M.Ing. (Civil Engineering) / The research was aimed at providing decision-makers, planners and engineers with guidelines regarding the control and management of combi taxi facilities. Since the combi taxi industry originated in the early 1970's, research has been done on various aspects related to the industry. This includes issues such as the planning and design of facilities, the recognition of taxi associations, the establishment of liaison committees, legal aspects and the promulgation of by-laws. The operational management and day-to-day operation of facilities is also discussed in the literature. A need, however, still exists amongst various players to have guidance with regard to the broader control and management aspects related to combi taxi facilities. The implications of recent changes in national policy, regarding the devolution of power to the "lowest possible authority", have also not been addressed in the literature. This document is based on a comprehensive literature study, discussions and a survey amongst the most important role-players in the combi taxi industry, such as authorities, the private sector and taxi associations. The survey and discussions were aimed at obtaining information and the perceptions that these parties hold on the control and management of combi taxi facilities. The various control and management functions are highlighted in this document, as well as, the most appropriate parties that should assume responsibility for these functions. The various alternatives for the development of facilities, including involvement by the private sector and taxi associations, are discussed and the influence that the development would have on the parties most appropriate to assume responsibility for the control and management functions. The discussion in this document is concluded with some remarks on the management of certain of these functions. The guidelines provided at the end of this document should not be seen as prescriptive, but rather to assist in the control and management of facilities.

Transportation procurement problem (TPP) is the problem of setting transportation service prices, delivery timing and quantity, and controlling costs and capacity to reduce empty movements and improve market efficiency. The purchase of transportation service is traditionally achieved using a request for proposal and long-term contracts. However, as business relationships become ever more flexible and dynamic, there has been an increasing need to hedge the risks of traditional transportation procurement such as entrance of new carriers and sudden drop in fuel price. This thesis proposes a holistic aution-based solution for the TPP. Four typical scenarios are investigated. The first scenario incorporates bilateral bidding into auction mechanism design for multi-unit TPP. This scenario considers one-sided Vickrey-Clarke-Groves (O-VCG) combinatorial auctions for a complex transportation marketplace with multiple lanes. This scenario then designs three alternative multi-unit trade reduction (MTR) mechanisms for the bilateral exchange transportation marketplace where all the lanes are partitioned into distinct markets. Proposed mechanisms ensure incentive compatibility, individual rationality, budget balance and asymptotical efficiency. The second scenario presents a double auction model for the TPP in a dynamic single-lane transportation environment. This scenario first addresses the TPP in a transportation spot market with stochastic but balanced or “symmetric” demand and supply. A periodic sealed double auction (PSDA) is proposed. This scenario then devises a modified PSDA (M-PSDA) to address the TPP with “asymmetric” demand and supply. The auctioneer is likely to gain higher profits from setting a relatively short auction length. However, it is optimal to run the auction (either PSDA or MPSDA) with a relatively large auction length, when maximizing either the social welfare or the utility of shippers and carriers (agents). When the degree of supply-demand imbalance is low, the auctioneer’s myopic optimal expected profit under supply-demand imbalance is larger than that under symmetric demand and supply. This third scenario presents an auction-based model for the TPP in make-toorder systems. The optimality of dynamic base-stock type (S(x)-like policy) is established. The optimal allocation can be achieved by running an O-VCG auction or a first-price auction with closed-form reserve prices. By mild technical modifications, the results derived in the infinite horizon case can all be extended to the finite horizon case. The fourth scenario proposes allocatively efficient auction mechanisms for the distributed transportation procurement problem (DTPP), which is generally the problem of matching demands and supplies over a transportation network. This scenario constructs an O-VCG combinatorial auction for the DTPP where carriers are allowed to bid on bundles of lanes. To simplify the execution of auction, this scenario next proposes a primal-dual Vickrey (PDV) auction based on insights from the known Ausubel auctions and the primal-dual algorithm. The PDV auction realizes VCG payments and truthful bidding under the condition of seller-submodularity, which implies that the effect of each individual carrier is decreasing when the coalition increases. / published_or_final_version / Industrial and Manufacturing Systems Engineering / Doctoral / Doctor of Philosophy

