Road freight transportation is subject to several legal requirements having direct impact on the practical applicability of routes and schedules. The vast majority of vehicle routing literature, so far, has largely focused on physical constraints such as capacity limits, or customer requirements such as time windows for pickups and deliveries. This paper studies legal requirements for long-distance haulage in the European Union, identifies some major gaps in the current state-of-the-art in vehicle routing, presents approaches for overcoming this gap, and analyzes the impact of the legal requirements studied.

An independent pilot study suggested that the Retail Employment Inventory (REI) might be predictive of subjectively and objectively measured Over the Road (OTR) truck driver performance. The present validation study consisted of three parts. First, an examination of the relationship between REI scores and 11 objective, performance criteria revealed weak and non-significant correlations. Second, a comparison of subjective ratings and REI scores failed to replicate the findings of the pilot study. And third, to confirm that the task components of the OTR job were correctly identified in the pilot study, a second job analysis was performed. Possible reasons for the failure of the REI to predict OTR performance and directions for future research are discussed.

Syftet med denna studie var att få en insikt i och kunskaper om vad som gömmer sig bakom uttalanden som att man måste ha en blick och en fallenhet för det. I studien har två manliga lastbilsförare med lång erfarenhet av lastbilsföraryrket intervjuats om deras sätt att se på vilka kunskaper som behövs för att ses som en kompetent och yrkesskicklig lastbilsförare. Kunskaperna som lastbilsförarna lyfter fram är att ha en blick och en fallenhet för yrket. Studien visade att lastbilsförarna hade svårt att sätta ord på vad de menar med att ha en blick och en fallenhet för yrket. Resultatet i studien visade att det som lastbilsförarna pratar om när det gäller att ha en blick och en fallenhet för yrket bottnar i Aristoteles kunskapsbegrepp techne som ses som färdighetskunskap och fronesis som ses som förtrogenhetskunskap. Inom färdighetskunskapen ryms att ha en fallenhet för något, du har förmågan att utföra en handling. Denna förmåga utvecklas genom övning och erfarenhet, och det går inte att förutsäga hur långt en enskild förmåga kan utvecklas. Inom förtrogenhetskunskapen ryms att ha en blick för något, man kan se mönster eller beteenden som man kan tolka och se utgången av. Men, man kan inte ha en blick för något som man inte har upplevt innan. Båda kunskaperna bygger på att du har samlat på dig erfarenhet över tid. De samverkar med varandra i olika grad, beroende på personliga egenskaper, och den specifika situation de ställs inför. / The purpose of the study was to get an insight into what it is that hides behind the statement to have an eye for something and an aptitude for something. In this study i have been in contact with two male truck drivers who have a long experience from truck driving.In the study they told me what knowledge they see as needed to be seen as a competent and skilled truck driver. The knowledge that the truck drivers brings out is to have an eye and an aptitude for the profession. The study showed that truck drivers had a hard time putting into words what they mean by having an eye and an aptitude for the profession.   The results of the study showed that when it comes to having an eye and an aptitude for the profession that stems from Aristotle's concept of knowledge, techne seen as skill knowledge and phronesis seen as familiarity or intimate knowledge.Within skill knowledge fit to have an aptitude for something, you have the ability to perform an action. This ability develops with practice and experience, and it is not possible to predict how long an individual's ability can develop. Within familiarity knowledge fit to have an eye for something, you can see patterns or behaviors that can be interpreted.   But, you can´t have a look for something you have not experienced before. The knowledge is based upon what you have accumulated over time. The knowledge interacts with each other to different degrees depending on personal characteristics, and the specific situation they face.

