Improving sustainability through intelligent cargo and adaptive decision making

In the current society, logistics is faced with the challenge to meet more stringent sustainability goals. Shippers and transport service providers both aim to reduce the carbon footprint of their logistic operations. To do so, optimal use of logistics resources and physical infrastructure should be aimed for. An adaptive decision making process for the selection of a specific transport modality, transport provider and timeslot (aimed at minimisation of the carbon footprint) enables shippers to achieve this. This requires shippers to have access to up-to-date capacity information from transport providers (e.g. current and scheduled loading status of the various transport means and information on carbon footprint) and traffic information (e.g. city logistics and current traffic information). A prerequisite is an adequate infrastructure for collaboration and open exchange of information between the various stakeholders in the logistics value chain to obtain the up-to-date information. This paper gives a view on how such an advanced information infrastructure can be realised, currently being developed within the EU iCargo project. The paper describes a reference logistics value chain, including business benefits for each of the roles in the logistics value chain of aiming for sustainability. A case analysis is presented that reflects a practical situation in which the various roles collaborate and exchange information for realizing sustainability goals, using adaptive decision making for selecting a transport modality, transport provider, and timeslot. A high-level overview is provided of the requirements on and technical implementation of the supporting advanced infrastructure for collaboration and open information exchange.In the current society, logistics is faced with the challenge to meet more stringent sustainability goals. Shippers and transport service providers both aim to reduce the carbon footprint of their logistic operations. To do so, optimal use of logistics resources and physical infrastructure should be aimed for. An adaptive decision making process for the selection of a specific transport modality, transport provider and timeslot (aimed at minimisation of the carbon footprint) enables shippers to achieve this. This requires shippers to have access to up-to-date capacity information from transport providers (e.g. current and scheduled loading status of the various transport means and information on carbon footprint) and traffic information (e.g. city logistics and current traffic information). A prerequisite is an adequate infrastructure for collaboration and open exchange of information between the various stakeholders in the logistics value chain to obtain the up-to-date information. This paper gives a view on how such an advanced information infrastructure can be realised, currently being developed within the EU iCargo project. The paper describes a reference logistics value chain, including business benefits for each of the roles in the logistics value chain of aiming for sustainability. A case analysis is presented that reflects a practical situation in which the various roles collaborate and exchange information for realizing sustainability goals, using adaptive decision making for selecting a transport modality, transport provider, and timeslot. A high-level overview is provided of the requirements on and technical implementation of the supporting advanced infrastructure for collaboration and open information exchange.In the current society, logistics is faced with the challenge to meet more stringent sustainability goals. Shippers and transport service providers both aim to reduce the carbon footprint of their logistic operations. To do so, optimal use of logistics resources and physical infrastructure should be aimed for. An adaptive decision making process for the selection of a specific transport modality, transport provider and timeslot (aimed at minimisation of the carbon footprint) enables shippers to achieve this. This requires shippers to have access to up-to-date capacity information from transport providers (e.g. current and scheduled loading status of the various transport means and information on carbon footprint) and traffic information (e.g. city logistics and current traffic information). A prerequisite is an adequate infrastructure for collaboration and open exchange of information between the various stakeholders in the logistics value chain to obtain the up-to-date information. This paper gives a view on how such an advanced information infrastructure can be realised, currently being developed within the EU iCargo project. The paper describes a reference logistics value chain, including business benefits for each of the roles in the logistics value chain of aiming for sustainability. A case analysis is presented that reflects a practical situation in which the various roles collaborate and exchange information for realizing sustainability goals, using adaptive decision making for selecting a transport modality, transport provider, and timeslot. A high-level overview is provided of the requirements on and technical implementation of the supporting advanced infrastructure for collaboration and open information exchange

Nuclear fission: The "onset of dissipation" from a microscopic point of view

Semi-analytical expressions are suggested for the temperature dependence of those combinations of transport coefficients which govern the fission process. This is based on experience with numerical calculations within the linear response approach and the locally harmonic approximation. A reduced version of the latter is seen to comply with Kramers' simplified picture of fission. It is argued that for variable inertia his formula has to be generalized, as already required by the need that for overdamped motion the inertia must not appear at all. This situation may already occur above T=2 MeV, where the rate is determined by the Smoluchowski equation. Consequently, comparison with experimental results do not give information on the effective damping rate, as often claimed, but on a special combination of local stiffnesses and the friction coefficient calculated at the barrier.Comment: 31 pages, LaTex, 9 postscript figures; final, more concise version, accepted for publication in PRC, with new arguments about the T-dependence of the inertia; e-mail: [email protected]

Sexual differentiation of the human brain

Sex differences in the structures of human hypothalamus and adjacent brain structures have been observed that seem to be related to gender, to gender problems such as transsexuality, and to sexual orientation, that is, heterosexuality and homosexuality. Although these observations have yet to be confirmed, and their exact functional implications are far from clear, they open up a whole new field of structural-functional relationships in human brain research.Biomedical Reviews 1997; 7: 17-32

