Alexandros Pasparakis, Jelle de Vries, M. B. M. de Koster, D. Roy
This study investigates the effect of safety-specific transformational leadership (SSTL) on the performance outcomes of safe driving and driving productivity in both long and short-haul truck cargo transport. We conduct our study in the context of a hazardous material (HAZMAT) Indian transport company using a sample of 1,196 trips across 104 unique routes, and driven by 71 truck drivers over a 30-month span. We establish that SSTL is beneficial for truck driving productivity as it positively influences driving productivity in long-haul trips. There is no conclusive evidence of a negative effect on the productivity in short-haul trips. Furthermore, our results show that more experienced drivers are also more likely to indulge in risky driving behavior. Our findings have immediate practical applications for transport companies that wish to promote operational safety, while safeguarding and even improving operational productivity.
{"title":"In the Driver’s Seat: The Role of Transformational Leadership in Safe and Productive Truck Cargo Transport","authors":"Alexandros Pasparakis, Jelle de Vries, M. B. M. de Koster, D. Roy","doi":"10.2139/ssrn.3822285","DOIUrl":"https://doi.org/10.2139/ssrn.3822285","url":null,"abstract":"This study investigates the effect of safety-specific transformational leadership (SSTL) on the performance outcomes of safe driving and driving productivity in both long and short-haul truck cargo transport. We conduct our study in the context of a hazardous material (HAZMAT) Indian transport company using a sample of 1,196 trips across 104 unique routes, and driven by 71 truck drivers over a 30-month span. We establish that SSTL is beneficial for truck driving productivity as it positively influences driving productivity in long-haul trips. There is no conclusive evidence of a negative effect on the productivity in short-haul trips. Furthermore, our results show that more experienced drivers are also more likely to indulge in risky driving behavior. Our findings have immediate practical applications for transport companies that wish to promote operational safety, while safeguarding and even improving operational productivity.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"81 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126623936","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}
This paper investigates the optimal information design for a system to minimize congestion cost in the presence of both autonomous vehicles (AVs) and human-driven vehicles (HVs). We incorporate asymmetric information between AVs and HVs in a routing game where there are two routes available and one of them has a state-dependent congestion cost. AVs are informed of the state and make choices as a fleet while HVs rely on information provided by the system and make self-interested choices. The system designs information in a Bayesian persuasion manner aiming to mitigate HVs' selfish routing such that traffic congestion cost is minimized. We show that the penetration of AVs can mitigate HVs' overcrowding problem and the first-best can be achieved when the fleet size of AVs reaches a high level. We find that it is optimal for the system to randomize in providing traffic information rather than to provide perfect information to HVs. When the information distortion is mild, HVs overcrowd the more desirable route as in the complete information benchmark. When the information distortion is strong enough, their behaviors are flipped and overcrowd the less desirable route. Interestingly, our research sheds light on the interaction of AV platooning and information provision. Finally, credibility constraint limits the social planner's persuasion power in navigating HVs away from overcrowding the more desirable route. When the fraction of AVs is high enough, the first-best can be achieved through the synergy of AV platooning and information provision.
