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Service advancement strategy in analyzing the future of LTE-R for next-generation smart trainsLigwa, Mario January 2018 (has links)
Thesis (Master of Engineering in Electrical Engineering)--Cape Peninsula University of Technology, 2018. / This research investigates and presents selected issues and aspects related to the railway mobile network (GSM-R) analysis and its shortcomings. Research studies show that millions of South Africans commuters are dependent on trains for daily movement activities, which significate contribute towards economic growth. Over the two decades, the exponential growth in wireless broadband service indicates the need for GSM-R improvement so that it can support the modern IP based protocol. The principle of implementing the digital network in railway already demonstrated significate improvement in the railway environment, especially in communication and signalling. Train traffic and train communications are the most critical aspects of railway scenarios due to safety and reliability. Both features form fundamental content to this research thesis. The exponential increase in Internet protocol (IP) based services and higher bandwidth requirements in modern technology applications have pushed the current Global system mobile for railway (GSM-R) technology to its maximum capacity as such the (GSM-R) platform is going to obsolete soon. There is a great need for the development of improved IP based networks for the future of the next generation network for fast smart trains to meet desired higher data low latency while improving quality of service (QoS). The focus of the research study is on modelling of an effective sharing method between public LTE and LTE-R without addition mobile infrastructure by utilizing train access unit (TAU), the main purpose is for public network (LTE) to handle railway emergency service including drop calls to improve quality of service (QoS). The second focus is an improvement of signal reception by spreading signals over wide spectrum range by utilizing Orthogonal variable spreading factor (OVSF) technique where LTE-R is not deployed as noted that this technique is deployed in the 3G network. The proposed scheme has adopted features in modern evolution communication and both scenarios were investigated modelled and simulated with comparison results showing better improvement in proposed conditions, there are many challenges in high-speed railway such as handover procedure and Doppler shift due to the velocity of the moving train.LTE-R has provided many solutions such as seamless handover, capacity availability as well as enhanced performance in both uplink and downlink. Digital evolution for railway GSM-R has been deployed in most developed countries in Europe and also expanded into Africa, there is a greater need for the seamless network to be developed due to an increased number of packet based services. Urban rail is the backbone of public transport in South Africa which is the Passenger Rail Agency of South Africa (PRASA). PRASA, and is the parent operator. Currently, PRASA has implemented digital railway network (GSM-R) to meet a high standard in railway. Modem demand and challenges require a cost-effective system to support IP orientated systems due to an increased number of packet-based services in the railway sectors.
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Alignment between business and IT strategies : a case study at a transport organisationConstance, Leroy David William January 2011 (has links)
Thesis (MTech (Information Technology))--Cape Peninsula University of Technology, 2011. / For almost three decades practitioners, academics, consultants, and research organisations
have identified 'attaining alignment between IT and business' (Luttman & Kempaiah, 2007),
as a pervasive problem. Despite the wide acceptance of the term "strategic alignment", there
was no consensus on how to achieve alignment. The research philosophy was of an
interpretive study and an inductive research approach was used. The research strategy was
by means of a case study, namely PRASA Western Cape, a business unit of Passenger Rail
Agency of South Africa (PRASA). The time horizon for this research was cross sectional. For
the data collection a semi-structured interview, supported by secondary data from the
business plan and annual report, was used. The research problem was "PRASA has
dysfunctional and fragmented institutional arrangements, resulting in misalignment between
business and IT". The primary research question to address this problem was "How can
PRASA manage strategic alignment between business and IT?" The aim of this research was to understand why the misalignment between business and IT
strategies exists at PRASA. A further aim was to propose a guideline to manage alignment
between business and IT strategies with the intention of overcoming the fragmented and
dysfunctional institutional arrangements. To address resolving the research problem three
theoretical models were used. The strategic alignment model was used to ascertain the
strategic perspective of PRASA as well as to identify the external strategic fit and internal
functional integration of an organisation. The second model used was the strategic alignment
maturity model. This model was used to identify the alignment maturity of the business/IT
strategies. The final model used was the balanced scorecard. Alignment is one of the best
practices recommended by the balanced scorecard, and it recommends aligning all to the
strategy of the company. The reason for using the balanced scorecard was that the company
currently uses this tool to manage performance. The research finding concluded that PRASA had the strategic execution alignment
perspective - business strategy dictates the IT strategy. The overall strategic alignment
maturity of the organisation was found to be in initial process. The balanced scorecard
methodology was known by all, yet few knew what the performance measures for the
organisation was for the year. The triangulated conclusion was that strategic alignment
between business and IT was a problem at PRASA. The recommendation was that the
organisation conducts three surveys firstly to identify its strategic choice, secondly to identify
the strategic alignment maturity and lastly to do a balanced scorecard best practice survey.