In recent years, accidents between trucks and other vehicles have decreased while accidents be-tween trucks and vulnerable road-users have increased. The reason for this is unknown, which is why this Master’s Thesis project was initiated. The project is a co-operation between two students from two different universities, LTU and KTH, done for Volvo GTT in Gothenburg. A user study containing interviews and co-rides has been executed with truck drivers in the Gothenburg area during the autumn of 2017. A survey was also sent to different organizations for cyclists, motorcyclists, car drivers and to Facebook groups for the two universities. Critical situations mentioned by the truck drivers were chosen with the help of the survey answers from other road-users. Right hand turns with a truck that crosses a bike lane and intersections with a zebra crossing were the situations the project focused on, based on the Volvo Trucks Safety Report 2017 which stated those situations as the most dangerous. Serious accidents occurring when a truck turns right is when vulnerable road-users end up under the truck’s back wheels, which cuts corners. This made the project focus on trying to find a solution that could reduce this type of accident. The project also concentrated on increasing the commu-nication at intersections, based on the survey comments where it became clear that eye contact is insufficient, which led to focus on communication between trucks and fellow road-user instead. Through benchmarking, literature reviews and idea generation the final concept solution was cre-ated and developed after a workshop. The final concept solution is a turning projection that visualizes the dangerous area when a truck is turning and a light matrix in the front grille for increasing the understanding, visually, of the truck driver’s intentions of slowing down or speeding up. The final concept solution contains a zebra crossing projection in the front of the truck to facilitate the communication today, and in the future to even replace eye contact and gestures done between truck driver and fellow road-users at crossings. Further development of the concept solution includes choices and adaption of available technology and research concerning legislation for color usage on lights and projections to the front and sides of the trucks.

Made available in DSpace on 2016-06-02T19:51:59Z (GMT). No. of bitstreams: 1 4943.pdf: 1876687 bytes, checksum: 98250f95dbe7fad296ca56336a5c7afc (MD5) Previous issue date: 2012-02-28 / Financiadora de Estudos e Projetos / The present study has for objective to identify effects of the productive reorganization in the work of truck drivers, in the period between 1980 and 1990 in Brazil. This research is a study of case about two companies of road haulage (RH), with tradition in the segment. They had been selected on the basis of the time of performance in the market, regions of operation and localization of the company. Following criteria defined previously, involving mainly the work time, drivers (salary earning and aggregate) and managers of different areas had been interviewed with a focus on trajectory of work within the company. Beyond the study of case, the bibliographical research on the history of the RH in Brazil contributed to understand the moment the road haulage becames predominant in the country and why. The results show that, historically, the road transport always was connected to the industrial sector and that the changes in the management of the production of this sector had direct impact in the management of the transports. Thus, since the 1990s, the transporters have increased the agility of the process of transport, reduced costs and time spent, guaranteeing the quality of the services given through the use of concepts and practices linked to Suplly Chain Management (SCM) and Logistics. New practices in an old labor model: new employment contracts to reduce costs and avoid the limitations of labor law (outsourcing), extension of working hours and remuneration for productivity (to drive more is to earn more). The absence of an adequate legislation that regulates the activities of the RH and imposes limits to the drive time and distinguishes it and the work time, equally contributes to the long labor journey to become one more factor of risk in this profession, especially between the drivers who work with fast orders lines. / O presente estudo tem por objetivo identificar os efeitos da reestruturação produtiva no trabalho dos motoristas de caminhão, no período compreendido entre os anos 1980 e 1990, no Brasil. Por meio do estudo de caso, duas empresas de transporte rodoviário de carga (TRC), com tradição nesse segmento, foram selecionadas com base no tempo de atuação no mercado, regiões atendidas e localização da matriz. Seguindo critérios previamente definidos, principalmente no que diz respeito ao tempo de trabalho, motoristas (assalariados e agregados) e gerentes de diferentes áreas foram entrevistados sobre a sua trajetória de trabalho no interior de cada empresa. Além do estudo de caso, a pesquisa bibliográfica sobre a história do TRC no Brasil contribuiu para entender em que momento o modal rodoviário tornou-se predominante no país e por quê. Os resultados mostram que, historicamente, o transporte rodoviário de carga sempre esteve atrelado ao setor industrial e que as mudanças na gestão da produção desse setor impactam diretamente na gestão dos transportes. Assim, desde os anos 1990, as transportadoras têm conseguido agilizar todo o processo de movimentação de cargas, bem como reduzir custos e prazos, garantindo a qualidade dos serviços prestados por meio dos conceitos e práticas do Suplly Chain Management (SCM) e da logística. São práticas novas em meio a um velho modelo trabalhista, que resultou em: terceirização da mão-de-obra como forma de driblar a legislação trabalhista e reduzir custos; contratos de trabalho que visam a remuneração com base na produtividade (quem dirige mais recebe mais) e jornada de trabalho prolongada. A ausência de uma legislação adequada que regulamente as atividades do TRC e que limite o tempo de direção e o diferencie do tempo de trabalho, igualmente contribui para que a organização do trabalho torne-se mais um fator de risco nessa profissão, especialmente entre os motoristas que atuam em linhas de encomendas rápidas.

