Tomasz Dudek, Tygran Dzhuguryan, Bogusz Wiśnicki, Kamil Pędziwiatr
This study focuses on management ways within a city multi-floor manufacturing cluster (MFMC). The application of MFMC in megapolises is closely related to the problem of urban spatial development and the problem of matching transport and logistics services. The operation of the MFMC depends on the efficiency of production and transport management considering technical, economic, end environmental factors. Therefore, conditions affecting decision-making in the field of production planning by MFMCs and accompanying transports within the agglomeration area with the use of the production-service platform were presented. Assumptions were created for the decision model, allowing for the selection of partners within the MFMC to execute the production order. A simplified decision model using the Hungarian algorithm was proposed, which was verified with the use of test data. The model is universal for material flow analysis and is an assessments basis for smart sustainable supply chain decision-making and planning. Despite the narrowing of the scope of the analysis and the simplifications applied, the presented model using the Hungarian algorithm demonstrated its potential to solve the problem of partner selection for the execution of the contract by MFMC.
Inventory cost control is an essential factor in supply chain management. If the supplier’s inventory is insufficient, then the chance to trade the product will be reduced. The manufacturer’s inadequate material inventory will have an effect in termination of production, delays, and a waste of resources and time. On the other hand, postponed transportation will certainly raise costs such as transportation costs and cancellation of orders. Therefore, the operation costs of enterprises will be more, which will lower profits. In conventional supply chains, inventory costs control is not feasible for the view of the entire supply chain. The main intent of this paper is to plan for intelligent inventory management using blockchain technology under the cloud sector. The inventory management of the supply chain includes “multiple suppliers, a manufacturer, and multiple distributors”. The proposed inventory management models consider some significant costs like “transaction cost, inventory holding cost, shortage cost, transportation cost, time cost, setup cost, backordering cost, and quality improvement cost”. This multi-objective cost function is minimized by a novel hybrid optimization algorithm; the concept of WOA is integrated to produce the new algorithm which is termed as Whale-based Multi Verse Optimization (W-MVO) algorithm. For securing the data of distributors, using blockchain technology in a cloud environment helps from the leakage of data to other unauthorized users. Once the cost is reduced in all aspects based on the proposed hybrid optimization algorithm, the distributer will store the concerning data in the blockchain under the cloud sector, where each distributer holds a hash function to store its data, which cannot be restored by the other distributers. The valuable performance analysis over the conventional optimization algorithms proves the effective and reliable performance of the proposed model over the conventional models.
The Physical Internet paradigm opens a new way to describe and design how logistics organizations can work, with many managerial, engineering, and economical implications on supply chain performance, including sustainability and resilience. The Physical Internet, as its name suggests, builds on a metaphor from the network of computers networks: the (Digital) Internet. Described in several papers and book chapters (Montreuil 2011; Sarraj et al. 2012; Montreuil et al., 2013; Ballot et al. 2014), its core concept is the universal interconnection of logistics services and networks. To provide an introduction to this special topic forum, we first discuss the origin of the term Physical Internet. Second, we assess the current status of research and provide a literature review. Third, we showcase key PI issues and research challenges and we finish with a brief introduction of the papers that were selected for this special forum. The Physical Internet is inspired by the principles of the Digital Internet, so it is not a mere copy-and-paste of its constituents such as the transmission control and Internet protocols (TCP/IP). This is crucial as there are major differences between data packets on the digital side and parcels and freight on the physical side, and also major differences at the organization levels. The Physical Internet is also by definition different from the Internet of Things (IoT) defined by the connection of physical objects to the Digital Internet. This said, the IoT can be an enabler of the Physical Internet by increasing visibility and control of objects beyond a company’s information systems. The Physical Internet is about interconnecting the world’s logistic networks and is thus defining a new opportunity for supply chain design and operations, enabling seamless open asset sharing and flow consolidation, fulfilling society’s demand for physical objects with an order-of-magnitude better efficiency and sustainability, thanks to improved economies of scale and scope. Physical Internet success stems from interconnecting logistics actors on multiple layers, such as physical, digital, operational, transactional, and legal. Ultimately, the Physical Internet will enable