Journal articles on the topic 'Fuel consumption minimisation'

The paper outlines a computationally efficient analytical method for evaluating the fuel consumption and the nitrogen oxide emissions during manoeuvres pertaining to the New European Driving Cycle. An integrated optimisation procedure is also included in the analyses with minimisation of the brake specific fuel consumption and minimisation of the nitrogen oxide emissions as objective functions. A set of optimum gear ratios are determined for a four-speed transmission, a five-speed transmission and six-speed transmission as the governing parameters in the optimisation process. The analysis highlights the determination of gear-shifting objective-driven strategies based on the minimisation of either of the declared objective functions. A reduction of 7.5% in the brake specific fuel consumption and a reduction of 6.75% in nitrogen oxide emissions are attainable in the best-case scenario for a six-speed transmission and a gear-shifting strategy based on the lowest brake specific fuel consumption for the case of an engine. The novel integrated analytical simulations and multi-objective optimisation have not been hitherto reported in literature. It provides the opportunity for an objective intelligent-based approach to the use of gear shift indicator technology. The results of this study also show that transmission optimisation can act as an effective and inexpensive mean to enhance the fuel efficiency and to reduce the emissions.

The paper addresses the impact of traffic light information availability in terms of fuel consumption and emissions by means of comparing three different scenarios that a driver of a diesel light-duty vehicle may face when trying to cover a particular route of 1 km with two traffic lights in between. The first scenario is that the driver does not know in advance the state of the traffic lights. The second scenario assumes that the driver knows the state of the traffic lights but has no modelling nor computation capabilities to solve the associated optimal control problem. In the third scenario, the driver knows in advance the state of the traffic lights and is also able to solve the corresponding optimal control problem that leads to fuel consumption or NOx emission minimisation. In this study, the vehicle-speed trajectories associated with the previously described three scenarios have been computed and then tested in a Euro 5 Diesel vehicle installed in a chassis dynamometer. The obtained results show that traffic light information is essential for fuel minimisation in urban conditions, promoting reductions of 7.5–12% and 13–32% for fuel consumption and NOx emissions in the studied case. In addition, differences in the engine-operating conditions for high efficiency and low NOx emissions may lead to extremely high fuel consumption when NOx minimisation is foreseen or viceversa.

Modelling and design of real-time energy management systems for optimising the operating costs of a fuel cell/battery electric vehicle are presented in this paper. The proposed energy management system consists of optimally sharing the propulsion power demand between the fuel cell and battery by enabling them to support each other for operating cost minimisation. The optimisation is achieved through real-time minimisation of a cost function, which accounts for fuel cell and battery degradation, hydrogen consumption and charge sustaining costs. A detailed analysis of each term of the overall cost function is performed and presented, which enables the development of a real-time, advanced energy management system for improving a previously presented simplified version using more accurate modelling and by considering cost function minimisation over a given time horizon. The performance of the proposed advanced energy management system are verified through numerical simulations over different driving cycles; particularly, simulations were performed in MATLAB-Simulink by considering a hysteresis-based energy management system and both simplified and advanced versions of the proposed energy management system for comparison.

An adaptive equivalent consumption minimisation strategy and dynamic control allocation-based optimal power management strategy for a four-wheel drive plug-in hybrid electric vehicle is proposed in this paper. The equivalent factors of adaptive equivalent consumption minimisation strategy are optimised offline based on ISIGHT software over several typical driving cycles, which is integrated with AVL CRUISE and MATLAB/Simulink. To update the equivalent factor adaptively according to the predictive velocity, a neural network-based optimal equivalent factor prediction model is built, which can be used online. The torque distribution strategy considering axle load based on energy management strategy optimisation results and the vehicle dynamics control distribution is proposed: this includes two-wheel drive torque distribution, four-wheel drive torque distribution and brake torque distribution. The proposed energy management strategy is verified in New European Driving Cycle and Worldwide harmonised Light Vehicle Test Cycle driving patterns, and the simulation results show that the fuel economy of adaptive equivalent consumption minimisation strategy and dynamic control allocation-based optimal power management strategy is improved by 8.84% and 7.52% in New European Driving Cycle and Worldwide harmonised Light Vehicle Test Cycle, respectively, compared with the benchmark algorithm-based strategy.

The work sums up and briefly discusses solutions of soil tillage minimisation technologies and machinery, their agronomic, energetic, mechanic, economical and ecological aspects. Tillage minimisation is performed in directions: reducing number of passes, as well as tillage depth and intensity, joining operations, improving machine design and aggregation, using advanced more suitable technologies and machines, conducting tillage in optimal terms. Minimization of soil tillage is agronomically acceptable, energy, labour and cost saving action. Improvements in the machine design and use for the traditional soil tillage technologies allow to save 24- 36 % of energy (46-110 kWh/ha, which corresponds 12-27 kg/ha of fuel), to reduce labour consumption by 16- 22 %, as well as to cat tillage costs by 14-26 % (10-20 USD/ha). Soil tillage minimisation with ploughing reduces these indices up to two times, without ploughing – up to six times. Besides these actions there is preservation of soil and environment.

Improved fuel efficiency in hybrid electric vehicles requires a delicate balance between the internal combustion engine usage and battery energy, using a carefully designed energy management control algorithm. Numerous energy management strategies for hybrid electric vehicles have been proposed in literature, with many of these centered on the equivalent consumption minimisation strategy (ECMS) owing to its potential for online implementation. The key challenge with the equivalent consumption minimisation strategy lies in estimating or adapting the equivalence factor in real-time so that reasonable fuel savings are achieved without over-depleting the battery state of charge at the end of the defined driving cycle. To address the challenge, this paper proposes a novel state of charge feedback ECMS controller which simultaneously optimises and selects the adaption factors (proportional controller gain and initial equivalence factor) as single parameters which can be applied in real time, over any driving cycle. Unlike other existing state of charge feedback methods, this approach solves a conflicting multiple-objective optimisation control problem, thus ensuring that the obtained adaptation factors are optimised for robustness, charge sustenance and fuel reduction. The potential of the proposed approach was thoroughly explored over a number of legislative and real-world driving cycles with varying vehicle power requirements. The results showed that, whilst achieving fuel savings in the range of 8.40 −19.68% depending on the cycle, final battery state of charge can be optimally controlled to within ±5% of the target battery state of charge.

