Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 12 22 Multi-Objective Hub Location Model for Passenger Airports with Considering Satisfaction Passenger Multi-Objective Hub Location Model for Passenger Airports with Considering Satisfaction Passenger 5235 5254 233077 10.22119/jte.2025.305671.2562 FA Mahdi Nasrollahi Ph.D. Student in Transportation Engineering, Imam Khomeini International University, Qazvin, Iran Ali Abdi Professor, Faculty Member of Imam Khomeini International University, Qazvin, Iran 0000-0003-3175-2566 Journal Article 2021 09 27 This paper presents a bi-objective single allocation p-hub median problem. We explore the tradeoff between the total cost (airline preference) and lost time cost for passengers (customer preference). Most papers focus on airlines and the network is established based on the viewpoint of airlines despite the importance of passengers. Poor level of service for passengers, lack of convenience and satisfaction may lead to network breakdown. The most important criterion in passenger dissatisfaction in hub-spoke network are scheduling delay and trip time delay because of non-direct flight. We attempt to consider both delays in the framework of constraints and the objective function. This paper consists of two objective functions. The first objective minimizes transportation costs of airline depending on the received services (short haul, medium haul, large haul) while the second objective minimizes the cost of lost time of passengers because of using the hub-and-spoke network. For calculating this cost, the time difference between direct path as the most ideal trip condition is compared with the most ideal nonhub-hub-nonhub path and multiply it by the value of time. We performed experiments using the well-known yearbook of tourism statistics data. We found the exact pareto frontier for 34 nodes in the Iran aeronautics network. This paper presents a bi-objective single allocation p-hub median problem. We explore the tradeoff between the total cost (airline preference) and lost time cost for passengers (customer preference). Most papers focus on airlines and the network is established based on the viewpoint of airlines despite the importance of passengers. Poor level of service for passengers, lack of convenience and satisfaction may lead to network breakdown. The most important criterion in passenger dissatisfaction in hub-spoke network are scheduling delay and trip time delay because of non-direct flight. We attempt to consider both delays in the framework of constraints and the objective function. This paper consists of two objective functions. The first objective minimizes transportation costs of airline depending on the received services (short haul, medium haul, large haul) while the second objective minimizes the cost of lost time of passengers because of using the hub-and-spoke network. For calculating this cost, the time difference between direct path as the most ideal trip condition is compared with the most ideal nonhub-hub-nonhub path and multiply it by the value of time. We performed experiments using the well-known yearbook of tourism statistics data. We found the exact pareto frontier for 34 nodes in the Iran aeronautics network.

https://jte.sinaweb.net/article_233077_048dd421eaab410ad340b5ca95691e0a.pdf

Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 12 22 A Case Study of Modeling the Severity of Vehicle Accidents Based on the Parameters of Drivers' Age and Vehicle Type A Case Study of Modeling the Severity of Vehicle Accidents Based on the Parameters of Drivers' Age and Vehicle Type 5255 5270 225987 10.22119/jte.2025.468914.2714 FA Ali Edrisi Associate Professor, Road and Transportation Engineering Department, Civil Engineering Faculty, K. N. Toosi University of Technology 0000-0001-9231-8371 Mohammad Reza Oraiy M.Sc., Road and Transportation Engineering Department, Civil Engineering Faculty, K. N. Toosi University of Technology Mahyar Akbari M.Sc., Road and Transportation Engineering Department, Civil Engineering Faculty, K. N. Toosi University of Technology Journal Article 2024 07 21 Traffic accidents are a leading cause of injuries and fatalities worldwide, with substantial economic, social, and health impacts. Iran ranks 113th out of 175 countries in accident rates, where these incidents are a primary cause of death. Analyzing factors influencing accident severity from human, environmental, road, and vehicle perspectives is crucial. This study aims to identify parameters affecting accident severity, focusing on vehicle type and driver's age, using data from Khorasan Razavi province and SPSS software. Results from multiple and binary logistic models show that young, adolescent, and elderly drivers significantly impact injury and fatal accident rates. Young drivers' high enthusiasm and risky behaviors, coupled with elderly drivers' decreased ability and reaction speed, contribute to this. Motorcycles and trucks have the highest probability of injury and fatal accidents due to rider vulnerability and their involvement in severe accidents. In contrast, buses and minibuses show reduced accident severity, likely due to strict controls on public transportation fleets. Traffic accidents are a leading cause of injuries and fatalities worldwide, with substantial economic, social, and health impacts. Iran ranks 113th out of 175 countries in accident rates, where these incidents are a primary cause of death. Analyzing factors influencing accident severity from human, environmental, road, and vehicle perspectives is crucial. This study aims to identify parameters affecting accident severity, focusing on vehicle type and driver's age, using data from Khorasan Razavi province and SPSS software. Results from multiple and binary logistic models show that young, adolescent, and elderly drivers significantly impact injury and fatal accident rates. Young drivers' high enthusiasm and risky behaviors, coupled with elderly drivers' decreased ability and reaction speed, contribute to this. Motorcycles and trucks have the highest probability of injury and fatal accidents due to rider vulnerability and their involvement in severe accidents. In contrast, buses and minibuses show reduced accident severity, likely due to strict controls on public transportation fleets.

