Developing a Decision-Making Framework for Collaborative Practices in Long-Short Distance Transport Interconnection

본 연구는 농장에서 육계 출하 시 수송 거리에 따라 근거리(40 km 이내), 중거리(70~80 km), 원거리(140~150 km)로 구분하여 수송 거리가 최종 닭고기의 품질 등급에 미치는 영향을 알아보고자 실시하였다. 수송 거리에 따른 도체의 품질에서 <TEX>$1^+$</TEX> 등급 발생이 근거리 수송은 61.3%, 중거리 수송은 56.3%, 원거리 수송은 43.3%로 근거리 수송구가 원거리 수송에 비해 18% 정도 증가하였다. 멍 발생은 가슴 및 다리 부위에서는 큰 차이가 없었으나 날개 부위에서 근거리 수송은 16.7%, 원거리 수송이 27.3%를 나타내 원거리 수송에서 멍 발생 비율이 10.6% 정도 증가하였다. 부분육 중 가슴육의 품질 등급에서도 원거리 수송에서 <TEX>$1^+$</TEX> 등급은 67.7%를 차지하였으나, 근거리 수송에서는 81.7%로 수송 거리가 짧을수록 <TEX>$1^+$</TEX> 등급 발생 비율이 증가하였다. 멍 발생율도 근거리 수송이 10%, 중거리 수송 4.7%, 원거리 수송이 12%로 근거리 및 중거리보다 원거리 수송에서 가슴 부위의 멍 발생 비율이 증가한 것으로 나타났다. 가슴 부위에서만 나타나는 PSE 증상은 원거리 수송에서 18.3%를 나타내었고, 중거리 수송은 13.0%를 나타냈으나, 근거리 수송에서는 PSE 증상이 7.0%로 가장 낮은 비율을 나타내었다. 부분육에서 다리육의 품질등급은 원거리 수송에서 <TEX>$1^+$</TEX> 등급은 88.3%를 차지하였으나, 근거리 수송에서는 91.2%로 가슴육과 비슷하게 수송 거리가 짧을수록 <TEX>$1^+$</TEX> 등급 발생 비율이 증가하였다. 이러한 경향은 날개육에서 비슷하여 <TEX>$1^+$</TEX> 등급 발생율이 근거리 수송구가 원거리 수송에 비해 11% 정도 증가하는 것으로 나타났다. 육계의 수송 거리는 닭고기의 품질에 많을 영향을 미치므로 짧은 수송 거리가 필수이나, 최대 80 km 이내에서 수송이 이루어져야 고품질 닭고기를 생산할 수 있을 것으로 사료된다. This study was conducted to evaluate the effect of three types of transportation distance (short: less than 40 km; intermediate: 70~80 km; long: 140~150 km) on quality of whole chicken and chicken meat cuts. In whole chicken, <TEX>$1^+$</TEX> grade chicken incidence after transportation of short, intermediate, and long distance transportation was 61.3, 56.3, and 43.8%, respectively. Bruise was not shown in breast and thigh, while wings with bruise after short and long distance transportation were 16.7% and 27.3%, respectively. For chicken meat cuts, <TEX>$1^+$</TEX> grade chicken breast incidence after short distance transportation was 14% higher than that after long distance transportation. Bruised chicken breast after short and long distance transportation were 10 and 12%. Pale, soft, and exudative (PSE) chicken breast incidence after long distance transportation was higher (18.3%) than that after short distance transportation (7.0%). Chicken thigh cuts with <TEX>$1^+$</TEX> grade after short and long distance transportation were shown 91.2% and 88.3%, respectively. Also, chicken wing cuts showed similar result to chicken thigh cuts' and <TEX>$1^+$</TEX> grade incidence of chicken wings after short distance transportation was 11% higher than that of after long distance transportation. These results suggest that shorter transportation distance from farm to slaughter house result in high grade whole chicken and chicken meat cuts.

