South Africa is blessed with a plethora of mineral resources, and as such several mineral beneficiation plants are in operation. In the mining value chain, a processing facility is seen as the bottleneck. The reason for this is quite simple. Large quantities of ore are removed in a highly industrialised process from mining activities. This large amount of ore needs to be beneficiated through capacity constrained processing facilities. In order to maintain an economically viable balance between life of mine, and maximum throughput, a large portion of ore extracted from South Africa is exported to foreign countries. The ore is then further beneficiated in plants that do not necessarily suffer from the same constraints as the South African plants. These constraints include labour costs, electricity availability and pricing, water usage etc. Even though the downstream beneficiation of minerals will have a profound effect on the South African economy, it is of utmost importance that the Mineral Beneficiation Plants (MBP’s) responsible for a large portion of the beneficiation strategy, be operated effectively to allow local end users of their products to remain internationally competitive. It is clear that MBP’s play an integral part in the value chain of the minerals industry, and effective operation of these plants are critical. It is of utmost importance to ensure that MBP’s are operating at full capacity, as effectively as possible, and within budget constraints. Development of a continuous improvement model for a South African Minerals Beneficiation Plant In order to achieve this objective, MBP’s need to implement a sustainable Continuous Improvement Programme. Several models are available and have been utilised with variable success rates in some MBP’s around the world, however none of these models specifically address CI from a minerals processing point of view. This study aims to develop a model which can be exclusively used for CI in South African MBP’s. A survey was conducted to understand the requirements that a CI model should fulfil. The survey was completed by respondents in both junior and senior roles within different resourcing and consulting organisations as well as academic institutions. It was found that most respondents prefer a model which involves an amalgamation of current CI models i.e. six sigma, theory of constraints and lean manufacturing. A new model was developed using the elements from these existing models that are applicable to MBP’s. The model also incorporates strategic direction required to implement it successfully. It focusses on the core elements that would result in process improvement. These are as follows: • Reduction in Waste • Improvement in Quality • Improvement in Efficiency • Decrease in cost A case study is shown which highlights the applicability and success of the model within a South African Ferro Alloy plant. / Dissertation (MSc)--University of Pretoria, 2014. / Graduate School of Technology Management (GSTM) / Unrestricted

This study surveys the usage of various justification activities in plants that have adopted advanced manufacturing technology (AMT). Relationships between the usage of these activities and the level of performance of AMT projects are also determined. Our findings suggest that justification approaches and justification criteria preference help to explain the adoption of the more integrated technologies. However, the number of functional departments involved in AMT justification activities is more effective in explaining project performance than the other justification activities. Our results also indicate that the majority of plants are not utilizing discounted cash-flow and probabilistic justification techniques. This study provides some insights into the formation of decision making teams for the justification process. Future research directions in this area are also suggested.

Thesis (Ph. D. in Technology, Management, and Policy)--Massachusetts Institute of Technology, Engineering Systems Division, Technology, Management, and Policy Program, 2008. / Includes bibliographical references (p. 169-180). / The unrelenting increase in oil use by the U.S. light-duty vehicle (LDV) fleet presents an extremely challenging energy and environmental problem. A variety of propulsion technologies and fuels have the promise to reduce petroleum use and greenhouse gas (GHG) emissions from motor vehicles. Previous work in this domain has compared individual vehicle or fuel alternatives. The aim of this research was to deepen the understanding of the likely scale and timing of the fleet-wide impact of emerging technologies. A model of the light-duty vehicle fleet showed that fuel consumption of mainstream gasoline internal combustion engine (ICE) technology vehicles will determine the trajectory of fleet fuel use and GHG emissions over the next two decades. Using vehicle simulations and historical data, the trade-off between vehicle performance, size and fuel consumption was quantified. It was shown that up to 26 percent reduction in future LDV fuel use is possible with mainstream gasoline ICE vehicles alone if emphasis of vehicle technology is on reducing fuel consumption rather than improving performance. Addressing this vehicle performance-size-fuel consumption trade-off should be the priority for policymakers. By considering both supply and demand side constraints on building up vehicle production rates, three plausible scenarios of advanced vehicle market penetration were developed. Due to strong competition from mainstream gasoline vehicles and high initial cost, market penetration rates of diesels and gasoline hybrids in the U.S. are likely to be slow. As a result, diesels and gasoline hybrids have only a modest, though growing potential for reducing fleet fuel use before 2025. In general, the time-scales to impact of new technologies are twenty to twenty-five years. / (cont.) Integrating vehicle and fuel scenarios showed that measures which reduce greenhouse gas emissions also reduce petroleum consumption, but the converse is not necessarily true. Policy efforts therefore should be focused on measures that improve both energy security and carbon emissions at the same time. While up to 35 percent reduction in fleet GHG emissions from a No Change scenario is possible by 2035, the magnitude of changes required to achieve these reductions are daunting, as all of the current trends run counter to the changes required. / by Anup P. Bandivadekar. / Ph.D.

