This thesis proposes a planning framework for Autonomous Electric Vehicle (AEV) charging. The framework is intended to help transportation decision-makers determine Electric Vehicle (EV) charging facility locations and capacities for the mixed fleet of Autonomous Vehicle (AV) and Human-driven Vehicle (HDV). The bi-level nature of the framework captures the decision-making processes of the transportation agency decision-makers and travelers, thereby providing solid theoretical and practical foundations for the EV charging network design. At the upper level, the decision-makers seek to determine the locations and operating capacities of the EV charging facilities, in a manner that minimizes total travel time and construction costs subject to budgetary limitations. In addition, the transportation decision-makers provide AV-exclusive lanes to encourage AV users to reduce travel time, particularly at wireless-charging lanes, as well as other reasons, including safety. At the lower level, the travelers seek to minimize their travel time by selecting their preferred vehicle type (AV vs. HDV) and route. In measuring the users delay costs, the thesis considered network user equilibrium because the framework is designed for urban networks where travelers route choice affects their travel time. The bi-level model is solved using the Non-Dominated Sorting Genetic Algorithm (NSGA-II) algorithm.

O presente trabalho a partir da caracterização da problemática dos transportes na área central de Uberlândia (MG), e com a utilização das ferramentas do software TransCAD (SIG-T), como problema de localização de instalações e roteirização de veículos, buscou-se propor uma alternativa que contribuísse para a distribuição urbana de cargas, principalmente nas áreas centrais urbanas, com foco na minimização dos custos de transporte e considerando a realidade brasileira e as atuais discussões sobre alternativas de inovações operacionais e tecnológicas. O método escolhido para o estudo de caso baseou-se nos dados georeferenciados da rede viária urbana e de movimentação de cargas na área central da cidade, de forma a orientar estratégias modernas e mais eficazes para distribuição física de produtos e proporcionar melhores condições no fluxo nestas áreas. O método ainda apoiou-se na definição e caracterização do conceito de logística urbana e de terminais logísticos, e a influência que exerceriam na distribuição urbana de cargas, principalmente nas áreas centrais, da cidade de Uberlândia. O software mostrou-se uma ferramenta de apoio a decisões no planejamento urbano. Pode-se validar o uso do software TransCAD na busca por soluções ótimas para os terminais logísticos e na roteirização dos veículos que compõem a frota dos terminais, assim, acredita-se que é uma ferramenta para operações logísticas. Mesmo com algumas limitações do software, este contribui para que chegássemos aos resultados finais alcançando os objetivos iniciais propostos. / The present work starting from the characterization of transport problem in the Uberlândia (MG) central area , and with the use of tools of the software TransCAD (SIG-T), as facility location problem and vehicle routing, it was looked for to propose an alternative to contribute to the urban goods distribution, mainly in the urban central areas, with focus in the minimization of the transport costs and considering the brazilian reality and the current discussions on alternatives of operational and technological innovations. The chosen method for the study of case based on the data of the urban road net and goods movement in the central area of the city, in way to guide modern and more effective strategies for physical products distribution and to provide better conditions in the flow in these areas. The method still leaned on in the definition and characterization of the concept of logistics urban and logistics terminals, and the influence that they would exercise in the urban goods distribution, mainly in the central areas, of the Uberlândia city. The software was shown a support tool to decisions in the urban planning. The use of the software TransCAD can be validated in the search by great solutions for the logistics terminals and in the vehicle routing that compose the fleet of the terminals, like this, it is believed that is a tool for logistics operations. Even with some limitations of the software, this contributes so that we arrived to the final results reaching the objectives initials proposed.

