<p>Composite structures can lower the weight of an airliner significantly. The increased production cost, however, requires the application of cost-effective design strategies. Hence, a comparative value is required which is used for the evaluation of a design solution in terms of cost and weight. The direct operating cost (DOC) can be used as this comparative value; it captures all costs that arise when the aircraft is flown. In this work, a cost/weight optimization framework for composite structures is proposed. It takes into account manufacturing cost, non-destructive testing cost and the lifetime fuel consumption based on the weight of the aircraft, thus using a simplified version of the DOC as the objective function.</p><p>First, the different phases in the design of an aircraft are explained. It is then focused on the advantages and drawbacks of composite structures, the design constraints and allowables, and non-destructive inspection. Further, the topics of multiobjective optimization and the combined optimization of cost and weight are addressed. Manufacturing cost can be estimated by means of different techniques; here, feature-based cost estimations and parametric cost estimations proved to be most suitable for the proposed framework. Finally, a short summary of the appended papers is given.</p><p>The first paper contains a parametric study in which a skin/stringer panel is optimized for a series of cost/weight ratios (weight penalties) and material configurations. The weight penalty, defined as the specific lifetime fuel burn, is dependent on the fuel consumption of the aircraft, the fuel price and the viewpoint of the optimizer. It is concluded that the ideal choice of the design solution is neither low-cost nor low-weight but rather a combination thereof.</p><p>The second paper proposes the inclusion of non-destructive testing cost in the design process of the component, and the adjustment of the design strength of each laminate according to the inspection parameters. Hence, the scan pitch of the ultrasonic testing is regarded as a variable, representing an index for the (guaranteed) laminate quality. It is shown that the direct operating cost can be lowered when the quality level of the laminate is assigned and adjusted in an early design stage.</p>

Made available in DSpace on 2016-12-23T13:51:47Z (GMT). No. of bitstreams: 1 Alexandre Arantes de Campos.pdf: 2259544 bytes, checksum: 5826ef0b242b57b0235485d774b6656e (MD5) Previous issue date: 2013-07-26 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / This research aimed at analyzing the operational performance and machine cost of eucaliptus mechanized planting. The data were collected on Northern of Espírito Santo State and Southern of Bahía State. The operational analysis was based on time and motion studies, aiming to determine the distribution of operating time, machine availability, use rates, operating efficiency, machine productivity. The cost analysis was based on cost of planting tree operational activities. The following activities were evaluated: clearing of stand waste, subsoiling, marking the plating pit with fertilization, planting, chemical weeding, covering fertilization. According to the results, the highest productivity time (57,08%) was observed in São Mateus region where there was no difference among the activities. The highest mean accessory time (17,24%) was observed in Posto da Mata region, additionally, the lowest percentage values for subsoiling (11,56%) and marking the plating pit with fertilization (12,90%). Planting activity demanded highest auxiliary time for both regions, Posto da Mata (21,42%) and São Mateus (13,08%). São Mateus region showed the lowest mean unproductive time (10,59%), where the highest was found in subsoiling (23,93%) and lowest in planting (3,14%). Comparing the results among the different activities between the regions, subsoiling had the highest service time (15,65%) in Posto da Mata and clearing stand waste (18,19%) highest in São Mateus. The other activities did not differ from each other. Considering the mechanical availability, there was no difference among activities inside the regions, although subsoiling (96,17%) had the highest percent in São Mateus and clearing stand waste (95,87%) in Posto da Mata. The highest use rate (71,92%) and operational efficiency (64,17%) were found in São Mateus whereas, there was no difference among activities. The highest productivity was observed for fertilization in both regions, where 2,52ha.h-1 was found in Posto da Mata and 2,99ha.h-1 in São Mateus. The highest operating cost was due to subsoiling (R$112,80/ha) whereas, fertilization showed the lowest operating cost (R$12,22/ha). The best indicators were observed in São Mateus region (highest productive time, better machines and equipments efficient use and lowest cost) / Esta pesquisa teve como objetivo analisar o desempenho operacional e custo das máquinas nas operações mecanizadas de implantação florestal em plantios de eucalipto. Os dados foram coletados nas regiões norte do Espírito