Pub Date : 2013-09-01DOI: 10.5399/OSU/JTRF.52.3.4180
W. Fan, Mason D Gemar, R. Machemehl
The primary function of equipment managers is to replace the right equipment at the right time and at the lowest overall cost. In this paper, the opportunities and challenges associated with equipment replacement optimization (ERO) are discussed in detail. First, a comprehensive review of the state-of-the art and state-of-the practice literature for the ERO problem is conducted. Second, a dynamic programming (DP) based optimization solution methodology is presented to solve the ERO problem. The Bellman’s formulation for the ERO deterministic (DDP) and stochastic dynamic programming (SDP) problems are discussed in detail. Finally, comprehensive ERO numerical results and implications are given.
{"title":"Equipment Replacement Decision Making: Opportunities and Challenges","authors":"W. Fan, Mason D Gemar, R. Machemehl","doi":"10.5399/OSU/JTRF.52.3.4180","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.3.4180","url":null,"abstract":"The primary function of equipment managers is to replace the right equipment at the right time and at the lowest overall cost. In this paper, the opportunities and challenges associated with equipment replacement optimization (ERO) are discussed in detail. First, a comprehensive review of the state-of-the art and state-of-the practice literature for the ERO problem is conducted. Second, a dynamic programming (DP) based optimization solution methodology is presented to solve the ERO problem. The Bellman’s formulation for the ERO deterministic (DDP) and stochastic dynamic programming (SDP) problems are discussed in detail. Finally, comprehensive ERO numerical results and implications are given.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"144 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133860425","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 : 2013-09-01DOI: 10.5399/OSU/JTRF.52.3.4192
Joongkoo Cho, Weihong Hu
Estimating greenhouse gases (GHGs) and other emissions (especially diesel particulates) is an increasingly important basis for regional policy analysis. According to the EPA (2010a), the transportation sector contributed 27.2% of total GHG emissions in 2008, and 50% of these were from truck operations. This research focuses on estimating GHGs and other emissions (e.g., PM) from freight movements on roads in California as well as the concurrent effects of various mitigation scenarios. The study demonstrates that interregional freight flow data, along with FAF data can be important data sources for emission models. The results are useful not only for estimating GHGs and other emissions based on estimated freight flows, but also for evaluating area-specific environmental impacts of policy alternatives. The analysis shows that emissions impacts vary by study area as well as by policy. A policy alternative that has a significant impact in a specific area may have a trivial impact in a broader region. Also, an emissions reduction in one area may be because of emissions increases in another area. Therefore, it is important to simulate possible emissions impacts by applying a spatially disaggregated model to help decision makers weigh alternatives. The study can also be applied for analyzing environmental justice when the emission results are disaggregated into small areas.
{"title":"Network-Based Simulation of Air Pollution Emissions Associated with Truck Operations","authors":"Joongkoo Cho, Weihong Hu","doi":"10.5399/OSU/JTRF.52.3.4192","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.3.4192","url":null,"abstract":"Estimating greenhouse gases (GHGs) and other emissions (especially diesel particulates) is an increasingly important basis for regional policy analysis. According to the EPA (2010a), the transportation sector contributed 27.2% of total GHG emissions in 2008, and 50% of these were from truck operations. This research focuses on estimating GHGs and other emissions (e.g., PM) from freight movements on roads in California as well as the concurrent effects of various mitigation scenarios. The study demonstrates that interregional freight flow data, along with FAF data can be important data sources for emission models. The results are useful not only for estimating GHGs and other emissions based on estimated freight flows, but also for evaluating area-specific environmental impacts of policy alternatives. The analysis shows that emissions impacts vary by study area as well as by policy. A policy alternative that has a significant impact in a specific area may have a trivial impact in a broader region. Also, an emissions reduction in one area may be because of emissions increases in another area. Therefore, it is important to simulate possible emissions impacts by applying a spatially disaggregated model to help decision makers weigh alternatives. The study can also be applied for analyzing environmental justice when the emission results are disaggregated into small areas.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"95 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132190611","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 : 2013-06-01DOI: 10.5399/OSU/JTRF.52.2.4159
C. Baumel
This paper explains why diesel fuel is the preferred fuel in freight transportation. It identifies possible substitute fuels for motor carriers and railroads that are currently available and under development. It identifies which of these substitutes are likely to be used in the near and medium term years and the circumstances under which they will be used. The paper discusses which fuel efficiency measures have been successfully adopted by railroads and motor carriers. Finally, it suggests opportunities for transportation researchers to evaluate investment options to improve fuel efficiencies in freight transportation.