The distribution of ultimate pH values and the frequency of high pH values in three reindeer muscles (AL longissimus, M. biceps femoris and M. triceps brachii) from bulls, cows and calves after short and long distance transport were studied. About 3400 reindeer carcasses from 12 different herds were included in this study. The post mortem processes in reindeer meat seemed to develop very rapidly, and therefore an early measurement (approx. 15h post mortem) of ultimate pH can be done without electrical stimulation of the carcasses. In a comparison between muscles, M. triceps brachii had a higher ultimate pH value than M. longissimus and M. biceps femoris. Meat from reindeer calves had higher ultimate pH values than meat from adult animals, indicating that calves are more susceptible to stress than adult animals and hence deplete their energy stores more readily. Road transport by lorry did not cause any increase in ultimate pH values in bulls and calves. Reindeer cows, however, did have an increase in ultimate pH, while more borderline cases of DFD (5.80&amp;lt;pH&amp;lt;6.20) were observed when cows were transported over more than 500 km. The physical condition and energy balance of the animals before transport were suggested to determine their ability to tolerate transport stress.

A different intermodal transportation model based on cost analysis considering technical, economical, and operational parameters is presented. The model consists of such intermodal modes as sea-road, sea-railway, road-railway, and multimode of sea-road-railway. A case study of cargo transportation has been carried out by using the suggested model. Then, the single road transportation mode has been compared to intermodal modes in terms of transportation costs. This comparison takes into account the external costs of intermodal transportation. The research reveals that, in the short distance transportation, single transportation modes always tend to be advantageous. As the transportation distance gets longer, intermodal transportation advantages begin to be effective on the costs. In addition, the proposed method in this study leads to determining the fleet size and capacity for transportation and the appropriate transportation mode.

Factors which directly affect the power of the motor which will be located in the electrical vehicle, are maximum speed, travelling speed, distance between the stops, and acceleration of travelling. There is a relationship between these four factors which affect the motor power. We should keep in view the other factors which affect the power directly in order to calculate the motor power correctly. These are resistance of the travel, resistance of the road, and rate of cogwheel encircling etc. In the short distance transportation systems, because of constant speed the motor will be overheated and this can affect the choice of the motor power. But because of the short travel time this effect can be omitted. Starting and acceleration of the vehicle are more important than over-heating in the short distance transportation. This peculiarity must not be regarded and we should add 15% of the calculated power to it. While calculating the power, also overloading of the vehicle in travel must be kept in view. By making tables which shows the overload degrees we can make our calculations easily and the perpetual power can be calculated.

The eighteenth century was a watershed period for the Scottish salt industry in terms of its competitiveness. Whatley has shown a protracted and definite decline in export figures in the period c. 1700–70, and ultimately Scotland ceased to export salt. This was a considerable change from Scotland's former position as a large salt exporter. Whatley's sources, however, do not permit a break-down of exports by destination. The present article aims to solve this problem by drawing on a variety of new sources. The main results are: first, in the eighteenth century, ‘Germany’ (The Holy Roman Empire of German Nations) became the largest and then last foreign market for what at that time had become a virtually non-exportable item. Secondly, North Sea ports – mainly Bremen, Emden, and Hamburg – became the main importers of Scots salt at the expense of Baltic ports. Within a framework of declining living standards after c.1740, a cheap and competitively-priced essential such as Scots salt represented an attractive alternative to more expensive salts. Due to the short distance and modest transport costs, the northwest German market was one of the most obvious foreign outlets for Scottish salt. On top of this, various external, internal and transit tolls and customs on cross-border traffic, a product of the political fragmentation of the German empire, artificially increased the price charged by the main producer in Northern Germany (Lüneburg) and thus kept Atlantic or North Sea salt attractive on this market.

