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Industry 4.0 across the Sectors
Published in Diego Galar Pascual, Pasquale Daponte, Uday Kumar, Handbook of Industry 4.0 and SMART Systems, 2019
Diego Galar Pascual, Pasquale Daponte, Uday Kumar
Thinking in terms of Logistics 4.0, a fully operational ITS environment can be used for: Intelligent truck parking and delivery area management;Multimodal cargo, i.e., supporting planning and synchronization between different transport modes during the various logistic operations;CO2 footprint estimation and monitoring;Priority and speed advice, i.e., saving fuel consumption, reducing emissions and heavy vehicle presence in urban areas;Eco-drive support, i.e., supporting truck drivers in adopting a more energy-efficient driving style, thus reducing fuel consumption and CO2 emissions (Barreto et al., 2017).
Freight logistics, distribution and transport Concepts
Published in Tolga Bektaş, Freight Transport and Distribution, 2017
The road network is composed of motorways (or highways), urban roads, rural roads, lanes or graded roads and includes bridges and tunnels. Traffic on the road network is controlled by means of traffic signals, signs or markings on the pavement. Various legal requirements are imposed on freight vehicles travelling on the road network, which include limitations on vehicle weight, dimensions, mandatory equipment, licences and insurances (Rushton et al., 2014). As for truck drivers, there also exist regulations on driving and working hours, which restrict the duration of driving time and require break and rest periods in long-haul journeys. These regulations aim at reducing driver fatigue, which is known to have adverse affects on road and driver safety. The regulations usually differentiate between on-duty time, which is the time spent working, including driving, waiting, loading and unloading and doing paperwork, and off-duty time, where the driver has no obligation to work. In the United States, for example, these regulations are known as Hours of Service, which limit the maximum consecutive driving time between two rest periods to 11 hours, at which point the driver must be off-duty for at least 10 consecutive hours. Furthermore, a truck driver cannot drive if 8 hours or more have elapsed since the end of the last off-duty period of at least 30 minutes. Similar regulations prevail in other countries, albeit with differences (Goel and Vidal, 2013).
Container Movements with Time Windows
Published in Petros A. Ioannou, Intelligent Freight Transportation, 2008
In the trucking industry, time is money. The ability of a trucking company to succeed economically rests on its ability to move goods reliably and efficiently, with minimal delay. In many traffic networks, especially in major cities, traffic congestion has already reduced mobility and system reliability, and has increased transportation costs. In addition to contributing to truck drivers’ inefficiency, traffic congestion is a major source of air pollution (especially diesel toxins), wasted energy, increased maintenance cost caused by the volume of trucks on roadways, and so no. With the expected substantial increase in the volume of international and national containers, together with the anticipated growth in the number of personal vehicles in use, it is expected that the condition of traffic congestion will only get worse, unless careful planning is initiated.
A study of the factors affecting driving risk perception using the Bivariate Ordered Probit model
Published in International Journal of Injury Control and Safety Promotion, 2023
Sina Sahebi, Habibollah Nassiri, Hossein Naderi
The average age of the drivers was 42.47 (SD = 11.12), with minimum and maximum ages of 18 and 78 years respectively. Truck drivers were driving by two types of trucks, ordinary trucks (class 5, 6, and 7 of the FHWA vehicle classification scheme (Hallenbeck et al., 2014), 39%) and semi-trailer trucks (class 8, 9, and 10 of the FHWA vehicle classification scheme (Hallenbeck et al., 2014), 61%). The drivers had an average driving experience of 18.64 years (SD = 11.03). The sample predominantly consisted of males, 100% for truck drivers and 89% for passenger car drivers. Although 71% of passenger car driver respondents had academic education, only 5% of truck driver had academic education. Table 2 provides a summary of descriptive statistics of the measured variables. Since truck drivers’ job is to drive, as expected, Table 2 shows that they spend more hours in a day driving compared with passenger car drivers.