Space exploration has recently been growing at an increasing pace and has caused a significant burden to the environment, in particular, during the launch of rockets, when a large amount of fuel is burned and the exhaust gases are released in the air. For this case study, we selected the SpaceX Falcon Heavy reusable heavy-lift launch vehicle, which is one of the most promising rockets for the low-cost lifting of heavy payloads into orbit and beyond. We evaluated several strategies for optimisation of fuel consumption and for minimisation of environmental impact during launch through the atmosphere for the case of its first launch on February 6, 2018, when the rocket carried a red Tesla Roadster with a “Starman” in the direction toward Mars. In addition to the flight plan and Newtonian equations of motion, we have taken into account the thermodynamic properties of the rocket engines. Results are similar but slightly different if one minimises the total fuel consumption for the desired flight plan or if one minimises the environmental pollution during the initial stage of the launch through the atmosphere. The same methodology can be extended for launches in other directions including the Earth orbit and the Moon.

Power systems contain four generic parts, including production, transmission, dispatch distribution, and consumption. Generally, dispatch distribution between powerhouses modelled with the goal of minimisation in utilisation cost. However, Environmental concerns were given more attention to powerhouse emissions such as SO2, CO2 and NO cause to investigate modelling in recent researches. However consideration of the objectives of fuel cost and emission value in the dispatch distribution problems known as the eco-environmental dispatch distribution. Although Due to the paradox between the reduction of utility costs and external costs, different methods used.

Abstract This paper represents the first stage of research into a multi-objective method of planning safe trajectories for marine autonomous surface ships (MASSs) involved in encounter situations. Our method applies an evolutionary multi-objective optimisation (EMO) approach to pursue three objectives: minimisation of the risk of collision, minimisation of fuel consumption due to collision avoidance manoeuvres, and minimisation of the extra time spent on collision avoidance manoeuvres. Until now, a fully multi-objective optimisation has not been applied to the real-time problem of planning safe trajectories; instead, this optimisation problem has usually been reduced to a single aggregated cost function covering all objectives. The aim is to develop a method of planning safe trajectories for MASSs that is able to simultaneously pursue the three abovementioned objectives, make decisions in real time and without interaction with a human operator, handle basic types of encounters (in open or restricted waters, and in good or restricted visibility) and guarantee compliance with the International Regulations for Preventing Collisions at Sea. It should also be mentioned that optimisation of the system based on each criterion may occur at the cost of the others, so a reasonable balance is applied here by means of a configurable trade-off. This is done throughout the EMO process by means of modified Pareto dominance rules and by using a multi-criteria decision-making phase to filter the output Pareto set and choose the final solution

This article aims to calculate, analyse and compare the optimal powertrain sizing solutions for a long-haul plug-in series hybrid coach running on diesel and hydrotreated vegetable oil (HVO) using a co-design optimisation approach for: (1) lowering lifetime carbon footprint; (2) minimising the total cost of ownership (TCO); (3) finding the right sizing compromise between environmental impact and economic feasibility for the two fuel cases. The current vehicle use case derived from the EU H2020 LONGRUN project features electrical auxiliary loads and a 100 km zero urban emission range requiring a considerable battery size, which makes its low carbon footprint and cost-effective sizing a crucial challenge. Changing the objective between environmental impact and overall cost minimisation or switching the energy source from diesel to renewable HVO could also significantly affect the optimal powertrain dimensions. The approach uses particle swarm optimisation in the outer sizing loop while energy management is implemented using an adaptive equivalent consumption minimisation strategy (A-ECMS). Usage of HVO fuel over diesel offered an approximately 62% reduction in lifetime carbon footprint for around a 12.5% increase in overall costs across all sizing solutions. For such an unconventional powertrain topology, the fuel economy-focused solution neither achieved the lowest carbon footprint nor overall costs. In comparison, CO2−cost balanced sizing resulted in reductions close to the single objective-focused solutions (5.7% against 5.9% for the CO2 solution, 7.7% against 7.9% for the TCO solution on HVO) with lowered compromise on other side targets (CO2 reduction of 5.7% against 4.9% found in the TCO-focused solution, TCO lowering of 7.7% against 4.4% found in the CO2-focused solution).

Abstract Minimisation of airframe mass reduces the costs of materials and manufacturing, as well as fuel consumption and atmospheric emissions. Fast, reliable analysis tools are required during preliminary design, when many alternative configurations and load cases are considered. The modelling and computational costs of finite element analysis are avoided by employing exact strip solutions of the governing differential equations, using the Wittrick-Williams algorithm to solve the resulting transcendental eigenproblems of buckling and vibration. This paper reviews recent enhancements to the exact strip method for analysis and optimum design of aerospace structures, using the specialist software VICONOPT. Lighter composite panels can be designed by obtaining reliable estimates of the reduced postbuckling stiffnesses when loaded in compression and shear. Further advances include discrete optimisation of layer thicknesses to allow for practical composite manufacturing constraints, vibration constraints, and a newly extended multi-level interface combining finite element analysis of a whole wing with exact strip postbuckling design of individual panels.

Abstract Mitigation of climate change is a challenge to science and society. Here, we establish a methodology, applicable in multi-disciplinary optimisation (MDO) during aircraft pre-design, allowing a minimisation of the aircraft’s potential climate impact. In this first step we consider supersonic aircraft flying at a cruise altitude between 45kfeet (~13·5km, 150hPa) and 67kfeet (~20·5km, 50hPa). The methodology is based on climate functions, which give a relationship between 4 parameters representing an aircraft/engine configuration and an expected impact on global mean near surface temperature as an indicator for the impact on climate via changes in the greenhouse gases carbon dioxide, water vapour, ozone and methane. These input parameters are cruise altitude pressure, fuel consumption, fuel flow and Mach number. The climate functions for water vapour and carbon dioxide are independent from the chosen engine, whereas the climate functions for ozone and methane depend on engine parameters describing the nitrogen oxide emissions. Ten engine configurations are taken into account, which were considered in the framework of the EU-project HISAC. An analysis of the reliability of the climate functions with respect to the simplified climate-chemistry model AirClim and a detailed analysis of the climate functions is given.

A novel anaerobic digestion process combined with partial ozonation on digested sludge was demonstrated for improving sludge digestion and biogas recovery by full-scale testing for 2 years and its performance was compared with a simultaneously operated conventional anaerobic digestion process. The novel process requires two essential modifications, which are ozonation for enhancing the biological degradability of sludge organics and concentrating of solids in the digester through a solid/liquid separation for extension of SRT. These modifications resulted in high VSS degradation efficiency of ca. 88%, as much as 1.3 times of methane production and more than 70% reduction in dewatered sludge cake production. Based on the performance, its energy demands and contribution for minimisation of greenhouse gas emission was evaluated throughout an entire study of sludge treatment and disposal schemes in a municipality for 130,000 p.e. The analysis indicated that the novel process with power generation from biogas would lead to minimal greenhouse gas emission because the extra energy production from the scheme was expected to cover all of the energy demand for the plant operation, and the remarkable reduction in dewatered sludge cake volumes makes it possible to reduce N2O discharge and consumption of fossil fuel in the subsequent sludge incineration processes.