{"title":"Smart Navigation via Strategic Communications in a Mixed Autonomous Paradigm","authors":"Yonghui Chen, Ailing Xu, Qiaochu He, Ying‐Ju Chen","doi":"10.2139/ssrn.3752727","DOIUrl":"https://doi.org/10.2139/ssrn.3752727","url":null,"abstract":"This paper investigates the optimal information design for a system to minimize congestion cost in the presence of both autonomous vehicles (AVs) and human-driven vehicles (HVs). We incorporate asymmetric information between AVs and HVs in a routing game where there are two routes available and one of them has a state-dependent congestion cost. AVs are informed of the state and make choices as a fleet while HVs rely on information provided by the system and make self-interested choices. The system designs information in a Bayesian persuasion manner aiming to mitigate HVs' selfish routing such that traffic congestion cost is minimized. We show that the penetration of AVs can mitigate HVs' overcrowding problem and the first-best can be achieved when the fleet size of AVs reaches a high level. We find that it is optimal for the system to randomize in providing traffic information rather than to provide perfect information to HVs. When the information distortion is mild, HVs overcrowd the more desirable route as in the complete information benchmark. When the information distortion is strong enough, their behaviors are flipped and overcrowd the less desirable route. Interestingly, our research sheds light on the interaction of AV platooning and information provision. Finally, credibility constraint limits the social planner's persuasion power in navigating HVs away from overcrowding the more desirable route. When the fraction of AVs is high enough, the first-best can be achieved through the synergy of AV platooning and information provision.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"174 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-12-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121830259","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}
Intercity air transportation has grown rapidly in recent decades and creates significant noise pollution that affects health. Previous research quantifies the losses that are capitalized into home values. Much research relies heavily on spatially restrictive noise contour plots to identify the house price discounts and determine economic damages. We break new ground by investigating whether residential noise complaints can offer insights on aircraft noise pollution and housing price impacts experienced by residents near Minneapolis-Saint-Paul International Airport outside of contour boundaries. Our findings indicate noise complaints are a reliable measure of residential noise annoyance and have a significant adverse effect on home prices extending nearly twice as far (10 km) as contours. Reevaluating economic damages based on our results indicates contour-based calculations severely underestimate aircraft-noise-pollution-induced losses incurred by homeowners and suggests $154 million of $167 million in post-abatement damages are borne by residents located outside the regulated Minneapolis contour area.
{"title":"Perception vs. Reality: The Aviation Noise Complaint Effect on Home Prices","authors":"Felix L. Friedt, Jeffrey P. Cohen","doi":"10.2139/ssrn.3838356","DOIUrl":"https://doi.org/10.2139/ssrn.3838356","url":null,"abstract":"Intercity air transportation has grown rapidly in recent decades and creates significant noise pollution that affects health. Previous research quantifies the losses that are capitalized into home values. Much research relies heavily on spatially restrictive noise contour plots to identify the house price discounts and determine economic damages. We break new ground by investigating whether residential noise complaints can offer insights on aircraft noise pollution and housing price impacts experienced by residents near Minneapolis-Saint-Paul International Airport outside of contour boundaries. Our findings indicate noise complaints are a reliable measure of residential noise annoyance and have a significant adverse effect on home prices extending nearly twice as far (10 km) as contours. Reevaluating economic damages based on our results indicates contour-based calculations severely underestimate aircraft-noise-pollution-induced losses incurred by homeowners and suggests $154 million of $167 million in post-abatement damages are borne by residents located outside the regulated Minneapolis contour area.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"40 9 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126178993","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}
In this paper, we use detailed information of weather conditions, Eurocontrol regulations and strikes to examine the main drivers of flight delays in six Spanish airports in the period 2017–2018. We show that external shocks are an important driver of delays for low-cost and dominant airlines at large airports. Dominant airlines have better on-time performance when they operate hub-and-spoke networks, although this can be partially explained by their more frequent use of schedule padding. Finally, we find no direct evidence that competition at route level affects delays, although padding is more frequent when route competition is weak.
{"title":"Airport Dominance, Route Network Design and Flight Delays","authors":"Joan Calzada, Xavier Fageda","doi":"10.2139/ssrn.3711571","DOIUrl":"https://doi.org/10.2139/ssrn.3711571","url":null,"abstract":"In this paper, we use detailed information of weather conditions, Eurocontrol regulations and strikes to examine the main drivers of flight delays in six Spanish airports in the period 2017–2018. We show that external shocks are an important driver of delays for low-cost and dominant airlines at large airports. Dominant airlines have better on-time performance when they operate hub-and-spoke networks, although this can be partially explained by their more frequent use of schedule padding. Finally, we find no direct evidence that competition at route level affects delays, although padding is more frequent when route competition is weak.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"18 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-10-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125716330","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}
This article proposes a non-parametric approach to measure scale and scope and a descriptive study to address the relation of the railways’ production density, scale scope and efficiency using a system of equations, graphic analysis, simple regressions and a proposal for the automatic selection of variables for non-parametric analysis purposes that reduces subjectivity. There is a perceptible, statistically significant relation of production density with scale and positive efficiency, suggesting a relation between increase in net freight per kilometre transported and efficiency gains via scale level, but the relation with economies of scope indicate the possibility of diseconomy occurring, albeit not statistically significant. Furthermore, there is heterogeneity among the production scales. The results show the need for further investigation because scale is influenced by production density insofar as the companies with the greatest production density are those with the greatest efficiency but there is no linearity in the economies of scope indicator.