Open membranes, ribbons and deformed Schild strings

We analyze open membranes immersed in a magnetic three-form field-strength $C$. While cylindrical membranes in the absence of $C$ behave like tensionless strings, when the $C$ flux is present the strings polarize into thin membrane ribbons, locally orthogonal to the momentum density, thus providing the strings with an effective tension. The effective dynamics of the ribbons can be described by a simple deformation of the Schild action for null strings. Interactions become non-local due to the polarization, and lead to a deformation of the string field theory, whereby string vertices receive a phase factor proportional to the volume swept out by the ribbons. In a particular limit, this reduces to the non-commutative loop space found previously.Comment: revte

Tachyon Condensation on Noncommutative Torus

We discuss noncommutative solitons on a noncommutative torus and their application to tachyon condensation. In the large B limit, they can be exactly described by the Powers-Rieffel projection operators known in the mathematical literature. The resulting soliton spectrum is consistent with T-duality and is surprisingly interesting. It is shown that an instability arises for any D-branes, leading to the decay into many smaller D-branes. This phenomenon is the consequence of the fact that K-homology for type II von Neumann factor is labeled by R.Comment: LaTeX, 17 pages, 1 figur

AdS_7/CFT_6, Gauss-Bonnet Gravity, and Viscosity Bound

We study the relation between the causality and the positivity of energy bounds in Gauss-Bonnet gravity in AdS_7 background and find a precise agreement. Requiring the group velocity of metastable states to be bounded by the speed of light places a bound on the value of Gauss-Bonnet coupling. To find the positivity of energy constraints we compute the parameters which determine the angular distribution of the energy flux in terms of three independent coefficients specifying the three-point function of the stress-energy tensor. We then relate the latter to the Weyl anomaly of the six-dimensional CFT and compute the anomaly holographically. The resulting upper bound on the Gauss-Bonnet coupling coincides with that from causality and results in a new bound on viscosity/entropy ratio.Comment: 21 page, harvmac; v2: reference adde

It was twenty years ago today: revisiting time-of-day choice in The Netherlands

Time-of-day (TOD) choice can be considered as a fifth stage in the modelling of transport behaviour, additional to the conventional four stages. Twenty years ago in The Netherlands, a stated preference (SP) study was designed for investigating the choice of time-of-day (departure time) and transport mode. A nested logit time period and mode choice model, largely based on this SP data set, was included as one of the components of The Netherlands national transport model (LMS). A new TOD SP survey has now been developed to obtain up-to-date information for the next re-estimation round of the LMS. The fieldwork was carried out in in 2019, followed by the re-estimation of the nested logit model of period and mode choice on the new SP data. The context for the SP is that of a tour (round trip) carried out by the respondent as car driver or by train, also distinguishing by travel purpose (commuting, business, education and other). This means that we are asking questions both about the outward leg of the tour and the inward leg. Both car drivers and train users are asked to participate in two SP experiments on TOD and mode choice: the first focussing on the trade-off between congestion or crowding and the departure/arrival times; the second also with differentiation in costs between peak and off-peak. Our tentative conclusion is that TOD choice seems to have become (relatively to mode choice) more flexible in the past two decades, in line with the trends towards more flexibility in scheduling activities over the day and a 24 hours economy. Moreover, we now estimate nest coefficients for both car drivers and train users (until now the assumption that had to be made in the LMS was that the nest coefficients for train followed those for car)

Low Energy Analyzing Powers in Pion-Proton Elastic Scattering

Analyzing powers of pion-proton elastic scattering have been measured at PSI with the Low Energy Pion Spectrometer LEPS as well as a novel polarized scintillator target. Angular distributions between 40 and 120 deg (c.m.) were taken at 45.2, 51.2, 57.2, 68.5, 77.2, and 87.2 MeV incoming pion kinetic energy for pi+ p scattering, and at 67.3 and 87.2 MeV for pi- p scattering. These new measurements constitute a substantial extension of the polarization data base at low energies. Predictions from phase shift analyses are compared with the experimental results, and deviations are observed at low energies.Comment: 15 pages, 4 figure

Speech Characteristics and Intelligibility in Adults with Mild and Moderate Intellectual Disabilities

PURPOSE: Adults with intellectual disabilities (ID) often show reduced speech intelligibility, which affects their social interaction skills. This study aims to establish the main predictors of this reduced intelligibility in order to ultimately optimise management. METHOD: Spontaneous speech and picture naming tasks were recorded in 36 adults with mild or moderate ID. Twenty-five naïve listeners rated the intelligibility of the spontaneous speech samples. Performance on the picture-naming task was analysed by means of a phonological error analysis based on expert transcriptions. RESULTS: The transcription analyses showed that the phonemic and syllabic inventories of the speakers were complete. However, multiple errors at the phonemic and syllabic level were found. The frequencies of specific types of errors were related to intelligibility and quality ratings. CONCLUSIONS: The development of the phonemic and syllabic repertoire appears to be completed in adults with mild-to-moderate ID. The charted speech difficulties can be interpreted to indicate speech motor control and planning difficulties. These findings may aid the development of diagnostic tests and speech therapies aimed at improving speech intelligibility in this specific group