universal interconnectivity with any organization, anytime and anywhere. This is a disruption of the mostly service or customer dedicated logistic networks. At supply chain design and management levels, the Physical Internet opens the way to completely new interconnected operations and business models with a clear goal to improve sustainability in a broad sense. For example, PI implies a redesign of freight transportation, with gradual shift to interconnected transportation. At the basic level, the PI interface will simplify switching between transport carriers (e.g., trailers, railcars) and transport containers. The containers will be moving in a quasi-continuous flow, without driving time limitations or vehicle recharging constraints, and with a continuous tracking of performance and liability to ensure the highest level of service and trust. The impact of the use of PI interfaces for transport containerization on handling and efficiency is well described (Levison, 2016). At a secondary level, PI redesign will improve shipment confidentiality and modular handling containers will improve intercarrier exchanges performed at multiparty sorting and crossdocking hubs, enabling a higher critical mass of flows between hubs, and therefore offer higher transport frequency and higher levels of services (Montreuil et al., 2016). Based on actual data from the consumer goods supply chain, an early simulation-based assessment study of the Physical Internet potential revealed that interconnected transportation enabled decrease of 15% in traveled km, an increase of 33% fill rate, and a decrease of 60% CO2 emissions (Sarraj et. al 2014). A similar transformational shift toward interconnected distribution is achievable by applying Physical Internet concepts to the dynamic smart deployment of goods in an open network of warehouses, distribution centers, and fulfillment centers. Early optimization and simulation-based assessment studies of interconnected distribution revealed significant improvement in efficiency (30% order of magnitude), responsiveness, resilience, and security, through a dynamic network approach securing supplies without duplication of safety stocks and fast fulfillment in line with market expectations (Sohrabi et al. 2016; Yang et al. 2017). The impact of COVID-19 has put a spotlight on such works for all sectors and not limited at the company level like previous analyses (Simchi-Levi et al., 2014). As a new paradigm, the Physical Internet induces changes in logistics organizations and in supply chain applications, but it is also evolving based on trends and supported by new and future research. The Digital Internet was also quite an original paradigm in organizations. Based on a set of protocols, not ISO standards, it was mainly developed by researchers with an associative, thus private governance and gradually adopted by the industry at large, toward its current extensive use across all societal and economic realms. The Digital Internet burst was a disruption compared with the classical interconnection rules already in place between telecom companies in charge of communication in a highly regulated environment. In general companies, and especially the services providers and network infrastructure operators, found in digital Internet concepts, principles, and protocols, notably TCP/IP, the technical solutions needed to settle new businesses with models such as transit contracts and peering bilateral agreements. In short, the Digital Internet brought three main components: a set of protocols independent of technologies, a business framework, and a mostly state-independent governance body. Logistics organizations have different origins. Among these, one is very similar to telecom: the postal services already interconnected under the Universal Postal Union regulations since the end of the nineteen century (https://www.upu.int/en/Home/). This organization still operates but is highly dependent on state-owned operators, sometimes hostage to political stakes, and it has offered few innovations in the last few decades. The other activities remain in the hands of logistics service providers with limited regulations and a continuous flow of innovations in services. To illustrate what PI can provide to the logistic sector, it is useful to consider the same three main interconnection components as previously discussed. From a technical point of view, standardization of tools and processes are not well adopted in the logistics sector. Notable exceptions are the maritime containers on the physical level and incoterms on the transactional level. There is a set of standardized dimensions for cardboard boxes [ISO 3394:2012] yet major players use their own designs. Even for pallets, there exist many standardized sizes, not to mention materials and strengths. The same goes for electronic data exchange (EDI), as messages are standardized but all companies use them in different ways, with minimal intercompany compatibility. The lack of universally adopted tools and processes is a strong barrier against shared solutions and a more efficient logistics process. From a business point of view, a classical approach to develop a logistics business is the expansion of a company by acquiring or integrating competitors in other territories or with specific complementary services. This approach is still at play between logisticians (Carbone and Stone, 2005) and also in the e-commerce sector with companies seeking the integration of logistics companies to