The reliability issue of the infrastructure systems has become one of the major concerns of the system operators. This dissertation is a collection of four published and working papers that address the specific reliable design and operations problems from three different application settings: transportation/telecommunications network, distribution network, and power plant. In these four projects, key random factors like site disruption and uncertain demand are explicitly considered and proper research tools including stochastic programming, robust optimization, and variants of robust optimization are applied to formulate the problems based on which the important and challenging modelling elements (nonlinear congestion, disruption caused demand variation, etc.) can be introduced and studied. Besides, for each of the optimization models, we also develop advanced solution algorithms that can solve large-scale instances within a short amount of time and devise comprehensive numerical experiments to derive insights. The modelling techniques and solution methods can be easily extended to study reliability issues in other applications.

台灣位居亞太地區中心,是東南亞與東北亞的航路要衝,具有極優越的航路位置,運用此種有利條件,將臺灣發展成為亞太海運轉運中心,有助於提高我國經貿航運地位.本研究之主要目的在於1.區域經濟以及區域營運中心之探索2.區域營運中心中,轉運中心的地位及角色3.臺灣成為轉運中心的機會及作法4.在逐步成為轉運中心的情勢下,臺灣貨櫃航商因應此種環境變化,所採取的策略 研究本研究之結論為1.在亞太地區中,轉運中心的形成非唯一性2.臺灣成為轉運中心,貨櫃行商所能利用的優勢為地理區位.產業條件.大陸市場 港埠設施,其中產業條件未利用.大陸市場未開放.港埠優勢未伸張3.貨櫃行商之策略,成本領導徹底,集中化未實行 ,差異化各有所長.

筆記型電腦由於本身產品的生命週期短，技術淘汰率高、製程組裝不易、市場反應快速、原料價值變動大以及競爭性高的特性，客製化生產CTO (Configure To Order)生產模式成為筆記型電腦廠商的核心競爭能力，關係著未來的競爭優勢，因此我國各大筆記型電腦生產廠商莫不積極開發建立CTO生產模式。 　　研究者作為國內電子業廠商推動CTO工作的實務工作者，以1999年突破接單內兩天生產挑戰的個案公司為個案，在遵守商業倫理的必要限制下，以個人實際開創CTO生產流程之實務經驗敘述為主，撰寫研究報告，探討筆記型電腦產業CTO的生產流程作業，分析關鍵因素，據以提出生產管理與控制CTO的運作模式與建議，提供相關產業參考。 　　本研究主要研究目的分述如下： 　　　一、CTO生產模式之意義、功能與限制。 　　　二、探究CTO生產模式各流程之主要內涵。 　　　三、就個案公司實例分析CTO生產模式之關鍵因素。 　　　四、就個案公司之經驗，探討CTO生產模式台灣經驗移植至大陸的可行性與限制，提供建議與我國資訊產業實施參考。 　　討論部分，研究者針對政府ABCDE計畫對CTO生產模式的影響、OEM大廠對BTO/CTO的要求、CTO生產模式的構建成本與其所帶來附加價值以及CTO生產模式的應用範圍與移植大陸的可行性，做了詳盡的論述。最後研究者分別針對相關產業以及後續研究者提出建議，以供參考。 / Notebook computer is a short life, high technology, difficult assembly, fast marketing change, fluctuated material pricing and highly competed product. CTO (Configure To Order) manufacturing capability becomes Notebook PC manufacturers' core competence. All Taiwan Notebook PC manufacturers aggressively make a lot of efforts to build up CTO process capability. 　　The researcher has CTO process establishment experience. The established CTO process has achieved 2 days delivery after receipt of the orders. The researcher is willing to share his CTO process experience with public under business morality constraint. The analysis includes CTO process flow, the key success elements, CTO operation model and production control for associated industry's reference. 　　The purpose for this search is as follows: 　　　1). The meaning, function and limitation of CTO process. 　　　2). CTO process flow content 　　　3). CTO process key success elements 　　　4). The feasibility and constraint to transfer CTO process to China 　　With regard to the discussion that covers several areas: 1) How did government “ABCDE” project affect CTO process? 2) Major OEM customers' such as Compaq & Dell requirement in terms of BTO/CTO process, 3) The cost to build up CTO process and the added value CTO process may generate, 4) The suitable products to use CTO process and the feasibility to transfer CTO process to China. At last, the researcher made some suggestion to the associated industry and the follow-up researchers.

