Intelligent Goods : Characteristics and Architectures

The transports of goods are continuously increasing in many regions, for instance within Europe. Often goods travel through many different countries, using several transport modes and involving a number of different actors. As a result, the traffic load on the transport network is increasing, on the roads in particular, and the logistics chains become more and more complex. Implementing some level of intelligence on the goods, which provide them with the capabilities to assist in the logistical activities, is one of the instruments that can be used to make transports and the handling of goods more efficient and controllable. The concept of intelligent goods both opens up for new types of services and may be used to improve currently available services. Our research is mainly focused on the characteristics and possible architectures of intelligent goods systems. In this context, an intelligent goods system refers to a number of interacting components (on-board units (OBU), back-office, RFID tags, etc.), including intelligent goods, which together provide services. The architecture studies are focused on which information and data processing are needed, where they should be stored and which communication links are required. By identifying architectures corresponding to different service solutions, intelligent goods can be valued against other types of solutions, for instance more centralized configurations. In particular, different situations and services put different requirements on a system and the benefits of using intelligent goods vary. We present a framework which can be used to describe intelligent goods systems, including the capabilities of the goods, necessary information entities related to the goods as well as the surrounding entities, primitive functions and the environment around the goods. Additionally, we identify a number of primitive, potential intelligent goods level services which can be used as building blocks when creating more advanced intelligent goods services. The functional and information requirements of these services are also investigated. Based on these findings, a new approach for how to identify and evaluate different architectural solutions for potential intelligent goods services is suggested. Furthermore, a new service description framework is proposed, which can be used to, amongst others, define a service and to perform composition/decomposition analyses. Finally, an investigation of how agent technology can be used to model intelligent goods systems is also presented

Toward intelligent goods : characteristics, architectures and applications

In the context of globalization, the requirements on transport logistics continuously rise. Often goods travel through many different countries, using several transport modes and involving a number of different actors. Implementing some level of intelligence on the goods, which provide them with the capabilities to assist in the logistical activities, is one of the instruments that can be used to improve control and efficiency in transports and goods-handling. The concept of intelligent goods both opens up for new types of services and may be used to improve currently available services. The research is mainly focused on the characteristics, possible architectures, and applications of intelligent goods systems. In this context, an intelligent goods system refers to a number of interacting components, e.g. on-board units, servers, and RFID tags, which together provide intelligent goods services. Intelligent goods refer to goods with a higher degree of intelligence than just providing the ID of the goods, and generally the concept involve information processing and/or storage on or close to the goods, acting on behalf of the goods throughout the whole transport. The purpose of the studies is to investigate how intelligent goods can be used to improve goods transports in terms of more efficient goods-handling as well as better control of the goods and the transportation process, but also in terms of more efficient information sharing, e.g. between different actors. This may in turn provide reduced costs, environmental impact and usage of infrastructure. The research is concentrated on the communication and processing of information before, during and after transport. Most of the research results are applicable to ii goods transport by any mode, whereas some of the research has an emphasis on road transport. A framework is presented which can be used to describe intelligent goods systems, including the capabilities of the goods, necessary information entities related to the goods, as well as a number of primitive services that can be used as building blocks when creating more advanced intelligent goods services. Furthermore, a new approach to service description is proposed, which can be used to, amongst others, define an intelligent goods service and to perform architecture analyses. By identifying architectures corresponding to different service solutions, intelligent goods can be compared with other types of solutions, for instance more centralized approaches. In particular, different situations and services put different requirements on a system and the benefits of using intelligent goods vary. In order to investigate how intelligent goods may be applied in practice, two services have been examined in more detail: a dynamic shelf- life prediction service, and a consignment-level emission allocation service. These studies involve field tests, interviews and simulations. Finally, an investigation of how intelligent goods systems can be modelled as multi-agent systems is also included

