El presente proyecto es realizado en una empresa textil y propone al TPM como herramienta de Ingeniería para incrementar la disponibilidad y confiabilidad en máquinas con mayor índice de fallas en la compañía y de esta manera conseguir la reducción del tiempo de entrega de los pedidos, que es el problema principal que afronta la empresa en este momento. Con la Implementación del TPM en la empresa textil se logra reducir los tiempos de espera en un 35%, siendo las maquinarias más críticas que presentan fallas las siguientes: el caldero, la urdidora, las tejedoras y la rama textil. / This project is carried out in a textile company and proposes the TPM as an Engineering tool to increase the availability and reliability in machines with the highest failure rate in the company and thus achieve a reduction in the delivery time of orders, which is the main problem facing the company at the moment. With the Implementation of the TPM in the textile company, waiting times are reduced by 35%, the following being the most critical machinery with failures: the cauldron, the warping machine, the weavers and the textile branch. / Trabajo de Suficiencia Profesional

In dieser Arbeit wird eine Methode vorgestellt, die erstmalig die durch Staus verursachten Verzögerungszeiten auf Bundesautobahnen mithilfe von Annahmen aus der Verkehrsflussdynamik zu schätzen versucht. Dies geschieht anhand einer GPS-gestützten Vollerhebung aller Staus aus den Jahren 2015 und teils auch 2016, welche vom Navigationsdienstleister TomTom zur Verfügung gestellt wurden. Es konnte gezeigt werden, dass für das Jahr 2015 rund 190 Mio. Fahrzeug-Stunden (Anzahl betroffener Fahrzeuge × Staustunden) anfielen, was für die betroffenen Autofahrer einen monetären Wert von ca. vier Milliarden Euro ausmachte. Es wurden zudem Engpässe anhand eines Rankings erstellt, womit dauerhafte Schwerpunkte auf Autobahnen aufgedeckt wurden. Unter einer konkret definierten räumlichen, zeitlichen und sachlichen Abgrenzungen kann diese Methodik sowohl für die Forschung als auch für die Weiterentwicklung von Navigationsdiensten dienen.:1. Einleitung 1 2. Aspekte der Stauforschung 3 2.1. Was ist ein Stau? 3 2.2. Stauentstehung 5 2.3. Ausbreitung und Auflösung von Staus 6 3. Datengrundlage und Analysemethoden 9 3.1. Datengrundlage 9 3.2. Formalitäten 10 3.3. Java-Methodiken zur Datenaufbereitung 12 4. Verlustzeiten durch Staus und die Höhe ihrer Kosten 17 4.1. Berechnungsergebnisse und Interpretation 17 4.2. Quantifizierung der Staukosten 18 5. Referenz zu einer externen Staustudie 23 5.1. Staustudie der Inrix UK Ltd. 23 5.2. Diskussion und Würdigung der Berechnungsergebnisse 26 6. Visualisierung des Stauaufkommens 29 6.1. Staumeldungen im Wochenverlauf 29 6.2. Engpässe im Jahr 2015 31 6.3. Top Engpässe im quartalsweisen Vergleich 34 6.4. Zwischenfazit 36 7. Schlussfolgerungen und Ausblick 37 7.1. Zusammenfassung der Ergebnisse 37 7.2. Weitere Forschungsmöglichkeiten 38 A. Inrix Städteranking IX / The estimation of time losses caused by traffic congestions have not previously been assessed by using assumptions of traffic flow dynamics. With a GPS-supported full survey of all jams from the year 2015 and parts of 2016 this master thesis tries to quantify the additional (congested) travel time on German Motorways. The analysis has shown that all jams reported on German highways produced time losses over 190 million vehicle-hours (amount of involved vehicles × congestion hours), which equals a monetary value of four billion euros for the involved drivers. Furthermore the ranking of the respective bottlenecks has been developed over the year and main congestion hotspots on motorways have been revealed. By using a precisely defined local, temporal and objective delimitation, this method could be used for further research and developments of navigation services as well.:1. Einleitung 1 2. Aspekte der Stauforschung 3 2.1. Was ist ein Stau? 3 2.2. Stauentstehung 5 2.3. Ausbreitung und Auflösung von Staus 6 3. Datengrundlage und Analysemethoden 9 3.1. Datengrundlage 9 3.2. Formalitäten 10 3.3. Java-Methodiken zur Datenaufbereitung 12 4. Verlustzeiten durch Staus und die Höhe ihrer Kosten 17 4.1. Berechnungsergebnisse und Interpretation 17 4.2. Quantifizierung der Staukosten 18 5. Referenz zu einer externen Staustudie 23 5.1. Staustudie der Inrix UK Ltd. 23 5.2. Diskussion und Würdigung der Berechnungsergebnisse 26 6. Visualisierung des Stauaufkommens 29 6.1. Staumeldungen im Wochenverlauf 29 6.2. Engpässe im Jahr 2015 31 6.3. Top Engpässe im quartalsweisen Vergleich 34 6.4. Zwischenfazit 36 7. Schlussfolgerungen und Ausblick 37 7.1. Zusammenfassung der Ergebnisse 37 7.2. Weitere Forschungsmöglichkeiten 38 A. Inrix Städteranking IX

Present-day and future network protocols that include and implement Forward Error Correction are configurable by internal parameters, typically incorporating expert knowledge to set up.We introduce a framework to systematically, objectively and efficiently determine parameters for Random Linear Network Codes (RLNC). Our approach uses an unbiased, consistent simulator in an optimization loop and utilizes a customizable, powerful and extendable parametric loss function. This allows to tailor existing protocols to various use cases, including ultra reliable, low latency communication (URLLC) codes. Successful configurations exploring the search space are under evolutionary pressure and written into a database for instant retrieval. We demonstrate three examples, Full Vector Coding, tail RLNC, and PACE with different focus for each.