{"title":"Future Substitutes for Diesel Fuel in U.S. Truck and Railroad Freight Transportation","authors":"C. Baumel","doi":"10.5399/OSU/JTRF.52.2.4159","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.2.4159","url":null,"abstract":"This paper explains why diesel fuel is the preferred fuel in freight transportation. It identifies possible substitute fuels for motor carriers and railroads that are currently available and under development. It identifies which of these substitutes are likely to be used in the near and medium term years and the circumstances under which they will be used. The paper discusses which fuel efficiency measures have been successfully adopted by railroads and motor carriers. Finally, it suggests opportunities for transportation researchers to evaluate investment options to improve fuel efficiencies in freight transportation.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121650632","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 : 2013-06-01DOI: 10.5399/OSU/JTRF.52.2.4162
C. Martland
The Association of American Railroads (AAR) initiated the Heavy Axle Load (HAL) Research Program in 1988 in order to “provide guidance to the North American railroad industry about whether to increase axle loads and to determine the most economic payload consistent with safety” (Kalay and Martland 2001). The research demonstrated the technical feasibility and economic desirability of increasing axle loads and the ability of technology to mitigate the adverse effects of heavier loads. In 1991, the industry decided to accept cars with 286,000 lb. gross vehicle weight (286k GVW) in interchange service. Since then, more than 90% of all bulk equipment acquired has been rated for 286k GVW. By 2010, nearly 100% of coal traffic and 30% of general freight moved in 286k loads. Technological improvements resulting from the HAL research program have been critical in enabling the industry to reduce costs of 286k operations. Stronger materials, better designs, and improved maintenance techniques reduced life cycle costs for rail and other track components. Bridge costs did not increase as much as expected, because of technological developments and better understanding of their ability to withstand HAL loads. Net benefits of HAL operations to railroads, suppliers, and their customers were approximately $6 billion between 1994 and 2010. Annual net benefits exceeded $600 million in 2010. Benefits included reductions in equipment expense, more efficient operations, and increases in line capacity. Given the technological advances in railroad engineering over the past 20 years, further increases in GVW or loading density should now be considered. OVERVIEW OF THE HAL RESEARCH PROGRAMThis paper has two major objectives. First, it estimates the net benefits achieved by increasing the maximum GVW to 286k, taking into account impacts on operations and infrastructure. Second,
{"title":"Introduction of Heavy Axle Loads","authors":"C. Martland","doi":"10.5399/OSU/JTRF.52.2.4162","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.2.4162","url":null,"abstract":"The Association of American Railroads (AAR) initiated the Heavy Axle Load (HAL) Research Program in 1988 in order to “provide guidance to the North American railroad industry about whether to increase axle loads and to determine the most economic payload consistent with safety” (Kalay and Martland 2001). The research demonstrated the technical feasibility and economic desirability of increasing axle loads and the ability of technology to mitigate the adverse effects of heavier loads. In 1991, the industry decided to accept cars with 286,000 lb. gross vehicle weight (286k GVW) in interchange service. Since then, more than 90% of all bulk equipment acquired has been rated for 286k GVW. By 2010, nearly 100% of coal traffic and 30% of general freight moved in 286k loads. Technological improvements resulting from the HAL research program have been critical in enabling the industry to reduce costs of 286k operations. Stronger materials, better designs, and improved maintenance techniques reduced life cycle costs for rail and other track