Intelligent Goods - Characteristics and Architectures

The transports of goods are continuously increasing in many regions, for instance within Europe. Often goods travel through many different countries, using several transport modes and involving a number of different actors. As a result, the traffic load on the transport network is increasing, on the roads in particular, and the logistics chains become more and more complex. Implementing some level of intelligence on the goods, which provide them with the capabilities to assist in the logistical activities, is one of the instruments that can be used to make transports and the handling of goods more efficient and controllable. The concept of intelligent goods both opens up for new types of services and may be used to improve currently available services. Our research is mainly focused on the characteristics and possible architectures of intelligent goods systems. In this context, an intelligent goods system refers to a number of interacting components (on-board units (OBU), back-office, RFID tags, etc.), including intelligent goods, which together provide services. The architecture studies are focused on which information and data processing are needed, where they should be stored and which communication links are required. By identifying architectures corresponding to different service solutions, intelligent goods can be valued against other types of solutions, for instance more centralized configurations. In particular, different situations and services put different requirements on a system and the benefits of using intelligent goods vary. We present a framework which can be used to describe intelligent goods systems, including the capabilities of the goods, necessary information entities related to the goods as well as the surrounding entities, primitive functions and the environment around the goods. Additionally, we identify a number of primitive, potential intelligent goods level services which can be used as building blocks when creating more advanced intelligent goods services. The functional and information requirements of these services are also investigated. Based on these findings, a new approach for how to identify and evaluate different architectural solutions for potential intelligent goods services is suggested. Furthermore, a new service description framework is proposed, which can be used to, amongst others, define a service and to perform composition/decomposition analyses. Finally, an investigation of how agent technology can be used to model intelligent goods systems is also presented

En komparativ studie av traditionell salstentamen och online-tentamen med fokus på medium och innehåll

Den här studien undersöker effekterna av att ersätta en traditionell salstentamen med en open book online-tentamen innehållande frågor av mer fördjupande diskussions- och problemlösningskaraktär. Den nya tentamensformen innebär således både att ett nytt medium för frågor och svar tillämpas, och att strukturen på frågorna i tentamen förändras. Studien fokuserar dels på vad som testas  i relation till lärandemålen (baserat på tentamensfrågor, svar och resultat) och dels studenternas attityder till de olika tentamensformerna (baserat på enkätsvar). Resultaten visar som väntat att den traditionella salstentamen i större utsträckning avslöjar studenternas faktakunskaper medan en djupare förståelse är mer central i den nya tentamensformen. Faktakunskaper kan dock i viss utsträckning även testas i den nya tentamensformen. Studenternas tentamensresultat visar att studenterna har klarat övergången mellan de båda tentamensformerna på ett bra sätt, medan resultaten från enkäterna visar att studenterna är övervägande positiva till den nya tentamensformen men att frågorna upplevdes som svåra och tentamenstiden alltför knapp. Den här typen av frågor introducerar därmed en ny typ av svårighet för studenterna. Studien pekar även på viss problematik med rättssäkerheten i den nya tentamensformen.This study examines the effects of replacing a traditional on-campus exam with an open book online exam containing questions of a more in-depth discussion and problem-solving nature. The new form of examination thereby includes both a new medium for questions and answers, and a changed structure of the questions in the exam. The study focuses partly on what is tested in relation to the learning objectives (based on exam questions, answers and results) and partly on the students' attitudes to the different examination forms (based on questionnaire answers). The results show, as expected, that the traditional on-campus exam to a greater extent reveals the students' factual knowledge, while a deeper understanding is more central in the new form of examination. However, factual knowledge can to a certain extent also be tested in the new examination form. The students' exam results show that the students have managed the transition between the two examination forms in a good way, while the results from the surveys show that the students are predominantly positive about the new examination form but that the questions were perceived as difficult and that time was too short. This type of question thus introduces a new type of difficulty for the students. The study also points to some problems with legal certainty in the new form of examination. Pedagogiskt utvecklingsprojekt vid T

Stated opinions and potential travel with DRT – a survey covering three different age groups

Previous  research  shows  that  well-grounded  knowledge  of  the intended  travellers  is  essential  for  achieving  successful  DRT services.  However,  there  is  a  lack  of  understanding  of  the potential  travels  in  different  age  groups,  and  the  acceptance  of design  alternatives  that  may  affect  these.  Based  on  surveys conducted  in  Sweden,  this  paper  investigates  these  factors  in  a hypothetical DRT service, in the age groups 6–17, 18–69 and over 70  years.  A  total  of  1241  people  answered  the  questionnaires. The  results  show  that  the  age  groups  have  similar  acceptance regarding  delays  and  departure time  intervals.  Older adults  have lower  acceptance  of  digital  solutions,  and  children  and  older adults  have  stronger  requirements  for  value-added  services. About  85–90%  of  the  respondents  claim  they  would  use  the service,  at  least  occasionally.  The  results  also  show  how  a  DRT system should be configured to allow room for system efficiency gains, while still being accepted by most travellers