https://jte.sinaweb.net/article_225987_7d1c2811eea557321d7b662e01d62852.pdf

Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 12 22 Comparison of Load-Bearing and Non-Load-Bearing Asphalt Sand and How to Pay its Price in the Road Price Index Comparison of Load-Bearing and Non-Load-Bearing Asphalt Sand and How to Pay its Price in the Road Price Index 5271 5287 232584 10.22119/jte.2025.471031.2720 FA Mohammad Ali Taghizadeh Shirazi Senior Civil Engineer And Secretary Of The Technical Committee Of The Kerman General Directorate Of Highways 0000-0002-6374-9559 Aref Sanei Senior in Road and Transport University, Kerman Maedeh Sefidgari PhD student, Transportation Planning Engineering, Education teacher University, Tehran, Iran Navid Nadimi Associate Professor, Shahid Bahonar University, Kerman, Iran M.Reza Zeraati Master of Road and Transportation, Bahoner kerman University, Iran Journal Article 2024 10 29 By mixing washed natural sand or broken sand or a mixture of these two with pure bitumen, a material called asphalt sand is obtained, which according to the annual price index of road and bond or road management has the highest unit price among other types of asphalt such as binder and topka. Has dedicated itself. According to the general technical specifications of the road, if this asphalt layer is more than ten centimeters higher than the final layer, it has no bearing capacity and can be easily used to fill passive cracks. However, if this asphalt layer is placed at a level of less than ten centimeters compared to the final surface, it will find load-bearing conditions, which must be based on the requirements and regulations of publication 101, it is necessary to think of provisions for that excess of the non-load-bearing condition, which is usually due to the implementation of this The regulatory provisions will also incur costs due to the fact that, unfortunately, there is no item or additional price under the title of asphalt bearing sand in the price list, nor is there an explanation in the introduction of chapter 15 of the price list due to the reasons for the mismatch between the title of the publication and the items in the price list for that presentation. has been This research tries to evaluate this issue and examine this deficiency in relation to providing a solution and distinguishing the nature of the technical regulations and regulations of these two types of asphalt sand from each other on the one hand and proposing an analysis of the price and how to pay it from the road price list. Pay on the other hand. Finally, in addition to concluding and presenting laboratory results and analyzing the price of asphalt bearing sand, three correction methods are proposed under the headings of mountain and river - bearing and non-bearing - and predicting the additional price of mountain or bearing compared to the river and non-bearing row in the price index. By mixing washed natural sand or broken sand or a mixture of these two with pure bitumen, a material called asphalt sand is obtained, which according to the annual price index of road and bond or road management has the highest unit price among other types of asphalt such as binder and topka. Has dedicated itself. According to the general technical specifications of the road, if this asphalt layer is more than ten centimeters higher than the final layer, it has no bearing capacity and can be easily used to fill passive cracks. However, if this asphalt layer is placed at a level of less than ten centimeters compared to the final surface, it will find load-bearing conditions, which must be based on the requirements and regulations of publication 101, it is necessary to think of provisions for that excess of the non-load-bearing condition, which is usually due to the implementation of this The regulatory provisions will also incur costs due to the fact that, unfortunately, there is no item or additional price under the title of asphalt bearing sand in the price list, nor is there an explanation in the introduction of chapter 15 of the price list due to the reasons for the mismatch between the title of the publication and the items in the price list for that presentation. has been This research tries to evaluate this issue and examine this deficiency in relation to providing a solution and distinguishing the nature of the technical regulations and regulations of these two types of asphalt sand from each other on the one hand and proposing an analysis of the price and how to pay it from the road price list. Pay on the other hand. Finally, in addition to concluding and presenting laboratory results and analyzing the price of asphalt bearing sand, three correction methods are proposed under the headings of mountain and river - bearing and non-bearing - and predicting the additional price of mountain or bearing compared to the river and non-bearing row in the price index.