components. Bridge costs did not increase as much as expected, because of technological developments and better understanding of their ability to withstand HAL loads. Net benefits of HAL operations to railroads, suppliers, and their customers were approximately $6 billion between 1994 and 2010. Annual net benefits exceeded $600 million in 2010. Benefits included reductions in equipment expense, more efficient operations, and increases in line capacity. Given the technological advances in railroad engineering over the past 20 years, further increases in GVW or loading density should now be considered. OVERVIEW OF THE HAL RESEARCH PROGRAMThis paper has two major objectives. First, it estimates the net benefits achieved by increasing the maximum GVW to 286k, taking into account impacts on operations and infrastructure. Second,","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132725136","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 : 2013-06-01DOI: 10.5399/OSU/JTRF.52.2.4168
M. Prater, A. Sparger, Pierre Bahizi, D. O'Neil
The share of the grain and oilseed harvest moved by rail has been declining since 1980, when the Federal Motor Carrier Act and the Staggers Rail Act were passed. Large structural changes associated with these acts affected the decline over the following two decades. Yet, even though the large structural changes had already taken place by 2000, the rail market share of grain and oilseed transportation has continued to decline. This paper develops a state-level statistical model for 21 of the top grain-producing states (which produce 86.6% of all grain and oilseeds) to investigate which major factors have been responsible for the decrease in the rail market share of grain and oilseed transportation since 2001. Twenty variables are tested in the model, and 10 are found to have a statistically significant impact on rail market share. Of these, three are most important in the decrease of rail market share: ethanol production, biodiesel production, and the concentration of animal feeding.
{"title":"Rail Market Share of Grain and Oilseed Transportation","authors":"M. Prater, A. Sparger, Pierre Bahizi, D. O'Neil","doi":"10.5399/OSU/JTRF.52.2.4168","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.2.4168","url":null,"abstract":"The share of the grain and oilseed harvest moved by rail has been declining since 1980, when the Federal Motor Carrier Act and the Staggers Rail Act were passed. Large structural changes associated with these acts affected the decline over the following two decades. Yet, even though the large structural changes had already taken place by 2000, the rail market share of grain and oilseed transportation has continued to decline. This paper develops a state-level statistical model for 21 of the top grain-producing states (which produce 86.6% of all grain and oilseeds) to investigate which major factors have been responsible for the decrease in the rail market share of grain and oilseed transportation since 2001. Twenty variables are tested in the model, and 10 are found to have a statistically significant impact on rail market share. Of these, three are most important in the decrease of rail market share: ethanol production, biodiesel production, and the concentration of animal feeding.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127652833","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 : 2013-06-01DOI: 10.5399/OSU/JTRF.52.2.4165
Liang-Chieh Cheng, Heng Wang
User equilibrium refers to the network-wide state where individual travelers cannot gain improvement by unilaterally changing their behaviors. The Wardropian Equilibrium has been the focus of a transportation equilibrium study. This paper modifies the dynamic traffic assignment method through utilizing the TRANSIMS system to reach the dynamic user equilibrium state in a microscopic model. The focus of research is developing three heuristics in a Routing-Microsimulation-Equilibrating order for reaching system-wide equilibrium while simultaneously minimizing the computing burden and execution. The heuristics are implemented to a TRANSIMS model to simulate a subarea of Houston, TX.