maximize their value chain. With the integration, the working methods, the tools, and the codes are defined for the integrating company’s organization which can thus potentially achieve a high degree of consistency, but which remains limited to each such company. Despite the advantages of integration provided by economies of scale and scope, it is limited by investment capacity and antitrust regulations. The second classical approach to develop a logistics business is through the market. Contracting or subcontracting is important in logistics markets, notably for storage, trucking, and last-mile delivery. In most cases, each contract specifies its own set of terms, conditions, tools, and processes. This approach is also very dynamic with the proliferation of marketplaces to ease subcontracting at a larger scale. Between market and integration, a third approach has grown in the last few years, based on collaborative solutions such as alliances, traffic exchange agreements, and pooling (Cruijssen et al. 2007). This approach is the most similar to the Physical Internet paradigm. It seeks to improve the performance beyond the classical boundaries of firms by sharing resources and operations, but with less uncertainties associated with pure market transactions. However, such collaborative organizations, despite some merits, are limited to a few participants and are quite hard to generalize so far. To avoid any misunderstanding, the interconnected approach should not be positioned between the classical organizational approaches to improve logistics performance. It is not a new collaborative organization that would fall between market and integration in a transaction cost framework (Coase 1937). It is a set of protocols, interfaces, and tools, enabling interconnectivity on massive scale and scope that could drastically change business relations in the logistic sector. From a governance point of view, the goal is making the universal interconnection between logistics networks not only technically feasible and economically profitable, but also acceptable by society and industry. One way to make this all acceptable is to demonstrate that the Physical Internet can work, first at a limited scale with experimentations and businesses, so as to build trust and consensus about its design. If collaboration is needed, it is at the design stage of Physical Internet protocols, interfaces, and tools, when researchers and industry innovators can propose solutions and a roadmap, like the EU SENSE project led by ALICE European Technology Platform [https://cordis.europa.eu/project/id/769967]. Concept proofing, pilot testing, experimentations, and improvements are leading the way toward wide scale adoption. At that point, governance of PI solutions will need to take place to define validated Physical Internet solutions and guide their implementation, adoption and evolution. Physical Internet research is enhancing and extending the scientific foundations; assessing the performance improvement potentiality; bridging the capability gaps, notably through new models, protocols, and designs; and validating feasibility and implementation hurdles, particularly through monitoring pilot projects and analyzing case studies (Pan et al. 2017). Research and innovation in packaging, handling, and transport containerization (Landschützer et al. 2015; Montreuil et al. 2016; Sallez et al. 2016) are gradually leading the way toward designed-for-logistics, smart, connected, and ecofriendly Physical Internet containers (e.g., aeler.com, livingpackets.com, poneragroup.com), notably with high-impact industry and trade agreements facilitating their development and deployment (e.g., Leblanc, 2020). Business model innovations in line with Physical Internet concepts are making headway in the market and prospering, as expected from Montreuil et al. (2013b). Examples abound, such as on-demand warehousing (e.g., flexe.com), open-access fulfillment network services (darkstore.com, sell.amazon.com/fulfillment-by-amazon), open access delivery platforms (e.g., roadie.com), as well as freight and logistics marketplaces and apps (coyote.com, freightera.com, colivri, mixmove.io, uber.com/freight). Several large logistic players are currently investigating whether and how to evolve stepwise toward the Physical Internet for themselves. For example, logistics and delivery service providers such as Americold, SF Express, and UPS have engaged in major PI research projects with Georgia Tech’s Physical Internet Center. With multinational corporations, the first steps are usually started by aiming toward a Physical Intranet interconnecting their multiple internal networks and activities, and then gradually consider more open multiparty approaches. As an example, UPS has invested in Ware2Go, a technology company and platform to match merchant needs with flexible fulfillment, recruiting and certifying warehouses in strategic locations, enabling merchants to position products closer to their customers, leveraging the scope and scale of UPS’s network to provide an integrated delivery solution to improve management of the order-to-delivery experience (UPS, 2018). The growing piecemeal PI exploration and adoption by industry, from startups to established corporations, highlights why research and innovation projects with collaboration between industry and academia are so important in the current context. There have been several articles that provided a good systematic literature review of the latest