https://jte.sinaweb.net/article_232584_a5adac6cc0377d8b942c1fcc91a59790.pdf

Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 07 27 Identifying Blackspot Sections of Accident Using Clustering Algorithms Identifying Blackspot Sections of Accident Using Clustering Algorithms 5289 5310 225988 10.22119/jte.2025.495110.2724 FA Mona Delshad M.Sc., Department of Remote Sensing and Geographical Information System, Kharazmi University, Tehran Hani Rezayan Assistant Professor, Department of Remote Sensing and Geographical Information System, Kharazmi University, Tehran Javad Sadidi Associate Professor, Department of Remote Sensing and Geographical Information System, Kharazmi University, Tehran Akbar Danesh PhD., Department of Civil Engineering, University of Tehran, Tehran, Iran Journal Article 2024 12 22 Identifying road accident hotspots enables better understanding of accident patterns for road safety experts to improve roads safety. This study as an applied research, analyzes road accidents to identify blackspots using clustering algorithms: Kernel Density Estimation (KDE), Local Moran's I, and K-Means. The Iranian Ministry of Roads and Urban Development's definition of blackspots was used as the reference for algorithms comparison and results validation. The study examined road accident data on the Mashhad-Bojnord road from 2019-2022. After extracting blackspots using the mentioned algorithms in raster format, their overlap with the reference blackspots was calculated. The KDE algorithm showed the highest match with the blackspots, with 82.55% and 70.96% overlap in forward and return directions, respectively. Analysis of blackspots and accidents distributions near settlements revealed that the highest accident density occurs in the first 30 kilometers of Mashhad city, between Farooj and Shirvan cities, 14 kilometers after Shirvan city exit in the forward direction, and the first 8 kilometers of Bojnord city. Identifying road accident hotspots enables better understanding of accident patterns for road safety experts to improve roads safety. This study as an applied research, analyzes road accidents to identify blackspots using clustering algorithms: Kernel Density Estimation (KDE), Local Moran's I, and K-Means. The Iranian Ministry of Roads and Urban Development's definition of blackspots was used as the reference for algorithms comparison and results validation. The study examined road accident data on the Mashhad-Bojnord road from 2019-2022. After extracting blackspots using the mentioned algorithms in raster format, their overlap with the reference blackspots was calculated. The KDE algorithm showed the highest match with the blackspots, with 82.55% and 70.96% overlap in forward and return directions, respectively. Analysis of blackspots and accidents distributions near settlements revealed that the highest accident density occurs in the first 30 kilometers of Mashhad city, between Farooj and Shirvan cities, 14 kilometers after Shirvan city exit in the forward direction, and the first 8 kilometers of Bojnord city.