Due to the fast changing environment of China’s logistics market and high participative level of foreign logistics enterprises, Chinese logistics players mostly suffer from their low service ability of Third Party Logistics. Big gaps certainly exist between domestic ones and foreign giants.   The thesis aims to compare the TMS of a local logistics company and a large multinational company. Investigating how TMS is applied in China’s logistics market and making comparison of TMS between a multinational company and a Chinese local company is the main contribution of the paper.     After conducting cases study and interview on a foreign multinational logistics enterprise United Parcel Service and a Chinese local small logistics Jiangsu Universal Logistics Company, this paper has a relatively high reliability and validity. Relevant knowledge of TMS, mode and carriers, and 3PL is selected to present in the theoretical framework.   In the thesis body, we compared two chosen companies from three logistical levels: strategic, tactical, and operational. In detail, we found a vast of differences lying in nine parts that we selected from the TMS reference functional model and domains. Considering the characteristics and future challenges of China logistics market, we strongly recommend JULC to adapt TMS. However, it is unfeasible for JULC to apply the entire TMS. Therefore, we provide the solutions in three perspectives. First and foremost, apply part of TMS in the relevant field, in terms of network design and capacity management. An equally important solution is adapting cost-saving solution in certain administrative field, namely: planning, vehicle, execution, finance. Last but not least, in order to provide the company more opportunities, a few general approaches will be presented.   After a closer examine of the consequences when the integrated solutions got applied, we surely drew the conclusion that 3PL performance of domestics companies will get enhanced in the near future.

D. Phil. (Leadership in Performance and Change) / The business environment is constantly changing. This appears to be the only certainty in the business world. Since the business environment has a bearing on the performance of organisations it is important to study such change influences. In the fast-changing business environment it would be beneficial to know what enables organisational growth and success. As with each living organism, it is postulated that organisations possess a Genetic Code that is shaped by many factors and held together by organisation's architecture. It is generally' believed that the development of a Genetic Business Code for growth will assist in understanding the problem of change and will dispel the cloud of confusion of what makes an organisation successful. The first aim of this study was to identify a Genetic Business Code for Growth. Based on scientific beliefs related to both positivist and humanistic philosophical assumptions, the second aim was to develop an appropriate methodology to built a Business Code. The third aim was to use the results of this study as a departure point to explore the possibility of developing an assessment tool to assess organisations, determine their current "Code", and identify gaps for renewal interventions. A quantitative methodological framework, supplemented by a qualitative approach, was used in this study. The Repertory Grid technique was used to interview 22 Chief Executive Officers and Executive Managers in the Transport Industry. In this data collection process a total of 231 constructs were developed. Through a developed data-analysis process these constructs were reduced to 89 constructs in an integrated profile of first- and second-order constructs with opposite poles. Deductive and inductive strategies were applied in the classification of constructs. The result ofthis study was the identification of a Genetic Business Code for Growth. The Genetic Code for all known organisms has two strands and is therefore referred to as the "double helix". However, the Genetic Business Code for Growth consists of three "Strands", namely Leadership, Organisational Architecture and Internal Orientation. Based on this information an integrated model was developed with the Internal Orientation Strand in the center of the "triple helix". The study's conclusions confirmed the value of identifying a Genetic Business Code for growth in the Transport Industry.

