Technology cost drivers for a potential transition to decentralized manufacturing

Popular dialogue around additive manufacturing (AM) often assumes that AM will cause a move from centralized to distributed manufacturing. However, distributed configurations can face additional hurdles to achieve economies of scale. We combine a Process-Based Cost Model and an optimization model to analyze the optimal location and number of manufacturing sites, and the tradeoffs between production, transportation and inventory costs. We use as a case study the commercial aviation maintenance market and a titanium jet engine bracket as an exemplar of a class of parts that are not flight-critical. We run our analysis for three different scenarios, one corresponding to the current state of the technology, and two which represent potential improvements in AM technology. Our results suggest that the cost-minimizing number of manufacturing locations does not vary significantly when taking into account a range of plausible improvements in the technology. In this case, distributed manufacturing is only favorable for a set of non-critical components that can be produced on the same equipment with minimal certification requirements and whose annual demand is in the tens of thousands. Distributed manufacturing is attractive at lower volumes for components that require no hot isostatic pressing

Stigma towards mental illness in Asian nations and low-and-middle-income countries, and comparison with high-income countries: A literature review and practice implications

Background: Stigma related to mental illness (and its treatment) is prevalent worldwide. This stigma could be at the structural or organizational level, societal level (interpersonal stigma), and the individual level (internalized stigma). Vulnerable populations, for example, gender minorities, children, adolescents, and geriatric populations, are more prone to stigma. The magnitude of stigma and its negative influence is determined by socio-cultural factors and macro (mental health policies, programs) or micro-level factors (societal views, health sectors, or individuals’ attitudes towards mentally ill persons). Mental health stigma is associated with more serious psychological problems among the victims, reduced access to mental health care, poor adherence to treatment, and unfavorable outcomes. Although various nationwide and well-established anti-stigma interventions/campaigns exist in high-income countries (HICs) with favorable outcomes, a comprehensive synthesis of literature from the Low- and Middle-Income Countries (LMICs), more so from the Asian continent is lacking. The lack of such literature impedes growth in stigma-related research, including developing anti-stigma interventions. Aim: To synthesize the available mental health stigma literature from Asia and LMICs and compare them on the mental health stigma, anti-stigma interventions, and the effectiveness of such interventions from HICs. Materials and Methods: PubMed and Google Scholar databases were screened using the following search terms: stigma, prejudice, discrimination, stereotype, perceived stigma, associate stigma (for Stigma), mental health, mental illness, mental disorder psychiatric* (for mental health), and low-and-middle-income countries, LMICs, High-income countries, and Asia, South Asian Association for Regional Cooperation/SAARC (for countries of interest). Bibliographic and grey literature were also performed to obtain the relevant records. Results: The anti-stigma interventions in Asia nations and LMICs are generalized (vs. disorder specific), population-based (vs. specific groups, such as patients, caregivers, and health professionals), mostly educative (vs. contact-based or attitude and behavioral-based programs), and lacking in long-term effectiveness data. Government, international/national bodies, professional organizations, and mental health professionals can play a crucial in addressing mental health stigma. Conclusion: There is a need for a multi-modal intervention and multi-sectoral coordination to mitigate the mental health stigma. Greater research (nationwide surveys, cultural determinants of stigma, culture-specific anti-stigma interventions) in this area is required.publishedVersio

Reducing Pollution from Aviation and Ocean Shipping

<p>International aviation and ocean shipping are significant and potentially fast growing sources of greenhouse gas emissions. Both sectors also contribute to poor local and regional air quality. This thesis analyzes three interventions aimed at reducing air emissions from airplanes and ships. The first is the use of tugs, or an electric motor embedded in the landing gear, to propel the aircraft on the ground. If airlines were to tow all large narrowbody aircraft on domestic service from the gate to the edge of the runway before take off at 41 of the 50 busiest airports in the U.S., CO2 emissions would fall by 0.5 million tonnes annually. In addition, the switch would produce $150 million in annual air quality benefits from reduced emissions of particulate matter, hydrocarbons and the oxides of nitrogen. Using embedded electric motors to taxi large narrowbody aircraft would cut CO2 emissions by nearly 2 million tonnes per year. The second intervention is the market based mechanism, designed to cap CO2 emissions from international aviation at 2020 levels, currently being designed at ICAO. An analysis of an early draft of this mechanism suggests that it would require airlines to offset an average of 270 million tonnes in CO2 emissions during each of the years between 2021 and 2035 when it will be active. The analysis suggests that the current proposal is complex, and poorly specified. We recommend that the mechanism be made much simpler: for example, by simply determining an airline’s offset obligations on the basis of its carbon footprint in that year. Finally, we study the costs and benefits of a more widespread use of grid electricity to energize berthed vessels. We use mixed-integer linear programming to identify combinations of ports and vessels where using shore power would produce the greatest benefit to society. We conclude that the practice could reduce CO2 emissions by 0.2 million tonnes per year and yield air quality improvements worth$80-200 million per year at no net cost to society.</p

Impact of automation on long haul trucking operator-hours in the United States

AbstractAutomated long haul trucking is being developed for commercial deployment in the United States. One possible mode of deployment for this technology is a “transfer-hub” model where the operationally less complex highway driving is automated, while human drivers drive the more complex urban segment of the route. We study the possible net impacts on tractor-trailer operator-hours from this mode of deployment. Using data from the 2017 Commodity Flow Survey, we gather information on trucking shipments and the operator-hours required to fulfill those shipments. We find that up to 94% of long haul trucking operator-hours may be impacted as the technology improves to operate in all weather conditions. If the technology is however restricted to the southern states where the majority of companies are currently testing automated trucking, we find that only 10% of operator-hours are impacted. We conduct interviews with industry stakeholders including tractor-trailer operators on the feasibility of such a system of deployment. We find that an increase in short haul operation is unlikely to compensate for the loss in long haul operator-hours, despite public claims to this effect by the developers of the technology. Policymakers should consider the impact of different scenarios of deployment on the long haul trucking workforce.</jats:p

EXECUTIVE SUMMARY

Development Group as an entry in the 201