Delivery Distance Research Articles

Environmental comparison of two alternative road pavement rehabilitation techniques: cold-in-place-recycling versus traditional reconstruction

Based on a road reconstruction case study, the advantages and disadvantages of two alternative road pavement rehabilitation techniques, a hypothetically defined comparable traditional approach and an actually used cold-in-place-recycling approach, both of which enable a comparable extension of road service life of about 20 years, were investigated by means of Life Cycle Assessment. The results showed that the considered environmental impacts of the traditional approach exceeded those of the cold-in-place-recycling approach: by only 1% with regard to Global Warming, by 18% with regard to Acidification, by 15% with regard to the Abiotic Depletion of Fossil Fuels, and by 16% with regard to primary energy consumption. In the case of the traditional approach, the use of larger amounts of natural aggregate and the transportation of materials significantly contributed to emissions and the consumption of fossil fuels and energy, whereas the cold-in-place-recycling approach was sensitive to the use of cement, whose production results in relatively high emissions, especially of greenhouse gasses. In the case of the traditional approach, sensitivity analyses were carried out with regard to the use of aggregate from a quarry instead of a gravel pit, and to the delivery distance of material hauled away from the distressed road during rehabilitation works (extending the one-way delivery distances from 20 to 100 km). It was found that, if aggregate from a quarry is used instead of from a gravel pit, then the various environmental impacts of the traditional approach would exceed those of the cold-in-place-recycling approach by factors which range between 1.3 and 1.7. Increasing the transportation distance of hauled-away materials from 20 km to 100 km, the impacts of the traditional approach would exceed the impacts of the cold-in-place-recycling approach by a factor of 1.4 (Global Warming) and 1.6 (Acidification and Abiotic Depletion of Fossil Fuels). A further sensitivity analysis was carried out in the case of the cold-in-place-recycling approach, with regard to the use of Portland cements containing different amounts of clinker. It was found that the use of cements with a higher clinker content results in an increase in the Global Warming impact to a level significantly higher than that of the traditional approach.

A Robust Supply Chain Network Design Considering Capacity, Supply and Delivery Distance Limits Under Uncertain Demand

A Robust Supply Chain Network Design Considering Capacity, Supply and Delivery Distance Limits Under Uncertain Demand

Developing Capacity for Local Watershed Management: Essential Leadership Skills and Training Approaches

AbstractManagement of water resources at a watershed scale often occurs at the local level and relies on the effectiveness of local staff and leaders. Four land‐grant universities in Indiana, Michigan, Minnesota and Ohio are delivering training programs that build the capacity of local water resource professionals. Based on experience from these programs, a survey on watershed management core competencies, and two surveys of information and training needs for watershed groups, we examined what core proficiencies are needed by watershed group leaders, how existing programs have approached professional training, and effective methods for delivering the training. Results indicated that successful watershed leaders said they must have skills in leadership, communication, collaboration, technology, policy, and planning along with a solid understanding of natural science disciplines. More importantly, they must be able to integrate these skills to solve problems. The mode of delivery (distance or in‐person) depended on the audience and training goals, emphasized networking opportunities with the instructor and other participants, and encouraged participants to apply lessons to their own situations. Features of a successful training program that effectively build watershed leadership capacity are provided.

Harvest storage and handling of round and square bales of giant reed and switchgrass: An economic and technical evaluation

This study evaluated an innovative collection system for biomass based on single-pass harvesting to reduce handling and storage costs. Trials were conducted on two herbaceous perennials: giant reed (Arundo donax L.) and switchgrass (Panicum virgatum L.). A technical and economic evaluation compared two single-pass harvesting systems in which the biomass was cut-shredded-baled in the same operation. The two systems were composed of a Nobili biotriturator (for biomass shredding and windrowing) front-mounted on a 4-wheel-drive tractor and two types of balers: a KUHN VB2160 round baler and a KUHN LSB 1290 large square baler. Costs of harvesting, handling, storage and delivery to the conversion plant were evaluated. Three distances of delivering were considered (0–20; 20–40; 40–60 km). It was estimated that the harvesting system could produce round bales of switchgrass and giant reed stored in-field under a plastic tarp at a cost of 22.3 € Mg−1 and 23.3 € Mg−1 dry and square bales at 26.0 € Mg−1 and 21.7 € Mg−1 for switchgrass and giant reed respectively. The costs of harvesting, handling, in-field storage and delivery to the conversion plant amounted to 43.7 € Mg−1 and 45.7 € Mg−1 dry for round bales and 43.1 € Mg−1 dry and 34.9 € Mg−1 for square bales of switchgrass and giant reed for delivery distances of less than 20 km.