<p>Ericsson AB har en produktionsenhet i Gävle (Sverige), CDC Gävle. Denna enhet är indelad i två fabriker, Skolgången och Avaström. På Skolgången monteras WCDMA radiobasstationer (3G) och på Avaström GSM radiobasstationer (2G).</p><p>CDC Gävle har idag ett stort returflöde av emballage från inkommande monteringsmaterial. Det förekommer också många störningar i materialförsörjningen till monteringen. CDC Gävle har beslutat att på sikt ska allt material som idag finns på lager befinna sig på hubbar.</p><p>Syftet med examensarbetet var att undersöka påfyllnaden av monteringsmaterial till linan. Påfyllnad skulle ske direkt mot linan. Resultatet av arbetet blev en teoretisk försörjningsmodell som byggde på att materialet kom från hubbar. Försörjningsmodellen skulle ta hänsyn till nuvarande systemlandskap samt att det skulle ske på ett så kostnads- och utrymmeseffektivt sätt som möjligt. Den skulle också se över problemen med emballage och störningarna i materialflödet.</p><p>Arbetet skulle besvara följande centrala frågor:</p><p>• Hur bör materialet fördelas på hubbarna?</p><p>• Vilka lastbärare är lämpliga vid levereras till linan?</p><p>• Vilka förändringar kan komma att krävas av befintliga system, arbetsmetodik samt vilka krav ska ställas?</p><p>• Var och hur bör omplock av material ske?</p><p>• Hur kommer materialflödet att se ut från hubb till monteringslina?</p><p>Arbetet har bedrivits genom datainsamling på CDC Gävles olika anläggningar. Det genomfördes även ett flertalet studiebesök för att se hur andra producerande företag arbetade med liknande frågor. Under arbetsgången har det skett kontinuerliga litteraturstudier.</p><p>Författarna belyste och tog fram ett flertal parametrar som anses avgörande vid utformningen av en ny försörjningsmodell. CDC Gävle måste besluta hur dessa parametrar ska lösas innan en fullständig implementering av hubbar kan börja. Arbetet resulterade i en försörjningsmodell som är generell för både WCDMA och GSM. Arbetet tar också upp hur hubben bör arbeta, vilka funktioner den ska innehålla samt vart den bör lokaliseras. Vidare rekommenderas lämpliga lastbärare och vilka arbetssätt som är lämpliga för CDC Gävle.</p><p>Ett av de största problemen i arbetet var att ta hänsyn till de speciella materialflödena som CDC Gävle har, detta gällde bl a reklamation och enhetspackade artiklar. Den centrala parametern i hela försörjningsmodellen var frystiden. Frystiden är den tidsperiod från att kunden inte kan ändra sin order till ordern startas på monteringen. Om det inte existerar någon frystid kommer inte hubben hinna plocka fram och leverera det material som CDC Gävle behöver.</p><p>Författarna bedömer att det finns goda möjligheter att flytta befintliga lager till hubbar. Det bör dock genomföras ett flertal piloter med olika sorters material innan man går vidare.</p> / <p>Ericsson AB has a production unit in Gävle (Sweden), CDC Gävle. The unit is divided into two facilities, Skolgången and Avaström. WCDMA (3G) Radio Base Stations are assembled at Skolgången and GSM (2G) Radio Base Stations are assembled at Avaström.</p><p>Today CDC Gävle has a major return flow of packing from received assembly material. There also exist several disruptions in the material supply to the assembly. CDC Gävle has decided that in the long term all material, which today is stored in the warehouse, will be stored in hubs.</p><p>The purpose of the thesis work was to investigate the replenishment of material to the line. Replenishment was to be made directly to line. The result of the thesis work became a theoretical supply model that was based on the material arriving from hubs. The supply model had to consider the present system environment and also be as cost and area efficient as possible. It was also supposed to look at the problems with packing and disruptions within the material flow.</p><p>The thesis work was to answer the following essential questions:</p><p>• How should the material be allocated to the hubs?</p><p>• Which load-carriers are appropriate on delivery to the line?</p><p>• What changes could be required of the present systems, working methods and also what requirements are to be made?</p><p>• Where and how should the re-arrangement of material be done?</p><p>• What will the material flow look like from hub to assembly line?</p><p>The thesis work has been carried out by the collection of data at CDC Gävle’s different facilities. Several study visits were conducted to see how other producing companies worked with similar questions. During the work process there have been continuous literature studies.</p><p>The authors elucidated and compiled several parameters, which were considered crucial in the design of a new supply model. CDC Gävle must decide how these parameters will be solved before a full-scale implementation of hubs can begin. The result of the thesis work was a supply model, which is common to both WCDMA and GSM. The thesis work also covers how the hub should work, which functions it will contain and where it should be located. Further, more suitable load-carriers and ways of working for CDC Gävle are recommended.</p><p>One of the biggest problems was to take into consideration of the special material flows, which CDC Gävle has; amongst those concerned were the claims flow and the unit-packed articles. The essential parameter in the whole supply model was the frozen horizon. The frozen horizon is the time period from when a customer cannot change the order to when the order is started in the assembly. If there is no frozen horizon, the hub will not have enough time to take out and deliver the material, that CDC Gävle need. The authors’ opinion is that there are good possibilities of moving the present warehouse to hubs. However several pilots should be conducted with different kinds of materials before any further step is taken.</p>