Automated vehicles are expected to push towards the evolution of the mobility environment in the near future by increasing vehicle stability and decreasing commute time and vehicle fuel consumption. One of the main limitations they face is motion sickness (MS), which can put their wide impact at risk, as well as their acceptance by the public. In this direction, this paper presents the application of motion planning in order to minimise motion sickness in automated vehicles. Thus, an optimal control problem is formulated through which we seek the optimum velocity profile for a predefined road path for multiple fixed journey time (JT) solutions. In this way, a Pareto Front will be generated for the conflicting objectives of MS and JT. Despite the importance of optimising both of these, the optimum velocity profile should be selected after taking into consideration additional objectives. Therefore, as the optimal control is focused on the MS minimisation, a sorting algorithm is applied to seek the optimum solution among the pareto alternatives of the fixed time solutions. The aim is that this solution will correspond to the best velocity profile that also ensures the optimum compromise between motion comfort, safety and driving behaviour, energy efficiency, journey time and riding confidence.

Abstract This study aims to design vehicle routes based on cost minimisation and the minimisation of greenhouse gasses (GHG) emissions to help companies solve the vehicle routing problem with pickup and delivery (VRPPD) via particle swarm optimisation (PSO). An effective metaheuristics search technique called particle swarm optimisation (PSO) was applied to design the optimal route for these problems. Simulated data from Li and Lim (2001) were used to evaluate the PSO performance for solving green vehicle routing problems with pickup and delivery (Green VRPPD). The findings suggest that green vehicle routing problems with pickup and delivery should be used when distributing products to customers living in a specific area called a cluster. However, the design of vehicle routes by Green VRPPD costs more when used to distribute products to customers living randomly in a coverage service area. When logistics providers decide to use Green VRPPD instead of VRPPD, they need to be concerned about possible higher costs if an increase in the number of vehicles is needed. PSO has been confirmed for solving VRPPD effectively. The study compared the results based on the use of two different objective functions with fuel consumption from diesel and liquefied petroleum gas (LPG). It indicates that solving VRPPD by considering the emissions of direct greenhouse gases as an objective function provides cleaner routes, rather than considering total cost as the objective function for all test cases. However, as Green VRPPD requires more vehicles and longer travel distances, this requires a greater total cost than considering the total cost as the objective function. Considering the types of fuels used, it is obvious that LPG is more environmentally friendly than diesel by up to 53.61 %. This paper should be of interest to a broad readership, including those concerned with vehicle routing problems, transportation, logistics, and environmental management. The findings suggest that green vehicle routing problems with pickup and delivery should be used when distributing products to a cluster. However, the design of vehicle routes by Green VRPPD costs more when used to distribute products to customers living randomly in a coverage service area. When logistics providers decide to use Green VRPPD instead of VRPPD, they need to be concerned about possible higher costs if an increase in the number of vehicles is needed.

<p class="Textoindependiente21"><span lang="EN-US">Yearly, EU-28 conventional thermal generating plants reject a greater amount of energy than what ultimately is utilised by residential and commercial loads for heating and hot water. If this waste heat were to be used through district heating networks, given a previous energy valorisation, there would be a noticeable decrease in imported fossil fuels for heating. As a consequence, benefits in the form of an energy efficiency increase, an energy security improvement, and a minimisation of emitted greenhouse gases would occur. Given that it is not expected for heat demand to decrease significantly in the medium term, district heating networks show the greatest potential for the development of cogeneration. However, to make this happen, some barriers that are far from being technological but are mostly institutional and financial need to be removed. The purpose of this review is to provide information on the potential of using waste heat from conventional thermal power plants (subsequently converted into cogeneration plants) in district heating networks located in the EU-28. For this, a preliminary assessment is conducted in order to show an estimate of the cost of adopting an energy strategy in which district heating networks are a major player of the energy mix. From this assessment, it is possible to see that even though the energy strategy proposed in this paper, which is based on a dramatic increase in the joint use of district heating networks and cogeneration, is capital-intensive and would require an annual investment of roughly 300 billion euros, its adoption would result in a reduction of yearly fuel expenses in the order of 100 billion euros and a shortening of about 15% of the total final energy consumption, which makes it of paramount interest as an enabler of the legal basis of the “Secure, Clean and Efficient Energy” future enacted by the EU-28 Horizon 2020.</span></p>

A decision to introduce natural gas supply to a small market requires a thorough examination of the economic and technical factors that a gas distributor will encounter in such a project. This paper identifies the important factors to be considered in the feasibility stage and in the construction and implementation phases of the project. The experience of the Gas and Fuel Corporation of Victoria supplying natural gas to the city of Warrnambool is described through all these stages.A feasibility study for natural gas to a small market requires the preparation of a reliable forecast of end- user demand and an assessment of demand/price elasticities for major market sectors, such as household uses and large industrial uses. Where gas is to be supplied from new gas fields any assessment of proven gas reserves must be made. The assessed level of reserves can be measured against forecast demand to identify an expected project life over which the producer and distributor will need to earn a fair return.A producer and a distributor have a common interest in the level of recoverable reserves, the price between producer and distributor, the market demand and the price payable by end- users. A price agreed between a producer and a distributor will be at a level where both parties are satisfied with the expected returns. A higher price would increase returns to the producer, but would deter the distributor from the project.Natural gas supply to Warrnambool involved the planning and construction of a pipeline and an up­grading and expansion of the local reticulation system. In addition, conversion of nearly 13 000 household appliances was undertaken. This work was successfully completed at a cost of about $10 million. The planning and design of these facilities is a balance between short- term cost minimisation, and cost levels that will achieve long- term economies of scale.To achieve a fast development of the end- use consumption, a strong marketing effort was undertaken to ensure connection of large- use industrial customers was achieved without delay. This quick development of load was essential to provide good cash inflows to the distributor and the producer at an early stage of project development.

Purpose The consequences of problematic alcohol consumption fall heavily on Australian adolescents, with this population at increased risk of death, serious injury and other harm. Research regarding whether gender, socioeconomic status (SES) or locality play a role in young people’s alcohol consumption and related harm is limited in Australia. The purpose of this paper is to determine whether Victorian students’ patterns of alcohol uptake, consumption and related harm differed between gender, SES and locality. Design/methodology/approach The study involved secondary analysis of student data from the Drug Education in Victorian Schools harm minimisation drug education programme, undertaken in 21 Victorian government schools over three years The initial cohort of 1,752 students was followed during Years 8, 9 and 10, when their average age would have, respectively, been 13, 14 and 15 years. Findings There were no gender differences in drinking uptake, consumption or harm. Students with low SES were more likely to have consumed a full drink of alcohol and also experienced more alcohol-related harm. Students living in a regional/rural area were more likely to have engaged in high alcohol consumption. Originality/value The findings of this study highlighted that different student demographics have an impact on patterns of alcohol consumption, vulnerability and harm. Students with low SES, living in a regional/rural area, are more at risk than students with higher SES living in a fringe metro/major regional or metro area. Future school harm minimisation drug education programmes should consider the needs of students with demographics that make them more susceptible to higher consumption and harm.