O presente trabalho a partir da caracterização da problemática dos transportes na área central de Uberlândia (MG), e com a utilização das ferramentas do software TransCAD (SIG-T), como problema de localização de instalações e roteirização de veículos, buscou-se propor uma alternativa que contribuísse para a distribuição urbana de cargas, principalmente nas áreas centrais urbanas, com foco na minimização dos custos de transporte e considerando a realidade brasileira e as atuais discussões sobre alternativas de inovações operacionais e tecnológicas. O método escolhido para o estudo de caso baseou-se nos dados georeferenciados da rede viária urbana e de movimentação de cargas na área central da cidade, de forma a orientar estratégias modernas e mais eficazes para distribuição física de produtos e proporcionar melhores condições no fluxo nestas áreas. O método ainda apoiou-se na definição e caracterização do conceito de logística urbana e de terminais logísticos, e a influência que exerceriam na distribuição urbana de cargas, principalmente nas áreas centrais, da cidade de Uberlândia. O software mostrou-se uma ferramenta de apoio a decisões no planejamento urbano. Pode-se validar o uso do software TransCAD na busca por soluções ótimas para os terminais logísticos e na roteirização dos veículos que compõem a frota dos terminais, assim, acredita-se que é uma ferramenta para operações logísticas. Mesmo com algumas limitações do software, este contribui para que chegássemos aos resultados finais alcançando os objetivos iniciais propostos. / The present work starting from the characterization of transport problem in the Uberlândia (MG) central area , and with the use of tools of the software TransCAD (SIG-T), as facility location problem and vehicle routing, it was looked for to propose an alternative to contribute to the urban goods distribution, mainly in the urban central areas, with focus in the minimization of the transport costs and considering the brazilian reality and the current discussions on alternatives of operational and technological innovations. The chosen method for the study of case based on the data of the urban road net and goods movement in the central area of the city, in way to guide modern and more effective strategies for physical products distribution and to provide better conditions in the flow in these areas. The method still leaned on in the definition and characterization of the concept of logistics urban and logistics terminals, and the influence that they would exercise in the urban goods distribution, mainly in the central areas, of the Uberlândia city. The software was shown a support tool to decisions in the urban planning. The use of the software TransCAD can be validated in the search by great solutions for the logistics terminals and in the vehicle routing that compose the fleet of the terminals, like this, it is believed that is a tool for logistics operations. Even with some limitations of the software, this contributes so that we arrived to the final results reaching the objectives initials proposed.

In this study, the design of a three-level distribution system is considered in which a single supplier ships a number of items to the retailers via a set of distribution centers (DC) and stochastic demand is observed at the retailers. The problem is to specify the number and location of the DCs, and the assignment of the retailers to the DCs in such a way that total facility, transportation, safety stock, and joint ordering and average inventory costs are minimized, and customer service requirements are satisfied. Single source constraints are imposed on the assignment of the retailers to the DCs. The integrated location/inventory model incorporates the inventory management decisions into the strategic location/allocation decisions by considering the benefits of risk pooling and the savings that result in the joint replenishment of a group of items. We develop two heuristic methods to solve the non-linear integer-programming model in an integrated way: (1) Improvement type heuristic, (2) Constructive type heuristic. The heuristic algorithms are tested on a number of problem instances with 81 demand points (retailers) and 4 different types of items. Both of the heuristics are able to generate solutions in very reasonable times. The results are compared to the results of the p-median problem and found that the total cost and the number of DCs can be lowered using our integrated model instead of the p-median problem. Finally, sensitivity analysis is performed with respect to the changes in inventory, transportation, and ordering cost parameters, and variability of the demand.

LKAB hanterar en av världens största malmkroppar vid en underjordsgruva i Kiruna. I samband med deras gruvbrytning uppstår stora mängder avfall som måste hanteras korrekt. De avfallsanläggningar som finns på området har idag platsbrist, därför finns incitament att bygga nya anläggningar. Inför utformningen av dessa nya anläggningar behöver avfallsflöden inventeras och analyseras. I detta arbete har det skett med diskret händelsesimulering baserad på historisk data. På grund av osäkra parametrar har flera scenarion tagits fram. Utformningen av anläggningarna beror på vilken kapacitet de förväntas ha, vilket är beroende av hur ofta anläggningarna ska tömmas och hur mycket avfall som förväntas uppstå på gruvområdet. För att sedan hitta bästa möjliga placering på de nya anläggningarna har ett modifierat anläggningslokaliseringsproblem tillämpats. Den optimala placeringen är i den norra delen av gruvområdet och minskar den totala körsträckan. Placeringen påverkas inte av större flöden. / In Kiruna the company LKAB has an underground mine with one of the largest iron ore quantities in the world. When producing the iron ore, a lot of waste arise that has to be taken care of in a correct way. Due to lack of space in todays waste facilities, there exists incentives to build new ones. To be able to design these new facilities, the flows of waste has to be investigated and analyzed. This has been done by discrete-event simulation based on historical data. Since some of the collected parameters are uncertain, different scenarios have been tested. The design of the facilities are dependent on what capacity they are expected to store, which is dependent on how often the facilities will be emptied and how large quantities will arise in the mining area. To find an optimal placement for the new facilities, a modified facility location problem has been implemented. The optimal placement is in the north part of LKAB’s mining area and will lower the total driving distance. The optimal placement will not be affected by larger flows.

Indiana University-Purdue University Indianapolis (IUPUI) / The aging infrastructure of a wastewater collection system can leak, capture ground water, and capture precipitation runoff. These are some of the most common problems in many of today’s US collection systems and are often collectively referred to as Rain Derived Inflow and Infiltration (RDII or I/I). The goal of this study is to investigate such optimized methods and their potential to improve flow monitor placement, especially for RDII studies, and to improve upon Stevens (2005) methodology. This project adopts a methodology from the “facility location problem”, a branch of operations research and graph theory. Solutions to a facility location problem will be adapted and utilized within a transportation GIS application to determine optimal placement.

