Inledning Yrket som kabinanställd inom flyget präglas av serviceanda och ansvar för passagerares säkerhet. Arbetsmiljön innebär fysiska påfrestningar vad gäller till exempel kabintryck och låg syrenivå. Mat och måltider intas under olika tider på dygnet och infaller sällan på normala måltidstider. Kabinpersonalens måltider regleras av regler, avtal och policyer rörande arbetstidens längd. Syfte Syftet var att undersöka kabinpersonalens måltider under arbetstid, med fokus på riktlinjer och policyer samt hur de kabinanställda upplevde maten och måltiderna. Material och Metod Efter en inledande litteraturgenomgång genomfördes semistrukturerade intervjuer med personalchefen för ett flygbolag i Sverige samt med VD:n för det företag som levererar mat till de kabinanställda inom detta specifika flygbolag. Därefter genomfördes en enkätundersökning bland kabinanställda i Skandinavien. Resultat Studien visade att maten och måltiden hade stor betydelse för kabinpersonalens arbete och välmående. Från flygbolagets och matföretagets sida fanns en intention att ge kabinpersonalen tillräckligt med tid för att äta och en välbalanserad kost utifrån fackliga avtal om varm mat. I intervjuerna framkom dock att maten inte var näringsberäknad. Enkätsvaren angav att gillandet var lågt vad gäller kabinpersonalens mat, därför medtogs hellre egen mat. Många upplevde också riktlinjer och policyer för maten som oklara och att dessa i vissa fall saknades. Slutsatser Det fanns få riktlinjer och policyer för kabinanställdas mat- och måltidssituation. Detta ledde istället till att informella riktlinjer skapades. Måltidsmiljön upplevdes som stressig och få upplevde att kabinpersonalens mat tillgodosåg deras behov, varken sensoriskt eller näringsmässigt. Ändå önskade många att arbetsgivaren regelbundet skulle tillhandahålla personalmat. / Introduction The cabin crew profession is characterized by a spririt of service and responsibility for the safety of passengers. The work environment involves certain physical strain such as cabin pressure and lack of oxygen. Meals are consumed during different times of the day and rarely occur at normal meal times. The meals of the cabin crew are regulated by guidelines, agreements and policies regarding working hours. Purpose This study was conducted to investigate the cabin crew meals during working hours, with focus on guidelines and policies and how the cabin employees experience the food and the meal environment. Methodology After an initial literature review, a personel manager of a Swedish airline company and the CEO of the food company that provides the airline company with food, were interviewed using semi-structured inteviews. Then a survey was conducted among cabin crew in Scandinavia. Results The study showed that food and meals were of great importance for the work of the cabin crew and for their well-being. There was an intention, from the airline company and the food company, to provide the cabin crew with time enough to eat and with a well-balanced diet based on union agreements on hot food. The interviews revealed that the crew food was not nutrition calculated. The survey indicated that the liking of the provided crew food was low, hence the cabin crew bring their own food. Many of the participants experienced food guidelines and policies as unclear and in some cases as non-existing. Conclusion There were few guidelines and policies for the cabin crew food and meal situation. However informal guidelines balanced the absence of formal regulations. The meal environment was perceived as stressful and few experienced that the crew food met their needs, neither sensory or nutritionally. Even so, many wanted the employer to regularly provide crew food.

The main aim of this work is to provide decision makers suitable approaches for solving two crucial planning problems in the railway industry: the locomotive assignment problem and the crew scheduling problem with attendance rates. On the one hand, the focus is on practical usability and the necessary integration and consideration of real-life requirements in the planning process. On the other hand, solution approaches are to be developed, which can provide solutions of sufficiently good quality within a reasonable time by taking all these requirements into account.

No description available.