In this thesis, we introduce the Partitioning-Hub Location-Routing problem (PHLRP), which can be classied as a variant of the hub location problem. PHLRP consists of partitioning a network into sub-networks, locating at least one hub in each subnetwork and routing the traffic within the network such that all inter-subnetwork traffic is routed through the hubs and all intra-subnetwork traffic stays within the sub-networks all the way from the source to the destination. Obviously, besides the hub location component, PHLRP also involves a graph partitioning component and a routing component. PHLRP finds applications in the strategic planning or deployment of the Intermediate System-Intermediate System (ISIS) Internet Protocol networks and the Less-than-truck load freight distribution systems. First, we introduce three IP formulations for solving PHLRP. The hub location component and the graph partitioning components of PHLRP are modeled in the same way in all three formulations. More precisely, the hub location component is represented by the p-median variables and constraints; and the graph partitioning component is represented by the size-constrained graph partitioning variables and constraints. The formulations differ from each other in the way the peculiar routing requirements of PHLRP are modeled. We then carry out analytical and empirical comparisons of the three IP formulations. Our thorough analysis reveals that one of the formulations is provably the tightest of the three formulations. We also show analytically that the LP relaxations of the other two formulations do not dominate each other. On the other hand, our empirical comparison in a standard branch-and-cut framework that is provided by CPLEX shows that not the tightest but the most compact of the three formulations yield the best performance in terms of solution time. From this point on, based on the insight gained from detailed analysis of the formulations, we focus our attention on a common sub-problem of the three formulations: the so-called size-constrained graph partitioning problem. We carry out a detailed polyhedral analysis of this problem. The main benet from this polyhedral analysis is that the facets we identify for the size-constrained graph partitioning problem constitute strong valid inequalities for PHLRP. And finally, we wrap up our efforts for solving PHLRP. Namely, we present the results of our computational experiments, in which we employ some facets of the size-constrained graph partitioning polytope in a branch-and-cut algorithm for solving PHLRP. Our experiments show that our approach brings signicant improvements to the solution time of PHLRP when compared with the default branch-and-cut solver of XPress. / Dans cette thèse, nous introduisons le problème Partitionnement-Location des Hubs et Acheminement (PLHA), une variante du problème de location de hubs. Le problème PLHA partitionne un réseau afin d'obtenir des sous-réseaux, localise au moins un hub dans chaque sous-réseau et achemine le traffic dans le réseau de la maniére suivante : le traffic entre deux sous-réseaux distincts doit être éxpedié au travers des hubs tandis que le traffic entre deux noeuds d'un même sous-réseau ne doit pas sortir de celui-ci. PLHA possède des applications dans le planning stratégique, ou déploiement, d'un certain protocole de communication utilisé dans l'Internet, Intermediate System - Intermediate System, ainsi que dans la distribution des frets. Premièrement, nous préesentons trois formulations linéaires en variables entières pour résoudre PLHA. Le partitionnement du graphe et la localisation des hubs sont modélisées de la même maniére dans les trois formulations. Ces formulations diffèrent les unes des autres dans la maniére dont l'acheminement du traffic est traité. Deuxièmement, nous présentons des comparaisons analytiques et empiriques des trois formulations. Notre comparaison analytique démontre que l'une des formulations est plus forte que les autres. Néanmoins, la comparaison empirique des formulations, via le solveur CPLEX, montre que la formulation la plus compacte (mais pas la plus forte) obtient les meilleures performances en termes de temps de résolution du problème. Ensuite, nous nous concentrons sur un sous-problème, à savoir, le partitionnement des graphes sous contrainte de taille. Nous étudions le polytope des solutions réalisables de ce sous-problème. Les facettes de ce polytope constituent des inégalités valides fortes pour PLHA et peuvent être utilisées dans un algorithme de branch-and-cut pour résoudre PLHA. Finalement, nous présentons les résultats d'un algorithme de branch-and-cut que nous avons développé pour résoudre PLHA. Les résultats démontrent que la performance de notre méthode est meilleure que celle de l'algorithme branch-and-cut d'Xpress.