No description available.

Thesis (MComm)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: FoodBank South Africa is an non-profit organisation formed to establish a national network of community foodbanks in urban and rural areas of South Africa, with all participants working towards the common goal of eliminating hunger and food insecurity. FoodBank Cape Town was the first of these community foodbanks launched in South Africa on 2 March 2009. The operations of FoodBank Cape Town include sourcing food and redistributing it to agencies (social services organisations running feeding programmes). Currently the majority of the food is sourced from the retail sector and then redistributed to approximately two hundred agencies. The logistics involved in both sourcing and distributing food are vital to the efficient functioning of FoodBank Cape Town. Since the costs associated with these logistics operations are very high, streamlining these operations has been identified as a priority area for efficiency improvement. The focus in this thesis is on the distribution logistics involved, specifically focussing on a facility location problem according to which FoodBank Cape Town can establish local distribution depots to which it delivers food and from which the agencies collect food assigned to them. A mixed-integer programming model is formulated for the above facility location problem and small test instances of the problem are solved using different exact and approximate solution methods in order to identify a suitable solution methodology for the full (large-scale) FoodBank Cape Town facility location problem. The full facility location problem is solved approximately by means of a meta-heuristic solution method in the more highly constrained instances, while an exact method is selected for solving the lesser constrained instances. The problem is first solved based on the distances between the warehouse and the depots as well as the distances between the agencies and the depots, for the twenty four instances where 17 to 40 depots are located. The model is then developed further to incorporate the cost of distribution. This cost-based facility location model is solved with a view to minimise the cost of food distribution from the warehouse to the depots and the cost of food distribution incurred by each agency to collect food from its assigned depot. A basic vehicle routing technique is applied to the cost-based facility location solution and the associated costs of the distribution are updated. This cost-based solution updating process is performed iteratively until the solution converges. Since the cost of food distribution depends on the vehicle fleet composition used, a vehicle fleet composition comparison of possible FoodBank Cape Town vehicles is performed to determine the most desirable vehicle fleet composition to be used for the distribution of food to depots. The results of the FoodBank Cape Town facility location problem and vehicle fleet composition comparison are presented and recommendations are made to FoodBank Cape Town regarding the preferred number of depots, the location of these depots and the preferred vehicle fleet composition. / AFRIKAANSE OPSOMMING: FoodBank South Africa is ’n nie-winsgewende organisasie wat ten doel het om ’n nasionale netwerk van gemeenskapsvoedselbanke in stedelike en landelike gebiede van Suid-Afrika op die been te bring, waarin al die deelnemers die gemeenskaplike doel nastreef om honger en voedselonsekerheid te elimineer. Foodbank Cape Town was die eerste van hierdie gemeenskapsvoedselbanke in Suid-Afrika en is op 2 Maart 2009 gestig. Die take van Foodbank Cape Town sluit in die versameling van voedsel en die verspreiding daarvan aan agentskappe (gemeenskapsorganisasies wat voedingsprogramme bestuur). Die oorgrote meerderheid voedsel is tans uit die kleinhandelsektor afkomstig en word aan ongeveer tweehonderd agentskappe versprei. Die logistiek wat met hierdie versamelings- en verspreidingsprosesse gepaard gaan, is sentraal tot die doeltreffende funksionering van FoodBank Cape Town. Aangesien die kostes verbonde aan hierdie logistieke prosesse baie hoog is, is hierdie aktiwiteite as ’n prioriteitsarea vir verbetering geidentifiseer. Die fokus in hierdie tesis val op die logistiek verbonde aan die verspreiding van voedsel deur FoodBank Cape Town, en meer spesifiek op die probleem van die plasing van ’n aantal lokale verspreidingsdepots waar FoodBank Cape Town voedsel kan aflewer en waar die agentskappe dan voedsel wat aan hulle toegeken is, kan gaan afhaal. ’n Gemengde heeltallige-programmeringsmodel word vir die bogenoemde plasingsprobleem geformuleer en klein gevalle van die model word deur middel van beide eksakte en benadere oplossingstegnieke opgelos om sodoende ’n geskikte oplossingsmetode vir die volle (grootskaalse) Food- Bank Cape Town plasingsmodel te identifiseer. Die volle plasingsmodel word aan die hand van ’n metaheuristiese oplossingstegniek benaderd opgelos vir hoogsbeperkte gevalle van die model, terwyl minder beperkte gevalle van die model eksak opgelos word. Die plasingsmodel word eers met die oog op die minimering van afstande tussen die pakhuis en verspreidingsdepots sowel as tussen die verspreidingsdepots en agentskappe vir die vier-en-twintig gevalle van die plasing van 17 tot 40 verspreidingsdepots opgelos. Die model word dan verder ontwikkel om ook die koste van die verspreiding van voedsel in ag te neem. Die koste-gebaseerde plasingsmodel word opgelos met die doel om die voedselbankkoste van voedselverspreiding vanaf die pakhuis na die lokale verspreidingsdepots sowel as die agentskapkoste van die afhaal van voedsel vanaf verspreidingsdepots te minimeer. ’n Basiese voertuigroeteringstegniek word op die koste-gebaseerde plasingsmodel toegepas en die verspreidingskoste word dienooreenkomstig aangepas. Hierdie aanpassingsproses van die koste-gebaseerde oplossing word herhaal totdat die oplossing konvergeer. Aangesien die koste van voedselverspreiding afhang van die voertuigvlootsamestelling, word ’n vergelyking tussen moontlike vlootsamestellings vir FoodBank Cape Town getref om die mees geskikte samestelling van voertuie vir die verspreiding van voedsel te vind. Die resultate van die FoodBank Cape Town verspreidingsdepot-plasingsprobleem en vlootsamestellingsvergelyking word aangebied en ’n aanbeveling word aan FoodBank Cape Town gemaak in terme van ’n geskikte aantal verspreidingsdepots, waar hierdie depots geleë behoort te wees, en ’n geskikte voertuigvlootsamestelling vir die verspreiding van voedsel.