Limited Devonian magmatic record in northern West Junggar leads to contrasting models on its tectonic evolution. In this study, we conducted LA‐ICP‐MS U‐Pb dating on detrital zircons of two sandstones from the Hebukesaier Formation in the Shaerbuerti Mountains. Detrital zircons with oscillatory zoning are characterized by high Th/U (&gt; 0.3) and low La/Yb (&lt; 0.15), indicating their magmatic origin. The youngest zircon ages of two samples are 402 ± 2 Ma and 406 ± 2 Ma, respectively, suggesting that the Hebukesaier Formation was deposited at the Early Devonian. Detrital zircon age patterns show single peaks (at ca. 424 Ma, n = 157), which indicates that these clastics were likely proximal accumulation after short distance transportation. Provenance of the Hebukesaier Formation was the Xiemisitai and Shaerbuerti Mountains. Detrital zircon ages range from 481 Ma to 395 Ma, which indicates that there was relatively continuous Early Paleozoic magmatism in the Xiemisitai and Shaerbuerti Mountains since the Early Ordovician. Age spectrums of sampled detrital zircons are distinct from those of Lower Devonian strata either in southern West Junggar or in East Junggar, which implies for individual tectonic evolution of northern West Junggar. We favor that Lower Devonian Hebukesaier Formation was developed in a fore–arc setting due to the northward subduction of the Junggar–Balkhash Ocean.

Geographic access, including mode of transportation, to health care facilities remains understudied. To identify sociodemographic factors associated with public vs private transportation use to access health care and identify the respondent, trip, and community factors associated with longer distance and time traveled for health care visits. This cross-sectional study used data from the 2017 National Household Travel Survey, including 16 760 trips or a nationally weighted estimate of 5 550 527 364 trips to seek care in the United States. Households that completed the recruitment and retrieval survey for all members aged 5 years and older were included. Data were analyzed between June and August 2022. Mode of transportation (private vs public transportation) used to seek care. Survey-weighted multivariable logistic regression models were used to identify factors associated with public vs private transportation and self-reported distance and travel time. Then, for each income category, an interaction term of race and ethnicity with type of transportation was used to estimate the specific increase in travel burden associated with using public transportation compared a private vehicle for each race category. The sample included 12 092 households and 15 063 respondents (8500 respondents [56.4%] aged 51-75 years; 8930 [59.3%] females) who had trips for medical care, of whom 1028 respondents (6.9%) were Hispanic, 1164 respondents (7.8%) were non-Hispanic Black, and 11 957 respondents (79.7%) were non-Hispanic White. Factors associated with public transportation use included non-Hispanic Black race (compared with non-Hispanic White: adjusted odds ratio [aOR], 3.54 [95% CI, 1.90-6.61]; P < .001) and household income less than $25 000 (compared with ≥$100 000: aOR, 7.16 [95% CI, 3.50-14.68]; P < .001). The additional travel time associated with use of public transportation compared with private vehicle use varied by race and household income, with non-Hispanic Black respondents with income of $25 000 to $49 999 experiencing higher burden associated with public transportation (mean difference, 81.9 [95% CI, 48.5-115.3] minutes) than non-Hispanic White respondents with similar income (mean difference, 25.5 [95% CI, 17.5-33.5] minutes; P < .001). These findings suggest that certain racial, ethnic, and socioeconomically disadvantaged populations rely on public transportation to seek health care and that reducing delays associated with public transportation could improve care for these patients.