Quantification and minimisation of energy consumption in resonant MEMS micromirrors is a key aspect for a proper structural design. In this setting, the quality factor Q of the drive mode of the device needs to be estimated and, eventually, improved. In this work, we propose a simulation strategy for the numerical computation of MEMS micromirrors quality factors. Full order Arbitrary Lagrangian Eulerian Navier-Stokes simulations have been performed using a SUPG stabilised Chorin-Themam scheme. Finally, the numerical results are compared with experimental data, highlighting the accuracy and efficiency of the proposed method.

Abstract The increasing worldwide energy consumption, especially in the industry range, forces the companies to search for the solutions, which – being written into sustainable development philosophy – would allow for reducing the level of the energy consumption of the realised processes and lowering the costs of their functioning. Those activities can be undertaken in the systemic way, very often based on the implementation of the energy management system, they can also have the character of technical or technological modernisation. Fundament of the decision concerning the manner of the minimisation of energy consumption should always be the energy risk management covering: its identification, evaluation and acceptability assessment. The studies proposed the principles for defining the significant energy aspects by the full identification of all the present aspects and next the development of unified methodology of their assessment, allowing for appointing the key aspects. The starting point constitutes the energy risk ratio, which takes into consideration the following criteria: probability of the occurrence, significance of the occurrence, ability to monitor, incompatibility with legal requirements, and the interest and attention of the stakeholders. Flexibility of the applied method enables complex application in every organisation – independently of its size and sort of the realised processes – which wants to manage the risky energy aspects.

The clinical management of acid-related diseases incurs the consumption of a relevant part of the health resources in Italy, as indicated by the fact that PPIs (proton pump inhibitors) represented the first pharmacological class in terms of drug expenditures in 2002, making up 6,3% of the total. It’s therefore of primary importance to evaluate the economical consequences of their utilization, beyond the clinical outcomes. In the present article a cost-minimization analysis is performed, basing on drug consumption data and focusing on the new reference-price based criteria introduced by the Italian Ministry of Health for the reimbursement of pharmaceuticals. A model for the economical evaluation of the use of PPIs was developed, based on the assumption that all the active substances in this class share the same clinical benefit, and following a stepdown approach, in which the PPIs are administered full-dose for a month, followed by a one year maintenance period at half-dose. The model yielded the following results: rabeprazole is the most cost-saving drug of this class in the Italian setting, permitting important savings on an hypothetical 1.000 patient population, ranging from 13.000 euro, when compared to omeprazole, to 279.000 euro, if related to the most expensive substance, esomeprazole. In other terms, on the basis of the assumed equal effectiveness of the considered alternatives, the costs incurred for the treatment of 1.000 patients with esomeprazole would be sufficient to treat 1.769 patients with rabeprazole.

An ASM2da model of the full-scale waste water plant of Bree (Belgium) has been made. It showed very good correlation with reference operational data. This basic model has been extended to include an accurate calculation of environmental footprint and operational costs (energy consumption, dosing of chemicals and sludge treatment). Two optimisation strategies were compared: lowest cost meeting the effluent consent versus lowest environmental footprint. Six optimisation scenarios have been studied, namely (i) implementation of an online control system based on ammonium and nitrate sensors, (ii) implementation of a control on MLSS concentration, (iii) evaluation of internal recirculation flow, (iv) oxygen set point, (v) installation of mixing in the aeration tank, and (vi) evaluation of nitrate setpoint for post denitrification. Both an environmental impact or Life Cycle Assessment (LCA) based approach for optimisation are able to significantly lower the cost and environmental footprint. However, the LCA approach has some advantages over cost minimisation of an existing full-scale plant. LCA tends to chose control settings that are more logic: it results in a safer operation of the plant with less risks regarding the consents. It results in a better effluent at a slightly increased cost.

Background Care homes are an increasingly important sector of care. Care home residents are particularly vulnerable to infections and are often prescribed antibiotics, driving antibiotic resistance. Probiotics may be a cheap and safe way to reduce antibiotic use. Efficacy and possible mechanisms of action are yet to be rigorously evaluated in this group. Objective The objective was to evaluate efficacy and explore mechanisms of action of a daily oral probiotic combination in reducing antibiotic use and infections in care home residents. Design This was a multicentre, parallel, individually randomised, placebo-controlled, double-blind trial, with qualitative evaluation and mechanistic studies. Setting A total of 310 care home residents were randomised from 23 UK care homes (from December 2016 to May 2018). Participants The participants were care home residents aged ≥ 65 years who were willing and able to give informed consent or, if they lacked capacity to consent, had a consultee to advise about participation on their behalf. Intervention A daily capsule containing an oral probiotic combination of Lactobacillus rhamnosus GG and Bifidobacterium animalis subsp. lactis BB-12 (n = 155) or matched placebo (n = 155) for up to 1 year. Main outcome measures The primary outcome was cumulative systemic antibiotic administration days for all-cause infections. Secondary outcomes included incidence and duration of infections, antibiotic-associated diarrhoea, quality of life, hospitalisations and the detection of resistant Enterobacterales cultured from stool samples (not exclusively). Methods Participants were randomised (1 : 1) to receive capsules containing probiotic or matched placebo. Minimisation was implemented for recruiting care home and care home resident sex. Care home residents were followed up for 12 months with a review by a research nurse at 3 months and at 6–12 months post randomisation. Care home residents, consultees, care home staff and all members of the trial team, including assessors and statisticians, were blinded to group allocation. Results Care home residents who were randomised to probiotic had a mean 12.9 cumulative systemic antibiotic administration days (standard error 1.49 days) (n = 152) and care home residents randomised to placebo had a mean 12.0 cumulative systemic antibiotic administration days (standard error 1.50 days) (n = 153) (adjusted incidence rate ratio = 1.13, 95% confidence interval 0.79 to 1.63; p = 0.495). There was no evidence of any beneficial effects on incidence and duration of infections, antibiotic-associated diarrhoea, quality of life, hospitalisations, the detection of resistant Enterobacterales cultured from stool samples or other secondary outcomes. There was no evidence that this probiotic combination improved blood immune cell numbers, subtypes or responses to seasonal influenza vaccination. Conclusions Care home residents did not benefit from daily consumption of a combination of the probiotics Lactobacillus rhamnosus GG and Bifidobacterium animalis subsp. lactis BB-12 to reduce antibiotic consumption. Limitations Limitations included the following: truncated follow-up of some participants; higher than expected probiotics in stool samples at baseline; fewer events than expected meant that study power may have been lower than anticipated; standard infection-related definitions were not used; and findings are not necessarily generalisable because effects may be strain specific and could vary according to patient population. Future work Future work could involve further rigorous efficacy, mechanisms and effectiveness trials of other probiotics in other population groups and settings regarding antibiotic use and susceptibility to and recovery from infections, in which potential harms should be carefully studied. Trial registration Current Controlled Trials ISRCTN16392920. Funding This project was funded by the Efficacy and Mechanism Evaluation (EME) programme, a MRC and NIHR partnership. This will be published in full in Efficacy and Mechanism Evaluation; Vol. 8, No. 7. See the NIHR Journals Library website for further project information.