{"title":"Modeling User Equilibrium in Microscopic Transportation Simulation","authors":"Liang-Chieh Cheng, Heng Wang","doi":"10.5399/OSU/JTRF.52.2.4165","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.2.4165","url":null,"abstract":"User equilibrium refers to the network-wide state where individual travelers cannot gain improvement by unilaterally changing their behaviors. The Wardropian Equilibrium has been the focus of a transportation equilibrium study. This paper modifies the dynamic traffic assignment method through utilizing the TRANSIMS system to reach the dynamic user equilibrium state in a microscopic model. The focus of research is developing three heuristics in a Routing-Microsimulation-Equilibrating order for reaching system-wide equilibrium while simultaneously minimizing the computing burden and execution. The heuristics are implemented to a TRANSIMS model to simulate a subarea of Houston, TX.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"31 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121968463","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 : 2013-06-01DOI: 10.5399/OSU/JTRF.52.2.4174
Andrade Furtado, Francisco Manuel Bastos
This paper examines the differences between the United States (U.S.) and European (EU27) freight railways. The inherent or structural factors influencing the railways modal share will be evaluated. It was found that nearly all of the disparity in modal share can be explained by structural or inherent differences, like the competitiveness of non-surface modes, shipment distances (both influenced by geography), and commodity mix (namely, coal). More striking are the differences in productivity, to move the same number of tons seven times, more trains are required in Europe compared with the U.S.. Operational revenues per ton-mile are around two times higher in Europe, while the operational expenses in the U.S. are four times lower than in Europe. It is argued that setting a goal for modal share similar to the U.S. is not realistic for the EU27. A key concern for European freight railways should be the reduction of operational costs, by increasing the trains’ sizes. Distinct policy answers were given to the railroads’ crisis in the post WWII years. Soon after 1980 when reforms were introduced in the U.S. there was a revival of the sector. The same has not happened in Europe, where questions regarding infrastructure financing or the coordination of network investments and operational needs remain.
{"title":"U.S. and European Freight Railways: The Differences That Matter","authors":"Andrade Furtado, Francisco Manuel Bastos","doi":"10.5399/OSU/JTRF.52.2.4174","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.2.4174","url":null,"abstract":"This paper examines the differences between the United States (U.S.) and European (EU27) freight railways. The inherent or structural factors influencing the railways modal share will be evaluated. It was found that nearly all of the disparity in modal share can be explained by structural or inherent differences, like the competitiveness of non-surface modes, shipment distances (both influenced by geography), and commodity mix (namely, coal). More striking are the differences in productivity, to move the same number of tons seven times, more trains are required in Europe compared with the U.S.. Operational revenues per ton-mile are around two times higher in Europe, while the operational expenses in the U.S. are four times lower than in Europe. It is argued that setting a goal for modal share similar to the U.S. is not realistic for the EU27. A key concern for European freight railways should be the reduction of operational costs, by increasing the trains’ sizes. Distinct policy answers were given to the railroads’ crisis in the post WWII years. Soon after 1980 when reforms were introduced in the U.S. there was a revival of the sector. The same has not happened in Europe, where questions regarding infrastructure financing or the coordination of network investments and operational needs remain.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"136 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132066768","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 : 2013-03-01DOI: 10.5399/OSU/JTRF.52.1.4133
P. Caster, C. Scheraga
In 2003, amid the turmoil of the U.S. airline industry in the post-9/11 environment, the senior management of the Alaska Air Group announced a “strategic vision” entitled “Alaska 2010.” The pronouncement articulated positions with regard to cost leadership, product differentiation, and growth. This study empirically assesses the efficacy of this decision with regard to the major network carrier of the air group, Alaska Airlines. The analysis focuses on the period beginning with the announcement and ending in 2010. The implementation of such a strategic protocol is dynamic and inter-temporal in nature. Therefore, it is often difficult to assess the effectiveness of changes in strategies, particularly since such effectiveness is often a function of the confounding forces of organizational strategy and market conditions. Thus, this study utilizes the multi-period methodology of the strategic variance analysis of operating income. This methodology decomposes operating income into three components: (1) growth, (2) price recovery, and (3) productivity. This is of particular interest from a strategic planning perspective, as the price component evaluates a company’s product differentiation strategy while the productivity component evaluates whether an airline’s low cost strategy was successful because of efficiency gains.