Air transportation offers both passenger and freight services that are essential for economic growth and development. In a highly competitive environment, airline companies have to control their operating costs by managing their flights, aircraft, and crews effectively. This motivates the extensive use of analytical techniques to solve complex problems related to airline operations planning, which includes schedule design, fleet assignment, aircraft routing, and crew scheduling. The initial problem addressed by airlines is that of schedule design, whereby a set of flights having specific origin and destination cities as well as departure and arrival times is determined. Then, a fleet assignment problem is solved to assign an aircraft type to each flight so as to maximize anticipated profits. This enables a decomposition of subsequent problems according to the different aircraft types belonging to a common family, for each of which an aircraft routing problem and a crew scheduling or pairing problem are solved. Here, in the aircraft routing problem, a flight sequence or route is built for each individual aircraft so as to cover each flight exactly once at a minimum cost while satisfying maintenance requirements. Finally, in the crew scheduling or pairing optimization problem, a minimum cost set of crew rotations or pairings is constructed such that every flight is assigned a qualified crew and that work rules and collective agreements are satisfied. In practice, most airline companies solve these problems in a sequential manner to plan their operations, although recently, an increasing effort is being made to develop novel approaches for integrating some of the airline operations planning problems while retaining tractability. This dissertation formulates and analyzes three different models, each of which examines a composition of certain pertinent airline operational planning problems. A comprehensive fourth model is also proposed, but is relegated for future research. In the first model, we integrate fleet assignment and schedule design by simultaneously considering optional flight legs to select along with the assignment of aircraft types to all scheduled legs. In addition, we consider itinerary-based demands pertaining to multiple fare-classes. A polyhedral analysis of the proposed mixed-integer programming model is used to derive several classes of valid inequalities for tightening its representation. Solution approaches are developed by applying Benders decomposition method to the resulting lifted model, and computational experiments are conducted using real data obtained from a major U.S. airline (United Airlines) to demonstrate the efficacy of the proposed procedures as well as the benefits of integration. A comparison of the experimental results obtained for the basic integrated model and for its different enhanced representations reveals that the best modeling strategy among those tested is the one that utilizes a variety of five types of valid inequalities for moderately sized problems, and further implements a Benders decomposition approach for relatively larger problems. In addition, when a heuristic sequential fixing step is incorporated within the algorithm for even larger sized problems, the computational results demonstrate a less than 2% deterioration in solution quality, while reducing the effort by about 21%. We also performed an experiment to assess the impact of integration by comparing the proposed integrated model with a sequential implementation in which the schedule design is implemented separately before the fleet assignment stage based on two alternative profit maximizing submodels. The results obtained demonstrate a clear advantage of utilizing the integrated model, yielding an 11.4% and 5.5% increase in profits in comparison with using the latter two sequential models, which translates to an increase in annual profits by about $28.3 million and $13.7 million, respectively. The second proposed model augments the first model with additional features such as flexible flight times (i.e., departure time-windows), schedule balance, and demand recapture considerations. Optional flight legs are incorporated to facilitate the construction of a profitable schedule by optimally selecting among such alternatives in concert with assigning the available aircraft fleet to all the scheduled legs. Moreover, network effects and realistic demand patterns are effectively represented by examining itinerary-based demands as well as multiple fare-classes. Allowing flexibility on the departure times of scheduled flight legs within the framework of an integrated model increases connection opportunities for passengers, hence yielding robust schedules while saving fleet assignment costs. A provision is also made for airlines to capture an adequate market share by balancing flight schedules throughout the day. Furthermore, demand recapture considerations are modeled to more realistically represent revenue realizations. For this proposed mixed-integer programming model, which integrates the schedule design and fleet assignment processes while considering flexible flight times, schedule balance, and recapture issues, along with optional legs, itinerary-based demands, and multiple fare-classes, we perform a polyhedral analysis and utilize the Reformulation-Linearization Technique in concert with suitable separation routines to generate valid inequalities for tightening the model representation. Effective solution approaches are designed by applying Benders decomposition method to the resulting tightened model, and computational results are presented to demonstrate the efficacy of the proposed procedures. Using real data obtained from United Airlines, when flight times were permitted to shift by up to 10 minutes, the estimated increase in profits was about $14.9M/year over the baseline case where only original flight legs were used. Also, the computational results indicated a 1.52% and 0.49% increase in