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Collaboration among logistics facilities in a multicenter logistics delivery network can significantly improve the utilization of logistics resources through resource sharing including logistics facilities, vehicles, and customer services. This study proposes and tests different resource sharing schemes to solve the optimization problem of a collaborative multicenter logistics delivery network based on resource sharing (CMCLDN-RS). The CMCLDN-RS problem aims to establish a collaborative mechanism of allocating logistics resources in a manner that improves the operational efficiency of a logistics network. A bi-objective optimization model is proposed with consideration of various resource sharing schemes in multiple service periods to minimize the total cost and number of vehicles. An adaptive grid particle swarm optimization (AGPSO) algorithm based on customer clustering is devised to solve the CMCLDN-RS problem and find Pareto optimal solutions. An effective elite iteration and selective endowment mechanism is designed for the algorithm to combine global and local search to improve search capabilities. The solution of CMCLDN-RS guarantees that cost savings are fairly allocated to the collaborative participants through a suitable profit allocation model. Compared with the computation performance of the existing nondominated sorting genetic algorithm-II and multi-objective evolutionary algorithm, AGPSO is more computationally efficient. An empirical case study in Chengdu, China suggests that the proposed collaborative mechanism with resource sharing can effectively reduce total operational costs and number of vehicles, thereby enhancing the operational efficiency of the logistics network.

Transport infrastructures built on historical experience are expected to face multiple threats under climate change, especially the continuous interruptive losses and additional maintenance costs caused by more intense or frequent record‐breaking extreme climate events. In this study, we investigated the change in the exposure of global rail and road infrastructures to eight record‐breaking meteorological hazards using the latest Coupled Model Intercomparison Project Phase 6 (CMIP6) climate data, including extreme temperature and extreme precipitation. Our findings suggest that higher extreme heat and increasing thaw‐freezing index ratio pose great threats to global rail and road infrastructures. The expected annual exposures of these two hazards are 4 and 2 times the average exposure level of eight hazards, respectively. Moreover, the exposure rapidly increases due to sharply increasing drought and heavy rain compound events as emissions growth and development accelerate, rising from 7% to 18% in eight hazard exposures. Sustainable and lower radiative forcing pathways would contribute to the exposure mitigation, with the peak exposure of eight hazards under the SSP2‐4.5 and SSP1‐2.6 scenarios averaging 29% and 52% lower, respectively, than that under the SSP3‐7.0, which is an extreme scenario we may be on track for under current global efforts. However, the fact that most areas will still be affected by multiple hazards is probably unavoidable. Thus, in parallel with global efforts to reduce greenhouse gas emissions, we recommend that the transport sector incorporate locally appropriate climate change adaptation strategies to avoid losses induced by record‐breaking extreme climate events. Plain Language Summary Transport infrastructure has a notably long service life. Nevertheless, infrastructure designed based on historical experience may be vulnerable to record‐breaking extreme weather events. It should be noted, however, that different regions are likely to face distinct types of challenges. In this study, we investigated the probability of record‐breaking climate extremes associated with eight types of hazards that have direct implications for transportation infrastructure, and we identified the primary challenges confronting railways and highways in diverse regions throughout the world. Our findings indicated that global extreme heat and permafrost thawing pose particularly severe threats. Furthermore, there is an increased risk of heavy rain events occurring in dry months, especially in the late‐21st century under the scenarios of rapid development and high radiative forcing, and more infrastructure is expected to be impacted. We also showed that it is possible to reduce the exposure of global infrastructures by 29%–52% by pursuing more sustainable and lower radiative forcing development pathways. However, the fact that most areas will still be affected by multiple hazards is probably unavoidable. In addition to the existing global climate adaptation actions, the transportation infrastructure sector should also develop appropriate local climate change adaptation strategies to mitigate additional losses. Key Points Globally, future exposure to record‐breaking extreme temperature is higher than that to record‐breaking extreme precipitation, especially extreme heat Global rail and road infrastructures will be exposed to more frequent drought and heavy rain compound events, which were less noticed before Rapidly developing and high‐emission scenarios will lead to rapid non‐linear exposure increases in the mid‐to‐late 21st century

This study presents a new national dataset that assigns historical natural hazard events-flooding, excessive heat, and landslides-to the U.S. railroad network, applying spatial analysis to federal agency data. Existing datasets, such as the Federal Railroad Administration (FRA) accident records, only capture reportable accidents and miss less severe but still disruptive hazard exposures. To address this gap, multiple federal databases were integrated to link extreme natural hazard events to railroad infrastructure, while the FRA accident dataset was used solely for verification as a reference dataset. The verification step showed that up to 50% of hazard-linked accidents occurred on the same date as a recorded hazard event, supporting the spatial-temporal accuracy of the dataset. The resulting dataset provides railroad segment-level assignments of hazard exposure across the continental U.S. from 2000 to 2024. It serves as a baseline for understanding infrastructure vulnerability and is designed for use in academic research, planning, and climate resilience assessments related to transportation infrastructure.

The low interlayer forces of 2D nanosheets as nano additives are conducive to enhancing the tribological performance of lubricating oil. In this work, ultrathin 2D Co‐BDC MOFs nanosheets are successfully synthesized with ultrasonic assistance, and Ag nanoparticles are successfully loaded onto their surfaces via chemical adsorption. The Ag@Co‐BDC nanocomposites are demonstrated to significantly improve the tribological performance of PAO10 base oil, leading to a 16.7% reduction in the friction coefficient and a 61.5% decrease in the wear rate. Moreover, macroscopic reaction further confirmed that the introduction of Ag@Co‐BDC nano additives facilitated the tribochemical reaction during friction. This work successfully synthesized a novel lubricating additive with excellent tribology performance and provided a preliminary explanation of the mechanism of the tribochemical reaction. A novel Ag@Co‐BDC nanocomposite lubricating additive is successfully synthesized, which effectively promoted interfacial tribochemical reactions to form a protective tribofilm during friction, resulting in a 16.7% reduction in friction coefficient and a 61.5% decrease in wear rate for base oil.