published research in the Physical Internet such as Pan, Ballot, Huang, and Montreuil (2017), Sternberg and Norrman (2017), Matusiewicz et al. (2020) and Treiblmaier, Mirkovski, Lowry, and Zacharia (2020). The following review of recently published PI research provides an update and brief overview of the articles published in 2019 and 2020 that have not been previously reviewed. They also help to position the PI paradigm, identity enablers, and propose implementations with tools or in specific areas. The positioning of the Physical Internet as a new paradigm is still an active scientific debate with several new contributions since last year. Through their literature review, Fergani et al. 2019 propose a general taxonomy for PI, distinguishing between research areas that are not as well covered and providing avenues for further research. Two other papers chose to position PI in comparison with actual approaches. Cornejo et al. (2020) provide an overview of both PI and Lean to show the relationship between both paradigms, and they highlight the potential benefit of value stream mapping for contrasting current and Physical Internet solutions in terms of PI goals. Ambra et al. (2019) exposed the relationships between the concepts of synchromodal transport systems and the Physical Internet, as both were developed to improve socioeconomic conditions and environmental sustainability. Their research identifies potential synergies, future research directions, and critical questions to be considered. Another set of papers focuses on enablers such as the one proposed by Meyer et al. (2019). It develops a Blockchain-based 4-layered framework to overcome some of the barriers within PI associated with the exchange of value and physical assets in decentralized logistics networks. Betti et al. (2019a, 2019b) investigate the exploitation of Blockchain distributed ledgers and smart contracts in interconnected logistics and validate the potential by coupling an agent-oriented discrete-events simulation with a Blockchain platform. In the same vein, Tran-Dang et al. (2020) investigate the application of Internet of Things technologies, building blocks, and a service-oriented architecture to accelerate the implementation of PI. Propose an open network-model approach for providing infrastructural data sovereignty that will enable the sharing of sensitive operational data as required for realizing PI. From another perspective, Lafkihi et al. (2019) use gamification methodology to compare a centralized approach, based on a central authority that optimizes transport plans for all carriers, versus a decentralized approach where carriers optimize their own transport plans, as found in simple PI implementations. Results indicate centralization outperforms in terms of global efficiency and effectiveness; while decentralization is better for individual incentives. The last proposed set of papers focuses on solutions for existing problems or new problems raised by new types of operations. Osmólski et al. (2019) present dedicated PI solutions to logistic processes such as modular transport units and real-time planning and information exchange, as well as properly communication et al. (2019) the use of interconnected and systems for an existing freight in a PI leading to a dynamic real-time for et al. (2019) a optimization model that can be for dynamic and within the industry. et al. (2019) focuses on operations in a They the as a model with and validated through an et al. (2019) a simulation that multiple in a flexible dynamic can a shift toward transport that are useful in PI. et al. (2019) a key of the Physical Internet is the need for interconnected that a and they that a model better for high vehicle and a model better for vehicle From a perspective, et al. 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There is a need for more operational of PI, both on a larger scale and more open to in the research some companies use concepts to the Physical Internet, in Physical Intranet the limited communication on this the of still The open-access sharing of resources and flow consolidation, in the broad between logistic companies should therefore to be the of research to better the associated with their performance and the conditions for their The of operations is such that to and will also be to the for each of the operators, as by Lafkihi et al. (2020). 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Nina-Birte Schirrmacher, Johannes Rude Jensen, Michel Avital
An emerging type of organization challenges the assumptions of what an organization is and how actors work: fluid organizations are characterized by continually changing templates of boundaries, decision-making, and task and role allocation. Increasingly, fluid organizations form around digital tokens, which resemble common shares in a corporation. In this study, we draw on the theoretical lens of practices to explore how the use of tokens shapes work in fluid organizations. We conduct a netnography among actors of two token-issuing fluid organizations in the decentralized finance sector. We identify token-centric practices that (i) leave actors striving toward a goal, giving rise to flexibility, and (ii) are institutionalized, giving rise to a structure. However, these practices also evoke tensions that the actors seek to continuously mitigate through action on a continuum of solutions to emerging problems. The findings contribute to the emerging literature on work in fluid organizations.