profits, respectively, over the baseline case, while considering two levels of schedule balance restrictions, which can evidently also enhance market shares. In addition, we measured the effect of recaptured demand with respect to the parameter that penalizes switches in itineraries. Using values of the parameter that reflect 1, 50, 100, or 200 dollars per switched passenger, this yielded increases in recaptured demand that induced additional profits of 2.10%, 2.09%, 2.02%, and 1.92%, respectively, over the baseline case. Overall, the results obtained from the two schedule balance variants of the proposed integrated model that accommodate all the features of flight retiming, schedule balance, and demand recapture simultaneously, demonstrated a clear advantage by way of $35.1 and $31.8 million increases in annual profits, respectively, over the baseline case in which none of these additional features is considered. In the third model, we integrate the schedule design, fleet assignment, and aircraft maintenance routing decisions, while considering optional legs, itinerary-based demands, flexible flight retimings, recapture, and multiple fare-classes. Instead of utilizing the traditional time-space network (TSN), we formulate this model based on a flight network (FN) that provides greater flexibility in accommodating integrated operational considerations. In order to consider through-flights (i.e., a sequence of flight legs served by the same aircraft), we append a set of constraints that matches aircraft assignments on certain inbound legs into a station with that on appropriate outbound legs at the same station. Through-flights can generate greater revenue because passengers are willing to pay a premium for not having to change aircraft on connecting flights, thereby reducing the possibility of delays and missed baggage. In order to tighten the model representation and reduce its complexity, we apply the Reformulation-Linearization Technique (RLT) and also generate other classes of valid inequalities. In addition, since the model possesses many equivalent feasible solutions that can be obtained by simply reindexing the aircraft of the same type that depart from the same station, we introduce a set of suitable hierarchical symmetry-breaking constraints to enhance the model solvability by distinguishing among aircraft of the same type. For the resulting large-scale augmented model formulation, we design a Benders decomposition-based solution methodology and present extensive computational results to demonstrate the efficacy of the proposed approach. We explored four different algorithmic variants, among which the best performing procedure (Algorithm A1) adopted two sequential levels of Benders partitioning method. We then applied Algorithm A1 to perform several experiments to study the effects of different modeling features and algorithmic strategies. A summary of the results obtained is as follows. First, the case that accommodated both mandatory and optional through-flight leg pairs in the model based on their relative effects on demands and enhanced revenues achieved the most profitable strategy, with an estimated increase in expected annual profits of $2.4 million over the baseline case. Second, utilizing symmetry-breaking constraints in concert with compatible objective perturbation terms greatly enhanced problem solvability and thus promoted the detection of improved solutions, resulting in a $5.8 million increase in estimated annual profits over the baseline case. Third, in the experiment that considers recapture of spilled demand from primary itineraries to other compatible itineraries, the different penalty parameter values (100, 50, and 1 dollars per re-routed passenger) induced average respective proportions of 3.2%, 3.4%, and 3.7% in recaptured demand, resulting in additional estimated annual profits of $3.7 million, $3.8 million, and $4.0 million over the baseline case. Finally, incorporating the proposed valid inequalities within the model to tighten its representation helped reduce the computational effort by 11% on average, while achieving better solutions that yielded on average an increase in estimated annual profits of $1.4 million. In closing, we propose a fourth more comprehensive model in which the crew scheduling problem is additionally integrated with fleet assignment and aircraft routing. This integration is important for airlines because crew costs are the second largest component of airline operating expenses (after fuel costs), and the assignment and routing of aircraft plus the assignment of crews are two closely interacting components of the planning process. Since crews are qualified to typically serve a single aircraft family that is comprised of aircraft types having a common cockpit configuration and crew rating, the aircraft fleeting and routing decisions significantly impact the ensuing assignment of cockpit crews to flights. Therefore it is worthwhile to investigate new models and solution approaches for the integrated fleeting, aircraft routing, and crew scheduling problem, where all of these important inter-dependent processes are handled simultaneously, and where the model can directly accommodate various work rules such as imposing a specified minimum and maximum number of flying hours for crews on any given pairing, and a minimum number of departures at a given crew base for each fleet group. However, given that the crew scheduling problem itself is highly complex because of the restrictive work rules that must be heeded while constructing viable duties and pairings, the formulated integrated model would require further manipulation and enhancements along with the design of sophisticated algorithms to render it solvable. We therefore recommend this study for future research, and we hope that the modeling, analysis, and algorithmic development and implementation work performed in this dissertation will lend methodological insights into achieving further advances along these lines. / Ph. D.

