index (MI). While multimodal connectivity of the Orange Line BRT system varies across stations, a positive relationship exists between ridership and the MI, indicating that the MI is a reliable predictor of transit ridership and a useful tool for transit planning.
{"title":"The Multimodal Connectivity at Bus Rapid Transit (BRT) Stations and the Impact on Ridership","authors":"Mintesnot G. Woldeamanuel, Craig T. Olwert","doi":"10.5399/OSU/JTRF.55.1.4340","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.1.4340","url":null,"abstract":"A multimodality index (MI) is developed to evaluate the accessibility and convenience of transit use by investigating the connectivity of a Bus Rapid Transit (BRT) with other modes of travel. Better connected stations increase transit system ridership, resulting in environmental and social equity gains. The integration of the Orange Line BRT system in Los Angeles with other travel modes, including bicycles, pedestrians, regular buses, and private automobiles, was analyzed using field observations and LA Metro data to create a multimodality index (MI). While multimodal connectivity of the Orange Line BRT system varies across stations, a positive relationship exists between ridership and the MI, indicating that the MI is a reliable predictor of transit ridership and a useful tool for transit planning.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116083648","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-03-01DOI: 10.5399/OSU/JTRF.55.1.4337
W. Simmons, Andrew M. Welki, T. J. Zlatoper
This paper analyzes the influence of driving knowledge on highway safety by estimating regression models on U.S. state-level data over six years (2005 through 2010). The models incorporate a representative set of motor vehicle fatality determinants. Driving knowledge?as measured by performance on the GMAC Insurance National Drivers Test?has a statistically significant lifesaving effect. Negatively related to the motor vehicle death rate and statistically significant are: real per capita income, precipitation, seat belt use, and a linear trend. Statistically significant positive associations with the rate are found for: the ratio of rural to urban driving, temperature, the percentage of young drivers, the percentage of old drivers, and alcohol consumption.
{"title":"The Impact of Driving Knowledge on Motor Vehicle Fatalities","authors":"W. Simmons, Andrew M. Welki, T. J. Zlatoper","doi":"10.5399/OSU/JTRF.55.1.4337","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.1.4337","url":null,"abstract":"This paper analyzes the influence of driving knowledge on highway safety by estimating regression models on U.S. state-level data over six years (2005 through 2010). The models incorporate a representative set of motor vehicle fatality determinants. Driving knowledge?as measured by performance on the GMAC Insurance National Drivers Test?has a statistically significant lifesaving effect. Negatively related to the motor vehicle death rate and statistically significant are: real per capita income, precipitation, seat belt use, and a linear trend. Statistically significant positive associations with the rate are found for: the ratio of rural to urban driving, temperature, the percentage of young drivers, the percentage of old drivers, and alcohol consumption.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"51 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131062861","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-03-01DOI: 10.5399/OSU/JTRF.55.1.4325
Siew Hoon Lim, Peter A. Turner
Large and unpredictable swings in fuel prices create financial uncertainty to airlines. While there are the risks for going unhedged, airlines that hedge to mitigate fuel price risk face the basis risk. This paper examines whether the length of hedge horizon and distance to contract maturity affect the effectiveness of jet fuel cross hedging. Understanding the effects of hedge duration and futures contract maturity helps improve airline’s fuel hedging strategies. We find that (1) regardless of the distance to contract maturity, weekly hedge horizon has the highest effectiveness for jet fuel proxies like heating oil, Brent, WTI, and gasoil; (2) heating oil is the best jet fuel proxy for all hedge hori-zons and contract maturities; and (3) the hedge effectiveness of heating oil is higher for one-month and three-month contracts.
{"title":"Airline Fuel Hedging: Do Hedge Horizon and Contract Maturity Matter?","authors":"Siew Hoon Lim, Peter A. Turner","doi":"10.5399/OSU/JTRF.55.1.4325","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.1.4325","url":null,"abstract":"Large and unpredictable swings in fuel prices create financial uncertainty to airlines. While there are the risks for going unhedged, airlines that hedge to mitigate fuel price risk face the basis risk. This paper examines whether the length of hedge horizon and distance to contract maturity affect the effectiveness of jet fuel cross hedging. Understanding the effects of hedge duration and futures contract maturity helps improve airline’s fuel hedging strategies. We find that (1) regardless of the distance to contract maturity, weekly hedge horizon has the highest effectiveness for jet fuel proxies like heating oil, Brent, WTI, and gasoil; (2) heating oil is the best jet fuel proxy for all hedge hori-zons and contract maturities; and (3) the hedge effectiveness of heating oil is higher for one-month and three-month contracts.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"96 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132033491","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-03-01DOI: 10.5399/OSU/JTRF.55.1.4328
T. Yu, J. Larson, B. English, J. Fu, Jimmy Calcagno, Bradley Wilson
and Bradly Wilson This study minimizes total cost for single-feedstock supply chains of two dedicated energy crops, perennial switchgrass and biomass sorghum, in Tennessee using a spatial optimization model. Greenhouse gas emissions from the transport of feedstock to the conversion facility were estimated for respective feedstock supply chains. Results show that different demand for land types from two feedstocks and the geographically diverse landscape across the state affect the economics of bioenergy crops supply chains and feedstock transportation emissions. Switchgrass is more suitable than biomass sorghum for biofuel production in Tennessee based on the supply chains cost and feedstock hauling emissions.