M.Comm. / The concepts of logistics and supply chain management are relatively new in South Africa. The concept of logistics management was more commonly known in the 1960s and 1970s as physical distribution. In the late 1970s, the concept evolved to logistics management and in the late 1980s and early 1990s, it evolved into supply chain management. It was only after the end of apartheid in 1994 when South Africa was able to compete globally that there was great interest in supply chain management in South Africa. There is virtually no business or industry untouched by the business of logistics and supply chain management. Getting the right product to the right customer at the right time as efficiently and cost-effectively as possible is the main objective of logistics and supply chain management (Gordon, 2000a: 14). Logistics is “the process of strategically managing the acquisition, movement and storage of materials, parts and finished inventory (and the related information flows) through the organization and its marketing channel in such a way that current and future profitability is maximised through the cost-effective fulfillment of orders” (Anon1. ,2002). The term supply chain is described by Lummus and Vokurka (1999) as “all of those activities associated with moving goods from raw materials stage through to the consumer. This includes procurement, production scheduling, order processing, inventory control, transportation, warehousing, and customer service. The information systems necessary to monitor all of these activities are also included. All these activities are then integrated and coordinated into a seamless process to involve all the partners in the supply chain”. With every step in the supply chain management process, there are costs involved and two of the major cost drivers in the supply chain according to Palmieri and Africk (1999) are inventory holding and transportation. Stout is of the opinion that this is more than a valid statement from a South African business perspective and emphasizes that unnecessary inventory costs money as does inventory that is distributed inefficiently (Gordon, 2000b: 21). Excessive inventory holding together with under-utilization of transport can lead to a major negative financial impact on total supply chain costs (Cooke, 2000: 12; Lambert, Stock & Ellram, 1998: 165; Hankanson, 1999). Therefore, the reciprocal relationship between inventory holding and transportation cost is very important. Christopher (1992: 25) also stipulates that the ultimate purpose of any supply chain is to satisfy customers. The importance of customer service in total supply chain functioning must therefore always be considered in a logistics supply chain system design. In South Africa, transport and inventory are two of the main cost drivers in the supply chain. Factors that make inventory and transport two of the main cost drivers in the supply chain are, among others: high fuel prices, high interest rates, poor road conditions, security concerns and the weak performance of the rand against major foreign currencies. It can therefore be said that inventory and transport are just as important in obtaining an optimized supply chain in South Africa as in the rest of the world. / Mr. P. Kilbourn Prof. J. Walters

Since the early 1970's, fuel consumption in the transportation sector has been one of the major issues facing planners trying to conserve energy. Generally, fuel consumption is influenced directly by the number of vehicles, the distance travelled, the operating speed and the overall population of city. Traffic engineers spent a great deal of time solving such a problem sometimes by introducing the concept of traffic management, the different actions and strategies that reduce the fuel consumption and some other times by estimating the energy saving to evaluate the effectiveness of these actions. Despite best efforts, energy savings estimation have shown wide fluctuations. This study provides a preliminary Investigation of the impact of city size, in the medium range, on potential energy savings accrued due to implementation of Transportation Energy Management Measures (TEMM's). The data sources used includes the energy savings for each of five city size groups, subjected to 23 TEMM's. These data were rearranged and regressed over city size by using the CURFIT technique. Formulae were derived for each of the TEMM's. For the purpose of verification, the Community Benefits Analysis program (CBA) was applied to test some of the obtained results. It is thus concluded that the resulting energy savings, using the regressed equations provide a reasonable way to predict potential benefits across the medium range of city sizes. / Thesis / Master of Engineering (ME)

Thesis (PhD)--University of Stellenbosch, 2001. / ENGLISH ABSTRACT: Public and private transport system planning and operation have tended to be fragmented functions. In particular, public transport is often planned and operated independently of the "private" transport system. South African government policy now requires that comprehensive, strategic transport plans be prepared by metropolitan transport authorities. These plans are expected to conform to national strategic objectives as well as including local current and longterm objectives. This planning is required in the environment of a multi-modal, multi-operator, public-private partnership scenario that is new for most of the role players. The lack of experience is accompanied by a lack of any existing model for dealing with this scenario. This dissertation describes such a model. The model is based on the principles of strategic logistics management commonly employed in commerce and industry, including service-oriented industries. The modelling