Simple SummaryKnowledge of stressful stimuli is a fundamental aspect to improve and evaluate animal welfare. Animal stressors vary in function of, for example, housing, climate and handling technique. That is why it is important to investigate animal welfare in different circumstances (e.g., type of housing, climate and region). Belgian pig production is based on the Piétrain breed which is associated with the halothane gene and hence with the genetic susceptibility to stress. In pigs, there is a negative correlation between stress in the last few hours of their life and the final meat quality. In our research we investigated several potential parameters that could influence the meat quality of pork. We can conclude that numerous parameters on farm, during transport and in slaughterhouse influence meat quality. Specifically, reducing lung lesions by vaccination during raising, no mixing of pigs during the transport process, sufficient lairage time and transporting no extreme muscled pigs can improve meat quality. Adequate control and application of guidelines on farm, transport and slaughterhouse level are necessary to improve animal welfare, but also to reduce deterioration of meat quality important for the financial aspect and the appreciation of the consumer.Transport and associated handling can have adverse effects on pig welfare and meat quality. The purpose of the study was to determine (the variation of) effects of farm management, climate parameters, transport and lairage conditions on the meat quality of fattening pigs, heterozygous for the halothane gene. A total of 4763 fattening pigs were transported from 1 farm to a commercial slaughterhouse (distance 110 km) in 121 transports. From 2404 carcasses, carcass temperature and pH were measured 45 min post-mortem; 48 hours post-mortem pH, electrical conductivity, drip loss and meat color were registered. During the raising period sex, conditions at weaning (purchased or not as piglet, vaccination against mycoplasma) and (type of) pen during fattening (i.e., from about 22 kg to 105 kg) were registered to relate with pork quality. Transport season, weather parameters, regrouping or not during loading, transport combination (truck, trailer and driver), transport compartment and transport conditions (loading density, transport duration and unloading time) were monitored. At the slaughterhouse, duration of lairage and carcass conformation were followed up to examine correlations with meat quality parameters. Effects of farm management, climate parameters during transport, transport and slaughterhouse conditions on pork quality were demonstrated. Specifically, reducing lung lesions by vaccination during raising, no mixing of pigs during the transport process, sufficient lairage time and transporting no extreme muscled pigs can improve meat quality.

A consistent pattern that emerged out of the consequences of COVID-19 is that public transport was hit particularly hard compared to private cars and other modes. This raises concern regarding the future of public transport and the sustainability of urban transport. While the current clash of challenges, trends and disruptions makes the future more difficult to forecast than ever, this chapter highlights both long-term and emerging trends that are likely to influence public transport beyond the pandemic. As a foundation for the discussion, the chapter first briefly outlines the state and development of public transport before COVID-19, as well as the immediate effects of the pandemic. Before COVID-19, strong trends included initiatives towards sustainable urban transport, digitalisation and automation, and increasingly personalised services. The pandemic induced lockdowns, restrictions to use public transport and anxiety towards crowding, which influenced people to travel less and shift to other modes. There were clear socioeconomic inequalities in the ability to do so and a loss of accessibility. Many agencies and operators suffered financially as a result of lost fare revenues and limited governmental support. Emerging trends such as less commuting and financial struggles are likely to influence public transport for many years to come. However, the pandemic, and the induced behaviour and exposed problems that have followed, can serve as a call for substantial changes in urban transport planning. A continued development and integration of sustainable mobility services, with public transport as a central actor, is widely seen as key in this ambition.

Seed Ecology of Capsella bursa-pastoris (Cruciferae): Dispersal Mechanism and the Soil Seed Bank )

During the dynamic simulation of cabin system, the damping parameters values of cabin suspension are the key factors. In previous work, for obtaining all the parameters of the cabin system of trucks for long distance transport, a parameters identification model was built by minimizing the error of the root-mean-square acceleration between the tested and the measured. However, the identification precision is not high. In this paper, according to the real cabin system of a heavy duty truck for short distance transport, a 3-DOF model of cabin system was built. Based on curve fitting method, a new identification model for damping parameters was established. At last, the bench test was done and the comparisons were conducted among the tested values, the values identified by the method built in this work, and those obtained by the method built in previous work. The results show that the model built and the method proposed are feasible, and the identification precision is higher than the previous work.