近年因社會經濟產業結構轉變，擇業態度改變，漁船工作具危險性且相較於陸上工作待遇及福利之優勢不再，再加上「少子化」因素，國人從事漁船工作意願低落，外來船員逐漸成為補充漁業勞動力來源，尤其大陸船員語言及文化習慣與國人相近，頗受我國漁船主青睞，惟我國漁船主境外僱用大陸船員陸續所衍生的問題，在漁船主、民間團體及漁政主管機關努力下，終於98年12月22日第四次江陳會談簽署「海峽兩岸漁船船員勞務合作協議」可望獲得解決。 大陸船員引進機制在我國不開放陸勞前提下，維持「境外僱用、境外作業、過境暫置」原則，但就入出國管理角度觀之，大陸船員現行以搭乘兩岸直航客船來臺再搭專車接駁至其他漁港作法，卻與實質入境無異，本研究透過各地區漁船主對大陸船員引進機制意見調查，瞭解漁船主對現行大陸船員引進機制的看法，並藉以提出大陸船員引進機制之建議。 / In the recent years, the industrial structure of social economics has transformed, people’s attitudes of career choice have changed, and the pays and benefits of dangerous works on fishing boats are no longer better than those of works on land. Plus the factor of “low birthrate”, people are not willing to do works on fishing boats in Taiwan. Foreign crew members have graduate become the source of supplementary labors in the fishing industry. Crew members from Mainland China are similar to Taiwanese in the aspects of language and cultural habits. Therefore, they are very preferred by fishing boat owners in Taiwan. However, there have been many issues caused by Taiwanese fishing boat owners hiring crew members from Mainland China. With the efforts put in by fishing boat owners, non-governmental organizations, and fishery management authorities, these issues are expected to be resolved after the “Cross Strait Fishing Boat Crew Affairs Cooperation Agreement” was signed in the Fourth Chen-Chiang Summit on 2009/12/22. Under the premise of not opening up labor from Mainland China, the “offshore employment, offshore operation, and temporary transit arrangement” principle is maintained for the mechanism of Mainland China crew employment. However, in the aspect of entry and exit control, the practice of crew members from Mainland China taking cross-strait direct passenger ships to Taiwan and going to fishing ports by special buses is no difference from actually entering Taiwan. This study explored fishing boat owners’ opinions on the mechanism of employment of Mainland China crew members through surveys to find out their viewpoints and provide suggestions regarding the mechanism of employment of Mainland China crew members.

Thesis's Topic: The Activity Analysis of Rescue of Královehradecký kraj, station Trutnov 2006-2009 Aim of the thesis: To analyze the operation of the Emergeny Medical Service in Trutnov. Method: Research of available sources, data collection and the cooperation of the members of the Emergency Medical Service coming to the patient. Results: All here listed statistics data are base on intervetion documentation of Trutnov center. Therefore the presented results can't be taken, generalled to other centers and assumed that will be comparable. Keywords: Integrated Emergency Services, Emergency Medical Service, rapid response vehicle, advanced life support vehicle, calls for the crew of the Emergency Medical Service.

