The master’s thesis considers a project proposal for reduce changeover time by application one of the lean manufacturing methods. The thesis specifies the basic theoretical concepts and methods of project management and lean manufacturing. It contains analysis of the current state of injecting moulding machine and workplace. The main output of the thesis is compiled the project plan.

Educational restructuring is an international phenomenon, which emphasizes flexibility, local decision-making, self-regulation and innovation in contrast to previous bureaucratic governing and standardised teaching. Current reforms aim at a school adapted to the emerging information- and knowledge intensive society. The aim of the dissertation is to examine current curriculum reforms concerning the governing and organisation of time in compulsory school. In what ways is the temporal order of schools changing in a late modern post-industrial society? What new conditions for teaching are these changes implicating? What kinds of dilemmas emerge for different school actors in conducting these reforms? By using critical discourse analysis, educational reforms are studied as a dynamic discursive practice with different concurring imperatives formatted in tension fields of cultural, social and political changes. Four case studies are used to explore how a current Swedish curriculum reform, Without a National Timetable in Compulsory School, was conducted in an experiment period over five years. The local appropriation of the policy intentions was found to depend on: (i) the preparedness of reform within the particular school, (ii) the dominant school culture, (iii) the local decision-making processes, and (iv) variations in reform mobilisation (identified in the case studies as micro-political struggle, resistance by evasiveness, preservation of consensus and stratification). The results demonstrate that curriculum reform, the ongoing movement of educational restructuring, is not a linear unambiguous process of application. On the contrary, it is a discursive arena, which has a great impact as it involves discourses of efficiency and quality development, increased professionalism, economical cost-reduction, choice and devolution. These discourses involve concurring imperatives for school actors to handle time in the organisation of teaching dependent upon how they are positioned as (i) effective ‘goals makers’ (ii) problem-solvers, who remove obstacles for individual learning projects, (iii) strategists in a more competitive educational landscape, (iv) and moral agents, who in deliberation with others work towards a fair and equal school. It is concluded that for school actors, who work under the crossfire of educational restructuring, these imperatives pose a number of complex dilemmas.

This work deals with the planning of teaching and exams schedules at the Faculty of Information Technology of the Brno University of Technology. The goal is to design and create a new web-based information system that will help to create new schedules and allow students to be involved in the planning process. The application will be tailored to the requirements of the faculty, whose detailed analysis forms the first part of this work. The second part deals in detail with the design, implementation and testing of the created application, which was already used in planning the actual schedules.

Final thesis deals with solution of technological project of apartment block. Thesis contains technological prescription, control and test plans and budget for stage of ground works, shell construction and roofing. Roofing system design, timetables and plan of resources are also included.