process is thus based on achieving a combination of customer service and long-term objectives. The model comprises a number of separate components and steps: • A transport network model (Emme/2). ~ A multi-class, generalised-cost assignment of private and public transport demand onto a network, modified to be modeless to the public transport users, is performed. This assignment allows for the imposition of generalised-cost reflecting urban-planning objectives in addition to more conventional costs such as travel cost. In this assignment, the interaction of public and private transport is accounted for and results in an associated modal choice. ~ A series of single-class generalised-cost assignments is then used to "focus" public transport demand to create corridors of demand adequate to justify public transport routes. This process can be enhanced to develop a design promoting switching from private to public transport. It also allows for multi-period route design. ~ The results of this modelling process are output to a text file and then subject to the processes described below. The results of these processes are then input into the network model where a standard transit assignment is performed and used to modify the proposed lines and update the network design data with respect to boardings and alightings at nodes. This information is used to design fixed infrastructure. • A Microsoft Access database and route extraction program. );> The network model data is drawn into the database where it is subject to a route extraction program that converts the assignment results from the network model into a set of mode specific potential public transport route definitions. These route definitions are based on paths of maximum demand. The extraction process is controlled by parameters specified by the planner, such as minimum route lengths and the demand level for various categories of service. );> After route extraction, vehicle allocation, and transit assignment, the database provides details of the boardings and alightings and number and details of transit lines using each node and link in the network. This data is used to design fixed infrastructure. • A Microsoft Excel spreadsheet vehicle operating cost model. );> For each vehicle type, the operating cost given the anticipated vehicle mileage and operating speed is determined. This is used to guide the choice of vehicles for different routes. • A Lingo goal-programming model. );> The potential routes and the available or potential fleet are subjected to a goalprogramme in which the optimum choice of vehicle allocation is determined. The allocation parameters can be controlled by the planner. These parameters may include costs, energy, fuel consumption, and vehicle and route limitations amongst others. Multiperiod design is included in the modelling process so that the optimum design may be for the operating period, daily, or weekly cycle. The modelling process provides two main outputs: • A set of fully described and costed transit lines ill terms of both routing and vehicle allocation. These transit line definitions can be output to the level of driver instructions if necessary. • Details of the type and location of infrastructure to be provided on the network. / AFRIKAANSE OPSOMMING: Openbare en private vervoerstelsel-beplanning en -bedryf IS geneig om gefragmenteerde funksies te wees. Dit is veral waarneembaar in die openbare vervoerstelsels waarvan die beplanning en bedryf onafhanklik van die "private" vervoerstelsels plaasvind. Die beleid van die Suid-Afrikaanse regering vereis dat omvattende strategiese vervoerplanne deur die metropolitaanse vervoer owerhede voorberei word. Daar word van hierdie planne verwag om aan die nasionale strategiese doelwitte, asook die plaaslike bestaande en langtermyn doelwitte te voldoen. Hierdie beplanning word vereis deur 'n omgewing wat nuut is vir die meeste rolspelers en bestaan uit multi-modale, multi-operateur en openbare-private vennootskap scenario's. Die tekort aan ondervinding gaan gepaard met 'n tekort aan 'n bestaande model wat gebruik kan word om hierdie scenario's te hanteer. So 'n model word deur hierdie verhandeling beskryf. Die model is gebasseer op die beginsels van strategiese logistieke bestuur wat algemeen gebruik word in die handel en industrie, insluitende die diens-georïenteerde industrieë. Die modelleringsproses wil dus 'n kombinasie van diens aan kliënte en langtermyn doelwitte bereik. Die model bestaan uit onderskeie komponente en stappe: • 'n Vervoernetwerkmodel (Emmel2) }i;> 'n Multi-klas, veralgemeende-koste toedeling van private en openbare vervoeraanvraag op 'n netwerk, aangepas om modusloos te wees vir die openbare vervoergebruiker, word uitgevoer. Hierdie toedeling laat nie net die heffing van meer konvensionele kostes, soos reiskoste toe nie, maar ook veralgemeende kostes wat staatsbeplarmingsdoelwitte reflekteer. In hierdie opdrag word die interaksie van openbare- en private vervoer ondersoek waarvan die uiteinde 'n geassosieerde modale keuse is. }i;> 'n Reeks enkelklas veralgemeende koste toedelings word dan gebruik om op openbare vervoeraanvraag te fokus en daardeur korridors van aanvraag, wat gepas is om openbare vervoerroetes te regverdig, te skep. Hierdie proses kan verfyn word om 'n plan te ontwikkel wat die verskuiwing van private vervoer na openbare vervoer sal bevorder. Dit laat ook die ontwerp van multi-periode roetes toe. }i;> Die resultate van hierdie modelleringsproses word uitgevoer na 'n tekslêer en dan aan die prosesse, wat hier onder beskryf word, onderwerp. Die resultate van hierdie prosesse word dan ingevoer in die netwerkmodel waar 'n standaard publieke vervoertoedeling uitgevoer word. Dit word dan gebruik om die voorgestelde roetes te wysig