Background: The world of today is immensely interconnected. Over the past decades, national economies have been de-bordered and the promoting of the flows of goods, people, capital and services across the borders is evident, as opposed to when flows only moved within national economies. Former vertical structures of old nations have been replaced by a horizontal flow structure in a complex and intertwined global economy. Attracting flows is essential for the growth and survival of cities. Hubs functions as important connection points for these flows and are therefore highly important. Research procedure: The purpose of this thesis is to describe how city regions function from a hub perspective by mapping the most important hubs in the Oresund Region, and investigating the connectivity and collaboration between these hubs. This study has a qualitative and inductive approach with a case study design and the empirical findings is based on twelve interviews with representatives of different fields. Results: The most important hubs were divided into three categories: transport, economic and infrastructure hubs, illustrated in the hub categorization model. The results indicate that there is a interconnectivity issue with interdependencies between the different hubs in the Oresund Region. This is illustrated through the hub relationship model. Collaboration seems to take place mostly within sectors and through the municipalities..

Fault-tolerant vehicle design is an emerging inter-disciplinary research domain, which is of increasedimportance due to the electrification of automotive systems. The goal of fault-tolerant systems is to handleoccuring faults under operational condition and enable the driver to get to a safe stop. This paperpresents results from an extended survey on fault-tolerant vehicle design. It aims to provide a holisticview on the fault-tolerant aspects of a vehicular system. An overview of fault-tolerant systems in generaland their design premises is given as well as the specific aspects related to automotive applications. Thepaper highlights recent and prospective development of vehicle motion control with integrated chassiscontrol and passive and active fault-tolerant control. Also, fault detection and diagnosis methods arebriefly described. The shift on control level of vehicles will be accompanied by basic structural changeswithin the network architecture. Control architecture as well as communication protocols and topologiesare adapted to comply with the electrified automotive systems. Finally, the role of regulations andinternational standardization to enable fault-tolerant vehicle design is taken into consideration. / <p>Qc 20120730</p>

The relationship between cars and cities is changing. The auto-centric development predominant in America in the 20th century is beginning to subside and disappear. It is being replaced by efforts to make cities more sustainable, enjoyable, and accessible by their citizens without the need to always own a personal vehicle. Given the issues inherent in building more infrastructure to support the ever-growing demand for automobiles, continuing to rely on fossil fuels to power them, or living in neglected spaces designed for machines, an alternative solution is needed. While entirely giving up the car today is socially, politically, economically, and physically impossible, new ways of dealing with it are becoming viable. These developments are currently in their nascent stages, but they hold immense potential to transform the way urban mobility operates in the near future. This thesis explores architecture's response to this emerging reality and proposes that it is time for the car and the city to foster a productive relationship. In the past, architects and urban planners have designed and re-designed the built environment to accommodate the needs of the automobile. Today, there is a need for an architecture which integrates mobility and the means of powering it with vibrant and social urban space. Through the design of a networked mobility hub for Long Island City in Queens, New York, this thesis will re-imagine the relationship between cars and architecture, creating a new paradigm for dealing with the automobile in the city.

The demand for natural gas has been growing much faster than the demand for other primary resources and it is expected that the European Union (EU)&amp / #8217 / s dependency on natural gas will continue to grow. For this reason gas supply security policy has been more important lately than before on the European political agenda in securing a smooth supply of gas. According to the EU external policy directives, EU natural gas energy security can be enhanced by diversifying geographical origin as well as transit routes. Turkey in that concept was assumed as one of the important transit hub countries to reach the new sources in the Azerbaijan and Central Asia region as well as in the Middle East. However, the transportation of gas from this region to Europe through the new route via Turkey has become very complex issue in terms of technical and political point of view arising from suppliers within their export policy and from the U.S&amp / #8217 / s bilateral sanctions. This dissertation argues that under the present circumstances especially due to the difficulties in the supplier side being a major transit gas hub country will be very difficult for Turkey combined with the increasing internal gas demand in the next decade.

The planetary gear train are applied in multi-speed drive hubs for bicycles. Since a multi-speed drive hub has the advantages of the small volume and stable gear shifting, it is used widely in folding bicycles and electric bicycles. The distributed-flow-type multi-speed hubs could provide more gears, the related design theory is not well development. Thus, the purpose of this research is to develop a systematical methodology for the design of the distributed-flow-type multi-speed hub for bicycles. First, an existing patent is analyzed to identify the basic characteristics and the requirements of the multi-speed hubs. Based on the basic characteristics and the requirements, a systematical procedure is proposed to synthesize the feasible concepts of the planetary gear trains. Second, another procedure is proposed to determine the feasible clutching sequence tables. Third, the difference in value of the angular velocity is assigned to calculate the gear ratio and to determine the numbers of the teeth of all gears. Finally, the shifting-gear system in the multi-speed drive hubs is designed and arranged. The evaluation of the multi-speed drive hubs is proceeded to select the better alternatives. The result of this work obtains twenty-senven types of the distributed-flow multi-speed hubs for bicycles, three of them could reach sixteen speeds.