The Use Of Tsp For The Application Of Pos Indonesia Delivery Service

Traveling salesperson problem-TSP problem is an optimization problem to find the optimal way for the traveling salesman who wants to visit several cities, and returned to the original departure city. TSP is a difficult problem when viewed from the point of computing. Several methods have been used to solve these problems but until now not been found mangkus algorithms to solve them. The easiest way to solve TSP is to try all possible routes and find the optimal route. However, at the time of the very practical now required to complete an algorithm that quickly so that the TSP solution obtained near optimal solutions. shortest distance in post package delivery from Post Office Lhoksumawe is very important due to; hard terrain, traffic, etc. Therefore, the use of TSP to determine the shortest distance is very crucial.

Electrokinetic delivery of persulfate to remediate PCBs polluted soils: Effect of different activation methods.

Persulfate-based in-situ chemical oxidation (ISCO) for the remediation of organic polluted soils has gained much interest in last decade. However, the transportation of persulfate in low-permeability soil is very low, which limits its efficiency in degrading soil pollutants. Additionally, the oxidation-reduction process of persulfate with organic contaminants takes place slowly, while, the reaction will be greatly accelerated by the production of more powerful radicals once it is activated. Electrokinetic remediation (EK) is a good way for transporting persulfate in low-permeability soil. In this study, different activation methods, using zero-valent iron, citric acid chelated Fe(2+), iron electrode, alkaline pH and peroxide, were evaluated to enhance the activity of persulfate delivered by EK. All the activators and the persulfate were added in the anolyte. The results indicated that zero-valent iron, alkaline, and peroxide enhanced the transportation of persulfate at the first stage of EK test, and the longest delivery distance reached sections S4 or S5 (near the cathode) on the 6th day. The addition of activators accelerated decomposition of persulfate, which resulted in the decreasing soil pH. The mass of persulfate delivered into the soil declined with the continuous decomposition of persulfate by activation. The removal efficiency of PCBs in soil followed the order of alkaline activation > peroxide activation > citric acid chelated Fe(2+) activation > zero-valent iron activation > without activation > iron electrode activation, and the values were 40.5%, 35.6%, 34.1%, 32.4%, 30.8% and 30.5%, respectively. The activation effect was highly dependent on the ratio of activator and persulfate.

Ultrasound-Propelled Nanocups for Drug Delivery.

Ultrasound-induced bubble activity (cavitation) has been recently shown to actively transport and improve the distribution of therapeutic agents in tumors. However, existing cavitation-promoting agents are micron-sized and cannot sustain cavitation activity over prolonged time periods because they are rapidly destroyed upon ultrasound exposure. A novel ultrasound-responsive single-cavity polymeric nanoparticle (nanocup) capable of trapping and stabilizing gas against dissolution in the bloodstream is reported. Upon ultrasound exposure at frequencies and intensities achievable with existing diagnostic and therapeutic systems, nanocups initiate and sustain readily detectable cavitation activity for at least four times longer than existing microbubble constructs in an in vivo tumor model. As a proof-of-concept of their ability to enhance the delivery of unmodified therapeutics, intravenously injected nanocups are also found to improve the distribution of a freely circulating IgG mouse antibody when the tumor is exposed to ultrasound. Quantification of the delivery distance and concentration of both the nanocups and coadministered model therapeutic in an in vitro flow phantom shows that the ultrasound-propelled nanocups travel further than the model therapeutic, which is itself delivered to hundreds of microns from the vessel wall. Thus nanocups offer considerable potential for enhanced drug delivery and treatment monitoring in oncological and other biomedical applications.