https://jte.sinaweb.net/article_225988_9e5e2d49fb3bdd37ad2b4d29e580a4b1.pdf

Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 12 22 A Comparative Study of Transportation Systems and the Provision of Strategies for Tourism-Oriented Transport A Comparative Study of Transportation Systems and the Provision of Strategies for Tourism-Oriented Transport 5311 5332 221069 10.22119/jte.2025.501134.2729 FA Ramin Ahooee Faculty Member, Department of Civil Engineering, Islamic Azad University, Mashhad Branch Journal Article 2025 01 21 The primary objective of this research is to conduct a comparative analysis of transportation systems and to develop strategies for specialized tourism transportation, employing the Meta-SWOT technique. A case study of the metropolitan areas of Mashhad, Tous, and Binālūd was conducted. Given that tourism is a vital component of sustainable development and a significant opportunity for cultural, economic, and social advancement in cities, transportation plays a pivotal role in attracting tourists and providing them with services. In this research, the resources of each mode of transportation in Mashhad were initially evaluated, and their specific objectives were identified and prioritized. Subsequently, the influential and key factors for the success of the project were identified, and weights were assigned to them based on the research findings. Furthermore, various modes of transportation were identified as competitors, and a competitive map was drawn among them. The findings indicate that private cars and taxis, with the highest scores, are the most significant competitors to the specialized tourism transportation system in Mashhad. Subsequently, a PESTEL analysis was conducted to identify factors that cannot be directly controlled. According to the findings, environmental factors related to social welfare, economy, and private sector participation have a significant impact on the project's success. Finally, optimal strategies for implementing a specialized tourism transportation plan were extracted, focusing primarily on strategic alignment with tourist attractions, social welfare, and economic considerations. The primary objective of this research is to conduct a comparative analysis of transportation systems and to develop strategies for specialized tourism transportation, employing the Meta-SWOT technique. A case study of the metropolitan areas of Mashhad, Tous, and Binālūd was conducted. Given that tourism is a vital component of sustainable development and a significant opportunity for cultural, economic, and social advancement in cities, transportation plays a pivotal role in attracting tourists and providing them with services. In this research, the resources of each mode of transportation in Mashhad were initially evaluated, and their specific objectives were identified and prioritized. Subsequently, the influential and key factors for the success of the project were identified, and weights were assigned to them based on the research findings. Furthermore, various modes of transportation were identified as competitors, and a competitive map was drawn among them. The findings indicate that private cars and taxis, with the highest scores, are the most significant competitors to the specialized tourism transportation system in Mashhad. Subsequently, a PESTEL analysis was conducted to identify factors that cannot be directly controlled. According to the findings, environmental factors related to social welfare, economy, and private sector participation have a significant impact on the project's success. Finally, optimal strategies for implementing a specialized tourism transportation plan were extracted, focusing primarily on strategic alignment with tourist attractions, social welfare, and economic considerations.

https://jte.sinaweb.net/article_221069_f9f2ab7c55afff4ec550dcc47d69e4d7.pdf

Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 12 22 Longitudinal and Lateral Acceleration Control of Unmanned Vehicle Using Deep Reinforcement Learning Longitudinal and Lateral Acceleration Control of Unmanned Vehicle Using Deep Reinforcement Learning 5333 5358 232585 10.22119/jte.2025.505444.2730 FA Mohsen Ebrahimi Ph.D., Faculty of Electrical and Computer Engineering, Malek Ashtar University of Technology, Tehran, Iran 0000-0001-8557-035X FIROUZ ALLAHVERDIZADEH Assistant Professor, Faculty of Electrical and Computer Engineering, Malek Ashtar University of Technology, Tehran, Iran 0000-0002-9862-5775 Abdolreza Kashani Nia Assistant Professor, Faculty of Electrical and Computer Engineering, Malek Ashtar University of Technology, Tehran, Iran Journal Article 2025 02 09 Accurate control of longitudinal and lateral acceleration in unmanned vehicles is one of the key challenges in the development of safe and efficient autonomous systems. Given the rapid growth of autonomous technologies and the need to improve the performance of these systems in various road conditions, research in the field of intelligent control of these vehicles has gained special importance. In this paper, an innovative method for controlling the longitudinal and lateral acceleration of unmanned vehicles based on reinforcement learning is presented. The proposed method, by utilizing a disaggregated architecture, reduces the computational complexity and enables the use of more advanced reinforcement learning algorithms. In the initial stage, a single reinforcement learning agent is designed and trained to simultaneously control longitudinal and lateral acceleration. Then, in order to improve efficiency, the reinforcement learning agents are separated into two independent parts for longitudinal and lateral control, and trained separately. Simulation results show that this separation not only increases the convergence speed of the training process, but also significantly improves the accuracy of the control system's performance. Separating the agents results in a reduction of about 2 hours of deep network training time, a 38.2% reduction in average direction error and a 10.1% reduction in average distance error. These findings could help develop more advanced and safer control systems for autonomous vehicles and play an important role in improving the safety and efficiency of these technologies. Accurate control of longitudinal and lateral acceleration in unmanned vehicles is one of the key challenges in the development of safe and efficient autonomous systems. Given the rapid growth of autonomous technologies and the need to improve the performance of these systems in various road conditions, research in the field of intelligent control of these vehicles has gained special importance. In this paper, an innovative method for controlling the longitudinal and lateral acceleration of unmanned vehicles based on reinforcement learning is presented. The proposed method, by utilizing a disaggregated architecture, reduces the computational complexity and enables the use of more advanced reinforcement learning algorithms. In the initial stage, a single reinforcement learning agent is designed and trained to simultaneously control longitudinal and lateral acceleration. Then, in order to improve efficiency, the reinforcement learning agents are separated into two independent parts for longitudinal and lateral control, and trained separately. Simulation results show that this separation not only increases the convergence speed of the training process, but also significantly improves the accuracy of the control system's performance. Separating the agents results in a reduction of about 2 hours of deep network training time, a 38.2% reduction in average direction error and a 10.1% reduction in average distance error. These findings could help develop more advanced and safer control systems for autonomous vehicles and play an important role in improving the safety and efficiency of these technologies.