This paper presents a smart contract-based solution for autonomous administration of construction progress payments. It bridges the gap between payments (cash flow) and the progress assessments at job sites (product flow) enabled by reality capture technologies and building information modeling (BIM). The approach eliminates the reliance on the centralized and heavily intermediated mechanisms of existing payment applications. The construction progress is stored in a distributed manner using content addressable file sharing; it is broadcasted to a smart contract which automates the on-chain payment settlements and the transfer of lien rights. The method was successfully used for processing payments to 7 subcontractors in two commercial construction projects where progress monitoring was performed using a camera-equipped unmanned aerial vehicle (UAV) and an unmanned ground vehicle (UGV) equipped with a laser scanner. The results show promise for the method's potential for increasing the frequency, granularity, and transparency of payments. The paper is concluded with a discussion of implications for project management, introducing a new model of project as a singleton state machine.
In the emerging world of IoT applications, machines are going to be at the endpoints of the Internet engaging in complex Machine to Machine (M2M) communications. Be it a personal assistant (softbot)making an appointment with a doctor or an autonomous car filling fuel or charging at a refueling station, in the future, it is going to be M2M communications without human intervention. In such a scenario, robust and secure technology is essential to record every M2M transactions. This paper makes use of blockchain, a distributed ledger technology for intelligent transportation systems. It is proposed that blockchain networks such as Ethereum have the foundations to record and satisfy the transaction that has happened between the machines. A permissioned Ethereum blockchain the smart contract is used for recording each every transaction that come off between the car and electric station. An algorithm is proposed to recharge the autonomous electric vehicles as a case study.
The paper presents an approach of the blockchain and smart contracts utilization for dynamic robot coalition creation. The coalition is forming for solving complex tasks in industry applications that requires sequential united actions from the several robots. The main idea is that the process is split into two stages: scheduling and dynamic execution. On the scheduling stage, the coalition is defined based on the correlation of existing tasks and robot equipment, and the execution plan is formed and stored in smart contracts. The second stage is the plan execution. During this stage, smart contract controls how each robot solves its sub-task and whether it solves the sub-task due to the planned moment of time. In case of any deviation from the plan, smart contacts will provide a solution for returning to the plan or for changing the coalition composition with new robots and an execution plan. The prototype for execution control system has been developed based on the Hyperledger Fabric platform.
H. R. Navneeth Vittal, Deeksha Raj, B. B. V. L. Deepak, Neela Neela · 5 authors
An Unmanned-Automated Guided Vehicle (U-AGV) is a wheel based computer controlled system that runs inside an industrial environment and operates without human intervention while in contact with the ground. It helps in transportation of raw materials and final products to different distribution units. Many industries like automotive, chemical, manufacturing etc. has a setup to move heavy and hazardous materials by employing human resources and manual vehicles. This process consumes time in turn increasing the expenditure of the entire product and also human life is at stake. The present work is an attempt to overcome these disadvantages by developing the proof of concept of AGV that can be deployed in material handling systems. An articulated robotic arm is used to shift materials and for testing the sample using a framework known as ROS. An automatic test facility is developed for demonstration of an industrial environment. Automatic sample tester will determine the parameters from the samples provided by the AGV. An application is developed to determine the position of the robot with respect to the stations and also battery percentage of the robot.
Algan Tezel, Eleni Papadonikolaki, İbrahim Yitmen, Per Hilletofth
Blockchain, a peer-to-peer controlled, distributed database structure, has the potential to profoundly affect \nthe current business transactions in the construction industry through smart contracts, cryptocurrencies, and \nreliable asset tracking. The construction industry has often been criticized for being slow in embracing \nemerging technologies and not effectively diffusing those technologies through its supply chains. Often, the \nextensive fragmentation, traditional procurement structures, destructive competition, lack of collaboration \nand transparency, low-profit margins and human resources are shown as the main culprits for this. As \nBlockchain makes its presence felt strongly in many other industries like finance and banking, this paper \ninvestigates how to prepare construction supply chains for Blockchain technology through an explorative \nanalysis. Empirical data for the study were collected through semi-structured interviews with 17 subject \nexperts and focus groups. Alongside presenting a SWOT (strengths, weaknesses opportunities, threats) \nanalysis, the paper exhibits the requirements for and steps toward a construction supply structure facilitated \nby Blockchain.