Submitted by Daniel Cypas (danielcypas@gmail.com) on 2018-10-27T15:13:39Z No. of bitstreams: 1 2018.10.21 - Dissertação (Daniel Cypas) - Final.pdf: 1808238 bytes, checksum: a50cf163824bceed9e3f9103e6ede9e0 (MD5) / Approved for entry into archive by Mayara Costa de Sousa (mayara.sousa@fgv.br) on 2018-10-29T21:14:38Z (GMT) No. of bitstreams: 1 2018.10.21 - Dissertação (Daniel Cypas) - Final.pdf: 1808238 bytes, checksum: a50cf163824bceed9e3f9103e6ede9e0 (MD5) / Approved for entry into archive by Suzane Guimarães (suzane.guimaraes@fgv.br) on 2018-10-31T12:16:42Z (GMT) No. of bitstreams: 1 2018.10.21 - Dissertação (Daniel Cypas) - Final.pdf: 1808238 bytes, checksum: a50cf163824bceed9e3f9103e6ede9e0 (MD5) / Made available in DSpace on 2018-10-31T12:16:42Z (GMT). No. of bitstreams: 1 2018.10.21 - Dissertação (Daniel Cypas) - Final.pdf: 1808238 bytes, checksum: a50cf163824bceed9e3f9103e6ede9e0 (MD5) Previous issue date: 2018-09-20 / Inclusão financeira é reconhecida como fator de redução de pobreza e contribuição para o crescimento econômico. Não obstante, em 2017, havia 1,7 bilhões de adultos no mundo fora do sistema financeiro. No Brasil, este número era de quase 50 milhões. A evolução do meio de pagamento para um instrumento eletrônico (ou digital) tem trazido muitos benefícios, tais como maior eficiência em termos de velocidade de processamento, redução de custo de transação, segurança, transparência, além de oferecer significativo potencial inclusivo. Esse trabalho buscou entender se o cartão pré-pago, utilizado no Brasil para pagamento eletrônico do frete, tem os elementos necessários para funcionar como instrumento de inclusão financeira do caminhoneiro. Por meio de uma estratégia de pesquisa qualitativa, com aplicação de questionário, combinado com entrevistas, pode-se conhecer o caminhoneiro em termos de inclusão financeira, entender sua relação com o sistema bancário, com atenção especial aos serviços de pagamento, poupança, seguro e crédito. Ao final, foi possível constatar que o cartão pré-pago é um instrumento aceito pelo caminhoneiro, funciona como provedor de serviços de pagamento, pode funcionar como intermediário na oferta de produtos de seguros e investimentos, e tem condições de direcionar o crédito (uma das principais alavancas de melhoria social na base da pirâmide) de forma eficiente. Portanto, o cartão pré-pago possui os elementos para funcionar como instrumento de inclusão financeira. Por ser importante elo da cadeia logística, o cartão pode ainda beneficiar a cadeia como um todo. Entretanto, constatou-se que há dois grandes desafios a serem endereçados: reduzir a informalidade do setor, fomentando a adoção do cartão pré-pago; e viabilizar mecanismos de concessão de crédito ao caminhoneiro a partir da empresa emissora do cartão. / Financial inclusion is widely recognized as a critical factor for poverty reduction and contribution to economic growth. Nevertheless, by 2017, there were 1.7 billion adults worldwide outside the financial system. In Brazil, this number was almost 50 million. The evolution of the payment method to an electronic (or digital) instrument has brought many benefits, such as efficiency in terms of processing speed, transaction cost reduction, security, transparency, and offer significant inclusive potential. This work sought to understand if the prepaid card, used in Brazil for electronic payment of freight, has the necessary elements to work as an instrument of financial inclusion of the truck driver. Through a qualitative research strategy, with questionnaire, combined with interviews, we were able to get to know the truck driver in terms of financial inclusion, understand their relationship with the banking system, paying special attention to payment services, savings, insurance and credit. In the end, it was possible to verify that the prepaid card is an instrument accepted by the truck driver, works as a payment service provider, can act as an intermediary in the supply of insurance products and investments, is able to direct credit (one of the main drivers of social improvement at the bottom of the pyramid) efficiently. Therefore, the prepaid card has the elements to work as an instrument of financial inclusion. Because it is an important link in the logistics chain, the prepaid card can still benefit the chain as a whole. However, it was verified that there are two major challenges to be addressed: eliminate informality in the sector, encouraging the adoption of the prepaid card; and make it possible to grant credit to the truck driver through the card issuer company.

