Recycling Marine Plastic into Clothing Apparel via Global Collaborations

According to the United Nations, aquatic pollution affects at least 800 species worldwide, with plastic responsible for up to 80% of the waste. Every minute, up to 13 million metric tonnes of plastic is expected to end up in the ocean, the equivalent of a trash or garbage truck load. Plastic is a design failure; it was never intended to end up in animals' stomachs or at the bottom of the food chain in humans. The fashion industry is a massive contributor to the plastic waste found in the oceans and so it becomes necessary for corporations to take sustainable steps in the direction of reducing Ocean Plastic Pollution. One of the ways to do so would be by recycling ocean plastic into clothes. Our study focuses on analysing global collaborations and suggesting a series of steps for recycling ocean plastic. Keywords: Marine Plastic, Recycling, Supply Chain, Plastic Pollution, Polymers

Truck Impact on Buried Water Pipes in Interdependent Water and Road Infrastructures

In the development of sustainable and resilient infrastructures to adapt to the rapidly changing natural and social environment, the complexity of the dependencies and interdependencies within critical infrastructure systems need to be fully understood, as they affect various components of risk and lead to cascading failures. Water and road infrastructures are highly co-located but often managed and maintained separately. One important aspect of their interdependence is the impact of vehicle loading on a road on underlying water pipes. The existing studies lack a comprehensive evaluation of this subject and do not consider possible critical failure scenarios. This study constructed finite element models to analyze the responses of buried water pipes to vehicle loads under an array of scenarios, including various loads, pipe materials, pipe dimensions, and possible extreme conditions, such as corrosion in pipes and a sinkhole under the pipe. The results showed negligible impact of heavy trucks on buried water pipes. The pipe deflection under a maximum allowable truck load in the worst condition was still within the allowable range specified in standards such as those from the American Water Works Association. This implies that the impact of heavy vehicles on water pipes may not need to be considered in the context of the interdependency between water and road infrastructures, which leads to a more unidirectional dependency between these two infrastructures.

344 Replacing a High-roughage Receiving Diet with a High-energy Finishing Diet Improved Growth Performance and Feed Efficiency with No Impact on Health of High-risk Newly-received Calves

This study evaluated impacts of feeding a finishing diet throughout both the receiving and finishing period compared to a receiving diet with adaptation to the finishing diet on health, performance, ruminal pH, and rumination of high-risk feedlot cattle. Five truck-load blocks of steers and bulls (n = 400) were used in a generalized complete block design and assigned to receive: 1) finishing diet for the entire feeding period (FIN) or 2) receiving diet for the first 56 d, followed by transition to the finishing diet (REC). All cattle were consuming the same diet on d 74. A subset of cattle (n = 48) were randomly selected to quantify ruminal pH, temperature, and rumination time. Ultrasounds were completed on d 0, 74, and 146 to determine fat thickness. Cattle fed REC had greater (treatment × day; P < 0.01) DMI from d 1 to 67 but less DMI from d 74 to 82, and DMI did not differ from d 83 to 174. Energy intake (treatment × day; P < 0.01) was greater for FIN from d 14 to 75. Cattle consuming FIN had greater (P ≤ 0.01) ADG and BW and improved (P < 0.01) gain:feed from day 0 to 74. At d 174, BW of FIN was 9.6 kg greater (P = 0.02). On d 74, FIN had greater (P ≤ 0.05) fat thickness but did not differ (P ≥ 0.61) at d 146. There was no difference (P ≥ 0.31) in health outcomes. Ruminal pH (treatment × day; P < 0.01) was greater for FIN on d 2 and 61, and rumination time was less (P < 0.01) for FIN from d 0 to 28. Overall, these results suggest providing a finishing diet to high-risk calves upon arrival may be a viable alternative to a traditional receiving diet.

Probability-Based Static Truck Loading Model for Rural Bridges in Saskatchewan

A study was conducted to establish a new truck load model intended for the evaluation and design of bridges with simple spans of 20m or less located on rural roads in Saskatchewan. Monte Carlo simulation was used to generate truck data sets based on site-specific traffic conditions determined from a traffic count program conducted between 2008 and 2012 across all 296 rural municipalities, and data collected from six weigh-in-motion stations in the province from January to December 2013. All axle weights and spacings were modelled as probabilistic parameters. The critical truck configuration featured a truck tractor with a steering axle and tandem axle group, and a truck trailer with a tridem axle group. Truck models with a common axle configuration but varying weights were developed for various reference periods that reliably reproduced extreme nominal load effects over those periods. The use of other data sets may lead to different results.

Numerical Evaluation for Roads Considering the Addition of Geogrids in Karst Geohazards Zones

Design of road infrastructure in karst terrain is a challenge for any geotechnical condition caused by the weathering of the subsoil. Previous investigations pointed out the efficiency of the roads with geogrids, however there are few studies analyzing road reinforced under karst geohazards. This paper presents a numerical study of the geogrid additions in a typical Mexican road and considering 19 cavities in the subsoil due to failures of the roads in these terrains. The rocks and the soil were simulated by Hoek–Brown and Mohr–Coulomb constitutive models, considering specific characteristics of karstic materials. Hence, it was carried out in different two-dimension finite element models to analyze the geogrid behavior and its benefits. First, the geogrid position was varied inside of the road structure and applying a heavy truck load in its surface and finally, underground cavities were sequentially opened in the numerical model. It was established the best combination of the road-geogrid structure construction and the influence when cavities are developed underground analyzing the stress paths in the medium. From this study, it is found, that when the geogrid layer is embedded between bedrock and subgrade, the failure is mitigated, observing an increase in the factor of safety even with 19 voids presence in the model. Concluding that the geogrid is an adequate solution of reinforcement of roads.