{"title":"Dedicated Energy Crop Supply Chain and Associated Feedstock Transportation Emissions: A Case Study of Tennessee","authors":"T. Yu, J. Larson, B. English, J. Fu, Jimmy Calcagno, Bradley Wilson","doi":"10.5399/OSU/JTRF.55.1.4328","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.1.4328","url":null,"abstract":"and Bradly Wilson This study minimizes total cost for single-feedstock supply chains of two dedicated energy crops, perennial switchgrass and biomass sorghum, in Tennessee using a spatial optimization model. Greenhouse gas emissions from the transport of feedstock to the conversion facility were estimated for respective feedstock supply chains. Results show that different demand for land types from two feedstocks and the geographically diverse landscape across the state affect the economics of bioenergy crops supply chains and feedstock transportation emissions. Switchgrass is more suitable than biomass sorghum for biofuel production in Tennessee based on the supply chains cost and feedstock hauling emissions.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130646239","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-03-01DOI: 10.5399/OSU/JTRF.55.1.4331
M. Obeidat, M. Rys
Driver safety is considered an important issue to departments of transportation. One way to increase highway safety is to improve the visibility of overhead guide signs for drivers. Visibility improving methods include the use of sign illumination or retroreflective sheeting materials. This paper focuses on sign illumination by comparing five light sources including high pressure sodium (HPS), metal halide (MH), mercury vapor (MV), induction lighting, and light emitting diode (LED). A laboratory experiment was conducted to compare effective light distribution of each light source and a cost analysis was performed to compare initial, maintenance, and operating cost components of the light sources. Results of the light distribution experiment indicated that HPS was the optimum light source followed by MH, induction lighting, MV, and LED. Induction lighting is a promising lighting technology which features good efficiency and long life. According to cost analysis, induction lighting was the most effective source, followed by the LED, HPS, MV, and MH. Of the five light sources considered, induction lighting provided the best overall performance when considering initial cost, operating cost, expected maintenance, and sign illuminance. Environmentally, LED does not contain mercury, and for those agencies that prefer using sources that are friendlier with the environment, the LED can be their best choice.
{"title":"Effective Light Source for Illuminating Overhead Guide Signs and Improving Roadway Safety","authors":"M. Obeidat, M. Rys","doi":"10.5399/OSU/JTRF.55.1.4331","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.1.4331","url":null,"abstract":"Driver safety is considered an important issue to departments of transportation. One way to increase highway safety is to improve the visibility of overhead guide signs for drivers. Visibility improving methods include the use of sign illumination or retroreflective sheeting materials. This paper focuses on sign illumination by comparing five light sources including high pressure sodium (HPS), metal halide (MH), mercury vapor (MV), induction lighting, and light emitting diode (LED). A laboratory experiment was conducted to compare effective light distribution of each light source and a cost analysis was performed to compare initial, maintenance, and operating cost components of the light sources. Results of the light distribution experiment indicated that HPS was the optimum light source followed by MH, induction lighting, MV, and LED. Induction lighting is a promising lighting technology which features good efficiency and long life. According to cost analysis, induction lighting was the most effective source, followed by the LED, HPS, MV, and MH. Of the five light sources considered, induction lighting provided the best overall performance when considering initial cost, operating cost, expected maintenance, and sign illuminance. Environmentally, LED does not contain mercury, and for those agencies that prefer using sources that are friendlier with the environment, the LED can be their best choice.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"36 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132947056","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-03-01DOI: 10.5399/OSU/JTRF.55.1.4334
Pan Lu, S. Pei, D. Tolliver
Accurate prediction of bridge component condition over time is critical for determining a reliable maintenance, repair, and rehabilitation (MRR) strategy for highway bridges. Based on bridge inspection data, regression models are the most-widely adopted tools used by researchers and state agencies to predict future bridge condition (FHWA 2007). Various regression models can produce quite different results because of the differences in modeling assumptions. The evaluation of model quality can be challenging and sometimes subjective. In this study, an external validation procedure was developed to quantitatively compare the forecasting power of different regression models for highway bridge component deterioration. Several regression models for highway bridge component rating over time were compared using the proposed procedure and a traditional apparent model evaluation method based on the goodness-of-fit to data. The results obtained by applying the two methods are compared and discussed in this paper.