Environmental evaluation of green concretes versus conventional concrete by means of LCA

A number of green concrete mixes having similar basic properties were evaluated from the environmental point of view by means of the Life Cycle Assessment method, and compared with a corresponding conventional concrete mix. The investigated green concrete mixes were prepared from three different types of industrial by-products, i.e. (1) foundry sand, and (2) steel slag, both of which were used as manufactured aggregates, and (3) fly ash, which was used as a mineral admixture. Some green concrete mixes were also prepared from a recycled aggregate, which was obtained from reinforced concrete waste. In some of the green concrete mixes the recycled aggregate was used in combination with the above-mentioned types of manufactured aggregate and fly ash. All of these materials are able, to some extent, to replace natural aggregate or Portland cement in concrete mixes, thus providing an environmental benefit from the point of view of the saving of natural resources. Taking into account consequential modelling, the credit related to the avoidance of the need to dispose of the waste materials is considered as a benefit. In case of the recycling of waste concrete into aggregate, credit is attributed to the recovery of scrap iron from the steel reinforcement. In the case of the use of steel slag, credit is attributed to the recovery of metals, which are extracted from the slag before being used as an alternative material. The disadvantage of using alternative materials and recycled aggregates can sometimes be their relatively long delivery distance. For this reason, a transport sensitivity analysis was carried out. The results indicate that the use of the discussed alternative and recycled materials is beneficial in the concrete production industry. Preference is given to the fly ash and foundry sand scenarios, and especially to those scenarios which are based on the combined use of recycled aggregate with these two alternative materials. It was found that longer delivery distances of the alternative materials do not necessarily affect the results significantly. However, variable delivery distances may have a greater effect when choosing between different alternative scenarios.

Design Consideration and Efficiency Comparison of Wireless Power Transfer With HTS and Cooled Copper Antennas for Electric Vehicle

The wireless power transfer (WPT) technology based on strongly resonance coupled method realizes large power charg- ing without any wires through the air. Recently, the WPT systems have started to be applied to the wireless charging for electri- cal vehicles (EVs) because of their advantages compared with the wired counterparts, such as convenience, safety, and fearless transmission of power. However, it has obstacles to commercialize such as delivery distance and efficiency. To solve the problems, we proposed the technical fusion using a high-temperature super- conducting (HTS) antenna in the WPT system, which is called superconducting WPT for electric vehicle (SUWPT4EV) system. Since the superconducting wire has the merits of a larger current density and higher Q value than a normal conducting wire, the HTS antenna enables to deliver a mass amount of electric energy in spite of a small-scale antenna. To apply copper-stabilizer HTS (GdBCO) coil for EV charging system practically, the transfer efficiency characteristics for the HTS wires should be investi- gated. In this study, we examined transfer characteristics with copper-stabilizer HTS antenna at 77 K and copper antenna at 77 K, respectively. The transfer distance is at 30 cm, and RF power of 370 kHz below 500 W is adopted. Moreover, in order to improve the transfer efficiency, the design considerations for the SUWPT system were described. Index Terms—Cooled copper antenna coil, electric vehicle, electromagnetic resonance coupling, high-temperature supercon- ducting (HTS) antenna coil, superconducting contactless power transfer.