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The recommendation and validation of an appropriate physical asset management policy for Prasa’s Metrorail divisionRommelspacher, Karl Otto 03 1900 (has links)
Thesis (MScEng)--Stellenbosch University / ENGLISH ABSTRACT: The
decline
of
the
passenger
rail
transport
system
of
South
Africa
over
the
past
two
decades
has
left
the
passenger
rail
industry
in
a
difficult
position.
The
most
significant
impact
has
been
the
deterioration
of
the
physical
assets.
Due
to
the
renewed
focus
by
government
on
passenger
rail
transport,
the
need
for
improving
the
physical
asset
management
has
been
recognised.
Physical
asset
management
manifests
itself
through
the
application
of
strategies.
The
need
for
new
and/or
updated
strategies
was
identified
and
summarily
examined.
Through
the
initial
literature
study,
it
was
found
that
strategies
are
founded
on
the
specific
maintenance
policy
of
an
organisation.
The
application
of
the
new/updated
strategies
was
intended
to
take
place
at
Metrorail.
An
investigation
at
Metrorail
revealed
the
lack
of
any
significant
policy
that
is
required
to
develop
any
new
strategies.
This
discovery
led
to
a
shift
in
focus
from
the
development
of
new
strategies
to
the
development
of
a
physical
asset
management
policy.
A
generic
policy
statement
called
Requirement-‐based
Asset
Management
(RAM)
was
developed,
with
its
primary
focus
being
the
conducting
of
maintenance
activities
based
on
the
requirements
of
the
organisation,
the
employees,
the
asset
and
the
customer.
In
order
to
evaluate
the
suitability
of
RAM,
a
strategic
roadmap
was
developed
based
on
the
policy
statement
and
validated
in
three
areas
of
Metrorail.
These
three
areas
were
the
wheel
set
maintenance
system,
the
Top
7
fault
evaluation
procedure
and
the
scheduled
maintenance
cycle
of
the
train
sets.
The
application
procedure
concluded
that
the
roadmap
and
thus
by
deduction
RAM
are
suitable
for
the
Metrorail
environment.
RAM
can
be
used
to
develop/improve
an
organisation’s
physical
asset
management
policy. / AFRIKAANSE OPSOMMING: Die
agteruitgang
van
die
vervoerspoorwegstelsel
vir
passasiers
gedurende
die
afgelope
twee
dekades
in
Suid-‐Afrika
het
hierdie
bedryf
in
‘n
moeilike
posisie
geplaas.
Die
mees
beduidende
impak
van
hierdie
verwaarlosing
is
die
agteruitgang
van
die
instandhouding
van
fisiese
bates.
Die
regering
se
hernuwe
fokus
op
die
vervoer
van
passasiers
per
spoor
het
gelei
tot
die
herkenning
van
die
behoefte
aan
verbeterde
bestuur
van
fisiese
bates.
Die
bestuur
van
fisiese
bates
word
gemanifesteer
deur
die
toepassing
van
strategieë.
‘n
Behoefte
aan
nuwe
en/of
opgedateerde
strategieë
is
geïdentifiseer
en
nagevors.
Die
aanvanklike
literatuurstudie
het
bevind
dat
strategieë
op
‘n
organisasie
se
spesifieke
instandhoudingsbeleid
gebaseer
is
en
die
toepassing
van
hierdie
nuwe
en/of
opgedateerde
strategieë
is
beplan
by
Metrorail.
‘n
Gebrek
aan
‘n
noemenswaardige
beleid
wat
vereis
word
vir
die
ontwikkeling
van
nuwe
strategieë
is
by
Metrorail
gevind.
