Thesis (M. Arch.)--University of Maryland, College Park, 2005. / Includes bibliographical references (p. 96-99). Also available online.

Thesis (M.Com. (Marketing Management and Information Systems))--University of the Witwatersrand, Faculty of Commerce, Law and Management, School of Economic and Business Sciences, 2016. / It was realised that there are inefficiencies at Company X’s plant K shunting yard; service time was long and the idling time of the locomotives was long. Locomotives can be utilised for other purposes in the plant. This has implication in resource planning and productivity in the company. The study deals with the simulation of the Company X rail network in plant K. The focus is on how shunting and product transportation takes place. A background on the study is given, taking into consideration elements which have been included in the study. These include the locomotives and the Block Train Rail Tanker Cars (RTCs). These containers transport different products from Town L to Town M. The study focuses on the transportation of five products. The study also includes the domestic and international Product E trains arriving at the Product E loading and offloading zone. Simulation model which represents the current-state situation was developed, using SIMIO software package. The study examined how service speed during the process of loading and offloading of products in the plant can be improved. The study also focused on locomotives travelling speed and idling time. Conclusions and recommendations have been made on the model developed. The results obtained were also discussed and analysed. / DH2016

Abstract: The theory of value capture is simple to understand and easy to sell, promising self-fulfilling virtuous cycles of value generation, capture, and redistribution. Countless studies document value creation attributable to public interventions, providing guidance on the type and extent of potential benefits. Scholars too have set forth parameters for optimal value capture conditions and caution against common pitfalls to keep in mind when designing value capture plans. But even when utilizing the best advice, equitable redistribution of benefits rarely occurs in neoliberal economies, leaving municipalities struggling to meet the myriad of social needs and provide basic services for all their inhabitants. Invariably, capitalistic real estate states seek to financialize public assets for private gain. Nowhere is this more apparent in New York City today than in the outcomes thus far of one of the largest public-private developments in New York history at Hudson Yards. This dissertation documents the failure of the value capture scheme put in place at Hudson Yards which neither captured fair market value for the public, nor extracted much public benefit. The scheme aimed to leverage vast tracts of publicly-owned land above operational rail yards at the Far West Side of Manhattan. Instead, public action under the guise of public purpose catalyzed the private financialization of a finite public asset, through the seemingly benign but inherently complex public policy tool of value capture finance. In particular, this dissertation tells the detailed development story of Hudson Yards, where developers reap huge rewards for their risks while the public still waits for what was promised — an all too familiar story.

Presently there are extremely high expectations on the railway in Sweden. As a result of the political will to strengthen the railways position in the transport market, a number of major railway projects have therefore been decided. However, the political ambition has also resulted in a greater need of capacity than before. Which has led to an overload of the Swedish railway network and therefore also wear of tracks, locomotives and wagons.Since the railway in comparison with for instance the car not always has been the most popular mode of transportation, then only a small part of the investment has been devoted to developing its system. This has resulted in matters and tasks within the area being greatly put aside. An example of a issue that has not been prioritized concerns guidelines for the shaping and usage of the walking ways on railway yards. At present, there are no guidelines for how these walking ways should look and be used, which has resulted in a number of injuries and accidents occurring among the workers.The purpose of this work is therefore to present new suggestions for the design and use of these walking ways. The goal has been to develop an overall assessment of the situation based on a visit to the railway yard in Hagalund, interviews with experts and an information gathering within the topic. This is intended to form the basis for the suggestions and in the future also for a safer environment for the workers.During the site visit to the depot in Hagalund, it was discovered that some of the walking ways in the yard were in need of maintenance. It turned out that they were not being filled up, because the stone fractions are considered to contaminate the macadam laying next to it. During the site visit, one saw how some of the streets disappeared among larger fractions and that there was macadam Class I on the yard, although it is not allowed to be there. With the help of the interviews, one could map out the reason why it looks like it does today at the depot in Hagalund. In the discussions with the various characters, there was clearly a need to renew and standardize the guidelines for how these walking ways should be built and maintained. With the help of the site visit and the interviews, our proposals for guidelines were developed. One proposal is at least a width of 0.7 m along streets intended for walking along existing tracks and 0.7-1 m along future ones.