Spatio-Temporal Analysis of Freight Flows in Southern California

This paper analyses the spatio-temporal patterns of freight flows in Southern California using weigh-in-motion (WIM) data between 2003 and 2015. The study explores the spatial relationships between truck volumes, load ratios, and gross vehicle weights for different vehicle classes, through econometric and centrographic analyses during the study period. Overall, the results confirmed the existence of the logistics sprawl phenomenon, highlighted the effect of the 2008 to 2009 major recession in the concentration of freight facilities and flows, indicated that the changes in flow patterns vary for different vehicle classes, and found low vehicle capacity utilization for light- (WIM classes 5–7) and medium- (WIM classes 8–10) heavy-duty trucks, though recently improving. These results are consistent with the growth in residential deliveries owing to e-commerce, showing increased light-heavy-duty trucks flows concentrated closer to the consumption areas, and experiencing larger flow reductions compared to heavy vehicle flows as the distance from the area increases; and showing that medium-heavy-duty vehicles used in both full-truck-load, and less-than-truck-load vocations are prevalent throughout the study area, whereas there is a trade-off between light- and heavy-heavy duty trucks (WIM classes 11–13) at the proximity, and the outskirts of the consumption markets, respectively. Moreover, the study shows the usefulness of the WIM data in identifying spatial and temporal dynamics in freight demand, providing additional information for planning, maintenance, and rehabilitation of the infrastructure. More importantly, the results, coupled with other evidence from the literature, show how major disruptions such as the recession significantly affect truck traffic.

Pengembangan Model Bisnis Halal Logistik Transportasi Berbasiskan Business Model Canvass (BMC)

The basic concept of general logistics and halal logistics are actually the same, the difference is that halal logistics is carried out by ensuring that processes in the supply chain separate halal cargo from non-halal cargo. This needs to be done to avoid cross-contamination and ensure that as long as the logistics system of the product is guaranteed halal, therefore halal logistics can be expressed as the application of the halal concept throughout the supply chain activities of suppliers, manufacturing, warehousing, transportation and product distribution to ensure the halal status of a product. If this is done, it will produce halal logistic output according to the standards of the customer's wishes. The research will be carried out through interviews and surveys, the results will be used to identify business processes and find out what business activities are carried out and who are the business actors involved, from the business process a business model is then created to develop ordinary logistics to halal logistics based on a Business Model. Canvass (BMC). The Business Model Canvass (BMC) consists of 9 elements, namely customer segments, value propositions, channels, customer relationships, revenue streams, key resources, key activities, key partnerships and cost structures. The result of this research is to obtain a canvas-based halal logistics model that can be applied at PT Iron Bird, which is divided into 4 categories, namely: 1) Customers who have potential in halal logistics are industries engaged in fast moving, consumer goods, retail. , raw material and pharmacy 2) Value propositions, namely offers to customers regarding delivery that guarantees halal products, distribution to return goods or return, segregation for Less than Truck Load (LTL), re-packaging for contaminated goods, labels and documents halal, cleaning units according to standards, completeness of safety, transparency and trust, on time delivery, and costs in accordance with the services provided 3) Resources by managing main resources through a special team to handle contaminated goods, availability of vehicles, services provided , packaging for contaminated goods and labels and documents h alal 4) Financial through the services provided. Key Performance Indicators (KPI) in accordance with halal logistics standards which consist of: Quality, Time, Cost and Risk.

Fuzzy-rough multi-objective product blending fixed-charge transportation problem with truck load constraints through transfer station

In this contribution, for the first time, an efficient model of multi-objective product blending fixed-charge transportation problem with truck load constraints through transfer station is formulated. Transfer station inserts transfer cost and type-I fixed-charge. Our aim is to analyze an extra cost that treats as type-II fixed-charge and truck load constraints in the designed model that required when the amount of items exceeds the capacity of vehicle for fulfilling the shipment by more than one trip. Type-II fixed-charge is added with transportation cost and other cost from transfer station. We consider here an important issue of the multi-objective transportation problem as product blending constraints for transporting raw materials with different purity levels for customers' satisfaction. In realistic point of view, the parameters of the model are imprecise in nature due to existing several unpredictable factors. These factors are apprehended by incorporating the fuzzy-rough environment on the parameters. Expected-value operator is utilized to derive the deterministic form of fuzzy-rough data, and the model is experienced with help of fuzzy programming, neutrosophic linear programming and global criteria method. Two numerical examples are illustrated to determine the applicability of the proposed model.

Investigation of Tack Coat Bond Damage Mechanism in Asphalt Surfaced Pavements under Dynamic Truck Loads

Bonding created by the tack coat allows the pavement system to carry heavy truck loads as a monolithic structure and improves the structural integrity. In Oregon and throughout the U.S.A., CSS-1H is the most commonly used tack coat type. However, field observations have revealed that new engineered tack coats, although more expensive, outperform the conventional types in relation to shear resistance. In this study, the impact of these new engineered emulsions on in-situ bond performance was quantified by laboratory testing and numerical modeling. Bonding damage performance of all tack coats was experimentally determined by using direct shear tests. Full-scale moving truck load models were developed and calibrated using the load-displacement parameters obtained from the laboratory shear tests. The impact of adverse construction conditions, such as dust, rain, and tack coat coverage, on tack coat bond damage under heavy truck loads was determined. It was concluded that the presence of dust had relatively the lowest contribution to shear damage. Rain during construction had the highest impact on the damage behavior and tack coat application on a wet surface increases the potential for damage by 20.1%. A 50% coverage of tack coat during construction resulted in 12.8% higher damage levels compared with 100% tack coat coverage of the surface area. Moving load models for heavy trucks caused 2.44 times more bonding damage at the bonded interface compared with the damage created by smaller trucks (F450).