Santo e extremo sul da Bahia. A análise do desempenho operacional consistiu em estudo de tempos e movimentos, a fim de determinar a distribuição dos tempos operacionais, disponibilidade mecânica, grau de utilização, eficiência operacional e produtividade das máquinas. A análise de custos consistiu na estimativa dos custos operacionais nas atividades de implantação florestal. Foram avaliadas as operações de afastamento de resíduos, subsolagem, coveamento com adubação, plantio, capina química e adubação de cobertura. De acordo com os resultados, o maior percentual de tempo produtivo (57,08%) foi observado na região de São Mateus, sendo que não houve diferença entre as operações. A maior média de tempo acessório (17,24%) foi observada na região de Posto da Mata, e os menores percentuais nas operações de subsolagem (11,56%) e coveamento com adubação (12,90%). O plantio possui o maior tempo auxiliar em ambas as regiões, sendo 21,42% em Posto da Mata e 13,08% em São Mateus. A região de São Mateus possui menor média de tempo improdutivo (10,59%) sendo o maior valor na subsolagem (23,93%) e o menor no plantio (3,14%). Comparando os resultados das regiões dentro das operações, a subsolagem (15,65%) possui maior tempo de manutenção em Posto da Mata e o afastamento de resíduos (18,19%) maior em São Mateus. Nas demais operações não houve diferença. Com relação a disponibilidade mecânica, não houve diferença entre operações dentro das regiões, porém a subsolagem (96,17%) possui maior percentual em São Mateus e afastamento de resíduo (95,87%) em Posto da Mata. O maior grau de utilização (71,92%) e eficiência operacional (64,17%) foi em São Mateus, sendo que não houve diferença entre as operações. A maior produtividade foi observada na operação de adubação em ambas as regiões, sendo 2,52ha.h-1 em Posto da Mata e 2,99ha.h-1 em São Mateus. A operação com o maior custo foi a subsolagem (R$112,80/ha). A adubação possui o menor custo (R$12,22/ha). Os melhores indicadores foram observados na região de São Mateus (maior tempo produtivo, melhor eficiência na utilização das máquinas e equipamentos e menor custo)

The future of electric aircraft is closing in, with several companies racing to develop the first electric aircraft for commercial use. Researchers believe that electric aircraft have many benefits compared to conventional aircraft: the decrease of emissions, cheaper costs in the chain of development from manufacturing to ticket prices and a decrease in both fuel costs and overall operating costs. Amidst the race for the development of electric aircraft for commercial purposes between new and existing manufacturers, there is missing information which is needed to understand the profitability of electric aircraft. The question remains of how much the cost will change between conventional aircraft and electric aircraft. The aim of this study is to compare the operating cost of an electric aircraft (with 19 seats) to similar conventional aircraft on regional routes. The comparison would inform the decision of airlines interested in investing in electric aviation. To help achieve the aim of the study, a comparison analysis, a cost calculation, and analysis, as well as a SWOT analysis were performed using data gathered through literature search, a case study, and interviews. The study was performed on two conventional aircraft, the Beechcraft 1900D and the Jetstream JS31, both turboprop aircraft powered by jet fuel, and an electric aircraft, Heart Aerospace’s ES-19. Common for all aircraft is the capacity of 19 seats and their utilization for short-range flights. The total cost of electric aircraft is between 15 to 22% cheaper than the operating cost for conventional aircraft. The most expensive category for electric aircraft is the ownership cost, which can be reduced through mass production of electric aircraft, as the ownership cost of aircraft is generally higher when fewer aircraft are made. The electric aircraft is currently at a disadvantage due to the weight of the batteries and overall aircraft weight, which increases the weight-related airport charges. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>

yes / This work describes how the design and operation parameters of the Multi-Stage Flash (MSF) desalination process are optimised when the process is subject to variation in seawater temperature, fouling and freshwater demand throughout the day. A simple polynomial based dynamic seawater temperature and variable freshwater demand correlations are developed based on actual data which are incorporated in the MSF mathematical model using gPROMS models builder 3.0.3. In addition, a fouling model based on stage temperature is considered. The fouling and the effect of noncondensable gases are incorporated into the calculation of overall heat transfer co-efficient for condensers. Finally, an optimisation problem is developed where the total daily operating cost of the MSF process is minimised by optimising the design (no of stages) and the operating (seawater rejected flowrate and brine recycle flowrate) parameters.