Title: Physiological response of competitors Fireball dinghy class in the model sailing race. Objectives: The main intention of the thesis is to detect the physical demands (difficulties) of sailing boat race categorized as Fireball double crew. The variables of physiological response to the load of competitors recorded are being measured using simulated race under laboratory conditions. At that point, this opportunity enabled us to carry out further comparisons and examine the physical demands of individual post at various directions of wind. Methods: The entire investigation of detecting physiological functions of competitors will be carried out noninvasively throughout the simulation of sailing using metabolic analyser tool and sport tester. From the feedback, we will obtained figures and originate the physiological response of human body to the load. Due to the investigation is being implemented on the double crew boat Fireball; both competitors (crew/helmsman) performing different tasks will be simulated and examined individually. Simulated race will last 24 minutes and competitors will have to face different wind courses, precisely cruising upwind, crosswind and tailwind. Results: From the measured results, we can state that most of the time during simulated race, the performance of racers...

<p>The objective of the dissertation was to study the cabin environment, and identify personal and environmental risk factors, associated with symptoms, and perception of cabin air quality. Another objective was to study if ban of smoking, and increased relative air humidity on intercontinental flights, could have a beneficial health effect. The studies were performed among Scandinavian cabin crew in one Airline Company. Office workers from the same company served as controls. Exposure differed between cruise and non-cruise conditions. Air humidity was very low during intercontinental flights (3-8%). Concentration of moulds, bacteria, formaldehyde, and ozone was low. Tobacco smoking increased respirable particles in the cabin air, from 3 to 49 mg/m3, and increased cotinine in urine. The ETS-exposure was highest in the aft part of the cabin. Symptoms and environmental complaints were more common among flight crew than office workers. We could identify personal factors of importance, and certain conditions that could be improved, to achieve a better cabin environment. There was an association between symptoms and environmental perceptions and work stress, lack of influence on working condition, and a history of atopy. After ban on smoking in aircraft, there was a decrease of ocular and general symptoms, and increased tear-film stability in aircrew. Air humidification reduced headache and ocular, nasal, and dermal dryness symptoms, increased tear-film stability, and increased nasal patency. Our result indicates that ETS and low air humidity are important environmental factors in aircraft, and that atopy, and work stress could be significant risk factors for symptoms and environmental perceptions.</p>

The objective of the dissertation was to study the cabin environment, and identify personal and environmental risk factors, associated with symptoms, and perception of cabin air quality. Another objective was to study if ban of smoking, and increased relative air humidity on intercontinental flights, could have a beneficial health effect. The studies were performed among Scandinavian cabin crew in one Airline Company. Office workers from the same company served as controls. Exposure differed between cruise and non-cruise conditions. Air humidity was very low during intercontinental flights (3-8%). Concentration of moulds, bacteria, formaldehyde, and ozone was low. Tobacco smoking increased respirable particles in the cabin air, from 3 to 49 mg/m3, and increased cotinine in urine. The ETS-exposure was highest in the aft part of the cabin. Symptoms and environmental complaints were more common among flight crew than office workers. We could identify personal factors of importance, and certain conditions that could be improved, to achieve a better cabin environment. There was an association between symptoms and environmental perceptions and work stress, lack of influence on working condition, and a history of atopy. After ban on smoking in aircraft, there was a decrease of ocular and general symptoms, and increased tear-film stability in aircrew. Air humidification reduced headache and ocular, nasal, and dermal dryness symptoms, increased tear-film stability, and increased nasal patency. Our result indicates that ETS and low air humidity are important environmental factors in aircraft, and that atopy, and work stress could be significant risk factors for symptoms and environmental perceptions.