Le besoin grandissant pour une planification urbaine plus durable et pour des interventions publiques visant à l'amélioration du bien-être collectif, ont grandement contribué à un engouement pour les espaces verts. Les parcs sont reconnus pour leur impact positif en zone urbaine dense, et nous sommes intéressés par l'application des concepts théoriques du domaine de la recherche opérationnelle pour assister les décideurs publics afin d'améliorer l'accessibilité, la distribution et la conception des parcs. Étant donné le contexte, nous sommes particulièrement motivés par le concept d'équité, et étudions le comportement des usagers des parcs à l'aide d'un modèle d'interaction spatiale, tel qu'appliqué dans les problèmes d'emplacement d'installations dans un marché compétitif. Dans cette recherche, nous présentons un modèle d'emplacement d'installations à deux étapes pouvant être adapté pour assister les décideurs publics à l'échelle de la ville. Nous étudions spécifiquement l'application aux espaces verts urbains, mais soulignons que des extensions du modèle peuvent permettre d'aborder d'autres problèmes d'emplacements d'installations sujets à des enjeux d'équité. La première étape de notre problème d'optimisation a pour but d'évaluer l'allocation la plus équitable du budget de la ville aux arrondissements, basé sur une somme du budget pondérée par des facteurs d'équité. Dans la deuxième étape du modèle, nous cherchons l'emplacement et la conception optimale des parcs, et l'objectif consiste à maximiser la probabilité totale que les individus visitent les parcs. Étant donné la non-linéarité de la fonction objective, nous appliquons une méthode de linéarisation et obtenons un modèle de programmation linéaire mixte en nombres entiers, pouvant être résolu avec des solveurs standards. Nous introduisons aussi une méthode de regroupement pour réduire la taille du problème, et ainsi trouver des solutions quasi optimales dans un délai raisonnable. Le modèle est testé à l'aide de l'étude de cas de la ville de Montréal, Canada, et nous présentons une analyse comparative des résultats afin de justifier la performance de notre modèle. / The recent promotion of sustainable urban planning combined with a growing need for public interventions to improve well-being and health in dense urban areas have led to an increased collective interest for green spaces. Parks have proven a wide range of benefits in urban areas, and we are interested in the application of theoretical concepts from the field of Operations Research to assist decision-makers to improve parks' accessibility, distribution and design. Given the context of public decision-making, we are particularly concerned with the concept of fairness, and are focused on an advanced assessment of users' behavior using a spatial interaction model (SIM) as in competitive facility locations' frameworks. In this research, we present a two-stage fair facility location and design (2SFFLD) model, which serves as a template model to assist public decision-makers at the city-level for the urban green spaces (UGSs) planning. We study the application of the 2SFFLD model to UGSs, but emphasize the potential extension to other applications to location problems concerned with fairness and equity. The first-stage of the optimization problem is about the optimal budget allocation based on a total fair-weighted budget formula. The second-stage seeks the optimal location and design of parks, and the objective consists of maximizing the total expected probability of individuals visiting parks. Given the non-linearity of the objective function, we apply a ``Method-based Linearization'' and obtain a mixed-integer linear program that can be solved with standard solvers. We further introduce a clustering method to reduce the size of the problem and determine a close to optimal solution within reasonable time constraints. The model is tested using the case study of the city of Montreal, Canada, and comparative results are discussed in detail to justify the performance of the model.

No description available.