Composite structures can lower the weight of an airliner significantly. The increased production cost, however, requires the application of cost-effective design strategies. Hence, a comparative value is required which is used for the evaluation of a design solution in terms of cost and weight. The direct operating cost (DOC) can be used as this comparative value; it captures all costs that arise when the aircraft is flown. In this work, a cost/weight optimization framework for composite structures is proposed. It takes into account manufacturing cost, non-destructive testing cost and the lifetime fuel consumption based on the weight of the aircraft, thus using a simplified version of the DOC as the objective function. First, the different phases in the design of an aircraft are explained. It is then focused on the advantages and drawbacks of composite structures, the design constraints and allowables, and non-destructive inspection. Further, the topics of multiobjective optimization and the combined optimization of cost and weight are addressed. Manufacturing cost can be estimated by means of different techniques; here, feature-based cost estimations and parametric cost estimations proved to be most suitable for the proposed framework. Finally, a short summary of the appended papers is given. The first paper contains a parametric study in which a skin/stringer panel is optimized for a series of cost/weight ratios (weight penalties) and material configurations. The weight penalty, defined as the specific lifetime fuel burn, is dependent on the fuel consumption of the aircraft, the fuel price and the viewpoint of the optimizer. It is concluded that the ideal choice of the design solution is neither low-cost nor low-weight but rather a combination thereof. The second paper proposes the inclusion of non-destructive testing cost in the design process of the component, and the adjustment of the design strength of each laminate according to the inspection parameters. Hence, the scan pitch of the ultrasonic testing is regarded as a variable, representing an index for the (guaranteed) laminate quality. It is shown that the direct operating cost can be lowered when the quality level of the laminate is assigned and adjusted in an early design stage. / QC 20101112

Thesis (MSc)--Stellenbosch University, 2015. / ENGLISH ABSTRACT: INTRODUCTION The Western Cape Government (WCG) uses Vehicle Operating Cost (VOC) as part of their Road Management System since 1992. VOC is used in the process of prioritisation of maintenance projects as well as for the identification of economically viable maintenance strategies and is thus an integral part of the system. In 2001 changes to the VOC calculation methodology in the system to Highway Development and Management (HDM-4) system methodology occurred. The reasons were twofold – to bring the calculation method in line with world trends and due to lack of updated cost factors used in the previous methodology. In October 2001 a model was implemented with riding quality (IRI) as independent variable. This model was partly based on regression table data. As no geometric/topography data, defined as Terrain data, was available at this stage, Terrain was ignored. In 2006 WCG Systems were updated with Global Positioning System (GPS) data and a process to classify or categorise Terrain was initiated, thus providing the opportunity to include Terrain. As part of the redevelopment to include Terrain, it was decided to re-evaluate the vehicle fleet. METHODOLOGY Various alternative methods to develop the Modified Simplification equations were available and evaluated, e.g. regression or direct mathematical substitution. HDM-4 requires the input of Vehicle Type dependent cost parameters that is based on real vehicles. The WCG required that changes to these dependent parameters is feasible, so that they can be updated periodically. A set of equations therefore needed to be developed, allowing the input of Vehicle Type dependent parameters and the subsequent calculation of VOC with riding quality (IRI) as independent variable. This renders the use of regression analysis untenable. Composition of the vehicle fleet on each road section is required to utilise HDM-4 for analyses. In order to simplify calculations, different traffic strata was defined, i.e. Business, Commuter, Rural and General. In the evaluation of the Vehicle it is this strata and data from permanent counting stations that is used to compile a Vehicle fleet. MODEL DEVELOPMENT The Modified Simplification to include Terrain results in 48 combinations of Vehicle Type, Surface Type and Terrain Type for the basic equation of VOC. VOC = TCav + PARTSCOST + LABOURCOST +DEPCSTav ( )´ Length of road segment 1000 +(FuelCostav +OilCostav )´ Length of road segment av TC -Tyre Cost PARTSCOST -Parts Cost LABOURCOST - Labour Cost av DEPCST - Depreciation Cost av FuelCost -Fuel Cost av OilCost - Oil Cost The variables in VOC are defined by a couple of equations. For explanatory purposes a numeric example is presented. CONCLUSION AND RECOMMENDATION The implementation of this Modified Simplification has assisted not only the WCG, but also other entities, that also use the VOC (published annually) based on these principles. Interested parties have the option to include Terrain in their implementation. Caution should be taken when using the Modified Simplification, as it is important that the principles used to simplify HDM-4 apply to the implementation and the business rules of the Management system of the user. The current development will not require a redevelopment due to any vehicle fleet change in future as the decision to simplify all defined Vehicle Types in HDM-4 allows the new fleet to be updated. Recommendation for further research and development include: • Standalone function that is already considered by the WCG • Investigating Published Vehicle data • Economic vehicle data for use in specific applications / AFRIKAANSE OPSOMMING: INLEIDING Sedert 1992 gebruik die Wes-Kaapse Regering (WCG) voertuiggebruikskoste (VOC) as deel van hul Plaveisel Bestuurstelsels. VOC word gebruik in die proses van prioritisering van die instandhoudingprojekte sowel as vir die identifisering van ekonomies-vatbare instandhouding-strategieë en is dus 'n integrale deel van die stelsel. In 2001 is daar besluit om oor te skakel na die berekeningsmetode van Highway Development and Management (HDM-4). Die redes was tweeledig – om die berekeningsmetode in lyn met die wêreld tendense te bring; en as gevolg van 'n gebrek aan opgedateerde koste-faktore in die voorheen-gebruikte metode. In Oktober 2001 is 'n VOC-model, met rygehalte (IRI) as onafhanklike veranderlike geïmplementeer. Hierdie model was gedeeltelik gebaseer op regressie tabel data. Aangesien daar geen geometriese/topografiese data (gedefiniëer as terreindata) beskikbaar was nie, is die terrein geïgnoreer. In 2006 is WCG Stelsels opgedateer met Globale Positionering Stelsel (GPS) data en 'n proses om terrein te klassifiseer is van stapel gestuur. Deur die verandering in beskikbare data, is die geleentheid om terrein in te sluit in die VOC model geskep. As deel van die insluiting van herontwikkeling om terrein in te sluit, is daar besluit om die voertuigvloot te her-evalueer. METODOLOGIE Verskeie alternatiewe metodes om die Gewysigde Vereenvoudiging-vergelykings te ontwikkel was beskikbaar en is geëvalueer, bv. regressie of direkte wiskundige vervanging en vereenvoudiging. HDM-4 se voertuigafhanklike koste-parameters is op werklike voertuie gebaseer. Die WCG het vereis dat hierdie afhanklike parameters veranderbaar moet wees, sodat hulle dit van tyd tot tyd kan opdateer. Dit was dus nodig om 'n stel vergelykings te ontwikkel met die tipe voertuigkosteafhanklike parameters as insette. Verder moes alle vergelykings weer in terme van rygehalte wees. Dit maak die gebruik van regressie-analise ononderhoubaar. Samestelling van die voertuigvloot op elke padseksie is 'n vereiste om HDM-4 aan te wend vir ontledingsdoeleindes. Ten einde berekeninge te vereenvoudig is verskillende verkeerstrata gedefinieer, naamlik Besigheid, Pendel, Landelik en Algemeen. In die evaluering van die Voertuig is dit hierdie strata en data uit permanente telstasies wat gebruik word om 'n voertuigvloot saam te stel. MODELONTWIKKELING Die Gemodifiseerde Vereenvoudiging, insluitend terrein, het 48 kombinasies van tipe voertuig, oppervlak en terrein vir die basiese vergelyking van VOC: VOC = TCav + PARTSCOST + LABOURCOST +DEPCSTav ( )´ Length of road segment 1000 +(FuelCostav +OilCostav )´ Length of road segment TCav - Bandkoste; PARTSCOST - Onderdele-koste; LABOURCOST - Arbeidskoste; av FuelCost - Brandstofkoste; av DEPCST - Waardeverminderingskoste; av OilCost - Oliekoste Die veranderlikes in VOC word gedefinieer deur 'n paar vergelykings. Vir verduidelikende doeleindes word 'n numeriese voorbeeld ingesluit. GEVOLGTREKKING EN AANBEVELING Die implementering van hierdie Gewysigde Vereenvoudiging het nie net die WCG nie, maar ook ander entiteite wat ook die VOC (jaarliks gepubliseer) gebruik, bygestaan. Belangstellendes het die opsie om die terrein in hul implementering in te sluit. Dit is belangrik om ag te slaan op die beginsels wat gebruik is om HDM-4 te vereenvoudig tesame met die besigheidsreëls van die Gewysigde Vereenvoudiging, indien dit gebruik word. Die huidige model vereis nie 'n herontwikkeling as gevolg van enige voertuigvloot verandering in die toekoms nie. As gevolg van die besluit om alle gedefinieerde tipes voertuig te vereenvoudig, kan die voertuigvloot keuse net in die stelsel opgedateer word. Aanbeveling vir verdere navorsing en ontwikkeling sluit in: • Alleenstaande funksie wat reeds deur die WCG beskou word • Ondersoek Gepubliseerde Voertuig data • Gebruik van Ekonomiese voertuigdata vir sekere toepassings