Safety is an important aspect of ethical, socially responsible logistics. Current U.S. motor carrier (MC) safety research topical coverage includes the effects of individual and environmental influences, carrier safety management, and regulatory compliance on carrier safety and driver fatigue/safety performance. Interestingly, little research on the subject of truck drivers' safety attitudes and behaviors exists and the underlying decision-making processes that guide drivers' safety-related behaviors have received little attention. Furthermore, researchers have not provided an integrated framework that explains individual, organizational, and regulatory factors' impact on drivers' safety decision-making and performance. Truck drivers' safety judgments, decisions, and actions must adhere to societal safety norms. To that end, ethical decision-making theory that draws from the deontological and teleological traditions in moral philosophy provides a theoretical foundation and integrated framework necessary to better understand drivers' safety decision-making processes. The current research sought to determine how drivers rely on safety norms and perceived consequences in forming safety judgments and behavioral intentions. Furthermore, the study was designed to explore how various factors (i.e., individual, organizational, and regulatory) influence drivers' safety decision-making processes. Specifically, the study sought to answer the broad question, "How do commercial motor vehicle drivers make safety-related decisions, and how do individual, organizational, and regulatory factors influence drivers' safety decision-making processes?" An experimental two-factor design (2×2) was used to manipulate safety norms (i.e., "deontologically unsafe situation" and "deontologically safe situation") and consequences (i.e., "positive consequences" and "negative consequences"). Multivariate statistical analysis revealed that drivers primarily rely on deontological evaluations in forming safety judgments. Furthermore, drivers primarily relied on safety judgments when forming behavioral intentions. Drivers' attitudes toward unsafe actions and the effectiveness of driver-related safety regulations were also influential to drivers' judgments and intentions, respectively. The empirical findings demonstrate to managers that communication and education of safety norms may be highly effective to improve safety in unique occupational contexts where employees are given high levels of responsibility with little physical supervision, and where judgment errors can have devastating consequences for multiple stakeholders.