https://jte.sinaweb.net/article_232585_5f4b5cda1bc940f6722ad866d2c0cf55.pdf

Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 12 22 Prediction of Air Voids in Asphalt Mixtures on In-Service Roads Using Artificial Neural Networks Prediction of Air Voids in Asphalt Mixtures on In-Service Roads Using Artificial Neural Networks 5359 5371 221070 10.22119/jte.2025.506203.2732 FA Ali Heidaripanah Assistant Professor, Materials Research Institute, Advanced Science and Technology and Environmental Sciences Research Center, Graduate University of Advanced Technology, Kerman, Iran 0000-0003-1248-2740 Journal Article 2025 02 14 The void of the asphalt mixtures is a crucial parameter in design and performance of asphalt mixes. Changes in this parameter after road construction under traffic and over time, cause changes in the performance of asphalt mixtures. Therefore, predicting the void of asphalt mixes in the roads under service is an essential requirement for assessing asphalt performance. In this research, an AAN-based model with the high accuracy of R2 =0.97 has been developed to predict the void of asphalt mixes using feed-forward Artificial Neural Networks (ANNs) with the Levernberg-Marquardt Back Propagation (LMBP) training algorithm. The LMBP algorithm is a dynamic technique that combines the speed of the Gauss-Newton method with the convergence guarantee of the Steepest Decent method. Furthermore, the method of adjusting the training parameters of the ANN models is presented to increase the possibility of achieving higher accuracies in the process of reinitializing the weights and retraining the ANN models. The void of the asphalt mixtures is a crucial parameter in design and performance of asphalt mixes. Changes in this parameter after road construction under traffic and over time, cause changes in the performance of asphalt mixtures. Therefore, predicting the void of asphalt mixes in the roads under service is an essential requirement for assessing asphalt performance. In this research, an AAN-based model with the high accuracy of R2 =0.97 has been developed to predict the void of asphalt mixes using feed-forward Artificial Neural Networks (ANNs) with the Levernberg-Marquardt Back Propagation (LMBP) training algorithm. The LMBP algorithm is a dynamic technique that combines the speed of the Gauss-Newton method with the convergence guarantee of the Steepest Decent method. Furthermore, the method of adjusting the training parameters of the ANN models is presented to increase the possibility of achieving higher accuracies in the process of reinitializing the weights and retraining the ANN models.