Le choix d'un système de transport guidé de surface exploité en site propre (TCSP) est un travail complexe et difficile. Les différents systèmes peuvent sembler offrir des services équivalents pour les utilisateurs tandis que manquent souvent les informations nécessaires pour mieux distinguer les différences entre tel ou tel système. L'objectif de cette recherche vise, au-delà d'une présentation des différents systèmes guidés de surface qui structurent les réseaux de transport public en France, à procéder à une analyse comparative afin de mieux guider les choix des collectivités territoriales, dans le contexte des efforts qu'elles conduisent pour promouvoir des transports urbains répondant aux enjeux du développement durable. Les avantages et points faibles de chaque système est analysé et présenté de manière désagrégée. De manière complémentaire, est proposée et discutée une méthode multicritère ELECTRE III permettant d'agréger les résultats obtenus et de proposer le (ou les) système(s) le(s) mieux adapté(s) à différents contextes d'exploitation. Le résultat principal met en évidence le fait que le tramway moderne sur fer occupe une place privilégiée dans la majorité des scenarii. Cependant, le CIVIS, le Translohr, TVR et même le trolleybus ont leur place selon le contexte d'exploitation, dès lors en particulier que sont pris en compte les coûts d'infrastructure et d'exploitation associés. Les résultats de cette recherche nous encouragent en outre à recommander, chaque fois qu'il y a un projet de système de transport de surface, de passer en revue la gamme des systèmes et d'effectuer l'analyse comparative avec les différentes contraintes du lieu et du moment, en y intégrant une vision de moyen et long terme et les effets prévisibles sur l'aménagement urbain / The choice of a guided surface transit system operated on separated RoW is a complex and difficult task. Even if different transit systems could provide equivalent services to users, we often lack the necessary information to better distinguish among different systems. Beyond giving a presentation of different surface guided systems structuring the public transport networks in France, the aim of this research is to conduct a comparative analysis in order to better guide decisions of local authorities in their efforts to promote urban transport that meets the challenges of sustainable development. The advantages and the drawbacks of each system are analyzed and presented in a disaggregated way. In addition, a multicriteria method ELECTRE III is proposed and discussed for aggregating the results and proposing system(s) best suited for different operating conditions. The main result shows that the modern tramway on rail occupies a privileged place in most scenarios. However, the CIVIS, Translohr, TVR and even trolleybuses have their places with respect to operating conditions, given that the related infrastructure and operating costs are taken into account. The results of this research therefore encourage us to recommend, every time we propose a surface transit system, to review the whole range of systems and to do the comparative analysis with different context and time constraints integrating mid-term and long-term visions and predictable effects on the urban requalification

The purpose of this research was to observe the removal efficiency for copper (Cu), nickel (Ni), and zinc (Zn) using Electrocoagulation (EC) technique in a continuous flow reactor with a synthetic bilge water emulsion; and additionally, to discuss the operation cost of the treatment. The optimal configuration for EC treatment used combined electrodes, aluminum and carbon steel; flow rate of 1 L/min; effluent recycling and 7.5 amps; this optimal configuration achieved 99% of zinc removal efficiency, 70% of both, copper and nickel removal efficiency, and low operation costs. The current intensity did not have significance incidence on the removal efficiency. The analysis of cost per gram of removed contaminant indicated that nickel had an average cost of $1.95 per gram removed, zinc and copper had $0.60 and $0.88 per gram removed, respectively. To develop additional experiments with the EC reactor are required in order to optimize metal removal efficiency.