Thesis (Ph. D. in Technology, Management, and Policy)--Massachusetts Institute of Technology, Engineering Systems Division, Technology, Management, and Policy Program, 2008. / "June 2008." / Includes bibliographical references (p. 227-244). / The US Air Transportation System is currently facing a number of challenges including an increasing demand for travel and growing environmental requirements. In order to successfully meet future needs, the system will need to transition from its current state using a combination of technology, infrastructure, procedure, and policy changes. However, the complexities of the air transportation system make implementing changes a challenge. In particular, the multi-stakeholder nature of the system poses a significant barrier to transition. Historically, many changes in the air transportation system were driven by safety concerns and implemented following accidents which provided the momentum to overcome transition barriers. As a result of past changes, the system has become increasingly safe resulting in the emergence of new drivers for change. Security has emerged as a driver following the terrorist attacks of 9/11/2001 in the US and a number of system changes have since been implemented. Currently, capacity is one of the largest drivers of change. Addressing capacity issues requires solutions that can be accepted by stakeholders, and pass the necessary certification and approval requirements for implementation. The contribution of aviation to global greenhouse gas emissions is also becoming a significant driver for change in the system. The goal of this work is to understand how the air transportation system changes in response to safety, security, capacity, and environmental drivers for transition. In order to understand the dynamics of transition, historical cases of system change were studied. Twenty seven such cases have been analyzed to construct a feedback process model of transition and to explore specific change dynamics observed. / (cont.) These dynamics include: understanding the role of crisis events as catalyst for change; the effect that timing of solution development has on the overall time constant for change; the role that stakeholder objectives play in the transition process, and the use of approval and certification processes to stall or block change. understanding the process of change in the US Air Transportation System can inform future changes in aviation as well as in other systems with similar properties. / by Aleksandra L. Mozdzanowska. / Ph.D.

Thesis: Ph. D. in Technology, Management and Policy, Massachusetts Institute of Technology, Engineering Systems Division, Technology, Management, and Policy Program, February 2015. / Page 351 blank. Cataloged from PDF version of thesis. / Includes bibliographical references (pages 337-350). / The term jointness refers to activities or operations that are executed collaboratively by more than one government agency or military department. While joint operations have become increasingly common and successful, the government continues to struggle with joint system acquisition: in fact, although a common motivation for joint acquisition is cost savings, recent studies suggest that joint programs experience larger cost growth than non-joint programs and that it may be more cost effective for agencies to acquire systems independently rather than jointly. This thesis explains why joint programs often experience large cost growth and how jointness itself may induce it. To understand the cost of jointness, this thesis proposes and demonstrates a new approach for studying large, complex acquisition programs whereby the evolution of a program's organizational and technical architectures is quantified and observed using a design structure matrix (DSM)-based tool. Using this approach, one is able to gain an in-depth understanding of the underlying mechanisms that drive a program's costs, as well as global perspective on cost growth throughout a program's lifecycle. The utility of this approach is demonstrated by applying it to study the cost impacts of jointness on three programs that developed environmental monitoring systems for low Earth orbit. The acquisition community's current understanding of joint programs suggests that jointness induces cost growth by increasing a program's organizational and technical complexity. However, using the DSM-based tool, this thesis demonstrates that complexity is a dynamic property of an acquisition program that is driven by government agencies' institutional interests and the actions that they motivate. Specifically, the thesis presents a more nuanced understanding of jointness, complexity, and cost growth by arguing that government agencies' institutional interest in retaining or regaining autonomy motivates actions that alter the agencies' relationships with one another, with the joint organization, and with the system under development. When agencies take action to retain or to regain autonomy, they increase the complexity of the joint organization or the joint system and the program's costs grow as result. Finally, the thesis discusses the implications of the proposed Agency Action Model both generally and specifically in the context of environmental monitoring programs. Aided by a trade space analysis tool that was developed to explore a broad set of concepts for future environmental monitoring systems, the thesis demonstrates how government leaders should approach the problem of joint program formulation and in doing so, generates a set a policy recommendations for future partnerships between the agencies that have historically collected environmental data from low Earth orbit. / by Morgan Maeve Dwyer. / Ph. D. in Technology, Management and Policy