{"title":"Brazilian Railways Relations of Production Density, Scale, Scope and Efficiency","authors":"Francisco Gildemir Ferreira da Silva","doi":"10.2139/ssrn.3681559","DOIUrl":"https://doi.org/10.2139/ssrn.3681559","url":null,"abstract":"This article proposes a non-parametric approach to measure scale and scope and a descriptive study to address the relation of the railways’ production density, scale scope and efficiency using a system of equations, graphic analysis, simple regressions and a proposal for the automatic selection of variables for non-parametric analysis purposes that reduces subjectivity. There is a perceptible, statistically significant relation of production density with scale and positive efficiency, suggesting a relation between increase in net freight per kilometre transported and efficiency gains via scale level, but the relation with economies of scope indicate the possibility of diseconomy occurring, albeit not statistically significant. Furthermore, there is heterogeneity among the production scales. The results show the need for further investigation because scale is influenced by production density insofar as the companies with the greatest production density are those with the greatest efficiency but there is no linearity in the economies of scope indicator.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-08-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131760522","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}
Problem Definition: With heightened global uncertainty, supply chain managers are under increasing pressure to craft strategies that accommodate both supply and demand risks. While flexibility is a well-understood strategy to accommodate risk, there is no clear guidance on the optimal flexibility configuration of a supply network that comprises both unreliable primary suppliers and reliable backup suppliers. Academic/Practical Relevance: Existing literature examines the value of flexibility with primary and backup suppliers independently. For a risk-neutral firm, research shows that (a) adding flexibility to an unreliable primary supplier (in absence of backup supply) is always beneficial, and (b) adding flexibility to a reliable backup supplier (in absence of primary supplier flexibility) is always valuable. It is unclear, however, how flexibility should be incorporated into a supply network with both unreliable primary suppliers and reliable backup suppliers. This research studies whether flexibility should be embedded in a primary supplier, a backup supplier, or both. Methodology: We develop a normative model to analyze when flexibility benefits and when it hurts. Results: Compared with a base case of no flexibility, we prove that embedding flexibility in either primary or backup suppliers is always beneficial. However, embedding flexibility in both primary and backup suppliers can be counterproductive because the supply chain performance can decline with saturated flexibility, even if flexibility is costless. A key reason is that the risk-aggregation effect of embedding flexibility in an unreliable supplier becomes more salient when flexibility is already embedded in a backup supplier. Managerial Implications: This research refines the existing understanding of flexibility by illustrating that adding flexibility is not always beneficial. When there is a choice, a firm should prioritize embedding flexibility in a reliable backup supplier.