System Architectures for Sensor-Based Dynamic Remaining Shelf-life Prediction

Different storage and handling conditions in cold supply chains often cause variations in the remaining shelf life of perishable foods. In particular, the actual shelf life may differ from the expiration date printed on the primary package. Based on temperature sensors placed on or close to the food products, a remaining shelf-life prediction (RSLP) service can be developed, which estimates the remaining shelf life of individual products, in real-time. This type of service may lead to decreased food waste and is used for discovering supply chain inefficiencies and ensuring food quality. Depending on the system architecture, different service qualities can be obtained in terms of usability, accuracy, security, etc. This article presents a novel approach for how to identify and select the most suitable system architectures for RSLP services. The approach is illustrated by ranking different architectures for a RSLP service directed towards the supply chain managers. As a proof of concept, some of the most highly ranked architectures have been implemented and tested in food cold supply chains

Consignment-level allocations of carbon emissions in road freight transport

This paper presents and evaluates a new method for how emissions from freight transport routes with single or several points of loading and unloading, can be allocated to individual consignments. The method, called Dedicated Distance Proportional Allocation (DDPA), has been developed based on a literature review, discussions with logistics providers, and analysis. DDPA is designed to have low data processing requirements and be easy to explain to actors involved. Furthermore, it supports several levels of information availability, and accounts for any set of vehicle-limiting factors, as well as prepositioning/repositioning. DDPA has been evaluated in simulations with different levels of information availability, together with three existent allocation methods: the Equal profit method (EPM), the CEN EN16258:2011 standard and the Greenhouse gas (GHG) protocol. The simulations show that the GHG protocol under-allocates the total amount of emissions, on average. EPM and DDPA achieve equal relative savings, whereas for CEN EN16258:2011 and the GHG protocol, relative savings vary, on average. When DDPA is used with low level of information availability, an error is introduced which can be reduced by applying compensation factors. Since DDPA accepts low information availability, the Intelligent Products concept can be applied for computing and storing emissions allocations, at the time of unloading. The results from this study can be used for further development and implementation of consignment allocation methods. Furthermore, by combining DDPA with other environmental load approaches for other parts of a product’s life cycle, a complete life cycle assessment of the product’s environmental impact can be obtained

Disturbance Management and Information Availability in Public Transport, with Focus on Scania County, Sweden

In order for people to choose public transport over private car usage, public transport systems must be both reliable and accessible, which is not always the case today. Based on interviews with public transport actors, this paper investigates the missing information and communication flows during unplanned disturbances in the public transport system of southern Sweden. Two potential solution approaches to supply the missing information are also identified: an information system common for all public transport actors in the region, and a traveler check-in system, providing traveler specific information to the actors. The information requirements of both systems, and their potential benefits, are presented. The primary objective of the study is to improve the possibilities for both actors and travelers to act during unplanned disturbances by more efficient information sharing and better traveler information

Exploring the potential of using real-time traveler data in public transport disturbance management

New and emerging technologies, such as connected sensors, smartphones and smart cards, offer new possibilities to collect rich real-time information about travelers. Moreover, smartphones also enable travelers to actively share information, for instance, about their intended travel plans. This type of information can be used to improve public transport disturbance management. In this paper, the potential gain of collecting different types of information about travelers is explored to support action decisions made by public transport actors, during unplanned disturbances. Based on interviews and workshops, the paper provides a mapping between different information types and possible action decisions that can be supported. Furthermore, based on a literature review focused on current and potential technical solutions, a guidance to which solutions support which type of action decisions, is also provided. Amongst others, the results show that automated fare collection, which is one of the most commonly implemented systems providing real-time information about the traveler, can support a large number of action decisions relevant in unplanned disturbance scenarios. The technical solution providing the most extensive information, and thereby providing the best support for the action decisions, involves smartphone apps delivering user-generated information. The drawback with this solution is that it might violate privacy, and that it typically relies on the travelers providing relevant information voluntarily

Exploring the potential of using real-time traveler data in public transport disturbance management

New and emerging technologies, such as connected sensors, smartphones and smart cards, offer new possibilities to collect rich real-time information about travelers. Moreover, smartphones also enable travelers to actively share information, for instance, about their intended travel plans. This type of information can be used to improve public transport disturbance management. In this paper, the potential gain of collecting different types of information about travelers is explored to support action decisions made by public transport actors, during unplanned disturbances. Based on interviews and workshops, the paper provides a mapping between different information types and possible action decisions that can be supported. Furthermore, based on a literature review focused on current and potential technical solutions, a guidance to which solutions support which type of action decisions, is also provided. Amongst others, the results show that automated fare collection, which is one of the most commonly implemented systems providing real-time information about the traveler, can support a large number of action decisions relevant in unplanned disturbance scenarios. The technical solution providing the most extensive information, and thereby providing the best support for the action decisions, involves smartphone apps delivering user-generated information. The drawback with this solution is that it might violate privacy, and that it typically relies on the travelers providing relevant information voluntarily