Thesis: Ph. D. in Technology, Management and Policy, Massachusetts Institute of Technology, Engineering Systems Division, Technology, Management, and Policy Program, 2015. / This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections. / Cataloged from student-submitted PDF version of thesis. / Includes bibliographical references (pages 175-181). / Computer security incidents often involve attackers acquiring a complex sequence of escalating capabilities and executing those capabilities across a range of different intermediary actors in order to achieve their ultimate malicious goals. However, popular media accounts of these incidents, as well as the ensuing litigation and policy proposals, tend to focus on a very narrow defensive landscape, primarily individual centralized defenders who control some of the capabilities exploited in the earliest stages of these incidents. This thesis proposes two complementary frameworks for defenses against computer security breaches -- one oriented around restricting the computer-based access capabilities that adversaries use to perpetrate those breaches and another focused on limiting the harm that those adversaries ultimately inflict on their victims. Drawing on case studies of actual security incidents, as well as the past decade of security incident data at MIT, it analyzes security roles and defense design patterns related to these broad classes of defense for application designers, administrators, and policy-makers. Application designers are well poised to undertake access defense by defining and distinguishing malicious and legitimate forms of activity in the context of their respective applications. Policy-makers can implement some harm limitation defenses by monitoring and regulating money flows, and also play an important role in collecting the data needed to expand understanding of the sequence of events that lead up to successful security incidents and inform which actors can and should effectively intervene as defenders. Organizations and administrators, meanwhile, occupy an in-between defensive role that spans both access and harm in addressing digital harms, or harms that are directly inflicted via computer capabilities, through restrictions on crucial intermediate harms and outbound information flows. The comparative case analysis ultimately points to a need to broaden defensive roles and responsibilities beyond centralized access defense and defenders, as well as the visibility challenges compounding externalities for defenders who may lack not only the incentives to intervene in such incidents but also the necessary knowledge to figure out how best to intervene. / by Josephine Wolff. / Ph. D. in Technology, Management and Policy

Thesis: Ph. D. in Technology, Management and Policy, Massachusetts Institute of Technology, Engineering Systems Division, Technology, Management, and Policy Program, 2015. / Cataloged from PDF version of thesis. / Includes bibliographical references (pages 187-195). / Plug-in Electric Vehicles (PEVs) are seen as a key pathway to reduce fuel consumption and greenhouse gas emissions in transportation, yet their sales are under 1% of new cars despite large incentives. Carsharing, a market where consumers rent vehicles for short durations, is a low-risk way for consumers to use Plug-In Electric Vehicles for their travel needs without a large financial commitment. However, deployment of PEVs in carsharing depends on three key factors: (1) consumer acceptance of PEVs for rental trips, (2) the ability of carsharing providers to manage technical limitations of PEVs, and (3) that real-world energy consumption of PEVs meets expectations. To explore the feasibility of PEV deployment in carsharing, this dissertation incorporates a Mixed-Integer Programming and simulation of the assignment of trips and vehicles, and a Hybrid Choice Model of carsharing user preferences. This dissertation's primary contributions consist of the combination of Hybrid Choice Models with a Structural Topic Model to incorporate respondent comments, a two-level representation of the assignment problem faced by carsharing providers in allocating trips to vehicles and locating vehicles, a case study of PEV deployment in Boston, and analysis of real-world energy consumption of two fleets of PEVs. Results suggest that a large fraction of round-trip carsharing fleets could be converted to PEVs, simultaneously increasing profitability and reducing gasoline consumption, and some benefits can be captured using simple heuristics. However, current user attitudes towards PEVs in carsharing vary widely, and while carsharing exposes many users to hybrids, few have tried PEVs. / by Stephen M. Zoepf. / Ph. D. in Technology, Management and Policy

This study investigates the effects of eight organizational support systems on virtual team effectiveness in five areas: communication, planning tasks and setting goals, solving problems and making decisions, resolving conflict, and responding to customer requirements. One hundred and eighty surveys were sent to information technology managers and collaborative team members, representing 43 companies. The results indicated that developing new roles for IT professionals and senior managers significantly increased virtual team effectiveness in several areas. The findings support the theory that organizations that utilize virtual teams must create high-level structures, policies, and systems to support the teams and the information tools they use.

Thesis (MAcc (Accountancy ))--University of Stellenbosch, 2006. / ERP applications have evolved into enterprise-wide applications, which are generally acknowledged today as a critical component in an organisation’s information strategy. When implementing an ERP application, the control and governance of all IT processes are critical to ensure that value is delivered, risks are managed and that the investment in IT (ERP) delivers a reasonable return. It should, therefore, be important to focus on mitigating IT process risks that have an impact on the ERP environment, so that the level of residual risk is acceptable and aligned with the business objectives. This assignment focuses on using the generally accepted IT framework, COBIT (Control Objectives for Information and related Technology), as governance and control model. The criticality of each COBIT control objective (IT process) is evaluated by applying the COBIT control objectives in an ERP environment. Specific reference is also made to Qmuzik as an ERP application. By applying COBIT in an ERP environment, the most critical IT processes applicable to ERP are identified, in order to ensure that the minimum process controls for these IT processes are designed and implemented.

published_or_final_version / Business Administration / Master / Master of Business Administration