en die netwerk data, met betrekking tot die aantal persone wat op en af klim by nodes, op te dateer. Hierdie inligting word gebruik vir die ontwerp van infrastrukture. • 'n Microsoft Access databasis en roete-ontrekkingsprogram );> Die netwerkmodel data word in die databasis ingetrek waar dit aan 'n roeteontrekkingsprogram onderwerp word. Hierdie program skakel die toedelingsresultate van die netwerkmodel om na 'n stel potensiële modus spesifieke openbare vervoerroete definisies. Hierdie roete definisies word gebasseer op paaie van maksimum aanvraag. Die ontrekkingsproses word deur parameters, soos minimum lengte van roetes en die vlak van aanvraag van verskeie kategorieë van diens, wat deur die beplanner gespesifiseer word, gekontroleer. );> Na die ontrekking van roetes, voertuigtoekenning en vervoertoedeling, voorsien die databasis besonderhede van die aantal persone wat op en af klim asook die aantal en details van vervoerroete wat elke node en skakel in die netwerk gebruik. Hierdie data word gebruik om infrastrukture te ontwerp. • 'n Microsoft Excel sigblad voertuig bedryfskoste model )i> Vir elke tipe voertuig word die bedryfskoste, volgens die verwagte afstand en spoed van die spesifieke voertuig, bepaal. Die resultate word gebruik om die keuse van voertuie vir verskillende roetes te bepaal. • 'n Lingo doelprogrameringsmodel );> Die potensiële roetes en die beskikbare of potensiële vloot word onderwerp aan 'n doelprogram waarin die optimum keuse van voertuigtoekenning bepaal word. Die toekenningsparameters kan deur die beplanner gekontroleer word. Die parameters kan onder andere kostes, energie, brandstofverbruik en voertuig- en roete beperkings, insluit. Multi-periode ontwerp is ingesluit in die modelleringsproses sodat die optimum ontwerp vir die bedryfsperiode, daaglikse of weeklikse siklusse, kan wees. Die modelleringsproses lewer twee hoofuitkomste: • 'n Stel volledig beskrywende en koste berekende vervoerroete wat, indien nodig, na die vlak van bestuurder instruksies, uitgevoer kan word. • Details van die tipe en plek van infrastruktuur wat benodig word deur die netwerk.

This dissertation proposes approaches that enable effective planning and control of mobile transportation resources in large-scale consolidation networks. We develop models, algorithms, and methodologies that are applied to fleet sizing and fleet repositioning. Three specific but interrelated problems are studied. The first two relate to the trade-offs between fleet size and repositioning costs in transportation resource management, while the third involves a dynamic empty repositioning problem with explicit consideration of the uncertainty of future requirements that will be revealed over time. Chapter 1 provides an overview of freight trucking, including the consolidation trucking systems that will be the focus of this research. Chapter 2 proposes an optimization modeling approach for analyzing the trade-off between the cost of a larger fleet of tractors and the cost of repositioning tractors for a trucking company operating a consolidation network, such as a less-than-truckload (LTL) company. Specifically, we analyze the value of using extra tractor repositioning moves (in addition to the ones required to balance resources throughout the network) to attain savings in the fixed costs of owning or leasing a tractor fleet during a planning horizon. The primary contributions of the research in this chapter are that (1) we develop the first optimization models that explore the impact of fleet size reductions via repositioning strategies that have regularity and repeatability properties, and (2) we demonstrate that substantial savings in operational costs can be achieved by repositioning tractors in anticipation of regional changes in freight demand. Chapter 3 studies the optimal Pareto frontiers between the fleet size and repositioning costs of resources required to perform a fixed aperiodic or periodic schedule of transportation requests. We model resource schedules in two alternative ways: as flows on event-based, time-expanded networks; and as perfect matchings on bipartite networks. The main contributions from this chapter are that (1) we develop an efficient re-optimization procedure to compute adjacent Pareto points that significantly reduces the time to compute the entire Pareto frontier of fleet size versus repositioning costs in aperiodic networks, (2) we show that the natural extension to compute adjacent Pareto points in periodic networks does not work in general as it may increase the fleet size by more than one unit, and (3) we demonstrate that the perfect matching modeling framework is frequently intractable for large-scale instances. Chapter 4 considers robust models for dynamic empty-trailer repositioning problems in very large-scale consolidation networks. We investigate approaches that deploy two-stage robust optimization models in a rolling horizon framework to address a multistage dynamic empty repositioning problem in which information is revealed over time. Using real data from a national package/parcel express carrier, we develop and use a simulation to evaluate the performance of repositioning plans in terms of unmet loaded requests and execution costs. The main contributions from this chapter are that (1) we develop approaches for embedding two-stage robust optimization models within a rolling horizon framework for dynamic empty repositioning, (2) we demonstrate that such approaches enable the solution of very large-scale instances, and (3) we show that less conservative implementations of robust optimization models are required within rolling horizon frameworks. Finally, Chapter 5 summarizes the main conclusions from this dissertation and discusses directions for further research.