Effects of driver sleepiness and fatigue on violations among truck drivers in India
Published in International Journal of Injury Control and Safety Promotion, 2019
Kirti Mahajan, Nagendra R Velaga, Akhilesh Kumar, Pushpa Choudhary
Human error due to inattention, violations and sleepiness is a major factor responsible for more than 90% road traffic injuries worldwide (NHTSA, 2011; The Royal Society for the Prevention of Accidents [RoSPA], 2017). The condition of traffic safety is far worse in developing countries due to lack of understanding of contributing factors to crashes (Atombo, Wu, Zhong, & Zhang, 2016). National Crime Record Bureau of India reported 19.4% road fatalities involved trucks (National Crime Records Bureau, 2015). A cause-wise analysis in this report revealed that about 41% fatalities were due to ‘traffic violations’ like over-speeding and another 32% were owed to inattention, careless-driving or risky driving. Reason, Manstead, Stradling, Baxter, and Campbell (1990) defined ‘violations’ as the deviations from required safe operations while driving on the road. Inattention, fatigue and violating behaviors have been largely found to be associated with safety-critical incidences among truck drivers (Mohammadzadeh Moghaddam, Tabibi, Sadeghi, Ayati, & Ghotbi Ravandi, 2017; Reason et al., 1990; Sullman, Meadows, & Pajo, 2002). Current study follows the definition of ‘lapses and violations’ as per standard and validated Driver Behavior Questionnaire (DBQ), frequently used in previous studies (Atombo et al., 2016; Bener, Crundall, Haigney, Bensiali, & Al-Falasi, 2007; Mohamed & Lotfi, 2016; Oppenheim, Oron-Gilad, Parmet, & Shinar, 2016; Reason et al., 1990; Stephens & Fitzharris, 2016; Sullman et al., 2002; Useche, Ortiz, & Cendales, 2017, Useche et al.2017; Williamson et al., 2011).
Biomechanical investigation of prolonged driving in an ergonomically designed truck seat prototype
Published in Ergonomics, 2018
Michelle Cardoso, Colin McKinnon, Dan Viggiani, Michel J. Johnson, Jack P. Callaghan, Wayne J. Albert
Occupational driving has been shown to be a precursor to LBP. According to the Canadian Motor Vehicle Transport Act, truck drivers are permitted to drive up to 13 h per day (Ministry of Justice 2009). The more time spent in driving, the greater the risk for the development of LBP (Gyi and Porter 1998; Donnelly, Callaghan, and Durkin 2009). Many current seat designs lack seat feature adjustability and may cause drivers to adopt awkward body positioning. Prolonged time spent in such non-neutral postures (especially, trunk flexion) can cause a significant strain on the body, which can lead to the activation of pain receptors causing discomfort or pain. The most common seat design is suitable for the 50th percentile male (Kolich 2003; Donnelly, Callaghan, and Durkin 2009). Because the majority of the population is outside of this design range, a kyphotic spine posture is often observed while driving (Reed and Schneider 1996) due to prolonged time spent in an over-sized seat. Prolonged time spent in awkward sitting postures produces strain on the passive tissues (ligaments, disc, fascia) (Shin and Mirka 2007) and constricts the capillary vessels in the popliteal region (Levin et al. 2009). Both of these factors can be linked with discomfort if the seat is not designed for the driver’s anthropometrics (De Carvalho and Callaghan 2011). Andrusaitis, Oliveira, and Barros Filho (2006) evaluated 410 truck drivers and found that the prevalence of LBP/discomfort amongst the sampled population was 59% with daily working hours being its highest prevalence. Kelsey and Hardy (1975) showed that professional drivers who spend over half of their shift driving are three times more likely to develop an acute lumbar disc herniation than other professions who spend less time in their vehicle. Lis et al. (2007) found that sitting itself is not a strong predictor for LBP; whole body vibration (WBV) and awkward posture coupled with sitting were found to be the predominant precursors.