L'amélioration de l'efficacité énergétique est devenue aujourd'hui une nécessité dans tous les domaines techniques. La réduction de la consommation, et donc du bilan carbone, est placée parmi les priorités mondiales tel que le paquet énergie-climat 2020 de l'Union Européenne.Les systèmes ferroviaires font partie des plus grands consommateurs d'énergie. Des solutions électriques sont développées pour réduire les pertes dans ces systèmes, optimiser la consommation et donc réduire la facture énergétique globale. Étant donné la diversité de ces systèmes, deux catégories principales sont considérées. La première regroupe les lignes urbaines caractérisées par une électrification en mode DC et un trafic relativement dense. Dans ce cas, l'énergie de freinage brûlée dans les rhéostats des trains constitue une perte considérable. La solution proposée consiste à récupérer cette énergie à l'aide d'un DC micro-grid installé dans une station passager. Elle permettra une interaction avec son environnement non-ferroviaire comme par exemple réutiliser cette énergie pour charger des bus électriques hybrides stationnant à proximité. Ce micro-grid contient un premier convertisseur DC/DC qui récupère l’excès d'énergie de freinage d'un train et l'injecte dans un DC busbar. Un deuxième convertisseur DC/DC va ensuite la stocker dans un système de stockage hybride pour que le bus électrique puisse se charger une fois branché au DC busbar. Le micro-grid est relié au réseau par un onduleur réversible AC/DC de faible puissance. L'ensemble est géré localement par un système gestion de puissance. Une évaluation énergétique montre que cette solution est intéressante lorsqu’un investissement, station de charge, est nécessaire pour charger les bus. En plus, dans le cas du DC micro-grid, aucun contrat avec le fournisseur d’électricité n’est nécessaire. La stabilité du système est aussi étudiée et une commande de stabilisation, le backstepping, est appliquée. Ce nouveau concept d’une future station intelligente permettra au système ferroviaire de communiquer avec son environnement qui est en pleine évolution.La deuxième catégorie est constituée par les lignes régionales et les lignes à grandes vitesses fonctionnant en mode AC. Contrairement au cas précédent, l’excès d’énergie de freinage est renvoyé à travers les sous-stations d’alimentation. Par conséquence, une deuxième solution propose la réduction de la consommation totale par l’optimisation du profile de vitesse de chaque train et la synchronisation de la grille horaire. Ceci est réalisé à l’aide d’un algorithme d’évolution différentielle. Chaque profile de vitesse est découpé en zones auxquelles sont attribuées des paramètres de conduite. L'optimisation de ces derniers permet de générer un nouveau profile de conduite optimal. Les résultats montrent la possibilité de faire des économies d’énergie tout en respectant la ponctualité des trains. / Increasing energy efficiency is nowadays a requirement in all technical fields. The reduction of global consumption, thus carbon footprint, has become the world's priority, as for example, the climate and energy package of the European Union.Railways' share of energy consumption is one of the highest. Electrical solutions are developed in order to reduce these systems' losses, optimize their consumption and reduce global energy bill. Given their diversity, two main categories are considered in this study. The first one consists of urban lines that are characterized by a DC electrification and a relatively dense traffic. In this case, braking energy burned in trains' rheostats represents the main share of losses. The proposed solution is to recuperate this energy using a DC micro-grid implemented in a passengers' station. It allows an interaction with the non-railway electrical environment, for example, re-using this energy in charging electric hybrid buses parked nearby. The excess of braking energy is recuperated using a DC/DC converter and injected into a DC busbar. A second DC/DC converter will store it in a hybrid storage system. It will then serve to charge the buses connected to the DC busbar. The micro-grid is also connected to the grid using a low power AC/DC converter. A power management system ensures optimizing power flow between different components. An energy evaluation showed that this solution is a good Investment especially because no contract is needed with the energy provider. The system's stability is studied and a stabilizing command, the backstepping, is applied. This new smart station allows railways to communicate, energetically, with its evolving environment.The second category is suburban and high speed lines that are AC electrified. Contrarily to the previous case, braking energy is reinjected to the upper grid through substations. Therefore, a second solution is to reduce global energy consumption by optimizing trains' speed profiles and timetable's synchronization. It is done using a differential evolution algorithm. Each speed profile is divided into zones to which are associated driving parameters. The optimization of the latter allowed generating new optimal speed profiles and a less-consuming timetable. Simulation results showed that it is possible to make important energy savings while respecting train's punctuality.

University course planning and scheduling is the process of determining what courses to offer, how many sections are needed, determining the best term to offer each section, assigning a faculty member to instruct each section, and scheduling each section to a timeslot to avoid conflicts. The result of this task has an impact on every student and faculty member in the department. The process is typically broken down into three major phases: course offering planning, faculty assignment to planned course sections, and course scheduling into timeslots. This thesis looks at each of these phases for the Industrial and Manufacturing department and brings them together into a decision support and scheduling system. A decision support tool is created to facilitate planning of course offerings. Operations research is applied to assign sections to faculty members using a faculty preference driven integer linear programming model in order to minimize dissatisfaction in the department. Next, the faculty-section pairs are scheduled into university timeslots using a complex integer linear programming model. This scheduling model takes into consideration the faculty member time availability and preferences and general student time slot preferences as it minimizes dissatisfaction while avoiding conflicts among labs, faculty members and courses offered for each class level.

La régulation ferroviaire sur de vastes zones est un problème complexe. Elle intervient dans la phase opérationnelle de la production. Son rôle consiste à trouver de nouvelles solutions en termes de planification des mouvements de trains suite à l'apparition d'un incident empêchant la réalisation normale du plan de transport préétabli dans les phases amont de la production.La contribution de ce travail s'organise autour de trois axes.Le premier consiste à définir une formalisation exhaustive du système ferroviaire, associé à une représentation plus cohérente (modèle multiniveau).Le deuxième axe s'articule autour de l'étude des modèles mathématiques pour la régulation du trafic ferroviaire: évolutions d'un modèle en temps continu complet (espacements dynamiques), proposition d'un modèle innovant à temps discret et d'un modèle mixte (continu-discret) adossé au modèle multiniveau.Enfin, le dernier axe traite de la mise en oeuvre concrète au niveau industriel, en particulier des gains attendus du couplage avec un outil de simulation. / On-line re-scheduling of trains aims to find accurate solutions after an incident has occurred on the railway network. When we consider a large area, solutions consist in calculating new timetables, sequences and routes of trains. This problem asks for decision support tools based on operational research techniques.This thesis aims to develop solutions toward an operational tool, it articulates around three main parts. The first part defines an exhaustive model of the railway system operations and a multiscalable description of the infrastructure.The second part presents three mathematical models of the rescheduling problem associated with this description. We preset a exhaustive continuous time based model including headways that take into account speeds of trains, plus a discrete time based model and an hybrid model combining both formulations.The last part describes first implementations and the global framework we need to develop in order to solve the real world problem. It emphases on expected synergies, specilaly between simulation and optimization techniques.