Hierdie
bevinding
het
‘n
fokusverskuiwing
tot
gevolg
gehad
–
van
die
ontwikkeling
van
nuwe
strategieë
na
die
ontwikkeling
van
‘n
bestuursbeleid
vir
fisiese
bates.
‘n
Generiese
beleidsverklaring
genaamd
“Requirement-‐based
Asset
Management”
(RAM),
met
die
primêre
fokus
op
instandhoudingsaktiwiteite,
is
ontwikkel
en
is
gebaseer
op
die
behoeftes
van
die
organisasie,
die
werknemers,
bates
en
kliënte.
‘n
Strategiese
metodologie
wat
op
die
beleidsverklaring
gebaseer
is,
is
ontwikkel
om
die
geskiktheid
van
die
RAM
te
evalueer
en
is
dit
in
drie
areas
van
Metrorail
gevalideer.
Hierdie
drie
areas
sluit
in
die
instandhoudingstelsel
vir
wielstelle,
die
prosedures
betrokke
by
die
evaluasie
van
die
sewe
mees
beduidende
foute,
en
die
geskeduleerde
instandhoudingsiklus
van
die
treinstelle.
Deur
die
toepassingsprosedure
is
die
gevolgtrekking
gemaak
dat
die
metodologie,
en
gevolglik
die
RAM,
geskik
is
vir
die
Metrorail-‐omgewing.
Die
RAM
kan
dus
gebruik
word
vir
die
ontwikkeling
en/of
verbetering
van
‘n
organisasie
se
bestuursbeleid
vir
fisiese
bates.
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Redesigning a commuter rail system to accommodate passengers with special needsGabara, Tshegofatso 25 January 2019 (has links)
M. Tech. (Industrial Engineering, Faculty of Engineering and Technology), Vaal University of Technology. / In South Africa, the provision of equitable and accessible public transport is still in the early stage of development and growth. PRASA has adopted programmes that drive and promote the implementation and integration of a universal design that should meet the varying requirements of its customers. PRASA acknowledges that its facilities should be focused on the delivery of public service that acts as a catalyst and enabler within South Africa in overcoming differentiation in gender, race, income, opportunity and mobility.
Facilities’ managers and especially rail managers, through facilities planning, should provide proactive service delivery to its stakeholders. In South Africa, the majority of train stations are not designed to cater for persons with special needs. Therefore, these facilities must comply with national imperatives; resulting in a need to design new facilities or redesign current train stations’ facilities so as to accommodate the diversity of human characteristics within the population, as a whole, in order to promote equal access to services and opportunities for persons with disabilities as expected in all spheres of government. This means that there are dynamic and heterogeneous elements that should be controlled in the commuter rail system design.
The redesigning of some train stations had been undertaken and improvements achieved at some train stations e.g. Gautrain. The issue that arises is that there cannot be a one-to-one transfer of model to design another facilities. This is due to the constraints of space, monetary costs and information on customers or level of activeness in the facility. Companies don’t always have a lot of money at their disposal making money to become an issue. If there’s an abundance of space then one can design the train layout the way he/she wants. However this is not always the case and therefore, the available space has to be planned accordingly. Furthermore, one needs to know information on (the number of) their customers in order to plan and be able to meet their requirements.
This project proposes the use of an improved flow-pattern measurement technique (i.e. integration of techniques), specifically improved From-To-Chart techniques, to assess the efficiency of the current layout while considering the constraints of variables expectations from customers and variable rewards for rendering services to different types of customers. An improved and effective layout was then proposed. The efficiency of the proposed new layout was compared with that of previous layout so as to ascertain on stakeholders’ confidence. Simulated Annealing was also used to compare different peak periods and their efficiencies so as to decide on the layout that is suitable for the commuter rail system under the different peak scenario. The Direct Clustering Algorithm was furthermore employed to try to group facilities that render similar services into cells so as to minimise movement or material handling.
Results revealed that a flexible train station layout whose flow pattern can be regularly adjusted to minimize costs and to accommodate the ever-increasing expectations should be adopted. It is hoped that station managers who adopt such guides will improve on customer’s expectations.
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