{"title":"Flexibility Strategy Under Supply and Demand Risk","authors":"Yimin Wang, S. Webster","doi":"10.2139/ssrn.3656803","DOIUrl":"https://doi.org/10.2139/ssrn.3656803","url":null,"abstract":"Problem Definition: With heightened global uncertainty, supply chain managers are under increasing pressure to craft strategies that accommodate both supply and demand risks. While flexibility is a well-understood strategy to accommodate risk, there is no clear guidance on the optimal flexibility configuration of a supply network that comprises both unreliable primary suppliers and reliable backup suppliers. Academic/Practical Relevance: Existing literature examines the value of flexibility with primary and backup suppliers independently. For a risk-neutral firm, research shows that (a) adding flexibility to an unreliable primary supplier (in absence of backup supply) is always beneficial, and (b) adding flexibility to a reliable backup supplier (in absence of primary supplier flexibility) is always valuable. It is unclear, however, how flexibility should be incorporated into a supply network with both unreliable primary suppliers and reliable backup suppliers. This research studies whether flexibility should be embedded in a primary supplier, a backup supplier, or both. Methodology: We develop a normative model to analyze when flexibility benefits and when it hurts. Results: Compared with a base case of no flexibility, we prove that embedding flexibility in either primary or backup suppliers is always beneficial. However, embedding flexibility in both primary and backup suppliers can be counterproductive because the supply chain performance can decline with saturated flexibility, even if flexibility is costless. A key reason is that the risk-aggregation effect of embedding flexibility in an unreliable supplier becomes more salient when flexibility is already embedded in a backup supplier. Managerial Implications: This research refines the existing understanding of flexibility by illustrating that adding flexibility is not always beneficial. When there is a choice, a firm should prioritize embedding flexibility in a reliable backup supplier.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"33 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-07-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116799352","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}
We propose a novel quantity-based demand management system aiming to promote ride-sharing. The system sells the permit to access a facility (conceptualized as a bottleneck) by auction but encourages commuters to share the permits with each other. The permit is classified according to access time and the commuters may be assigned one of the three roles: solo driver, ride-sharing driver, or rider. At the core of this auction-based permit allocation and sharing system (A-PASS) is a trilateral matching problem (TMP) that matches permits, drivers and riders. We formulate TMP as an integer program, and prove it can be reduced to an equivalent linear program. A pricing policy based on the classical Vickrey-Clark-Gloves (VCG) mechanism is proposed to determine the payment for each commuter. We prove, under the VCG policy, different commuters will pay exactly the same price as long as their role and access time are the same. We also show A-PASS can eliminate any deficit that may arise from the VCG policy by controlling the number of shared rides. Results of numerical experiment suggest A-PASS strongly promote rider-sharing. As ride-sharing increases, all stake holders are better off: the ride-sharing platform receives greater profits, the commuters enjoy higher utility, and the society benefits from more efficient utilization of infrastructure.
{"title":"Auction-Based Permit Allocation and Sharing System (A-Pass) for Travel Demand Management","authors":"Ruijie Li, Marco Nie, Xiaobo Liu","doi":"10.2139/ssrn.3529527","DOIUrl":"https://doi.org/10.2139/ssrn.3529527","url":null,"abstract":"We propose a novel quantity-based demand management system aiming to promote ride-sharing. The system sells the permit to access a facility (conceptualized as a bottleneck) by auction but encourages commuters to share the permits with each other. The permit is classified according to access time and the commuters may be assigned one of the three roles: solo driver, ride-sharing driver, or rider. At the core of this auction-based permit allocation and sharing system (A-PASS) is a trilateral matching problem (TMP) that matches permits, drivers and riders. We formulate TMP as an integer program, and prove it can be reduced to an equivalent linear program. A pricing policy based on the classical Vickrey-Clark-Gloves (VCG) mechanism is proposed to determine the payment for each commuter. We prove, under the VCG policy, different commuters will pay exactly the same price as long as their role and access time are the same. We also show A-PASS can eliminate any deficit that may arise from the VCG policy by controlling the number of shared rides. Results of numerical experiment suggest A-PASS strongly promote rider-sharing. As ride-sharing increases, all stake holders are better off: the ride-sharing platform receives greater profits, the commuters enjoy higher utility, and the society benefits from more efficient utilization of infrastructure.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-01-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126981908","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}
The transportation and mobility landscape has changed at exponential rates in recent years. This is particularly evident in the spread and use of e-scooters in the United States. It is widely agreed that municipalities need to regulate the deployment of this new form of mobility to capture some of the benefits that these devices provide but also mitigate any impacts and risks associated with their use. This paper evaluates municipalities in the United States that currently have e-scooters deployed and seeks to identify any trends in their policy for regulating e-scooters. As many communities still do not have policy in place, this study seeks to serve as a benchmark for communities seeking to develop policy surrounding e-scooter use and deployment. While there are a variety of issues surrounding e-scooters that need to be analyzed, this study specifically looks at the implementation of pilot programs; e-scooter vendor limits or caps; and the inclusion of equity policy.