Terrestrial impact cratering events produce anomalous rock fragmentation and alteration, and form sedimentary basins that are out of equilibrium with the local geomorphological environment. Assessement of their initial deposits, crater erosion and infilling, lacustrine environments and biology can provide important insights into similar features on Mars. Here we report on fluviodeltaic conglomerates associated with the 26 km diameter Miocene Ries impact structure (target: sediments overlying crystalline basement) with respect to shock features, grain size distribution, roundness, and potential parent rocks (provenance). The poorly sorted conglomerates form coarsening-upwards cycles associated with a delta-mouth bar system, with subangular to subrounded pebbles derived from crystalline rock impact breccia deposits. Pebbles comprise a wide range of lithologies and states ranging from fresh and solid to intensively impact-fractured, friable crystalline rocks, including shatter cones. Shocked quartz grains, however, are restricted to the sand fraction. The latter observation points to suevite as an additional, but subordinate source of the conglomerates. Granulometric analysis indicates that, in contrast to being derived from weathering of bedrock, impact brecciation of the parent crystalline rocks generated the initial grain size distribution of the conglomerates (i.e., preprocessing). This concept of “impact preprocessing” helped to defne the provenance, the post-impact sedimentologic history and the sediment transport distances of the conglomerates. Post-impact fluvial transport leads to the outwash of fine fractions into the prodelta subenvironment, and an increase in roundness and mean diameter in the residual conglomerates (i.e. hydraulic sorting). On the basis of the characteristics of the ejecta deposits and the present-day locations and occurrences of crystalline rock impact breccias and blocks in the northwestern Ries crater segment analyzed, a transport distance of less than 3.5 km is derived for these impact-preprocessed conglomerates. Reconstruction of the initial distribution and composition of the primary ejecta layer indicates that the conglomerates composed solely of crystalline rock had a maximum transport distance less than 6.5 km, i.e., within the closed basin of the Ries impact structure. In contrast to traditional interpretations of conglomerates, requiring long transport distances from bedrock source regions to deposition to ensure sufficient rounding and sorting, the rounding and sorting associated with these short transport distances are explained by preprocessing of parent rocks by impact brecciation and enhanced susceptibility to abrasion. Consequently, transport distances of conglomeratic fragments associated with impact craters, such as Gale crater on Mars, are likely to have been only a few kilometers, and derived from nearby ejecta, most likely from the inner crater walls. This Ries crater-based preprocessing and transport model implies that the unusual Gale crater conglomeratic fragments are likely to represent the immediate target material excavated by the Gale cratering event, rather than fragments transported laterally from greater distances outside the crater.

This paper presents a design of machine controlled intelligent system for public to share bicycles for short distance transportation in urban areas. It allows us to take bicycle from wherever we are and to park at our nearest place of destination. The design schemes used here are automated system for bicycle delivery unit (base station) and bicycle parking unit (substation) and automatic amount collection for the usage from user card (RFID tags) and central administration office (GPS) and solar powered substations (PV solar panels). Moreover, it offers auto-locking racks for bicycles, on-Board vehicle tracking, and battery with solar power management, data logging, and communication with substations and administration. The subscribers can register to this service by administrator of bicycle sharing system. In 2011, the Ministry of Urban Development (MOUD), Government of India, launched the National Public Bicycle Scheme (NPBS) to build capacity for the implementation and operation of cycle sharing systems across the country. This paper outlines the advanced requirements to successfully develop and deploy bicycle sharing system focusing on solar powered battery charging and vending by PV solar panels, rental collection interface, in and out management of bicycles, system equipped with RFID and GPS tracking mechanisms. So bicycle sharing systems has emerged as an innovative form of public transport to provide urban short-distance transportation services by government.

Urban spatial location advantage: The dual of the transportation problem and its implications for land-use and transport planning

Substantiality in urban transport has multidimensional meanings and states reflecting various concepts according to the viewpoint based on the atmosphere of the area. Substantiality in Asian context should have its particular concept considering megacities of high density and mixed use of urban areas. Substantiality is regarded as a key concept to guide transport policy and planning in an Asian context.