Thirty years of heterogeneous vehicle routing

It has been around thirty years since the heterogeneous vehicle routing problem was introduced, and significant progress has since been made on this problem and its variants. The aim of this survey paper is to classify and review the literature on heterogeneous vehicle routing problems. The paper also presents a comparative analysis of the metaheuristic algorithms that have been proposed for these problems

CD10 expression in urothelial carcinoma of the bladder

Background. CD10 antigen is a 100-kDa-cell surface zinc metalloendopeptidase and it is expressed in a variety of normal and neoplastic lymphoid and nonlymphoid tissues. The aim of this study was to evaluate CD10 expression in urothelial carcinoma of the urinary bladder and to determine the correlation between immunohistochemical (IHC) CD10 expression and histopathologic parameters including grade and stage. Methods. 371 cases of urothelial bladder carcinomas, all from transurethral resections, were included in this study. Hematoxylin-eosin (HE) stained sections from each case were reevaluated histopathologically according to WHO 2004 grading system. The TNM system was used for pathologic staging. Selected slides were also studied by IHC and a semiquantitative scoring for CD10 expression based on the percentage of positive cells was performed. Results. 157 cases (42.3%) showed immunostaining while 214 cases (57.7%) were negative for CD10. 1+ staining was seen in 65 CD10 positive cases (41.4%), and 2+ in 92 cases (58.6%). Overall CD10 expression as well as 2+ immunostaining was significantly correlated with high histologic grade. Overall CD10 expression was also significantly higher in invasive pT1 and pT2-3 tumors compared to noninvasive pTa tumors. pT1 and pT2-3 tumors were also significantly correlated with 2+ immunostaining. Conclusion. To date, only a few comparative IHC studies have assessed CD10 expression in urothelial carcinoma of the urinary bladder and this study represents the largest series. Our findings indicate that CD10 expression is strongly correlated with high tumor grade and stage in urothelial carcinoma of the bladder, and that CD10 may be associated with tumor progression in bladder cancer pathogenesis. © 2009 Bahadir et al; licensee BioMed Central Ltd

Plasma Levels of Tumor Necrosis Factor-Alpha and Interleukin-6 in Obsessive Compulsive Disorder

Aim. Recent research implicated place of an immune mechanism in the pathophysiology of obsessive-compulsive disorder (OCD). Despite increasing evidence involvement of cytokine release in OCD, results of the studies are inconsistent. The aim of this study was to evaluate the plasma levels of the cytokines; tumor necrosis factor-alpha (TNF-α) and interleukin-6 (IL-6) in OCD patients. Methods. Plasma concentrations of TNF-α and IL-6 were measured in 31 drug-free outpatients with OCD, and 31-year age and sex-matched healthy controls. TNF-α and IL-6 concentrations in blood were determined by enzyme-linked immunosorbent assay (ELISA). Results. Both TNF-α and IL-6 levels showed statistically significant increases in OCD patients compared to controls (P < .000, P < .001, resp.). In addition, the age of onset was negatively correlated with TNF-α level (r = −.402, P = .025) and duration of illness was weakly correlated with IL-6 levels (r : .357; P : .048) in patients group. Conclusion. OCD patients showed increases in TNF-α and IL-6 levels compared to the healthy controls. This study provides evidence for alterations in the proinflamatory cytokines which suggest the involvement of the immune system in the pathophysiology of OCD