https://jte.sinaweb.net/article_221070_509a471069b200f0ae01092c5001d50e.pdf

Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 12 22 Discovering Spatio-Temporal Travel Patterns in Urban Public Transportation: Insights from Smart Card Data Analysis Discovering Spatio-Temporal Travel Patterns in Urban Public Transportation: Insights from Smart Card Data Analysis 5373 5393 228622 10.22119/jte.2025.508176.2733 FA Shariat Radfar Department of Industrial Engineering, Najafabad Branch, Islamic Azad University, Najafabad, Iran Hamidreza Koosha Department of Industrial Engineering, Faculty of Engineering, Ferdowsi University of Mashhad, Mashhad, Iran Ali Gholami Department of Civil Engineering, Faculty of Engineering, Golestan University, Gorgan, Iran Atefeh Amindoust Department of Industrial Engineering, Najafabad Branch, Islamic Azad University, Najafabad, Iran Journal Article 2025 02 22 Public transportation systems exhibit complex travel behaviors influenced by spatial and temporal factors such as passenger origins, time-dependent demand, and urban structural characteristics. Understanding these behaviors is essential for improving transportation planning and urban development. This study investigates zone-based travel trends in the city of Mashhad, Iran, using smart card data collected from bus and metro systems. Temporal travel patterns of passengers across 253 traffic zones were classified into three categories—morning, noon, and evening—using the K-means clustering method. Meanwhile, the Mean Shift clustering method was employed to examine spatial characteristics such as population distribution and urban development within each zone. The results reveal distinct clusters for both temporal and spatial dimensions, highlighting the complex relationships among travel trends, demographic factors, and land-use characteristics. Key findings include a strong association between residential areas and morning trips, commercial and educational centers with midday trips, and the connectivity of peripheral areas with adjacent residential neighborhoods. These results provide practical insights for urban planners and policymakers to improve transportation systems and land-use policies. Public transportation systems exhibit complex travel behaviors influenced by spatial and temporal factors such as passenger origins, time-dependent demand, and urban structural characteristics. Understanding these behaviors is essential for improving transportation planning and urban development. This study investigates zone-based travel trends in the city of Mashhad, Iran, using smart card data collected from bus and metro systems. Temporal travel patterns of passengers across 253 traffic zones were classified into three categories—morning, noon, and evening—using the K-means clustering method. Meanwhile, the Mean Shift clustering method was employed to examine spatial characteristics such as population distribution and urban development within each zone. The results reveal distinct clusters for both temporal and spatial dimensions, highlighting the complex relationships among travel trends, demographic factors, and land-use characteristics. Key findings include a strong association between residential areas and morning trips, commercial and educational centers with midday trips, and the connectivity of peripheral areas with adjacent residential neighborhoods. These results provide practical insights for urban planners and policymakers to improve transportation systems and land-use policies.

https://jte.sinaweb.net/article_228622_b40d0c3499a6ba7447e8170bb5b876e9.pdf

Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 12 22 A Multi-Objective Mathematical Model for the Routing and Scheduling Problem of Heterogeneous Capacitated Vehicles with Multi-Door Cross-Docking Considering Time Window A Multi-Objective Mathematical Model for the Routing and Scheduling Problem of Heterogeneous Capacitated Vehicles with Multi-Door Cross-Docking Considering Time Window 5395 5415 222298 10.22119/jte.2025.511712.2736 FA Fatemeh Khajesaeedi Department of Industrial Engineering, Iran University of Science and Technology, Iran Seyed Farid Ghannadpour Associate Professor, Department of Industrial Engineering, Iran University of Science and Technology, Iran Journal Article 2025 03 11 Many industrial companies utilize cross-docking as a logistics strategy to improve performance in costly distribution operations. In a cross-docking system, goods collected by vehicles are unloaded at inbound doors with minimal storage space and, after a short processing time, are reloaded at outbound doors. The key operational logistics and transportation challenges in cross-docking include vehicle routing and scheduling, which significantly impact cost reduction and system efficiency. This study develops a multi-objective mathematical model for the routing and scheduling of capacitated heterogeneous vehicles with time windows. The objectives of the proposed model include minimizing transportation costs and reducing vehicle arrival times at the cross-dock. The role of the cross-dock as a consolidation and distribution hub is considered to optimize routing and scheduling decisions. To solve the proposed model and handle the problem’s complexity, the AUGMECON2 algorithm is employed. Many industrial companies utilize cross-docking as a logistics strategy to improve performance in costly distribution operations. In a cross-docking system, goods collected by vehicles are unloaded at inbound doors with minimal storage space and, after a short processing time, are reloaded at outbound doors. The key operational logistics and transportation challenges in cross-docking include vehicle routing and scheduling, which significantly impact cost reduction and system efficiency. This study develops a multi-objective mathematical model for the routing and scheduling of capacitated heterogeneous vehicles with time windows. The objectives of the proposed model include minimizing transportation costs and reducing vehicle arrival times at the cross-dock. The role of the cross-dock as a consolidation and distribution hub is considered to optimize routing and scheduling decisions. To solve the proposed model and handle the problem’s complexity, the AUGMECON2 algorithm is employed.