Made available in DSpace on 2012-09-06T01:12:18Z (GMT). No. of bitstreams: 2 license.txt: 1748 bytes, checksum: 8a4605be74aa9ea9d79846c1fba20a33 (MD5) 122.pdf: 1737819 bytes, checksum: 230764569a3caef7bec88e1a53c3df83 (MD5) Previous issue date: 1998 / Pouco estudado na literatura mundial e sem referências brasileiras disponíveis, o trabalho em convés de navios químicos representa um risco de exposiçäo à carga, risco este que varia de acordo com: a) natureza da carga, b) grau de automatizaçäo de navios e c) procedimentos utilizados na realizaçäo das tarefas. Descreve as operaçöes de três navios tanques que transportam produtos químicos numa rota que se inicia no Brasil, compreende Argentina, Caribe, Estados Unidos e termina o ciclo no Brasil. Apresenta dados da caracterizaçäo de um grupo amostral de 44 marítimos, quanto à distribuiçäo etária, hábitos de vida, história ocupacional, doenças pregressas e atuais, e queixas no momento do estudo. Em relaçäo à exposiçäo à carga, foram definidos três grupos homogêneos de exposiçäo: a) um grupo regularmente exposto, formado por contramestres, bombeadores, marinheiros e moços de convés; b) um grupo ocasionalmente exposto, formado por oficiais de naútica e imediatos; c) um grupo näo exposto, formado pelos oficiais de radiocomunicaçöes e pela tripulaçäo de câmara, composta de taifeiros e cozinheiros. Foram também realizadas, durante o trapeamento de tanques com tolueno, mediçöes das concentraçöes de tolueno ambiental e de ácido hipúrico urinário, no grupo que entrou no tanque para a atividade, e no restante da tripulaçäo de convés e câmara. Alguns fatores contribuíram para dificultar a definiçäo do risco químico do grupo estudado: a) a grande diversidade de tarefas e de produtos transportados e manuseados; b) os diferentes cenários de exposiçäo; c) a sazonalidade da exposiçäo; d) a variaçäo de comportamento de risco durante os períodos de embarque e em terra, nao foi possível quantificar o risco químico do grupo estudado. Ainda do ponto de vista epidemiológico, o tamanho dos grupos é um fator limitante pra a correlaçäo entre as queixas e os achados clínicos encontrados, e as atividades profissionais. As observaçöes realizadas possibilitam algumas correlaçöes e servem como base para a definiçäo de uma estratégia para estudos epidemiológicos mais complexos, e para a determinaçäo do risco toxicológico das funçöes de convés nos navios químicos. / The toxicological risk of exposition to cargo vapours, presented by deck personnel from chemical tankers, is present in a small number of references, on the available international scientific literature and has not been approached in Brazilian literature yet. The nature and magnitude of this risk depend on: a) cargo characteristics ; b) automation grade of the tanker ; c) procedures applied during the deck operations. This study describes the deck operations of three chemical tankers, which operate in a route Brazil-Argentina-Brazil-Caribic Region-USA-Caribic Region-Brazil. Data concerning a sample composed of 44 seamen is also presented, including age distribution, lifestyle, occupational hystory, diseases and accidents from the past, and actual signs and symptoms. Concerning the exposition to the cargo, three groups have been defined: 1) a regularly exposed group, composed by foremanship, bombers, deck mariners and boys; 2) an occasionally exposed group, formed by officers and first mate; 3) a non-exposed group, formed by radio-operators officers, cookers and steward. Air samples from tank atmosphere and biological samples from all the three groups have been collected, during manual removal of oil residues, for measurement of toluene in air samples and hippuric acid in urine. A number of factors played a role in the difficulty in defining a toxicological risk for the studied, sample such as: a) task :diversity; b) exposition cenario multiplicity; c) variety of cargo and handled products; d) distinct risk behaviour at sea and ashore. The groups size were a limitation factor for epidemiological analysis of causal relationships between professional activities and the presented signs and simptoms. The results make possible to establish some correlations and may be helpful for subsequent studies.