Design of optical power delivery network based on power limitation of standard single-mode fiber at a wavelength of 1550 nm

We investigated the optical power delivery (OPD) limit of standard single-mode fibers (SMFs) at a wavelength of 1550 nm. We demonstrate that the intrinsic limits on OPD of SMFs are the fiber transmission loss and the nonlinear effect of stimulated Raman scattering (SRS). These limits cannot be overcome without choosing a different operation wavelength. We employed a C-band amplified spontaneous emission source pumped by a high-power erbium-doped fiber-optical amplifier as a broadband light source. As a result, the nonlinear effect caused by stimulated Brillouin scattering was successfully suppressed. By using this technique, we succeeded in delivering 3.5 W of optical power over a 5-km-long SMF. In addition, we demonstrated that the SRS becomes the main power-limiting factor when the delivery distance exceeds 5 km. We also used commercially available photovoltaic cells to convert optical power into electric power, and we confirmed a conversion efficiency of 17.4%. Consequently, about 500 mW of electric power can be delivered by using a 5-km-long SMF. We can construct an OPD system that can deliver electric power of the order of several hundreds of milliwatts over a distance of more than 5 km through SMF. Our results will be useful with a view to realizing long-range OPD systems such as an application of sensing network.

Collaborative distribution between two logistics service providers

AbstractMathematical models are described for collaborative distribution between two logistics service providers (LSPs). We find that (a) collaborative distribution is conditionally profitable for LSPs, and the conditions for cooperation are given; (b) LSPs save more costs primarily by shortening the delivery distance and decreasing delivery speed; (c) collaborative distribution makes the delivery time either shorter or longer; (d) if one LSP changes its equilibrium price, the total profit conditionally increases, and this condition is related to demand structure and delivery cost structure; and (e) collaborative distribution can solve the personalization of delivery time and reduce pollution to some extent. For the companies sharing the incremental profit, we characterize a transfer payment contract that includes fixed and variable fees. Our findings suggest that LSPs should adopt collaborative distribution to formulate an optimal distribution plan to save costs and shorten the delivery time, and should select partners with smaller cost parameters and both different and moderate speeds. In addition, warehouse and vehicle sharing are beneficial to the implementation of collaborative distribution.

Reducing transportation greenhouse gas emissions with collaborative distribution

Purpose – The purpose of this paper is to study the potential for improving sustainability performance in food supply networks by implementing collaborative distribution. Food supply chains generate a significant portion of CO2 emissions, because of the large volume of food transportation and the large number and frequency of trips made to deliver food products to retail stores, making it available to the customers. Collaboration of partners in food supply chains will lead to reducing CO2 emissions. Design/methodology/approach – Such collaboration could be in the form of sharing trucks by retailers, to increase the fill rate of the vehicles and to reduce their empty running. A case study of the logistics network of a British company, distributing fruits and vegetables, is carried out. The company sends the products from a distribution centre to 27 retailers’ warehouses of 3 different companies in the UK. A simulation study is carried out to measure the reduced traveled distance for delivery of the products and the reduced amount of CO2 emissions across two different scenarios, as a result of implementing collaborative distribution. Findings – With this approach, the total CO2 emissions are able to be reduced by at least 26 per cent. Originality/value – The theoretical contribution of the paper is important both for showing the role of simulation and collaborative distribution for developing the green supply chain solutions management and their indicating to the applications to logistics and product delivery.

Model of Arrangement of Final Material Depots for Concave Construction Sites in CSLP

In this paper, we introduce a model and define an algorithm for the Facilities Location Problem with focus on optimizing the arrangement of final material depots at a construction site that is represented by a concave area. The available area of the construction site for placing the depots corresponds to the area of the built-in material location that is served from the depots. The model solves the problem by using the known Voronoi diagram. The goal is to minimise the sum of the delivery distances from the final material depots to each point of the structure (continuous problem) instead of the most models that minimise the sum of the delivery distances from the final material depots to the built in location of each element of the structure (discrete problem). This way the number and the locations of the built in material elements that define the structure are left out of consideration. The algorithm gives near-optimal solutions. Advantages of the model and the algorithm are presented based on an example.The applicability and the generalisation of the model are summarised. This model can be used as a tool for construction site layout planning if the number of units that define the structure is large or unknown.