{"title":"Exploring Best Practice for Municipal E-Scooter Policy in the United States","authors":"W. Riggs, Matthew Kawashima","doi":"10.2139/ssrn.3512725","DOIUrl":"https://doi.org/10.2139/ssrn.3512725","url":null,"abstract":"The transportation and mobility landscape has changed at exponential rates in recent years. This is particularly evident in the spread and use of e-scooters in the United States. It is widely agreed that municipalities need to regulate the deployment of this new form of mobility to capture some of the benefits that these devices provide but also mitigate any impacts and risks associated with their use. This paper evaluates municipalities in the United States that currently have e-scooters deployed and seeks to identify any trends in their policy for regulating e-scooters. As many communities still do not have policy in place, this study seeks to serve as a benchmark for communities seeking to develop policy surrounding e-scooter use and deployment. While there are a variety of issues surrounding e-scooters that need to be analyzed, this study specifically looks at the implementation of pilot programs; e-scooter vendor limits or caps; and the inclusion of equity policy.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"138 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-01-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124613951","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}
We study an integrated airline schedule design and fleet assignment model for constructing schedules by simultaneously selecting from a pool of optional flights and assigning fleet types to these scheduled flights. This is a crucial tactical decision that greatly influences airline profits. As passenger demand is often substitutable among available fare products (defined as a combination of an itinerary and a fare class) between the same origin–destination pair, we present an optimization approach that includes a passenger choice model for fare product selections. To tackle the formidable computational challenge of solving this large-scale network design problem, we propose a decomposition approach based on partitioning the flight network into smaller subnetworks by exploiting weak dependencies in network structure. The decomposition relies on a series of approximation analyses and a novel fare split problem to allocate optimally the fares of products that are shared by flights in different subnetworks. We present several reformulations that represent fleet assignment and schedule decisions and formally characterize their relative strengths. This gives rise to a new reformulation that is able to trade off strength and size flexibly. We conduct detailed computational experiments using two realistically sized airline instances to demonstrate the effectiveness of our approach. Under a simulated passenger booking environment with both perfect and imperfect forecasts, we show that the fleeting and scheduling decisions informed by our approach deliver significant and robust profit improvement over all benchmark implementations and previous models in the literature.
{"title":"Choice-Based Airline Schedule Design and Fleet Assignment: A Decomposition Approach","authors":"Chiwei Yan, C. Barnhart, Vikrant Vaze","doi":"10.2139/ssrn.3513164","DOIUrl":"https://doi.org/10.2139/ssrn.3513164","url":null,"abstract":"We study an integrated airline schedule design and fleet assignment model for constructing schedules by simultaneously selecting from a pool of optional flights and assigning fleet types to these scheduled flights. This is a crucial tactical decision that greatly influences airline profits. As passenger demand is often substitutable among available fare products (defined as a combination of an itinerary and a fare class) between the same origin–destination pair, we present an optimization approach that includes a passenger choice model for fare product selections. To tackle the formidable computational challenge of solving this large-scale network design problem, we propose a decomposition approach based on partitioning the flight network into smaller subnetworks by exploiting weak dependencies in network structure. The decomposition relies on a series of approximation analyses and a novel fare split problem to allocate optimally the fares of products that are shared by flights in different subnetworks. We present several reformulations that represent fleet assignment and schedule decisions and formally characterize their relative strengths. This gives rise to a new reformulation that is able to trade off strength and size flexibly. We conduct detailed computational experiments using two realistically sized airline instances to demonstrate the effectiveness of our approach. Under a simulated passenger booking environment with both perfect and imperfect forecasts, we show that the fleeting and scheduling decisions informed by our approach deliver significant and robust profit improvement over all benchmark implementations and previous models in the literature.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"62 5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126020898","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}
In the busiest seaports, vessel traffic and vessel pilotage management play a crucial role in congestion mitigation. The management of vessel traffic and pilotage involves scheduling the vessels fo...
{"title":"Joint Scheduling of Vessel Traffic and Pilots in Seaport Waters","authors":"Shuai Jia, Lingxiao Wu, Q. Meng","doi":"10.1287/TRSC.2020.0990","DOIUrl":"https://doi.org/10.1287/TRSC.2020.0990","url":null,"abstract":"In the busiest seaports, vessel traffic and vessel pilotage management play a crucial role in congestion mitigation. The management of vessel traffic and pilotage involves scheduling the vessels fo...","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"80 4","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-12-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132679428","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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