Collaborative Parcels Logistics via the Carrier’s Carrier Operating Model

Parcel logistics in urban areas are characterized by many carriers undertaking similar activity patterns at the same times of day. Using substantial carrier manifest datasets, this paper demonstrates advantages from rival carriers collaborating using a “carrier’s carrier” operating model for their last-mile parcel logistics operations. Under these circumstances, a single carrier undertakes all the deliveries within a defined area on behalf of the carriers instead of them working independently. Modelling the daily delivery activity of five parcel carriers working over a 3.7 km2 area of central London, comprising around 3000 items being delivered to around 900 delivery locations, and consolidating their activity through a single carrier suggested that time, distance and associated vehicle emissions savings of around 60% could be achieved over the current business-as-usual operation. This equated to a reduction in the number of delivery vans and drivers needed from 33 to 13, with annual savings of 39,425 h, 176,324 km driven, 52,721 kg CO2 and 56.4 kg NOx. Reliance on vans and associated vehicle emissions could be reduced further by using cargo cycles alongside vans for the last-mile delivery, with estimated annual emissions savings increasing to 72,572 kg CO2 and 77.7 kg NOx. The results indicated that consolidation of items for delivery in this way would be especially beneficial to business-to-consumer (B2C) carriers whose parcel profiles comprise relatively small and light items. One of the key barriers to the wider take up of such services by individual carriers is the loss of individual brand identity that can result from operating through a carrier’s carrier

Optimising Parcel Deliveries in London Using Dual-Mode Routing

Last-mile delivery operations are complex, and the conventional way of using a single mode of delivery (e.g. driving) is not necessarily an efficient strategy. This paper describes a two-level parcel distribution model that combines walking and driving for a single driver. The model aims to minimise the total travelling time by scheduling a vehicle's routing and the driver's walking sequence when making deliveries, taking decisions on parking locations into consideration. The model is a variant of the Clustered Travelling Salesman Problem with Time Windows, in which the sequence of visits within each cluster is required to form a closed tour. When applied to a case study of an actual vehicle round from a parcel carrier operating in London, savings of over 20% in the total operation time were returned over the current situation where 104 transactions from 99 consignees were being delivered to 57 stopping points

ICT for Sustainable Last-Mile Logistics: Data, People and Parcels

In this paper we present a vision of how ICT can be leveraged to help combat the impact on pollution, congestion and carbon emissions contributed by the parcel delivery sector. This is timely given annual growth in parcel deliveries, especially same-day deliveries, and the need to inform initiatives to clean up our cities such as the sales ban on new petrol and diesel vehicles in the UK by 2040. Our insights are informed by research on parcel logistics in Central London, leveraging a data set of parcel manifests spanning 6 months. To understand the impact of growing e-commerce trends on parcel deliveries we provide a mixed methods case study leveraging data-driven analysis and qualitative fieldwork to demonstrate how ICT can uncover the impact of parcel deliveries on delivery drivers and their delivery rounds during seasonal deliveries (or “the silly season”). We finish by discussing key opportunities for intervention and further research in ICT4S and co-created Smart Cities, connecting our findings with existing research and data as a call to the ICT4S community to help tackle the growth in carbon emissions, pollution and congestion linked to parcel deliveries

Quantifying environmental and financial benefits of using porters and cycle couriers for last-mile parcel delivery

Parcel carriers face increasingly difficult operating conditions in busy metropolitan areas due to growing consumer demand for ever faster delivery services and having to cope with traffic congestion and city authority measures that may restrict or penalise access for certain types of vehicle. This paper evaluates the potential environmental and financial benefits of switching from traditional van-based deliveries to an alternative operating model, where porters or cycle couriers undertake deliveries supported by a substantially reduced van fleet. Results using a specially-developed algorithm to model operations of a real carrier in an area of central London, UK, suggested that the carrier could reduce CO2 emissions by 45%, NOx emissions by 33%, driving distance by 78% and curbside parking time by 45%. Overall cost savings to the carrier were estimated to be in the range 34–39%. Scaling up the modelled emissions savings to London’s Central Activities Zone, an area of approximately 30 km2 and with current total annual parcel delivery distance of around 15 million km, could see annual emissions savings in the region of 2 million kg CO2 and 1633 kg NOx if all carriers utilised porters or cycle couriers. The key operating challenges identified were related to sorting and consolidating items by weight and volume, parcel handover arrangements and how to deal with express items and failed deliveries

Understanding the Impact of E-commerce on Last-Mile Light Goods Vehicle Activity in Urban Areas: The Case of London