In the road transportation industry development is moving towards more advanced technology and the use of automation in the driving environment is increasing. Regarding the safety risks associated with an unconsidered use of a high degree of automation, it is expensive to develop automatic systems dealing with complex situations. As there is still much improvement to do in this area, this thesis aims to contribute to developing safe autonomic systems to assist truck drivers. The aim of the study was twofold, namely 1) to use Cognitive Work Analysis to identify opportunities for enhancing human-heavy vehicle system performance and 2) to contribute to improving the possibilities for identifying opportunities for enhancing system performance through the development of a method of prioritizing Activities using a Contextual Activity Template. To identify the opportunities for improvement, the first two phases of a Cognitive Work Analysis (CWA) – Work Domain Analysis (WDA) and Control Task Analysis (ConTA), were conducted. To complete the WDA, five hours of interviews were conducted with a senior technical adviser from Scania CV AB as well as a two hour interview with an experienced commercial driver. Additionally, an observation study was conducted during which three video cameras were used to capture sixteen hours of footage (per camera) from 35 hours (2500kms) of observation (one driver/day over a four day period). During the observation study, drivers were asked to talk out loud about the information needed, decisions made and to provide some rational for their behavior at that time with respect to their driving activities. A total of 40 minutes of talk out loud video data was collected per driver. Finally, around five hours of follow-up interviews were conduct-ed during which these drivers reviewed the videos collected during the observation study. The results from the WDA were presented in an Abstraction Hierarchy. The overall functional purpose of the system was defined as Goods Distribution via Road Transportation with the values and priorities being Effectivity and Efficiency, Safety, Comfort, Laws/regulations, Reputation, and Organizational Regulations. For the WDA in the current thesis, the AH was completed for the first three values listed above. In total the AH included 343 nodes (39 at the Purpose Related Functions level, 77 at the Object Related Processes level, and 211 at the Physical Objects level). The means by which the physical objects were used in different situations was described using a Contractual Activity Template. The object related processes defined in the AH were crosschecked with 42 situations identified during the observation study. Eight hours of further interviews were conducted with the previously-observed drivers to better understand the relationship between the object related processes and the situations. The object related process-situations matrix was then prioritized according to importance and frequency. On the basis of this prioritization, a set of potential improvement areas were identified, as for example communication and visibility during highway driving. / Transportindustrins utveckling går mot mer avancerad teknik och högre automationsgrad i förarmiljön. Det är kostsamt att utveckla automatiska system som klarar att hantera komplexa situationer på grund av de säkerhetsrisker som är förknippade med ogenomtänkt införande av automation. Eftersom det fortfarande finns mycket förbättring att göra inom området syftar denna studie till att bidra i utvecklingen av säkra autonoma system som stödjer lastbilschauffören. Studien hade ett tvåfaldigt syfte, nämligen 1) att använda Cognitive Work Analysis för att identifiera möjligheter att förbättra människa-fordonssystemsprestandan för tunga lastbilar och 2) att bidra till att förbättra möjligheterna att identifiera möjliga systemförbättringar genom utveckling av en metod för prioritering av aktiviteterna i en Contextual Activity Template. För att identifiera förbättringsmöjligheterna genomfördes de två första faserna av Cognitive Work Analysis – Work Domain Analysis (WDA) och Control Task Analysis (ConTA). För WDA utfördes fem timmar av intervjuer med en senior technical adviser från Scania VC AB och en två timmars intervju med en erfaren kommersiell lastbilschaufför. Utöver detta genomfördes en observationsstudie där tre videokameror användes för att samla 16 timmars inspelning (per kamera) från 35 timmars (2500 km) observation (en förare/dag under en fyradagarsperiod). Under observationsstudien berättade förarna högt om informationsbehov, beslut som tas och förklarade beteendet under de olika köraktiviteterna. Totalt 40 minuter av videodata när förarna berättade högt insamlades per förare. Slutligen genomfördes ungefär fem timmar av efterföljande intervjuer där samma förare fick återge körningen utifrån videomaterialet från observationsstudien. Resultatet från WDA presenterades i en abstraktionshierarki. Det övergripande funktionella syftet med systemet var definierat som godsdistribution via vägtransport med värdena och prioriteringarna Effektivitet, Säkerhet, Komfort, Lagar/Regler, Rykte och Organisatoriska regler. För WDA:n i detta examensarbete gjordes en AH för de tre första värdena nämnda ovan. Totalt bestod AH av 343 noder, (39 på nivån med syftesrelaterade funktioner, 77 på nivån med objektrelaterade processer och 211 på nivån med fysiska objekt). I vilka situationer de fysiska objektens funktioner användes beskrevs med en Contractual Activity Template (CAT; Naikar et al., 2006). De objektrelaterade processer definierade i AH:n undersöktes utifrån 42 situationer identifierade under observationsstudien. Åtta timmar av vidare intervju genomfördes med förarna från observationsstudien för att erhålla en bättre förståelse för förhållandet mellan de objektrelaterade processerna och situationerna. Matrisen med objektrelaterade processer och situationer prioriterades sedan enligt betydelse och frekvens. Baserat på prioriteringen identifierades ett antal potentiella förbättringsområden, exempelvis kommunikation och synlighet under landsvägskörning.