Abstract A weather routing tool is presented based on forecasted weather data along the route and considering safety aspects. The tool aims to determine the optimal path for the minimisation of the fuel oil consumption, ensuring a safe passage. It is developed in MATLAB and considers detailed ship characteristics. Specifically, ship's motions and fuel oil consumption of the main engine during a potential path are estimated. For the latter, a physics-based model for a specific vessel is developed where tools of different level of detail are utilised to calculate the various resistance components. A speed management strategy along the route is specified as well as safety criteria representing acceptable limits of ship's responses. When the set criteria and constraints have been set, a genetic algorithm is used to find the optimal route by means of ship's heading or by considering both heading and ship's power settings as variables to minimise the fuel oil consumption. The search space of the algorithm lies within a predefined envelop, but still the evolutionary optimisation approach used has no pre-assigned values to any possible candidate waypoint.

This article proposes a method for fuel minimisation of a Diesel engine with constrained [Formula: see text] emission in actual driving mission. Specifically, the methodology involves three developments: The first is a driving cycle prediction tool which is based on the space-variant transition probability matrix obtained from an actual vehicle speed dataset. Then, a vehicle and an engine model is developed to predict the engine performance depending on the calibration for the estimated driving cycle. Finally, a controller is proposed which adapts the start-of-injection calibration map to fulfil the [Formula: see text] emission constraint while minimising the fuel consumption. The calibration is adapted during a predefined time window based on the predicted engine performance on the estimated cycle and the difference between the actual and the constraint on engine [Formula: see text] emissions. The method assessment was done experimentally in the engine test set-up. The engine performace using the method is compared with the state-of-the-art static calibration method for different [Formula: see text] emission limits on real driving cycles. The online implementation of the method shows that the fuel consumption can be reduced by 3%–4% while staying within the emission limits, indicating that the estimation method is able to capture the main driving cycle characterstics.

Abstract The paper reviews the optimisation methods of the flight trajectory for airliners. In contrast to maritime navigation, where the shortest route (the orthodrome) is preferred, in air navigation, the brachistochrone is the optimal flight trajectory on the sphere or on the ellipsoid, considering the wind vector field (maximising the tail wind and minimising the head wind over the duration of the flight). The major impact of the wind on the flight trajectory results from the possible significant velocity at the normal cruise flight levels, which could reach 200 kts, or 40% of the aircraft true airspeed (TAS). Brachistochrone is independent of the flight performance optimisation (range versus speed), as computed by the flight management system. Whichever cost index (CI) is selected (and consequently, the cruise Mach number), the brachistochrone is the minimum time of flight trajectory at that target Mach number. In cruise flight, the minimum time of flight is also equivalent to the minimum fuel consumption. It concerns just the wind velocity field. All these qualify the brachistochrone as the greenest trajectory, the most fuel and emissions efficient solution relative to the atmosphere. The paper classifies the brachistochrone problems (2D, 3D and 4D brachistochrones, with or without flexible time of departure). Some numerical examples are provided. The overall optimal 4D trajectory considers many aspects, including safety, by minimisation of total costs and risks of the 4D trajectory.