Environmental evaluation of two scenarios for the selection of materials for asphalt wearing courses

Abstract Carbon steel slag is quite commonly used in road construction to replace natural aggregate. Since it is important to evaluate such a replacement from the environmental point of view, a Life Cycle Assessment was carried out in order to compare the environmental impacts of the construction of asphalt wearing courses with the use of siliceous aggregates (the “conventional scenario”), and the use of alternative, steel slag aggregates (the “alternative scenario”). The main advantage of the alternative scenario is that a reduction can be achieved in the consumption of natural aggregate, as well as in the quantity of slag deposited on landfill sites. On the other hand larger amount of bitumen is needed as a binder. However, the results of the Life Cycle Assessment (based on consequential modelling) revealed that the alternative scenario is to be significantly preferred if the following impact categories are taken into account: Acidification, Eutrophication, Photochemical Ozone Creation and Human Toxicity. In the case of the discussed indicators, the impacts are reduced to a level equal to about 80% of the conventional scenario impacts. This benefit was additionally evaluated by means of a transport sensitivity analysis, which provided results which could be useful for road managers working on case studies using similar construction materials. The alternative scenario is more sustainable than the conventional scenario with regard to the discussed impact categories even when taking into account long delivery distances of the steel slag aggregate (∼100 km) and minimal delivery distances of the siliceous aggregate. Considering similar delivery distances in both scenarios, the alternative scenario was found to be beneficial also with regard to the Global Warming, but only when the delivery distance of the steel slag aggregates did not exceed 160 km.

Hydrogen refueling station compression and storage optimization with tube-trailer deliveries

Hydrogen refueling stations require high capital investment, with compression and storage comprising more than half of the installed cost of refueling equipment. Refueling station configurations and operation strategies can reduce capital investment while improving equipment utilization. Argonne National Laboratory developed a refueling model to evaluate the impact of various refueling compression and storage configurations and tube trailer operating strategies on the cost of hydrogen refueling. The modeling results revealed that a number of strategies can be employed to reduce fueling costs. Proper sizing of the high-pressure buffer storage reduces the compression requirement considerably, thus reducing refueling costs. Employing a tube trailer to initially fill the vehicle's tank also reduces the compression and storage requirements, further reducing refueling costs. Reducing the cut-off pressure of the tube trailer for initial vehicle fills can also significantly reduce the refueling costs. Finally, increasing the trailer's return pressure can cut refueling costs, especially for delivery distances less than 100 km, and in early markets, when refueling stations will be grossly underutilized.

Design and characteristic investigations of superconducting wireless power transfer for electric vehicle charging system via resonance coupling method

As wireless power transfer (WPT) technology using strongly coupled electromagnetic resonators is a recently explored technique to realize the large power delivery and storage without any cable or wire, this technique is required for diffusion of electric vehicles (EVs) since it makes possible a convenient charging system. Typically, since the normal conducting coils are used as a transmitting coil in the CPT system, there is limited to deliver the large power promptly in the contactless EV charging system. From this reason, we proposed the combination CPT technology with HTS transmitting antenna, it is called as, superconducting contactless power transfer for EV (SUWPT4EV) system. As the HTS coil has an enough current density, it can deliver a mass amount of electric energy in spite of a small scale antenna. The SUCPT4EV system has been expected as a noble option to improve the transfer efficiency of large electric power. Such a system consists of two resonator coils; HTS transmitting antenna (Tx) coil and normal conducting receiver (Rx) coil. Especially, the impedance matching for each resonator is a sensitive and plays an important role to improve transfer efficiency as well as delivery distance. In this study, we examined the improvement of transmission efficiency and properties for HTS and copper antennas, respectively, within 45 cm distance. Thus, we obtained improved transfer efficiency with HTS antenna over 15% compared with copper antenna. In addition, we achieved effective impedance matching conditions between HTS antenna and copper receiver at radio frequency (RF) power of 370 kHz.

