Typescript (photocopy). / Digitized by Kansas Correctional Industries

published_or_final_version / Urban Planning / Master / Master of Science in Urban Planning

published_or_final_version / Environmental Management / Master / Master of Science in Environmental Management

published_or_final_version / abstract / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

published_or_final_version / Transport Policy and Planning / Master / Master of Arts

M.Comm. / Operational management is to plan and control the transformation process that converts the requirements of customers into a product or a service. The non programmed refurbishing of railway wagons at Transwerk (Germiston) is a very difficult task for the operational manager. The number of wagons and what to repair on each wagon, only become known when the wagon arrives at Transwerk. The planning and scheduling of resources like labour, material, facilities, equipment and cash flow are therefor not so easy. To overcome the difficulties of the planning and scheduling of resources, and to refurbish the wagons according to the customer's requirements and satisfaction, it is necessary to have an operational management model or system. This system comprises of functions like aggregate planning, production scheduling, planning for fixed and variable capacities, inventory planning, design of the operational process itself as well as the control of the whole system. All of this must be set in a framework of the company's overall strategy as well as the financial and operational strategies. The first part of this study deals with the heories of operational management. It is important that the operational manager is familiar with the types of decisions to be made and what concepts are available to optimise his decisions. He also needs to know which product positioning strategy and which process positioning strategy to take. In the case of Transwerk a make-to-order product positioning strategy will be used to refurbish the wagons, and a make-to-stock strategy to manufacture the components that are needed to repair the wagons. A job-shop process positioning strategy will be used, because no fixed process flow can be followed to repair the different wagons. In the second part of this study an empirical research was done. The frequency and number of the different types of wagons that were sent to Transwerk, as well as the occurrence of the repair types on the wagons, were researched. Four years (1992 to 1995 book year) of information were used. The number of wagons and when the wagons might come in for repairs in 1996, as well as what types of repairs to do, are forecasted by using quantitative techniques as time series decomposition and weighted moving averages. The forecast or aggregate plan is the starting point of any operational model. Finally the operational model is designed. The model starts with the business- and operational strategies followed by the production plan. The production plan, derived from the forecast, shows the wagons that are expected to be built for the next five years. Transwerk should check the major available resources to assure that the production can be met. After the production plan is authorised by the executive manager the operational manager can do the master schedule. This schedule shows by model level which wagon types are expected to be repaired per day per month. This information also comes from the forecast that was done. Out of the master schedule, the material- and capacity plans can be drawn up. Production can start once the operational manager finds the planning to be correct. It is important that every step in the model is controlled and that the plans are changed if necessary. A well defined operational management model will help Transwerk on the way to be a world class company.

This study describes analytical model as one innovative way to simulate Light Rail Transit (LRT) operations and calculate vehicular, transit and person delays at LRT crossings through Microsoft Excel. Analytical model emulates LRT trajectories from field and use these trajectories to clearly define train and car phases through Visual Basic for Applications (VBA) logic, which is part of analytical model. Simulation of train trajectories and calculations of delays were done for different LRT strategies and estimated roadway condition, Testing and validation of analytical model were performed in one case study in Salt Lake City (UT). Results show that analytical model is capable of emulating LRT trajectories and estimating delay at isolated LRT crossing. However, analytical model is not capable of simulating different train strategies at two or more LRT crossings, at the same time. Finally, extracted strategy provides savings from $100.000 to $200.000 in study area, on annual basis for projected year. / by Nikola Mitrovic. / Thesis (M.S.C.S.)--Florida Atlantic University, 2011. / Includes bibliography. / Electronic reproduction. Boca Raton, Fla., 2011. Mode of access: World Wide Web.

The world currently has more people living in cities than in rural areas. In the United States this is no exception, and as a result government policy is focusing on the supply of 'green' jobs that help repair and expand its infrastructure in an attempt to help curb non-renewable resource use. The expansion of public transportation throughout the country is one facet of the multi-pronged US government policy. In the tri-county area of South Florida (Palm Beach County, Broward County, and Miami-Dade County) a research study known as the South Florida East Coast Corridor Transit Analysis (SFECCTA) entered Phase 2 in January 2009. This study looks at incorporating the FEC freight corridor which transverses the downtown areas of 47 cities into a major North- South commuter system. This system would also supplement the existing commuter Tri- Rail corridor. The proposed methodology in this manuscript attempts to address the issue of providing an adaptable, efficient and convenient public transportation in a low to medium density environment where the automobile is the preferred mode of travel. Emphasis is placed on connecting existing origin and destination locations in and around the greater West Palm Beach metropolitan area in Palm Beach County, FL. The goal of the methodology is to establish potential routes that will connect high amounts of residence to places of social interaction, consumption, employment, and the proposed SFECCTA regional transportation system with Light Rail Transit as the end goal. As a result the proposed corridors focus on creating dedicated and shared right of ways that already exist via the road network. The discussion and conclusion provide methodology successes, improvements, and economic development recommendations. / by Dylan Kennard. / Vita. / Thesis (M.A.)--Florida Atlantic University, 2009. / Includes bibliography. / Electronic reproduction. Boca Raton, Fla., 2009. Mode of access: World Wide Web.

Thesis (M.A.)--香港中文大學. / Manuscript. / Includes bibliographical references (p. 194-209). / Thesis (M.A.)--Xianggang Zhong wen da xue. / Chapter 第一章 --- 概論 --- p.5 / Chapter 第二章 --- 鐵路總公司的成立 --- p.18 / Chapter 第一節 --- 甲午戰爭前盛宣懷的事業 --- p.18 / Chapter 第二節 --- 鐵路總公司的成立經過 --- p.24 / Chapter 第三節 --- 盛宣懷督辦鐵路總公司 --- p.28 / Chapter 第三章 --- 鐵路總公司經營的主要鐵路 --- p.42 / Chapter 第一節 --- 列強在華鐵路建築權的爭奪戰 --- p.42 / Chapter 第二節 --- 蘆漢鐵路 --- p.48 / Chapter 第三節 --- 滬寧鐵路 --- p.70 / Chapter 第四節 --- 道清鐵路 --- p.75 / Chapter 第五節 --- 正太鐵路與汴洛鐵路 --- p.80 / Chapter 第四章 --- 鐵路總公司經營鐵路的資本來源 --- p.136 / Chapter 第一節 --- 鐵路外債 --- p.136 / Chapter 第二節 --- 舉借外債的原因 --- p.140 / Chapter 第五章 --- 鐵路總公司的撤銷與郵傳部的成立 --- p.158 / Chapter 第一節 --- 盛宣懷的失勢與鐵路總公司的撤銷 --- p.158 / Chapter 第二節 --- 郵傳部的成立 --- p.168 / Chapter 第六章 --- 結論 --- p.186

Thesis. 1976. M.S.--Massachusetts Institute of Technology. Dept. of Civil Engineering. / Microfiche copy available in Archives and Engineering. / Includes bibliographical references. / M.S.