This article investigates the possibilities for understanding waste as a resource, with a particular focus on understanding food waste as a food resource. It considers the popular yeast spread Vegemite within this frame. The spread’s origins in waste product, and how it has achieved and sustained its status as a popular symbol of Australia despite half a century of Australian gastro-multiculturalism and a marked public resistance to other recycling and reuse of food products, have not yet been a focus of study. The process of producing Vegemite from waste would seem to align with contemporary moves towards recycling food waste, and ensuring environmental sustainability and food security, yet even during times of austerity and environmental concern this has not provided the company with a viable marketing strategy. Instead, advertising copywriting and a recurrent cycle of product memorialisation have created a superbrand through focusing on Vegemite’s nutrient and nostalgic value.John Scanlan notes that producing waste is a core feature of modern life, and what we dispose of as surplus to our requirements—whether this comprises material objects or more abstract products such as knowledge—reveals much about our society. In observing this, Scanlan asks us to consider the quite radical idea that waste is central to everything of significance to us: the “possibility that the surprising core of all we value results from (and creates even more) garbage (both the material and the metaphorical)” (9). Others have noted the ambivalent relationship we have with the waste we produce. C. T. Anderson notes that we are both creator and agent of its disposal. It is our ambivalence towards waste, coupled with its ubiquity, that allows waste materials to be described so variously: negatively as garbage, trash and rubbish, or more positively as by-products, leftovers, offcuts, trimmings, and recycled.This ambivalence is also crucial to understanding the affectionate relationship the Australian public have with Vegemite, a relationship that appears to exist in spite of the product’s unpalatable origins in waste. A study of Vegemite reveals that consumers can be comfortable with waste, even to the point of eating recycled waste, as long as that fact remains hidden and unmentioned. In Vegemite’s case not only has the product’s connection to waste been rendered invisible, it has been largely kept out of sight despite considerable media and other attention focusing on the product. Recycling Food Waste into Food ProductRecent work such as Elizabeth Royte’s Garbage Land and Tristram Stuart’s Waste make waste uncomfortably visible, outlining how much waste, and food waste in particular, the Western world generates and how profligately this is disposed of. Their aim is clear: a call to less extravagant and more sustainable practices. The relatively recent interest in reducing our food waste has, of course, introduced more complexity into a simple linear movement from the creation of a food product, to its acquisition or purchase, and then to its consumption and/or its disposal. Moreover, the recycling, reuse and repurposing of what has previously been discarded as waste is reconfiguring the whole idea of what waste is, as well as what value it has. The initiatives that seem to offer the most promise are those that reconfigure the way waste is understood. However, it is not only the process of transforming waste from an abject nuisance into a valued product that is central here. It is also necessary to reconfigure people’s acculturated perceptions of, and reactions to waste. Food waste is generated during all stages of the food cycle: while the raw materials are being grown; while these are being processed; when the resulting food products are being sold; when they are prepared in the home or other kitchen; and when they are only partly consumed. Until recently, the food industry in the West almost universally produced large volumes of solid and liquid waste that not only posed problems of disposal and pollution for the companies involved, but also represented a reckless squandering of total food resources in terms of both nutrient content and valuable biomass for society at large. While this is currently changing, albeit slowly, the by-products of food processing were, and often are, dumped (Stuart). In best-case scenarios, various gardening, farming and industrial processes gather household and commercial food waste for use as animal feed or as components in fertilisers (Delgado et al; Wang et al). This might, on the surface, appear a responsible application of waste, yet the reality is that such food waste often includes perfectly good fruit and vegetables that are not quite the required size, shape or colour, meat trimmings and products (such as offal) that are completely edible but extraneous to processing need, and other high grade product that does not meet certain specifications—such as the mountains of bread crusts sandwich producers discard (Hickman), or food that is still edible but past its ‘sell by date.’ In the last few years, however, mounting public awareness over the issues of world hunger, resource conservation, and the environmental and economic costs associated with food waste has accelerated efforts to make sustainable use of available food supplies and to more efficiently recycle, recover and utilise such needlessly wasted food product. This has fed into and led to multiple new policies, instances of research into, and resultant methods for waste handling and treatment (Laufenberg et al). Most straightforwardly, this involves the use or sale of offcuts, trimmings and unwanted ingredients that are “often of prime quality and are only rejected from the production line as a result of standardisation requirements or retailer specification” from one process for use in another, in such processed foods as soups, baby food or fast food products (Henningsson et al. 505). At a higher level, such recycling seeks to reclaim any reusable substances of significant food value from what could otherwise be thought of as a non-usable waste product. Enacting this is largely dependent on two elements: an available technology and being able to obtain a price or other value for the resultant product that makes the process worthwhile for the recycler to engage in it (Laufenberg et al). An example of the latter is the use of dehydrated restaurant food waste as a feedstuff for finishing pigs, a reuse process with added value for all involved as this process produces both a nutritious food substance as well as a viable way of disposing of restaurant waste (Myer et al). In Japan, laws regarding food waste recycling, which are separate from those governing other organic waste, are ensuring that at least some of food waste is being converted into animal feed, especially for the pigs who are destined for human tables (Stuart). Other recycling/reuse is more complex and involves more lateral thinking, with the by-products from some food processing able to be utilised, for instance, in the production of dyes, toiletries and cosmetics (Henningsson et al), although many argue for the privileging of food production in the recycling of foodstuffs.Brewing is one such process that has been in the reuse spotlight recently as large companies seek to minimise their waste product so as to be able to market their processes as sustainable. In 2009, for example, the giant Foster’s Group (with over 150 brands of beer, wine, spirits and ciders) proudly claimed that it recycled or reused some 91.23% of 171,000 tonnes of operational waste, with only 8.77% of this going to landfill (Foster’s Group). The treatment and recycling of the massive amounts of water used for brewing, rinsing and cooling purposes (Braeken et al.; Fillaudeaua et al.) is of significant interest, and is leading to research into areas as diverse as the development microbial fuel cells—where added bacteria consume the water-soluble brewing wastes, thereby cleaning the water as well as releasing chemical energy that is then converted into electricity (Lagan)—to using nutrient-rich wastewater as the carbon source for creating bioplastics (Yu et al.).In order for the waste-recycling-reuse loop to be closed in the best way for securing food supplies, any new product salvaged and created from food waste has to be both usable, and used, as food (Stuart)—and preferably as a food source for people to consume. There is, however, considerable consumer resistance to such reuse. Resistance to reusing recycled water in Australia has been documented by the CSIRO, which identified negative consumer perception as one of the two primary impediments to water reuse, the other being the fundamental economics of the process (MacDonald & Dyack). This consumer aversion operates even in times of severe water shortages, and despite proof of the