Cette thèse décrit de façon précise les éléments techniques et les fondements économiques qui permettent de caractériser la problématique de la contrainte de capacité ferroviaire dans son ensemble. Jusqu’à présent, la question de la contrainte de capacité ferroviaire a principalement été étudiée d’un point de vue ingénierie, dans un univers monopolistique où la répartition de la capacité et les ajustements en cas de conflit étaient gérés par des processus internes. Néanmoins, compte tenu d’une ouverture progressive à la concurrence du monde ferroviaire, analyser économiquement cette question devient un enjeu clé pour le gestionnaire d’infrastructure, dans un contexte de plus en plus régulé.Ce manuscrit aborde dans un premier temps, la définition de la contrainte de capacité selon la perspective de l’ingénieur, à travers la conception de l’horaire, un élément majeur de la rencontre entre l’offre et la demande pour les transports programmés. Une meilleure connaissance des méthodes de construction horaire a permis de mettre en évidence les arbitrages implicites entre la capacité offerte et la qualité de service en termes de fiabilité. La vision technique de l’ingénieur combinée à la vision économique développée dans les autres modes de transport, nous a permis d’élaborer dans un second temps, un modèle microéconomique du coût généralisé de l’usager, considérant les spécificités ferroviaires de la construction horaire. Cette modélisation a mis en évidence le double effet d’une fréquence ferroviaire supplémentaire, d’une part sur le coût de « deshorage » (effet Mohring) et d’autre part sur l’espérance du coût du retard, lié à un usage intensif du réseau. Une fois la fonction de coût généralisé spécifique au ferroviaire déterminée, nous avons construit un modèle d’équilibre offre-demande, en considérant le comportement des usagers ainsi que les coûts des opérateurs. Ce modèle décrit les interactions entre l’offre et la demande selon les différentes structures de marché. L’analyse développée démontre que sous certaines conditions, le régulateur peut être amené à valider une tarification de la contrainte de capacité, afin d’internaliser les effets externes générés et d’envoyer les bons signaux-prix aux agents économiques. Néanmoins, dans certains cas, une fréquence additionnelle génère une externalité positive (effet Mohring), justifiant ainsi une subvention pour intensifier l’usage de la ligne et non une tarification complémentaire. / This PhD dissertation addresses the foundations of a detailed characterisation of rail capacity constraints from an economic perspective.Traditionally, railway capacity has been studied from the standpoint of engineering in a monopolistic world where capacity choices were considered as an organisational issue and set out in internal procedures. However, there is now a growing interest in analysing this issue from an economic perspective, specially regarding the ongoing deregulation tendency.Firstly, the definition of railway capacity constraints is presented from an engineering perspective via timetable design, a key element in matching supply and demand for planned transport services. A better understanding of timetable construction methods led to highlighting the implicit trade-offs between the capacity supplied and service quality in terms of reliability in the current graphic timetable construction processes in European infrastructure managers. Secondly, this technical vision of the engineer is combined with the economic vision developed for other modes of transport. It allows us to formulate a microeconomic model of the consumer generalized cost function, specific to the railway services. This model highlights the dual effects for the users of a higher frequency of rail traffic. It impacts the expected scheduled delay cost (Mohring effect) on the one hand, and a congestion effect linked to the intensive use of the network on the other. Once the detailed generalised cost function for train users has been determined, we develop an equilibrium model, by considering users’ behavior, operators’ costs and by describing how supply and demand interact under different market conditions. We analyse the interactions between demand and supply and show that, under some conditions, it is optimal from a welfare point of view to charge the cost of capacity constraints in order to internalize the negative external effects generated, and send the right price signals to economic operators. Nevertheless, in certain cases, an additional frequency generates a positive externality (Mohring effect), thereby justifying a subsidy to encourage using the railway line rather than increases access charges.

