New Technology and Automation in Freight Transport and Handling Systems

This is an evidence review that examines the trends in manufacturing and global supply chains, looking at the international trade, technology and users, and how these may change between now and 2040. The review has been commissioned by the Government Office for Science within the Foresight project. The Foresight Future of Mobility project is run from within the UK Government Office for Science (GO-Science). The Foresight project was launched to try to understand the broad question "What benefits/ opportunities could the transport system of the future provide and what are the implications for Government and society?

Multi-stakeholder collaboration in urban freight consolidation schemes: Drivers and barriers to implementation

© 2018 The Author(s). Published by VGTU Press. Due to the motivations of climate change, the health impacts of poor air quality, and the importance of cities for economic growth, transport policy at all levels of governance places emphasis on reducing and managing urban traffic and congestion. Whilst the majority of urban traffic is created by personal travel, freight vehicles make a relatively large contribution per vehicle to congestion, pollution and severe accidents. The European Commission (EC 2011) estimates that 6% of all EU transport carbon emissions are from urban freight. For these reasons, a well-structured portfolio of measures and policies oriented towards more sustainable and efficient management of supply chain activities carried out in urban areas is needed, in order to reduce negative externalities related to urban mobility and improve economic performance. In recent years, there has been enthusiasm amongst commentators that shared-resource economic models can both create new commercial opportunities and address policy problems, including in the transport sector. Within the city logistics subsector, this new model is exemplified by the emergence of Urban freight Consolidation Centres (UCCs). UCCs replace multiple ‘last-mile’ delivery movements, many of which involving small consignments, by a common receiving point (the consolidation centre), normally on the periphery of a city, with the final part of the delivery being shared by the consignments in a small freight vehicle. Such arrangements can represent a good compromise between the needs of city centre businesses and their customers on the one hand (i.e. high availability of a range of goods) and local and global sustainability objectives on the other. At the same time, by sharing logistics facilities and delivery vehicles, UCCs offer added-value services to both urban economic actors, such as retailers, and network logistics providers. However, UCCs add to the complexity of logistics chains, requiring additional contracts, communications and movement stages. These arrangements also introduce additional actors within the supply of delivery services, notably local authorities present as promoters and funders, rather than simply as regulators, companies specialised in the UCC operation, and companies, which provide specialist technologies, such as electric delivery vehicles. UCCs therefore also represent an example of multi-stakeholder collaboration. Drawing on the results of a 2013 survey in Bristol (United Kingdom) and a further survey carried out in 2015 in Cagliari (Italy), the present paper will provide an in-depth comparison of the differences in the perceptions of urban freight users and stakeholders towards UCCs. Retailers involved in the survey carried out in Bristol showed high satisfaction with the delivery service provided by the UCC. Different topic areas (e.g. timeliness, reliability, safety) are examined through analyses of both qualitative and quantitative data. The survey carried out in Cagliari investigated the inclination of potential users to join a UCC scheme. The comparison between the two cities considers factors such as the nature of business holding (e.g. SME versus multiple retailers), operational practices (e.g. pattern of deliveries) and operating subsector (e.g. food versus no food). An analysis on the barriers to the implementation of UCCs in Bristol and in Cagliari is provided at the end of the paper

How evolution can help us understand child development and behaviour

The traditional disease model, still dominant in psychiatry, is less than ideal for making sense of psychological issues such as the effects of early childhood experiences on development. We argue that a model based on evolutionary thinking can deepen understanding and aid clinical practice by showing how behaviours, bodily responses and psychological beliefs tend to develop for ‘adaptive’ reasons, even when these ways of being might on first appearance seem pathological. Such understanding has implications for treatment. It also challenges the genetic determinist model, by showing that developmental pathways have evolved to be responsive to the physical and social environment in which the individual matures. Thought can now be given to how biological or psychological treatments – and changing a child’s environment – can foster well-being. Evolutionary thinking has major implications for how we think about psychopathology and for targeting the optimum sites, levels and timings for intervention

Detecting Impression Management: Improving Conditional Reasoning Test Validity with Forced-Choice Survey

Whether you are an instructor trying to relate to their students, an employee trying to impress their boss, an athlete trying to intimidate their opponent, or anywhere in between; everyone uses impression management in some form or another. The primary purpose of our study is to develop a conditional reasoning test that can detect an individual’s dominant impression management strategies as well as abnormal levels of impression management. The conditional reasoning test would be utilized by employers to detect the use of impression management strategies among job applicants, allowing employers parse potentially misleading or false information provided during the selection process. Currently, we have established a conditional reasoning test that should predict preferred impression management response types. Additionally, we are looking to create a secondary forced-choice survey to be administered after the conditional reasoning test. By forcing participants to select impression management responses, we believe this will provide valuable insight into participants preferred impression management strategies in an applicant-type position which can be compared to participants’ results of the conditional reasoning test in order to establish its validity

The Effect of Atmospheric Cold Plasma Treatment on the Antigenic Properties of Bovine Milk Casein and Whey Proteins