cleanliness and safety of the resulting treated water. There was higher consumer acceptance levels for using stormwater rather than recycled water, despite the treated stormwater being shown to have higher concentrations of contaminants (MacDonald & Dyack). This reveals the extent of public resistance to the potential consumption of recycled waste product when it is labelled as such, even when this consumption appears to benefit that public. Vegemite: From Waste Product to Australian IconIn this context, the savoury yeast spread Vegemite provides an example of how food processing waste can be repurposed into a new food product that can gain a high level of consumer acceptability. It has been able to retain this status despite half a century of Australian gastronomic multiculturalism and the wide embrace of a much broader range of foodstuffs. Indeed, Vegemite is so ubiquitous in Australian foodways that it is recognised as an international superbrand, a standing it has been able to maintain despite most consumers from outside Australasia finding it unpalatable (Rozin & Siegal). However, Vegemite’s long product history is one in which its origin as recycled waste has been omitted, or at the very least, consistently marginalised.Vegemite’s history as a consumer product is narrated in a number of accounts, including one on the Kraft website, where the apocryphal and actual blend. What all these narratives agree on is that in the early 1920s Fred Walker—of Fred Walker and Company, Melbourne, canners of meat for export and Australian manufacturers of Bonox branded beef stock beverage—asked his company chemist to emulate Marmite yeast extract (Farrer). The imitation product was based, as was Marmite, on the residue from spent brewer’s yeast. This waste was initially sourced from Melbourne-based Carlton & United Breweries, and flavoured with vegetables, spices and salt (Creswell & Trenoweth). Today, the yeast left after Foster Group’s Australian commercial beer making processes is collected, put through a sieve to remove hop resins, washed to remove any bitterness, then mixed with warm water. The yeast dies from the lack of nutrients in this environment, and enzymes then break down the yeast proteins with the effect that vitamins and minerals are released into the resulting solution. Using centrifugal force, the yeast cell walls are removed, leaving behind a nutrient-rich brown liquid, which is then concentrated into a dark, thick paste using a vacuum process. This is seasoned with significant amounts of salt—although less today than before—and flavoured with vegetable extracts (Richardson).Given its popularity—Vegemite was found in 2009 to be the third most popular brand in Australia (Brand Asset Consulting)—it is unsurprising to find that the product has a significant history as an object of study in popular culture (Fiske et al; White), as a marker of national identity (Ivory; Renne; Rozin & Siegal; Richardson; Harper & White) and as an iconic Australian food, brand and product (Cozzolino; Luck; Khamis; Symons). Jars, packaging and product advertising are collected by Australian institutions such as Sydney’s Powerhouse Museum and the National Museum of Australia in Canberra, and are regularly included in permanent and travelling exhibitions profiling Australian brands and investigating how a sense of national identity is expressed through identification with these brands. All of this significant study largely focuses on how, when and by whom the product has been taken up, and how it has been consumed, rather than its links to waste, and what this circumstance could add to current thinking about recycling of food waste into other food products.It is worth noting that Vegemite was not an initial success in the Australian marketplace, but this does not seem due to an adverse public perception to waste. Indeed, when it was first produced it was in imitation of an already popular product well-known to be made from brewery by-products, hence this origin was not an issue. It was also introduced during a time when consumer relationships to waste were quite unlike today, and thrifty re-use of was a common feature of household behaviour. Despite a national competition mounted to name the product (Richardson), Marmite continued to attract more purchasers after Vegemite’s launch in 1923, so much so that in 1928, in an attempt to differentiate itself from Marmite, Vegemite was renamed “Parwill—the all Australian product” (punning on the idea that “Ma-might” but “Pa-will”) (White 16). When this campaign was unsuccessful, the original, consumer-suggested name was reinstated, but sales still lagged behind its UK-owned prototype. It was only after remaining in production for more than a decade, and after two successful marketing campaigns in the second half of the 1930s that the Vegemite brand gained some market traction. The first of these was in 1935 and 1936, when a free jar of Vegemite was offered with every sale of an item from the relatively extensive Kraft-Walker product list (after Walker’s company merged with Kraft) (White). The second was an attention-grabbing contest held in 1937, which invited consumers to compose Vegemite-inspired limericks. However, it was not the nature of the product itself or even the task set by the competition which captured mass attention, but the prize of a desirable, exotic and valuable imported Pontiac car (Richardson 61; Superbrands).Since that time, multinational media company, J Walter Thompson (now rebranded as JWT) has continued to manage Vegemite’s marketing. JWT’s marketing has never looked to Vegemite’s status as a thrifty recycler of waste as a viable marketing strategy, even in periods of austerity (such as the Depression years and the Second World War) or in more recent times of environmental concern. Instead, advertising copywriting and a recurrent cycle of cultural/media memorialisation have created a superbrand by focusing on two factors: its nutrient value and, as the brand became more established, its status as national icon. Throughout the regular noting and celebration of anniversaries of its initial invention and launch, with various commemorative events and products marking each of these product ‘birthdays,’ Vegemite’s status as recycled waste product has never been more than mentioned. Even when its 60th anniversary was marked in 1983 with the laying of a permanent plaque in Kerferd Road, South Melbourne, opposite Walker’s original factory, there was only the most passing reference to how, and from what, the product manufactured at the site was made. This remained the case when the site itself was prioritised for heritage listing almost twenty years later in 2001 (City of Port Phillip).Shying away from the reality of this successful example of recycling food waste into food was still the case in 1990, when Kraft Foods held a nationwide public campaign to recover past styles of Vegemite containers and packaging, and then donated their collection to Powerhouse Museum. The Powerhouse then held an exhibition of the receptacles and the historical promotional material in 1991, tracing the development of the product’s presentation (Powerhouse Museum), an occasion that dovetailed with other nostalgic commemorative activities around the product’s 70th birthday. Although the production process was noted in the exhibition, it is noteworthy that the possibilities for recycling a number of the styles of jars, as either containers with reusable lids or as drinking glasses, were given considerably more notice than the product’s origins as a recycled product. By this time, it seems, Vegemite had become so incorporated into Australian popular memory as a product in its own right, and with such a rich nostalgic history, that its origins were no longer of any significant interest or relevance.This disregard continued in the commemorative volume, The Vegemite Cookbook. With some ninety recipes and recipe ideas, the collection contains an almost unimaginably wide range of ways to use Vegemite as an ingredient. There are recipes on how to make the definitive Vegemite toast soldiers and Vegemite crumpets, as well as adaptations of foreign cuisines including pastas and risottos, stroganoffs, tacos, chilli con carne, frijole dip, marinated beef “souvlaki style,” “Indian-style” chicken wings, curries, Asian stir-fries, Indonesian gado-gado and a number of Chinese inspired dishes. Although the cookbook includes a timeline of product history illustrated with images from the major advertising campaigns that runs across 30 pages of the book, this timeline history emphasises the technological achievement of Vegemite’s creation, as opposed to the matter from which it orginated: “In a Spartan room in Albert Park Melbourne, 20 year-old food technologist Cyril P. Callister employed by Fred Walker, conducted initial experiments with yeast. His