Butylammonium dibutylphosphate and tetrabutylammonium dibutylphosphate ionic liquids (ILs) were evaluated as antiwear additives for steel-on-aluminum contact in three different base oils, a polyalphaolefin, an ester oil and an IL 1-methy-3-hexylimidazolium hexafluorophosphate, respectively, with similar viscosity and different polarities. The friction experiments were carried out on an Optimal SRV-IV oscillating reciprocating friction and wear tester at room temperature. Results indicate phosphate ILs can effectively improve the tribological properties of the base oil, especially the antiwear property, as additives for steel/aluminum contacts. For the base oils PAO10 and PAO40 with different viscosities, the higher viscosity of PAO40 can be beneficial to reducing the friction coefficient. The worn surface morphologies and chemical compositions of wear scars were analyzed by a JSM-5600LV scanning electron microscope and PHI-5702 multifunctional X-ray photoelectron spectrometer (XPS). The XPS analysis results illustrate that the phosphate IL additives in the base oils with different polarities exhibit the same tribological mechanism. A synergy exists between the adsorbed layers and boundary-lubricating films generated from the tribochemical reaction of IL and the substrate surface, which may reduce the friction coefficient and wear volume of the friction pairs.

Aiming at the dense urban road network vulnerability without structural negative consequences, this paper proposes a novel non-structural road network vulnerability analysis framework. Three aspects of the framework are mainly described: (i) the rationality of non-structural road network vulnerability, (ii) the metrics for negative consequences accounting for variant road conditions, and (iii) the introduction of a new vulnerability index based on user exposure. Based on the proposed methodology, a case study in the Sioux Falls network which was usually threatened by regular heavy snow during wintertime is detailedly discussed. The vulnerability ranking of links of Sioux Falls network with respect to heavy snow scenario is identified. As a result of non-structural consequences accompanied by conceivable degeneration of network, there are significant increases in generalized travel time costs which are measurements for \"emotionally hurt\" of topological road network.

Employee-based brand equity (EBBE) has been receiving increasing attention in recent years. However, most studies focus on the construct definition and scale development, as well as the effects that EBBE may have on corporate performance. Few studies try to identify the source of EBBE, or in other words, the antecedents of EBBE. The major study of the antecedents of EBBE is King and Grace’s model (2010), which is restricted to the service industry. As this research is cultural context-dependent, it is necessary to test the framework of King and Grace’s model (2010) in other regions or industries. Replication studies are important for the generalizability of strategic management theories as reputed journals such as the Academy of Management Journal (AMJ) and the Strategic Management Journal (SMJ) have proposed. Therefore, this study was designed to test King and Grace’s model (2010) in an eastern cultural context (China) and covers several non-service sector industries. The results confirmed King and Grace’s model to a high extent, which has significant implications for firms in developing countries.

In modern supply chain, logistics companies usually operate individually and optimization researches often concentrate on solving problems related to separate networks. Consequences like the complexity of urban transportation networks and long distance deliveries or pickups and pollution are leading problems to more expenses and more complaints from environment protection organizations. A solution approach to these issues is proposed in this article and consists in the adoption of two-echelon heterogeneous cooperative logistics networks (THCLN). The optimization methodology includes the formation of cooperative coalitions, the reallocation of customers to appropriate logistics facilities, and the determination of the best profit allocation scheme. First, a mixed integer linear programing model is introduced to minimize the total operating cost of nonempty coalitions. Thus, the Genetic Algorithm (GA) and the Particle Swarm Optimization (PSO) algorithm are hybridized to propose GA-PSO heuristics. GA-PSO is employed to provide good solutions to customer clustering units’ reallocation problem. In addition, a negotiation process is established based on logistics centers as coordinators. The case study of Chongqing city is conducted to verify the feasibility of THCLN in practice. The grand coalition and two heterogeneous subcoalitions are designed, and the collective profit is distributed based on cooperative game theory. The Minimum Cost Remaining Savings (MCRS) model is used to determine good allocation schemes and strictly monotonic path principles are considered to evaluate and decide the most appropriate coalition sequence. Comparisons proved the combination of GA-PSO and MCRS better as results are found closest to the core center. Therefore, the proposed approach can be implemented in real world environment, increase the reliability of urban logistics network, and allow decision makers to improve service efficiency.

Avatars are becoming increasingly popular in contemporary marketing strategies, but their effectiveness for achieving performance outcomes (e.g., purchase likelihood) varies widely in practice. Related academic literature is fragmented, lacking both definitional consistency and conceptual clarity. This article makes three main contributions to avatar theory and managerial practice. First, to address ambiguity with respect to its definition, this study identifies and critically evaluates key conceptual elements of the term avatar, offers a definition derived from this analysis, and provides a typology of avatars' design elements. Second, the proposed 2 × 2 avatar taxonomy suggests that the alignment of an avatar's form realism and behavioral realism, across different contingencies, provides a parsimonious explanation for avatar effectiveness. Third, the authors develop an emerging theory of avatar marketing by triangulating insights from fundamental elements of avatars, a synthesis of extant research, and business practices. This framework integrates key theoretical insights, research propositions, and important managerial implications for this expanding area of marketing strategy. Lastly, the authors outline a research program to test the propositions and insights as well as advance future research.