Co2 emissions of French shippers: The roles of delivery frequency and weight, mode choice, and distance

In this article, we describe the effects of delivery frequency, mode choice, distance, and shipment weight on the CO2 emissions of French shippers, taking advantage of a 2004 survey of French shippers (ECHO) which describes the characteristics of 3000 shippers, 10,000 shipments, and 20,000 transport chain legs.Once the energy consumption and CO2 emissions of every shipment have been computed, they are divided by the corresponding number of ton-kilometres in order to find their carbon intensity (in grammes of CO2 per ton-kilometre). We then analyse the latter with respect to a number of selected shipment characteristics: shipment frequency and mode choice (planning choices), and Euclidean distance and yearly tonnage shipped to the same customer (transport demand). We also develop two log-linear regression models in which carbon intensity is assumed to be caused by these characteristics. We find that shippers' transport planning choices have at least as much impact on carbon intensity as the characteristics of transport demand.

Phase stabilized downlink transmission for wideband radio frequency signal via optical fiber link.

In this paper, we propose and demonstrate a phase stabilized wideband downlink transmission scheme, which directly transmits the received radio frequency (RF) signals from remote antennas to central station. A reference RF tone is round-trip transferred between the central station and remote end to obtain the delay variation caused by the fiber link. The delay variation is then used to alter a tunable laser. Since optical carriers with different wavelengths propagate at different velocities in fiber, a tunable optical delay line is realized to cancel the delay variation of the fiber link. The tunable delay range is in proportion to the length of the fiber link, which means a very long delivery distance can be expected. Experimentally, a RF signal at frequency of 2.50 GHz has been downlink transferred through a 45 km fiber link, with stability of 3.3 x 10⁻¹³ at 1 s and 7.5 x 10⁻¹⁷ at 10⁴s.

Exploring express delivery networks in China based on complex network theory

Based on the complex network theory, we explore an express delivery system in China, which consists of two delivery networks, namely, the air delivery network (ADN) and the ground delivery network (GDN). Systematic structural analysis indicates that both delivery networks exhibit small‐world phenomenon, disassortative mixing behavior, and rich‐club phenomenon. However, there are significant differences between ADN and GDN in terms of degree distribution property and community structure. On the basis of the Barabási‐Albert model, we have proposed a network model incorporating the structural features of the two delivery networks to reveal their evolutionary mechanisms. Lastly, the parcel strength and the distance strength are analyzed, which, respectively, reflect the number of parcels and the long‐haul delivery distance handled by a node city. The strengths are highly heterogeneous in both delivery networks and have intense correlations with topological structures. These works are beneficial for express enterprises to construct or extend their express delivery networks, and provide some useful insights on improving parcel delivery service. © 2014 Wiley Periodicals, Inc. Complexity 21: 166–179, 2015

Fetal head-symphysis distance and mode of delivery in the second stage of labor.

To evaluate whether the fetal head-symphysis distance measured by three-dimensional transperineal ultrasound during the active second stage predicts operative delivery. Prospective observational study. University hospital, Bologna, Italy. Seventy-one nulliparous women at term in active second stage of labor. We acquired a series of sonographic volumes at the beginning of the active second stage (T1) and every 20 min thereafter (T2, T3, T4, T5, T6) until delivery. All volumes were retrospectively analyzed and head-symphysis distance was measured for each acquisition. We compared head-symphysis distance between women with spontaneous vaginal delivery and those with operative delivery. Receiver operator characteristic curves were constructed to estimate the accuracy of head-symphysis distance in the prediction of operative delivery. Logistic regression was used to identify independent variables associated with operative delivery. Operative delivery (vacuum or cesarean). Of the women included, 81.7% had a spontaneous vaginal delivery and 18.3% underwent operative delivery. Women with spontaneous vaginal delivery had shorter head-symphysis distance than women in the operative delivery group at T1 (p < 0.001), T2 (p < 0.001) and T3 (p = 0.025), whereas no significant differences were recorded thereafter. Receiver operator characteristic curves revealed accuracy values of 81.0%, 87.9% and 77.6% in the prediction of operative delivery at T1, T2 and T3, respectively. At multivariate logistic regression head-symphysis distance and epidural analgesia were the only independent predictors of operative delivery among ultrasonographic, maternal and intrapartum variables. Ultrasonographic measurement of head-symphysis distance in the second stage of labor can be used to predict operative delivery.