Thesis (Ph.D)--Industrial and Systems Engineering, Georgia Institute of Technology, 2009. / Committee Co-Chair: Erera, Alan L.; Committee Co-Chair: Savelsbergh, Martin W. P.; Committee Member: Ergun, Ozlem; Committee Member: Ferguson, Mark; Committee Member: Kleywegt, Anton J.. Part of the SMARTech Electronic Thesis and Dissertation Collection.

As organizações em toda parte do mundo estão investindo em Tecnologia da Informação (TI) e aproveitando as vantagens dos sistemas de TI para alterar a conduta do negócio tanto no mercado interno como externo. Os recursos encontrados na TI podem aperfeiçoar o desempenho das organizações e aumentar a competitividade, sendo esta uma alternativa para enfrentar os desafios apresentados pelo mundo empresarial. É neste contexto que o impacto dos benefícios da utilização de um Sistema de Gestão de Transporte (TMS) é estudado neste trabalho. O objetivo geral da pesquisa é avaliar o impacto dos benefícios do uso do sistema de gestão de transporte e sua relação no desempenho das operações de transporte das empresas e na relação com fornecedores de serviço de transporte na percepção dos usuários. Para atingir este objetivo foram identificados na literatura, fatores relevantes sobre o tema para a elaboração de um instrumento de pesquisa sobre o impacto dos benefícios de um TMS. O método utilizado foi a pesquisa survey e um modelo conceitual foi elaborado e validado, por meio de testes estatísticos. Obteve-se um total de 118 respostas válidas para análise dos dados. Esta análise utilizou modelagem de equações estruturais para a avaliação do modelo conceitual e das hipóteses de pesquisa. O resultado indica que os benefícios de um TMS têm impacto positivo no desempenho das operações de transporte, que, por sua vez, têm impacto positivo na relação com fornecedores de serviço de transporte. Na percepção dos usuários participantes da pesquisa, esse impacto positivo tem mais força para os benefícios voltados aos processos operacionais do que para os benefícios gerenciais de um TMS. / Organizations around the world are investing in Information Technology (IT) and taking advantage of IT systems to change the conduct of business in both domestic and overseas market. The resources found in IT can improve organizational performance and increase competitiveness. This has been an alternative to deal with the challenges presented by the business in the world. In this context, the benefits impact of using a Transportation Management System (TMS) are studied in this research. The main purpose of this research is to evaluate the TMS benefits impact and its relation to the transport operations performance and to the transport service suppliers relationship through users’ perception. To achieve this goal, factors to measure the benefits were identified on literature to develop a survey instrument about the TMS benefits impact. The method used was a survey and a conceptual model was developed and validated by statistical tests. A total of 118 usable questionnaires were obtained. The data analysis used structural equation modeling to evaluate the conceptual model and research hypotheses. The result indicates that the TMS benefits have a positive impact on the transport operations performance and the transport operations performance has a positive impact on the transport service suppliers relationship. The users’ perception indicates that the positive impact is stronger for the operational process benefits than for the management benefits of a TMS.