{"title":"Regression Model Evaluation for Highway Bridge Component Deterioration Using National Bridge Inventory Data","authors":"Pan Lu, S. Pei, D. Tolliver","doi":"10.5399/OSU/JTRF.55.1.4334","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.1.4334","url":null,"abstract":"Accurate prediction of bridge component condition over time is critical for determining a reliable maintenance, repair, and rehabilitation (MRR) strategy for highway bridges. Based on bridge inspection data, regression models are the most-widely adopted tools used by researchers and state agencies to predict future bridge condition (FHWA 2007). Various regression models can produce quite different results because of the differences in modeling assumptions. The evaluation of model quality can be challenging and sometimes subjective. In this study, an external validation procedure was developed to quantitatively compare the forecasting power of different regression models for highway bridge component deterioration. Several regression models for highway bridge component rating over time were compared using the proposed procedure and a traditional apparent model evaluation method based on the goodness-of-fit to data. The results obtained by applying the two methods are compared and discussed in this paper.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"68 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123885932","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2015-06-01DOI: 10.5399/OSU/JTRF.54.2.4297
S. Pulugurtha, R. Narayanan
The focus of this paper is to research and update weights (values indicating the effect) to multiply ratings of selected factors used in the Total Design Process (TDP) for interchange lighting prioritization from a safety perspective. Results based on analysis using data collected at 80 interchanges along nine segments in North Carolina showed differences in weights for currently used factors such as freeway median width, freeway number of lanes and night-time traffic volume per lane. Results also showed that considering the number of night-time crashes by severity instead of night-to-day crash rate ratio, for prioritization of interchange lighting system installation or maintenance, would reduce the bias towards interchanges with fewer numbers of crashes and lead to better utilization of limited available transportation funds.
{"title":"Weights from a Safety Perspective for Interchange Lighting Prioritization","authors":"S. Pulugurtha, R. Narayanan","doi":"10.5399/OSU/JTRF.54.2.4297","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.54.2.4297","url":null,"abstract":"The focus of this paper is to research and update weights (values indicating the effect) to multiply ratings of selected factors used in the Total Design Process (TDP) for interchange lighting prioritization from a safety perspective. Results based on analysis using data collected at 80 interchanges along nine segments in North Carolina showed differences in weights for currently used factors such as freeway median width, freeway number of lanes and night-time traffic volume per lane. Results also showed that considering the number of night-time crashes by severity instead of night-to-day crash rate ratio, for prioritization of interchange lighting system installation or maintenance, would reduce the bias towards interchanges with fewer numbers of crashes and lead to better utilization of limited available transportation funds.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"90 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2015-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115578312","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2015-06-01DOI: 10.5399/OSU/JTRF.54.2.4294
N. Mittal, Alok Baveja, R. Krishnan
Sustainability initiatives in maritime industry, despite their global need and relevance, are often riddled with strategic and implementation issues. Here we examine “green” initiatives of top-five global marine terminal operators. We classify their initiatives as technology-centric, process-centric and relationship-centric, and develop a core-competency-driven framework for these initiatives. Our findings indicate that technological initiatives are easy to adopt and yield quicker impact in reducing emissions and increasing ROI. On the other hand, process-centric and relationship-centric initiatives are more difficult to deploy, take longer to yield benefits, but are difficult to imitate. We argue that terminal operators should recognize the value of long-term initiatives that are difficult to replicate, to build competency.
{"title":"Sustaining Sustainability in Marine Terminals: A Strategic Framework","authors":"N. Mittal, Alok Baveja, R. Krishnan","doi":"10.5399/OSU/JTRF.54.2.4294","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.54.2.4294","url":null,"abstract":"Sustainability initiatives in maritime industry, despite their global need and relevance, are often riddled with strategic and implementation issues. Here we examine “green” initiatives of top-five global marine terminal operators. We classify their initiatives as technology-centric, process-centric and relationship-centric, and develop a core-competency-driven framework for these initiatives. Our findings indicate that technological initiatives are easy to adopt and yield quicker impact in reducing emissions and increasing ROI. On the other hand, process-centric and relationship-centric initiatives are more difficult to deploy, take longer to yield benefits, but are difficult to imitate. We argue that terminal operators should recognize the value of long-term initiatives that are difficult to replicate, to build competency.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"54 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2015-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116131313","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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