Growth in e-commerce has led to increasing use of light goods vehicles for parcel deliveries in urban areas. This paper provides an insight into the reasons behind this growth and the resulting effort required to meet the exacting delivery services offered by e-retailers which often lead to poor vehicle utilisation in the last-mile operation, as well as the duplication of delivery services in urban centres as competitors vie for business. A case study investigating current parcel delivery operations in central London identified the scale of the challenge facing the last-mile parcel delivery driver, highlighting the importance of walking which can account for 62% of the total vehicle round time and 40% of the total round distance in the operations studied. The characteristics of these operations are in direct conflict with the urban infrastructure which is being increasingly redesigned in favour of walking, cycling and public transport, reducing the kerbside accessibility for last-mile operations. The paper highlights other pressures on last-mile operators associated with managing seasonal peaks in demand; reduced lead times between customers placing orders and deliveries being made; meeting delivery time windows; first-time delivery failure rates and the need to manage high levels of product returns. It concludes by describing a range of initiatives that retailers and parcel carriers, sometimes in conjunction with city authorities, can implement to reduce the costs associated with last-mile delivery, without negatively impacting on customer service levels

[18F]FDG and [18F]FES PET/CT Imaging as a Biomarker for Therapy Effect in Patients with Metastatic ER+ Breast Cancer Undergoing Treatment with Rintodestrant

PURPOSE: Positron emission tomography (PET) with 16α-[18F]-fluoro-17β-estradiol ([18F]FES) allows assessment of whole body estrogen receptor (ER) expression. The aim of this study was to investigate [18F]fluorodeoxyglucose ([18F]FDG) and [18F]FES PET/CT imaging for response prediction and monitoring of drug activity in patients with metastatic ER+ breast cancer undergoing treatment with the selective estrogen receptor downregulator (SERD) rintodestrant.PATIENTS AND METHODS: In this trial (NCT03455270), PET/CT imaging was performed at baseline ([18F]FDG and [18F]FES), during treatment and at time of progression (only [18F]FES). Visual, quantitative and mutational analysis was performed to derive a heterogeneity score (HS) and assess tracer uptake in lesions, in relation to the mutation profile. The primary outcome was progression-free survival (PFS).RESULTS: The HS and PFS in the entire group did not correlate (n=16, Spearman's rho, P=0.06), but patients with a low HS (&lt;25.0%, n=4) had a PFS of &gt;5 months whereas patients with no [18F]FES uptake (HS 100.0%, n =3) had a PFS of &lt;2 months. [18F]FES uptake was not affected by ESR1 mutations. On-treatment [18F]FES PET/CT scans showed no [18F]FES uptake in any of the baseline [18F]FES positive lesions. At progression, [18F]FES uptake remained blocked in patients scanned ≤1-2 half-lives of rintodestrant whereas it restored in patients scanned ≥5 days after end of treatment.CONCLUSION: Absence of ER expression on [18F]FES PET is a predictor for no response to rintodestrant. [18F]FES uptake during treatment and at time of progression is useful to monitor the (reversible) effect of therapy and continued mode of action of SERDs.</p

Hybrid EEFIT mission to february 2023 Kahramanmaraş earthquake sequence

The southwestern part of Türkiye was hit on 6 February 2023 by an Mw 7.8 (epicentre:Pazarcık) and then an Mw 7.5 earthquake (epicentre: Elbistan). The event was followed by tensof thousands of aftershocks including the Mw 6.3 event on 20 February (epicentre: Uzunbağ).This paper reports on the preliminary findings of the mission organised by the UK’s EarthquakeEngineering Field Investigation Team (EEFIT) to the Kahramanmaraş Earthquake sequence ofFebruary 2023. This mission followed a hybrid model, combining field and remote investigationtechniques, to investigate the characteristics of the earthquake sequence, its impact on buildingsand infrastructure, as well as the efficacy of relief, response and recovery operations. The keymessages include that the building stock is hard to categorise which brings along difficulties withdamage assessment, that the recovery and reconstruction require multi-sectoral engagement ofkey stakeholders, and that the auditing and quality control mechanisms within the constructionindustry need revisiting in the way forward for better disaster resilience in Türkiye