{"title":"An Analysis of a Strategic Transformation Plan: The Case of Alaska Airlines","authors":"P. Caster, C. Scheraga","doi":"10.5399/OSU/JTRF.52.1.4133","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.1.4133","url":null,"abstract":"In 2003, amid the turmoil of the U.S. airline industry in the post-9/11 environment, the senior management of the Alaska Air Group announced a “strategic vision” entitled “Alaska 2010.” The pronouncement articulated positions with regard to cost leadership, product differentiation, and growth. This study empirically assesses the efficacy of this decision with regard to the major network carrier of the air group, Alaska Airlines. The analysis focuses on the period beginning with the announcement and ending in 2010. The implementation of such a strategic protocol is dynamic and inter-temporal in nature. Therefore, it is often difficult to assess the effectiveness of changes in strategies, particularly since such effectiveness is often a function of the confounding forces of organizational strategy and market conditions. Thus, this study utilizes the multi-period methodology of the strategic variance analysis of operating income. This methodology decomposes operating income into three components: (1) growth, (2) price recovery, and (3) productivity. This is of particular interest from a strategic planning perspective, as the price component evaluates a company’s product differentiation strategy while the productivity component evaluates whether an airline’s low cost strategy was successful because of efficiency gains.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125377422","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 : 2013-03-01DOI: 10.5399/OSU/JTRF.52.1.4139
Zhu Lin, Yap Yin Choo, T. Oum
Using three common methodologies for measuring airport efficiency, namely the productivity index method, Data Envelopment Analysis (DEA) method, and stochastic frontier analysis (SFA) method, this study examines the efficiency performances of 62 Canadian and U.S. airports. Unlike most previous studies, this study includes aeronautical and non-aeronautical outputs of airports as they are inexplicably tied to each other in airport production. The empirical results reveal that the efficiency scores and rankings measured by these alternative methods are quite similar to each other in the top 15 and bottom 15 ranked airports, whereas considerable differences exist among the airports in the middle range. We also found that the percentage of non-aeronautical revenue, passenger volume, average aircraft size, percentages of international and connecting traffic significantly affect our airport efficiency estimates in all of the three alternative approaches used.
{"title":"Efficiency Benchmarking of North American Airports: Comparative Results of Productivity Index,Data Envelopment Analysis and Stochastic Frontier Analysis","authors":"Zhu Lin, Yap Yin Choo, T. Oum","doi":"10.5399/OSU/JTRF.52.1.4139","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.1.4139","url":null,"abstract":"Using three common methodologies for measuring airport efficiency, namely the productivity index method, Data Envelopment Analysis (DEA) method, and stochastic frontier analysis (SFA) method, this study examines the efficiency performances of 62 Canadian and U.S. airports. Unlike most previous studies, this study includes aeronautical and non-aeronautical outputs of airports as they are inexplicably tied to each other in airport production. The empirical results reveal that the efficiency scores and rankings measured by these alternative methods are quite similar to each other in the top 15 and bottom 15 ranked airports, whereas considerable differences exist among the airports in the middle range. We also found that the percentage of non-aeronautical revenue, passenger volume, average aircraft size, percentages of international and connecting traffic significantly affect our airport efficiency estimates in all of the three alternative approaches used.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"29 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126688163","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 : 2013-03-01DOI: 10.5399/OSU/JTRF.52.1.4142
A. Khattak
Gate violations during train crossing events by truck drivers at highway-rail grade crossings in two cities were investigated. About 22% of the collected observations involved gate violations by truck drivers. Analysis showed that the frequencies of gate violations increased with higher truck traffic during crossing events and drivers of single-unit trucks displayed a greater propensity for gate violations compared with drivers of trucks with trailers. Violations were more frequent with longer times between the onset of flashing lights and train arrivals at the crossings. Options for reducing truck drivers’ gate violations at gated crossings are provided.
{"title":"Gate violations by truck drivers at highway-rail grade crossings in two cities","authors":"A. Khattak","doi":"10.5399/OSU/JTRF.52.1.4142","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.1.4142","url":null,"abstract":"Gate violations during train crossing events by truck drivers at highway-rail grade crossings in two cities were investigated. About 22% of the collected observations involved gate violations by truck drivers. Analysis showed that the frequencies of gate violations increased with higher truck traffic during crossing events and drivers of single-unit trucks displayed a greater propensity for gate violations compared with drivers of trucks with trailers. Violations were more frequent with longer times between the onset of flashing lights and train arrivals at the crossings. Options for reducing truck drivers’ gate violations at gated crossings are provided.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"110 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128090202","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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