https://jte.sinaweb.net/article_222298_9861b0ee9793c0dbe7f1ee7f1cb4fc1c.pdf

Parseh Designers Transportation Research Institute Quarterly Journal of Transportation Engineering 2008-6598 17 2 2025 12 22 Designing a Model for the Formation of Public Attitude and Intention to Use Electric Vehicles Considering the Role of Sustainable Transportation in Mazandaran Province Designing a Model for the Formation of Public Attitude and Intention to Use Electric Vehicles Considering the Role of Sustainable Transportation in Mazandaran Province 5417 5442 236801 10.22119/jte.2025.528526.2740 FA Meysam Maasoomi Kordkheyli Caspian Faculty of Engineering, College of Engineering, University of Tehran Seyyed Omid Hasanpour Jasri Caspian Faculty of Engineering, College of Engineering, University of Tehran 0000-0001-6419-6311 Journal Article 2025 06 05 The main objective of the present research is to design a model for the formation of public attitude and intention to use electric vehicles (EVs), considering the role of sustainable transportation in Mazandaran Province. The research is applied in nature and employs a mixed-methods approach. In the qualitative phase, the Thematic Analysis method was used to design the research model, with data gathered through library studies and interviews with experts. The statistical population for this phase consisted of 17 experts in the fields of energy and automotive industry, selected using the snowball sampling method. In the quantitative phase, the Interpretive Structural Modeling (ISM) method was employed for leveling the research variables, and the Importance-Performance Analysis (IPA) method was used for analyzing the current situation and prioritizing the factors. The results indicated the presence of five comprehensive themes in the research model, which are: Consumer Lifestyle and Behavior, Market Dynamics and Industrial Competition, Social Acceptance and Environmental Sustainability, Policy-Making, Economics, and Financial Incentives, and Technological, Innovative Transformation, and Energy Infrastructure. Consumer Lifestyle and Behavior was identified as the theme with the highest priority and dependence (most impacted), while Technological, Innovative Transformation, and Energy Infrastructure was placed at the lowest priority and influence level (most influencing/driver). The main objective of the present research is to design a model for the formation of public attitude and intention to use electric vehicles (EVs), considering the role of sustainable transportation in Mazandaran Province. The research is applied in nature and employs a mixed-methods approach. In the qualitative phase, the Thematic Analysis method was used to design the research model, with data gathered through library studies and interviews with experts. The statistical population for this phase consisted of 17 experts in the fields of energy and automotive industry, selected using the snowball sampling method. In the quantitative phase, the Interpretive Structural Modeling (ISM) method was employed for leveling the research variables, and the Importance-Performance Analysis (IPA) method was used for analyzing the current situation and prioritizing the factors. The results indicated the presence of five comprehensive themes in the research model, which are: Consumer Lifestyle and Behavior, Market Dynamics and Industrial Competition, Social Acceptance and Environmental Sustainability, Policy-Making, Economics, and Financial Incentives, and Technological, Innovative Transformation, and Energy Infrastructure. Consumer Lifestyle and Behavior was identified as the theme with the highest priority and dependence (most impacted), while Technological, Innovative Transformation, and Energy Infrastructure was placed at the lowest priority and influence level (most influencing/driver).

https://jte.sinaweb.net/article_236801_f3af0ab305e5aaa1031e8c0de1bc9e32.pdf