La presente investigación tiene como objetivo determinar la relación entre la concentración del mercado microcrediticio peruano y el margen financiero de las firmas. En vista de las diferencias en el desempeño de las instituciones microfinancieras se realizó un análisis enfocado en las cajas municipales debido a su participación en el microcrédito y a su antigüedad en el sector, pues un estudio agregado no permitirá analizar de manera correcta dicha relación. Para el análisis se utilizó información financiera de las cajas municipales peruanas durante el periodo Jul10 – Dic19 a través de un modelo de datos de panel lineal estático. Los resultados indican una relación negativa entre la concentración de mercado crediticio y el margen de intermediación financiera de las cajas municipales. Una posible explicación, es el incremento de la competencia en el mercado microcrediticio. De esta manera, el efecto de la concentración sobre el margen se vería opacado por el incremento de la competencia en el sector disminuyendo su poder de mercado, el cual les permitía incrementar sus márgenes. Los resultados obtenidos son relevantes ya que nos indican que el incremento de la concentración en el mercado microcrediticio peruano no ha tenido un efecto perjudicial sobre los principales clientes (micro y pequeñas empresas) de las CMAC gracias al incremento de la competencia, lo cual tiene sentido ya que los márgenes como las tasas de interés han ido disminuyendo en lugar de aumentar. Además, se encuentra que la variable de costos operativos tiene un gran impacto sobre el margen de las cajas municipales. / The objective of this research is to determine the relationship between the concentration of the Peruvian microcredit market and the financial margin of the firms. In view of the differences in the performance of microfinance institutions, an analysis focused on municipal savings banks was carried out due to their participation in microcredit and their seniority in the sector, since an aggregate study will not allow a correct analysis of this relationship. For the analysis, financial information was used from the Peruvian municipal savings banks during the period Jul10 - Dec19 through a static linear panel data model. The results indicate a negative relationship between the concentration of the credit market and the financial intermediation margin of the municipal savings banks. One possible explanation is the increased competition in the microcredit market. In this way, the effect of the concentration on the margin would be overshadowed by the increase in competition in the sector, reducing their market power, which allowed them to increase their margins. The results obtained are relevant since they indicate that the increase in concentration in the Peruvian microcredit market has not had a detrimental effect on the main clients (micro and small companies) of the CMACs thanks to the increase in competition, which makes sense. since spreads like interest rates have been decreasing instead of increasing. In addition, it is found that the operating cost variable has a great impact on the margin of the municipal savings banks. / Trabajo de investigación

This Master´s thesis deals with the analysis of the effectiveness of ventilation systems. The key concept of the thesis is HVAC system in buildings with low energy demand. In the most comprehensive chapter are some concepts clarified: air tightness, ventilation, air conditioning, heating and hot water preparation. The aim of the thesis is to define passive house in terms of acquisition and operating costs, including the ventilation system and to make comparison with systems applied in conventional construction with focusing on assessment of effectiveness of ventilation equipment.