Facilities management encompasses assets management, space management, IoT management, regulatory/compliance adherence and purchasing and billing issuance. Assets management requires monitoring, fault detection and the use of IoT for detecting conditions and triggering events. Facilities management involves tracking work orders, schedule maintenance, doing preventive management, and also tracking assets status through equipment warranties, life cycle assessments, contracts and agreements. Data management of facilities can now be done using a blockchain instead of a database. Blockchain is a peer-to-peer distributed digital ledger that records data which is accessible and shared by multiple qualifying parties with security enabled. The beauty of blockchain is it provides transparency in data handling, traceability of all transactions and ease of collaboration between qualifying parties. Since facilities management involves issuance of contracts and agreements, smart contracts can be deployed to provides a transparent and faster way to make transactions since they can be automated in blockchain network. In this paper, we have implemented a simple facilities management model using Hyperledger Composer Playground. To quickly develop and test the blockchain business networks, we have chosen to use Playground. In our model, we have built in employee information, vendor information, equipment tracking, fault report and maintenance report information. A token asset is employed to incentivize work completed to satisfaction. We will discuss how parameters like lifecycle, discount factor and depreciation information of equipment and facilities can be built into the model to present a more holistic view of the overall worth of assets at a snapshot.
It has been ten years since Satoshi Nakamoto created bitcoin and introduced the concept of a blockchain. The original goal was to propose a solution to the double-spending problem using a peer-to-peer network. Now, Blockchain proves to have the capacity to deliver a new kind of trust to a wide range of services. Applications are being explored in healthcare (patient records), government (land registries) and electronics (Internet of Things). The supply chain is one of the fields that Blockchain is expected to be applied. The paper aims to combine blockchain with distributed storage and propose blockchain for the supply chain. Blockchain is not fit to record a lot of information. It requires both on-chain storage of the core ledger data and off-chain storage of data required by smart contracts for verification and documentation. The Inter Planetary File System (IPFS) is a concrete solution. IPFS is a peer-to-peer distributed file system that seeks to connect all computing devices with the same system of files. Participants can address large amounts of data with IPFS and place the immutable, permanent IPFS links into a blockchain transaction. This timestamps and secures their content, without having to put the data itself on the chain. By combining blockchain with distributed storage, the supply chain system is fit to the industry of the next generation. The characteristics of Industry 4.0 meets the blockchain-based system and the model can aid these changes.
Applications and uses cases of distributed ledger technology (DLT) are increasingly attracting interest in the construction industry. However, DLT in construction is still considered a nascent field of research and practical applications of DLT in construction are at the very early readiness stages. This paper builds on a previously developed socio-technical systems framework for DLT in construction (i.e. Li et al., 2019) built on four dimensions of technical, process, policy and social, and proposes a roadmap to achieving readiness for macro adoption of DLT in the construction industry. First, the paper reviews existing readiness and adoption models and technology roadmaps for new technological innovations in the context of DLT highlighting their strengths and detailing why they are not suitable for DLT. Then, drawing on experience of existing models as a basis, it proposes a four-stage roadmap to readiness for adoption of DLT in the construction industry. The four-stage DLT Roadmap incorporates Conceptualisation, Appraisal, Preparation and Implementation. This roadmap is intended to provide the industry with a comprehensive framework to support adoption and diffusion of DLT for specific use cases. Future work will involve proposal of guidelines for each of the four dimensions across the four-stage DLT Roadmap and testing through workshop-identified use cases of DLT in construction.
Tiago M. Fernández‐Caramés, Óscar Blanco-Novoa, Manuel Suárez-Albela, Paula Fraga‐Lamas
Industry 4.0 has paved the way for a world where smart factories will automate and upgrade many processes through the use of some of the latest emerging technologies. One such technology is Unmanned Aerial Vehicles (UAVs), which have evolved a great deal in the last several years in terms of technology (e.g., control units, sensors, UAV frames) and have reduced significantly their cost. UAVs can help industry in automatable and tedious tasks, like the ones performed on a regular basis for determining the inventory and for preserving the traceability of certain items. Moreover, in such tasks, it is essential to determine whether the collected information is valid or true, especially when it comes from untrusted third-parties. In such a case, blockchain, another Industry 4.0 technology that has become very popular in other fields like finance, has the potential to provide a higher level of transparency, security, trust and efficiency in the supply chain and enable the use of smart contracts. Thus, in this paper, the design and preliminary results are presented of a UAV-based system aimed at automating the inventory and keeping the traceability of industrial items attached to Radio-Frequency IDentification (RFID) tags. Such a system can use a blockchain to receive the inventory data collected by UAVs, validate them, ensure their trustworthiness and make them available to the interested parties.