Casein, β-lactoglobulin and α-lactalbumin are major milk protein allergens. In the present study, the structural modifications and antigenic response of these bovine milk allergens as induced by non-thermal treatment by atmospheric cold plasma were investigated. Spark discharge (SD) and glow discharge (GD), as previously characterized cold plasma systems, were used for protein treatments. Casein, β-lactoglobulin and α-lactalbumin were analyzed before and after plasma treatment using SDS-PAGE, FTIR, UPLC-MS/MS and ELISA. SDS-PAGE results revealed a reduction in the casein and α-lactalbumin intensity bands after SD or GD treatments; however, the β-lactoglobulin intensity band remained unchanged. FTIR studies revealed alterations in protein secondary structure induced by plasma, particularly contents of β-sheet and β-turn. The UPLC-MS/MS results showed that the amino acid compositions decreased after plasma treatments. ELISA of casein and α-lactalbumin showed a decrease in antigenicity post plasma treatment, whereas ELISA of β-lactoglobulin showed an increase in antigenicity. The study indicates that atmospheric cold plasma can be tailored to mitigate the risk of bovine milk allergens in the dairy processing and ingredients sector

The social perspective on policy towards local shared autonomous vehicle services (LSAVS)

The transport policy discourse posits Shared Autonomous Vehicles (SAVs) as a more sustainable solution for the implementation of road automation technology. A successful implementation of SAV services strongly depends on being able to meet user's needs, as well as responding to their expectations. For this reason, the public has a central role in the definition of appropriate and realistic policies for the design, regulation and adoption of new automated mobility services. However, whilst there has been considerable attention to individuals' attitudes towards road transport automation, few have applied participatory or co-design methods to help define new SAV services. Moreover, most of the existing studies have also been hypothetical rather than examining vehicles in real service settings. This paper addresses these imbalances through reporting a two-stage research initiative. Initially a local shared automated vehicle service (LSAVS) concept was examined in a co-design workshop (Stage 1), leading to the development of a conceptual framework for social acceptance. This was then applied (Stage 2) in qualitative empirical research into the experiences of participants who rode in two different live prototype LSAVS. It was found that social considerations such as equity in access to mobility services, social inclusion, environmental protection, and concerns about control over interpersonal interactions emerged as strong acceptance factors within participants' construction of the conceptual services and responses to exposure to actual services. However, broad socio-political aspirations beyond transport policy were also important. It is concluded that achieving high levels of social acceptance where these utopian expectations meet commercial realities and public-sector constraints will be a major policy challenge facing any attempt to introduce an LSAVS with strong sustainable mobility credentials

Crumbs interacts with moesin and βHeavy-spectrin in the apical membrane skeleton of Drosophila

The apical transmembrane protein Crumbs is necessary for both cell polarization and the assembly of the zonula adherens (ZA) in Drosophila epithelia. The apical spectrin-based membrane skeleton (SBMS) is a protein network that is essential for epithelial morphogenesis and ZA integrity, and exhibits close colocalization with Crumbs and the ZA in fly epithelia. These observations suggest that Crumbs may stabilize the ZA by recruiting the SBMS to the junctional region. Consistent with this hypothesis, we report that Crumbs is necessary for the organization of the apical SBMS in embryos and Schneider 2 cells, whereas the localization of Crumbs is not affected in karst mutants that eliminate the apical SBMS. Our data indicate that it is specifically the 4.1 protein/ezrin/radixin/moesin (FERM) domain binding consensus, and in particular, an arginine at position 7 in the cytoplasmic tail of Crumbs that is essential to efficiently recruit both the apical SBMS and the FERM domain protein, DMoesin. Crumbs, Discs lost, βHeavy-spectrin, and DMoesin are all coimmunoprecipitated from embryos, confirming the existence of a multimolecular complex. We propose that Crumbs stabilizes the apical SBMS via DMoesin and actin, leading to reinforcement of the ZA and effectively coupling epithelial morphogenesis and cell polarity

Knowledge Management and the Contextualisation of Intellectual Property Rights in Innovation Systems

Support for this research was provided by Genome Canada through the Ontario Genomics Institute and Genome Alberta © David Castle et al 2010.Peer reviewedPublisher PD

Autonomous vehicles: Who will use them, and will they share?

The advent of road transport automation is suggested to be one of four key technological transitions that could amount to a major transformation in mobility practices. Specifically, fully Automated Vehicles (AVs) might replace the current private car owner user model with fleets of on-demand synchronously-shared automated taxis. However, significant barriers to this vision becoming the norm remain. This paper examines two critical user-acceptance aspects of the transition: willingness to adopt AVs, and willingness to share an AV with others, particularly strangers. Our novel survey (n = 899) included a choice experiment featuring four future full automation transport services (private, synchronously/ asynchronously shared, and public). Cluster analysis examined respondents’ preferences and their demographic and psychosocial characteristics. We uncover significant uncertainty about willingness to adopt automation and sharing, and important differences between clusters within our sample. For example, under 50% of participants report willingness to use an AV over their normal mode, or would prefer an automated option to a current human-driven option. Our findings raise critical questions for policymakers and transport authorities. Not least, how can AV technologies help realise the environmental and social benefits of widespread vehicle sharing in a context of a travelling public that still prefers its privacy on-the-move