workplace was neither kitchen nor laboratory. … It was not long before this rather ordinary room yielded an extra-ordinary substance” (2). The Big Vegemite Party Book, described on its cover as “a great book for the Vegemite fan … with lots of old advertisements from magazines and newspapers,” is even more openly nostalgic, but similarly includes very little regarding Vegemite’s obviously potentially unpalatable genesis in waste.Such commemorations have continued into the new century, each one becoming more self-referential and more obviously a marketing strategy. In 2003, Vegemite celebrated its 80th birthday with the launch of the “Spread the Smile” campaign, seeking to record the childhood reminisces of adults who loved Vegemite. After this, the commemorative anniversaries broke free from even the date of its original invention and launch, and began to celebrate other major dates in the product’s life. In this way, Kraft made major news headlines when it announced that it was trying to locate the children who featured in the 1954 “Happy little Vegemites” campaign as part of the company’s celebrations of the 50th anniversary of the television advertisement. In October 2006, these once child actors joined a number of past and current Kraft employees to celebrate the supposed production of the one-billionth jar of Vegemite (Rood, "Vegemite Spreads" & "Vegemite Toasts") but, once again, little about the actual production process was discussed. In 2007, the then iconic marching band image was resituated into a contemporary setting—presumably to mobilise both the original messages (nutritious wholesomeness in an Australian domestic context) as well as its heritage appeal. Despite the real interest at this time in recycling and waste reduction, the silence over Vegemite’s status as recycled, repurposed food waste product continued.Concluding Remarks: Towards Considering Waste as a ResourceIn most parts of the Western world, including Australia, food waste is formally (in policy) and informally (by consumers) classified, disposed of, or otherwise treated alongside garden waste and other organic materials. Disposal by individuals, industry or local governments includes a range of options, from dumping to composting or breaking down in anaerobic digestion systems into materials for fertiliser, with food waste given no special status or priority. Despite current concerns regarding the security of food supplies in the West and decades of recognising that there are sections of all societies where people do not have enough to eat, it seems that recycling food waste into food that people can consume remains one of the last and least palatable solutions to these problems. This brief study of Vegemite has attempted to show how, despite the growing interest in recycling and sustainability, the focus in both the marketing of, and public interest in, this iconic and popular product appears to remain rooted in Vegemite’s nutrient and nostalgic value and its status as a brand, and firmly away from any suggestion of innovative and prudent reuse of waste product. That this is so for an already popular product suggests that any initiatives that wish to move in this direction must first reconfigure not only the way waste itself is seen—as a valuable product to be used, rather than as a troublesome nuisance to be disposed of—but also our own understandings of, and reactions to, waste itself.Acknowledgements Many thanks to the reviewers for their perceptive, useful, and generous comments on this article. All errors are, of course, my own. The research for this work was carried out with funding from the Faculty of Arts, Business, Informatics and Education, CQUniversity, Australia.ReferencesAnderson, C. T. “Sacred Waste: Ecology, Spirit, and the American Garbage Poem.” Interdisciplinary Studies in Literature and Environment 17 (2010): 35-60.Blake, J. The Vegemite Cookbook: Delicious Recipe Ideas. Melbourne: Ark Publishing, 1992.Braeken, L., B. Van der Bruggen and C. Vandecasteele. “Regeneration of Brewery Waste Water Using Nanofiltration.” Water Research 38.13 (July 2004): 3075-82.City of Port Phillip. “Heritage Recognition Strategy”. Community and Services Development Committee Agenda, 20 Aug. 2001.Cozzolino, M. Symbols of Australia. Ringwood: Penguin, 1980.Creswell, T., and S. Trenoweth. “Cyril Callister: The Happiest Little Vegemite”. 1001 Australians You Should Know. North Melbourne: Pluto Press, 2006. 353-4.Delgado, C. L., M. Rosegrant, H. Steinfled, S. Ehui, and C. Courbois. Livestock to 2020: The Next Food Revolution. Food, Agriculture, and the Environment Discussion Paper, 28. Washington, D. C.: International Food Policy Research Institute, 2009.Farrer, K. T. H. “Callister, Cyril Percy (1893-1949)”. Australian Dictionary of Biography 7. Melbourne: Melbourne University Press, 1979. 527-8.Fillaudeaua, L., P. Blanpain-Avetb and G. Daufinc. “Water, Wastewater and Waste Management in Brewing Industries”. Journal of Cleaner Production 14.5 (2006): 463-71.Fiske, J., B. Hodge and G. Turner. Myths of Oz: Reading Australian Popular Culture. Sydney: Allen & Unwin, 1987.Foster’s Group Limited. Transforming Fosters: Sustainability Report 2009.16 June 2010 ‹http://fosters.ice4.interactiveinvestor.com.au/Fosters0902/2009SustainabilityReport/EN/body.aspx?z=1&p=-1&v=2&uid›.George Patterson Young and Rubicam (GPYR). Brand Asset Valuator, 2009. 6 Aug. 2010 ‹http://www.brandassetconsulting.com/›.Harper, M., and R. White. Symbols of Australia. UNSW, Sydney: UNSW Press, 2010.Henningsson, S., K. Hyde, A. Smith, and M. Campbell. “The Value of Resource Efficiency in the Food Industry: A Waste Minimisation Project in East Anglia, UK”. Journal of Cleaner Production 12.5 (June 2004): 505-12.Hickman, M. “Exposed: The Big Waste Scandal”. The Independent, 9 July 2009. 18 June 2010 ‹http://www.independent.co.uk/life-style/food-and-drink/features/exposed-the-big-waste-scandal-1737712.html›.Ivory, K. “Australia’s Vegemite”. Hemispheres (Jan. 1998): 83-5.Khamis, S. “Buy Australiana: Diggers, Drovers and Vegemite”. Write/Up. Eds. E. Hartrick, R. Hogg and S. Supski. St Lucia: API Network and UQP, 2004. 121-30.Lagan, B. “Australia Finds a New Power Source—Beer”. The Times 5 May 2007. 18 June 2010 ‹http://www.timesonline.co.uk/tol/news/science/article1749835.ece›.Laufenberg, G., B. Kunz and M. Nystroem. “Transformation of Vegetable Waste into Value Added Products: (A) The Upgrading Concept; (B) Practical Implementations [review paper].” Bioresource Technology 87 (2003): 167-98.Luck, P. Australian Icons: Things That Make Us What We Are. Melbourne: William Heinemann Australia, 1992.MacDonald, D. H., and B. Dyack. Exploring the Institutional Impediments to Conservation and Water Reuse—National Issues: Report for the Australian Water Conservation and Reuse Research Program. March. CSIRO Land and Water, 2004.Myer, R. O., J. H. Brendemuhl, and D. D. Johnson. “Evaluation of Dehydrated Restaurant Food Waste Products as Feedstuffs for Finishing Pigs”. Journal of Animal Science 77.3 (1999): 685-92.Pittaway, M. The Big Vegemite Party Book. Melbourne: Hill of Content, 1992. Powerhouse Museum. Collection & Research. 16 June 2010.Renne, E. P. “All Right, Vegemite!: The Everyday Constitution of an Australian National Identity”. Visual Anthropology 6.2 (1993): 139-55.Richardson, K. “Vegemite, Soldiers, and Rosy Cheeks”. Gastronomica 3.4 (Fall 2003): 60-2.Rood, D. “Vegemite Spreads the News of a Happy Little Milestone”. Sydney Morning Herald 6 Oct. 2008. 16 March 2010 ‹http://www.smh.com.au/news/national/vegemite-spreads-the-news-of-a-happy-little-milestone/2008/10/05/1223145175371.html›.———. “Vegemite Toasts a Billion Jars”. The Age 6 Oct. 2008. 16 March 2010 ‹http://www.theage.com.au/national/vegemite-toasts-a-billion-jars-20081005-4uc1.html›.Royte, E. Garbage Land: On the Secret Trail of Trash. New York: Back Bay Books, 2006.Rozin, P., and M. Siegal “Vegemite as a Marker of National Identity”. Gastronomica 3.4 (Fall 2003): 63-7.Scanlan, J. On Garbage. London: Reaktion Books, 2005.Stuart, T. Waste: Uncovering the Global Food Scandal. New York: W. W. Norton & Company, 2009.Superbrands. Superbrands: An Insight into Many of Australia’s Most Trusted Brands. Vol IV. Ingleside, NSW: Superbrands, 2004.Symons, M. One Continuous Picnic: A History of Eating in Australia. Ringwood: Penguin Books, 1982.Wang, J., O. Stabnikova, V. Ivanov, S. T. Tay, and J. Tay. “Intensive Aerobic Bioconversion of Sewage Sludge and Food Waste into Fertiliser”. Waste Management & Research 21 (2003): 405-15.White, R. S. “Popular Culture as the Everyday: A Brief Cultural History of Vegemite”. Australian Popular Culture. Ed. I. Craven. Cambridge UP, 1994. 15-21.Yu, P. H., H. Chua, A. L. Huang, W. Lo, and G. Q. Chen. “Conversion of Food Industrial Wastes into Bioplastics”. Applied Biochemistry and Biotechnology 70-72.1 (March 1998): 603-14.