Advancements in sensors and devices have enabled Internet of Things (IoT) adoption in various sectors, especially in domains looking to automate and increase their real-time decision making capabilities to improve efficiencies. Supply chain management in logistics is a perfect fit for adoption of IoT, since it involves shipment of assets being moved, tracked and housed by a number of machines, vehicles and people each day. Smart Contracts are terms and conditions parties can specify that assure trust in the enforceability of the contract and provide visibility at every step of a supply chain. IoT devices can write to a smart contract as a product moves from the factory floor to the store shelves, providing real-time visibility of an enterprises entire supply chain. This paper proposes a smart logistics solution encapsulating smart contracts, logistics planner and condition monitoring of the assets in the Supply Chain Management area. A prototype of the solution is implemented which demonstrates accountability, traceability and liability for asset handling across the supply chain by various parties involved in a logistics scenario.
José Barbosa, Paulo Leitão, Adriano Ferreira, Jonas Queiroz · 6 authors
This paper describes the development of a multiagent system (MAS) to support the implementation of zero-defect manufacturing strategies in multi-stage production systems. The MAS infrastructure, combined with on-line inspection tools, data analytics and knowledge generation, constitutes a suitable approach to integrate process and quality control in multi-stage environments. This will allow the early detection of product defects, the adaptation to operating condition changes and the optimisation of manufacturing processes. This type of integrated management structure is aligned with a zero-defect manufacturing production model which is of paramount importance in the actual state-of-the-art manufacturing paradigms. As a proof of concept, the devised manufacturing supervision model was deployed into an experimental multi-stage system that run a set of several tests on electrical motors. The agent-based solution was implemented using the JADE framework and the exchange of information structured by proper data models and industrial based Internet-of-Things and Machine-to-Machine technologies, such as OPC-UA, REST and JSON. The obtained results demonstrate the suitability of the devised integrated management model as a vehicle to achieve dynamic and continuous system improvement in multi-stage manufacturing environments.
Mihai Hulea, Ovidiu Rosu, Radu Miron, Adina Aştilean
In the process of distributing pharmaceutical products multiple stages are involved until products are delivered to patient. A reliable way for validating and verifying that products had been maintained within a licensed range is required. The paper presents a solution for pharmaceutical cold chain management using distributed ledger technologies. An application framework is proposed for shipment tracking which will deliver information to all stakeholders during the distribution phase of pharmaceutical products. The solution is based on Hyperledger Sawtooth distributed ledger framework, which has been extended with a custom transactions family and a sensors gateway for automatically collecting data from temperature tracking devices. The focus of the paper is to describe the data model and how entities of the system communicate.
The objective of this thesis was to find solutions for reusing waste heat from cryptocurrency mining process to supply the heating demand in Finnish detached house. The focus of the study was on identifying and proposing suitable and optimal technologies to integrate systems. The proposed technologies were tested in a practical case to strengthen its capabilities and possibilities. Since mining cryptocurrency creates a lot of waste heat and Finland requires a lot of heating supply in cold period, this study provided useful information and optimal solutions for this problem. \n \nTo achieve its objective, this study reviewed the Finnish heating system and market, and provided information about heating and cooling technologies. Then, the concept of cryptocurrency and its mining process were introduced to give a brief understanding of the problem. Later, integrating solutions were analyzed from existing strategies and innovative suggestions. The practical case was the Hyrsylä Co-housing project in Lohja. The targets were to calculate the building heating demand by IDA ICE and identify the possible number of mining rigs to supply the heating demand of the project. Some practical solutions were suggested to avoid the overheating problem in the summer. \n \nAs a result of this project, three possible solutions were presented for using the waste heat from cryptocurrency mining process and sufficient information related to heating and cooling technologies, cryptocurrency concept and mining technologies. It was possible to reuse heat from two mining rigs to supply the domestic hot water consumption in the project.