La conception d’un plan de transport d’un service ferroviaire est un processus qui se réalise entre deux ans et six mois avant la mise en service de celui-ci. Les principales phases de la conception sont la définition des dessertes, le calcul de la grille horaire et enfin l’organisation des roulements de rames et des conducteurs. La manière dont le plan de transport est conçu peut avoir de nombreuses conséquences sur la qualité de service : fréquence en gare insuffisante qui peut entrainer une perte de clients, robustesse de la grille horaire face à de petits incidents... En zone dense, tous ces éléments sont à prendre en compte, dès la conception de la grille horaire.Aujourd’hui, SNCF Transilien conçoit ses plans de transport en prenant d’abord en compte l’optimisation des ressources de production (sillons, rames et agents de conduite). Toutefois, l’augmentation des ressources mises en œuvre n’améliore plus l’adéquation du plan de transport à la demande des voyageurs. Ce mode de conception ne permet donc plus de faire face à l’augmentation de la demande de mobilité. C’est pourquoi il faut repenser la conception du plan de transport en intégrant immédiatement la dimension voyageuse.Nos travaux se concentrent sur les problématiques de conception de dessertes et de grille horaire, en prenant en compte le point de vue des voyageurs. Nous présentons un modèle multiobjectif de conception de dessertes, puis nous présentons un modèle de conception de grille horaire intégrant le choix d’itinéraire des voyageurs. Ensuite, nous présentons une méthode cherchant à intégrer ces deux modèles. Enfin, nous présentons une évaluation de nos résultats grâce à des indicateurs de fiabilité / The design of a railway transportation plan is a process achieved between two years and six months before it is put into service. The main phases in the design of a transportation plan are the line planning, the timetabling, the rolling stock and the crew scheduling.The design of the transportation plan can have many consequences on the quality of service: an inadequate frequency in station can cause a loss of passengers, sufficient number of seated places, robustness of the timetable in the face of small incidents... In dense area, as in the Ile-de-France region, all these elements must be taken into account as the transportation plan is designed.Today, SNCF Transilien designs its transportation plans by first taking into account the optimization of production resources (train paths, rolling stock units and drivers). However, today, the increase in resources implemented no longer improves the adequacy of the transportation plan to passengers’ demand. This design method no longer makes it possible to cope with the increase in the demand for mobility (+3% each year since 2000). This is why we must rethink the design of the transport plan by immediately integrating the passenger dimension. Our work focuses on issues of line planning and timetabling in a passenger-oriented approach. First, we present a multi-objective model for line planning. Then, we present a model of timetabling incorporating passenger route choice. Then, we initiate a method to integrate these two models. Finally, we present an evaluation of our results thanks to reliability indicators from the literature and a macroscopic simulation of the timetables

SILVA, Ricardo Rifane da. O duplo aspecto das emoções na Campanha Televisiva Lula Presidente. 2007. 142f. – Dissertação (Mestrado) – Universidade Federal do Ceará, Programa de Pós-graduação em Sociologia, Fortaleza (CE), 2007. / Submitted by Márcia Araújo (marcia_m_bezerra@yahoo.com.br) on 2013-10-23T12:26:45Z No. of bitstreams: 1 2007-DIS-RRSILVA.pdf: 658706 bytes, checksum: 2d4969ab82a8716baad4d548832bdf9a (MD5) / Approved for entry into archive by Márcia Araújo(marcia_m_bezerra@yahoo.com.br) on 2013-10-23T13:11:56Z (GMT) No. of bitstreams: 1 2007-DIS-RRSILVA.pdf: 658706 bytes, checksum: 2d4969ab82a8716baad4d548832bdf9a (MD5) / Made available in DSpace on 2013-10-23T13:11:56Z (GMT). No. of bitstreams: 1 2007-DIS-RRSILVA.pdf: 658706 bytes, checksum: 2d4969ab82a8716baad4d548832bdf9a (MD5) Previous issue date: 2007 / This study interprets the broadcast campaign “Lula for President”, as shown on the Free Timetable for Electoral Propaganda in the year 2002, delimiting the analysis on the moments strongly marked by the presence of emotional contents. It describes some full programs as well some fragments of others, intending to seize the mechanisms of the expression of variable feelings. It compares the corpus with the historical context, relating the emotions inside the programs and electoral strategies. It defines two basic modes in strategy that comprehend the collected material. Utilizes theory and methodological resources of the Anthropology of Performances as well Semiotic notions. / Interpreta a campanha televisiva Lula Presidente, veiculada no Horário Gratuito de Propaganda Eleitoral (HGPE) em 2002, delimitando a análise sobre os momentos fortemente marcados pela presença de emoções. Descreve alguns programas inteiros, assim como fragmentos de outros, buscando apreender os mecanismos de expressão de sentimentos. Confronta o corpus com o contexto histórico, relacionando as emoções presentes nos programas a estratégias eleitorais. Define dois modos estratégicos básicos, que abrangem o material apreciado. Utiliza fundamentos teórico-metodológicos da Antropologia da Performance, assim como noções de Semiótica.