In recent years European airspace has become increasingly congested and airlines can now observe that en-route capacity constraints are the fastest growing source of flight delays. In 2010 this source of delay accounted for 19% of all flight delays in Europe and has been increasing with an average yearly rate of 17% from 2005 to 2010. This paper suggests and evaluates an approach to how disruption management can be combined with flight planning in order to create more proactive handling of the kind of disruptions, which are caused by congested airspace. The approach is evaluated using data from a medium size European carrier and estimates a lower bound saving of several million USD.

京都大学 / 0048 / 新制・課程博士 / 博士(理学) / 甲第20156号 / 理博第4241号 / 新制||理||1610(附属図書館) / 京都大学大学院理学研究科数学・数理解析専攻 / (主査)教授 國府 寛司, 教授 上田 哲生, 教授 堤 誉志雄 / 学位規則第4条第1項該当 / Doctor of Science / Kyoto University / DFAM

An important aspect during the planning of commuter trains is how long they will be waiting at the platform. All travelers must be able to board and get off the train in time while the process cannot take too long. The train’s waiting time is called its dwell time, and this is a study of how the dwell time of the commuter trains in Stockholm behaves with a focus on the larger station Stockholm Odenplan and the smaller station Årstaberg. The duration of the dwell time compared to the stations planned dwell time was analyzed with manual measurements on the stations. The dwell time was analyzed both during and after rush hours. Possible reasons for the dwell time’s length were also analyzed and a potential factor that was in focus was the impact of the removal of train conductors. Train conductors in Stockholm’s rail system are responsible for monitoring the boarding and closing the train’s doors after it is finished. They began to dismantle from the trains Mars 2023 due to efficiency reasons. Half of the trains will run with a train conductor until autumn 2023, where they will disappear entirely. The train drivers will afterwards monitor the travelers with cameras instead. The commuter trains in Stockholm have three routes between Bålsta and Nynäshamn, Uppsala/Märsta and Södertälje and Södertälje and Gnesta. Factors considered when planning their timetables are the system’s capacity, how long the train should wait at a station and how long it takes to drive between stations. 94 % of the trains run on time in the system according to the operator MTR. The analyzed stations Stockholm Odenplan and Årstaberg are in Stockholm and have their separate conditions. Stockholm Odenplan is the second to largest station in the system and is in a central part of the city. The station is underground, and the rails are separated from the platform with platform doors. The doors are shown to cause delays for the dwell time as they are slow. Årstaberg has considerably fewer travelers than Stockholm Odenplan and is in the south parts of the city. The station is over the ground and has no platform doors. There are many theories about the causes behind a train’s dwell time based on the behavior of the passengers. They vary from where they are waiting on the platform, how they are queueing during boarding and the behavior during the boarding. The study shows that the dwell time in Årstaberg stays under its planned 42 seconds, but it is six seconds too long from its planned 60 seconds in Stockholm Odenplan. The dwell time increases during rush hour in Årstaberg and decreases outside of it, while Stockholm Odenplan seems to be largely unaffected by rush hours. Trains with train conductors seem to have a lower dwell time than those without them. The boarding has a shorter duration with train conductors, which shows that they are more efficient than the train drivers using cameras to monitor the boarding. However, it does take a little longer for the train to depart after the boarding is finished when they have a train conductor. Factors causing the dwell time are believed to be related to the flow of passengers and the design of the stations. The platform doors are believed to increase the dwell time in Stockholm Odenplan. Meanwhile, the protection from the weather and the location of the entrance in Årstaberg might impact its dwell time. When the number of passengers increases will the boarding take longer. The boarding will also be concentrated on a few doors in Årstaberg depending on the weather or if the trains are short. The dwell time should be analyzed further for a longer period and during more hours of the day. More stations in Stockholm’s rail system should be analyzed too.

The t h e s i s c o n s i d e r s t h e e f f e c t s of v e h i c l e type on highway t r a f f i c flow. The e f f e c t s of v e h i c l e type on t h e c a p a c i t y of t r a f f i c s i g n a l approaches are examined by t h e experimental d e t e r m i n a t i o n of passenger c a r u n i t s a t i n t e r s e c t i o n s i n London and West Yorkshire and i n a d d i t i o n s a t u r a t i o n flows and lost t i m e s a r e examined. . Vehicle type e f f e c t s a t roundabout e n t r i e s a r e i n v e s t i g a t e d and t h e r e s u l t s of f i e l d o b s e r v a t i o n s r e p o r t e d . Details a r e given of t h e gap acceptance of varying v e h i c l e t y p e s , t h e e f f e c t of v e h i c l e type on delay and comparisons a r e made with e x i s t i n g recommendat i o n s f o r t h e c a p a c i t y design of roundabout e n t r i e s . Observations of t r a f f i c flow on a r u r a l motorway a r e used to demonstrate t h e e f f e c t of v e h i c l e type on speed and observed v a l u e s a r e f i t t e d t o a normal d i s t r i b u t i o n . Overtaking behaviour is a l s o examined and conclusions drawn of t h e r e l a t i v e e f f e c t on c a p a c i t y of v e h i c l e t y p e . A review is given of t h e e f f e c t s of v e h i c l e type on t h e design and o p e r a t i o n of t h e highway system in Saudi Arabia.

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