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Sökning: WFRF:(Richard J.) > VTI - Statens väg- och transportforskningsinstitut

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1.
  • Krum, Andrew J., et al. (författare)
  • Fast dash : program overview and key findings from initial technology evaluations
  • 2018
  • Konferensbidrag (refereegranskat)abstract
    • One focus of the U.S. Federal Motor Carrier Safety Administration (FMCSA) is to provide leadership in the testing and evaluation of promising safety technologies developed for use in commercial motor vehicles (CMVs). To this end, a program was developed by FMCSA to conduct independent, short-turnaround evaluations of promising safety technologies. In a nutshell, vendors who have promising safety technologies, focused in the commercial vehicle domain, are solicited to participate and submit an application. One technology is selected by FMCSA for each evaluation cycle (lasting approximately 18 months). The technology is tested in both static and dynamic conditions, after which a trucking fleet, and their drivers, are brought in to test the technology in a field operational test (FOT) lasting approximately 6 weeks. During the FOT, 15–20 trucks are instrumented with the technology and other data collection equipment, including sensors and video cameras. A naturalistic study is then conducted whereby drivers use the technology in their revenue-producing operations. Initially, often for the first 2 months, the technology collects data but does but not actively present alerts to the driver. Following this baseline period, a four-month intervention period is conducted. Each evaluation has resulted in more than 1,000,000 km of driving data including continuous video data. Data analyses focus on understanding the efficacy of the technology in terms of (i) safety improvements, (ii) challenges to implementation (e.g., unintended consequences), and (iii) user acceptance (including driver, fleet manager, and other fleet personnel as appropriate). The technology vendors who applied for the first three evaluations can be classified into the following general categories: fatigue/drowsiness, fleet management, visibility safety systems, cell phone policy/enforcement, and other. Three technology evaluations have thus far been completed with assessments of (i) a blind spot detection and warning system, (ii) an onboard monitoring system, and (iii) a novel mirror technology. High-level results of each of these three evaluations are highlighted in the paper.
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2.
  • Cornelissen, Johannes H C, et al. (författare)
  • Global negative vegetation feedback to climate warming responses of leaf litter decomposition rates in cold biomes
  • 2007
  • Ingår i: Ecology Letters. - : Wiley. - 1461-023X .- 1461-0248. ; 10:7, s. 619-627
  • Tidskriftsartikel (refereegranskat)abstract
    • Whether climate change will turn cold biomes from large long-term carbon sinks into sources is hotly debated because of the great potential for ecosystem-mediated feedbacks to global climate. Critical are the direction, magnitude and generality of climate responses of plant litter decomposition. Here, we present the first quantitative analysis of the major climate-change-related drivers of litter decomposition rates in cold northern biomes worldwide.Leaf litters collected from the predominant species in 33 global change manipulation experiments in circum-arctic-alpine ecosystems were incubated simultaneously in two contrasting arctic life zones. We demonstrate that longer-term, large-scale changes to leaf litter decomposition will be driven primarily by both direct warming effects and concomitant shifts in plant growth form composition, with a much smaller role for changes in litter quality within species. Specifically, the ongoing warming-induced expansion of shrubs with recalcitrant leaf litter across cold biomes would constitute a negative feedback to global warming. Depending on the strength of other (previously reported) positive feedbacks of shrub expansion on soil carbon turnover, this may partly counteract direct warming enhancement of litter decomposition.
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3.
  • Farrell, Laura, et al. (författare)
  • Assessing daily driving and working hours within the context of hours-of-service regulations
  • 2016
  • Konferensbidrag (refereegranskat)abstract
    • Today’s truck drivers typically operate under a unique pay structure that interacts with their hour limits and lifestyles in a manner that some view as detrimental to driver safety, health, and well-being. Drivers’ current pay structures have developed along with the trucking industry’s unique history. Yet, while industry regulations have evolved and job tasks changed throughout the years, pay structure remains relatively the same, with up to 88% of drivers’ compensation received as pay-per-mile (Dupre, Leitner, & Rader, 2014; Braver et al., 1992; Apostolopolous, Sonmez, Shattell, Gonzales, & Fehrenbacher, 2013; Griffin & Rodriguez, 1992, as cited in Lafontaine & Masten, 2002). Detention time compensation, if available, generally does not begin until after two-hours of wait-time. Additionally, under the Fair Labor Standards Act, truck drivers have historically been excluded from the groups of workers who may receive overtime pay (U.S. Department of Labor, 2009).The current study presents a description of commercial drivers’ working and driving hours, including the average and median driving and working hours per shift, using data collected in the Naturalistic Truck Driving Study and enriched in the Blanco et al. (2011) study. A total of 97 drivers and 1,938 shifts were included in the calculations. When excluding shifts with zero driving hours from the calculations, drivers had an average of 7.58 driving hours (SD = 2.69) and 11.25 working hours (SD = 3.50). A breakdown of the average workdays for line-haul and long-haul drivers showed a majority of the workday consisted of driving (68% and 60% of the workday for long-haul and line-haul drivers, respectively); however, both driver types spent a significant portion of their workday doing non-driving work. For long-haul drivers, 19% of their workday consisted of non-driving work (2% was heavy work) and line-haul drivers spent about 37% of their workday performing non-driving work (12% was heavy work). While long-haul drivers spent a larger percentage of their day driving than line-haul drivers, they also spent proportionally more time resting (13% and 3% of workday, respectively).The naturalistic data analysis highlighted several potential implications for the pay-per-mile pay structure. The Hours-of-Service regulations specify that a driver can drive a maximum of 11 hours per shift, over a 14-hour window. The study findings indicate drivers are, on average, not driving the legal maximum available time, a finding with obvious pay implications for drivers paid per-mile driven. Furthermore, drivers are spending 32–40% of their workday performing non-driving work, for which they are unlikely to be compensated under a pay-per-mile structure. Pay structure can create pressure for drivers to complete work, even when facing legal or safety-related consequences, such as getting caught violating regulations or speeding, in order to maximize their pay within the confines of their allocated driving (and paid) time. Beyond contributing to unsafe driving behaviors, the pressure to complete work within the constraints of the compensation method may also affect drivers’ health and personal well-being. Therefore, a better understanding is needed of the implications, including unintended consequences that driver compensation approaches may have on safety, health, and well-being.
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4.
  • Hunter, William W, et al. (författare)
  • Comparative performance study of longitudinal roadside barriers and end treatments
  • 1994
  • Ingår i: Proceedings of Strategic Highway Research Program (SHRP) and traffic safety on two continents. Conference in Hague, Netherlands, September 22-24, 1993. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 119-142
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)
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