Dissertations / Theses on the topic 'Logistics facilities'

Master of Agribusiness
Department of Agricultural Economics
Jason Bergtold
Markets for alternative fuels are emerging and are of great interest to both public and private companies, as well as government agencies looking to differentiate fuel sources to achieve improved and sustainable operational efficiencies. This creates a growing need for innovation and an increased supply of biofuel feedstocks for bioenergy options such as bio-jet fuel. This thesis aims to assess the logistical feasibility of producing oilseed bio feedstocks and the practicality of building new crush facilities specifically for bio-jet fuel production in Kansas. A logistical optimization model is built by applying data to estimate the potential Kansas supply of rapeseed as a possible feedstock option; transportation and facility costs associated with building; and proposed crushing facility sites, by considering the estimated demand for bio-jet fuel within Kansas. The developed optimization model determined that even average yields per acre and modest adoption rates by farmers willing to incorporate rapeseed into their crop rotations could provide enough feedstock to supply one or two crushing facilities, depending on a variety of additional factors, including bio-jet fuel demand in Kansas. Sensitivity analysis was performed on key model factors and determined that the most influential factor on both size and number of proposed crushing facilities was the market demand for bio-jet fuel. Ultimately, further research is required to better understand the actual market demand for bio-jet fuel within Kansas and how competition or supply supplementation of other bio feedstocks can affect the size or number of proposed crushing facilities. There are currently six oilseed crushing facilities operating in Kansas; although all are dedicated to soybean or sunflower seed. Further studies may find these sites as viable alternative options to building new crushing facilities for a separate type of feedstock.

Thesis (M.S.)--University of Missouri--Rolla, 2007.
Vita. The entire thesis text is included in file. Title from title screen of thesis/dissertation PDF file (viewed December 3, 2007) Includes bibliographical references (p. 29-31).

Dissertation (PhD)--Stellenbosch, 2004.
ENGLISH ABSTRACT: The dissertation reflects the research done on the design principles and success factors for the operation of cross dock facilities in grocery and retail supply chains. The cross dock is a particular facility in the supply chain where goods are received from suppliers, sorted without storage of the goods, and then efficiently moved to downstream customers. Cross docks are not a new operation. However, the use in high volume grocery and retail operational capabilities is poorly understood and is not uniquely defined. The problem is that cross docks are often seen as extensions of warehouses. The same personnel, systems and processes are applied and the efficiency potential of the cross dock is not achieved. Warehouses are orientated towards storing the full range of product and allowing the pick to be done from this storage buffer to provide any or all of these products to a customer. Cross docks will only handle products that are used in larger quantities and that are sent to most, if not all, the customers. The cross dock is therefore distinct and very different from the traditional warehouse. The published research tends to focus on the technical aspects of the cross dock layout. This research is primarily in the scheduling of the trucks into the yard of the facility; the allocation of trucks to specific doors of the facility; and the allocation of doors to receiving and despatch functions within the facility. Very little information or research reflects the design principles and success factors for the cross dock and its supply chain. The only classification of the cross dock in the literature is whether the barcode is added to the item before or after receipt at the cross dock. For this research work a literature survey was conducted and five major operations were reviewed, in South Africa and the USA. The research empirically drew logical conclusions, which were tested in the operations and found to be correct. This allowed the design principles and success factors to be determined for a successful cross dock. The research extends the knowledge of the cross dock operation and design: - • A new classification for the feasible types of cross docks in the supply chain was developed. Three factors are shown to be of primary importance: - o Where in the supply chain the identification of specific items for a customer is done; o Where the sort is done for the items to be delivered to a customer; and o Whether the supplier is providing one product or multiple products to the sort. From these three factors, eight potential classifications could be defined. However, only three practical types of cross dock can be determined from these eight alternatives. These are named in this research as Cross Dock Managed Load (CML); Joint Managed Load (JML); and the Supplier Managed Load (SML). The cross dock is far more effective than the warehouse when the total work (excluding inventory) is considered. The earlier in the supply chain the product is identified for the use of the entire downstream supply chain, the more effective will be the total supply chain. Thus the greatest supply chain effectiveness possible is with the SML, then the JML and finally the CML. • The operation of a cross dock is very similar to a continuous manufacturing process. There is no buffer of stock to decouple the inbound and outbound processes, and the operation takes place in a restricted area. However, in the retail chain, the workload alters with different orders and different days. Daily load differences vary by as much as 90%. This results in vastly different workloads and variations of throughput. This is similar to a batch operation with highly variable workloads between batches. The literature recommends the use of Just in Time (JIT) practice for cross docks. This is inappropriate as its primary requirements are continuous full volume operation and continuous small improvements to achieve a balanced operation. The most appropriate method of process improvement is the Theory of Constraints (TO C) and not JlT. • The management must have a detailed, disciplined approach. This implies standardised methods of operation, and a high degree of training. Equally there is the requirement for a special type of personnel to operate the cross dock. These operating personnel must be able to operate with precision (i.e. very low error rates) and be able to maintain this capability for continuous periods. • The systems required for a successful operation must include the capabilities of Yard Management, WMS for cross docking, Order Management with Advanced Shipping Notice (ASN) capability and Track and Trace across the supply chain. The items need to be identified by a barcode. The information required on the barcode will be determined by. the information systems capability of the least advanced service provider in the supply chain. If this service provider can receive and transmit all the data required for the supply chain from and to the other members, then the barcode need only be an identification number of the specific item. The data pertaining to the items is then passed from system to system in the supply chain. If data movement is not possible between all the parties in the entire supply chain, then the barcode must contain the information that will identify the item, the origin and the final delivery destination. If the items are delivered as part of a consignment, a further quantum of information is required to identify the total number of items in the consignment and the specific item within the consignment. • The research shows that the overall capability of the cross dock or its maximum capacity is the combination of the capability of the personnel and the cross dock design. Restrictions on either the personnel capability or the design of the cross dock, or both, severely reduces the effectiveness of the cross dock. • The previous research on the sequence of allocation of trucks to specific doors within the cross dock can be enhanced with a new sequencing method. The new method allocates the transport, in sequence of arrival, to the open door that either numrruses the walk distance in the facility; or maximises the completion of the consignments in order to minimise the area required to build the consignments; or a combination of both. The choice of these will be determined by the constraints imposed by the design of the building. This is an important extension as this ties the supply chain into the cross dock operation, rather than looking at the cross dock in isolation as has been done in this previous research. • The factors that influence the design of a cross dock as to its size, shape, number of doors, and the specifically required additional areas, is defined in detail. The principles of these factors and their inter-relationships and dependencies are used in a detailed design for a cross dock. The detailed design process is set out from data analysis through to the actual size calculations and layouts. Measurements of walk distance and sort movement are used to determine the most effective design. The design is shown to be considerably more effective than the older designs. This work has significantly extended the research on the design principles and success factors for implementation of cross docks in retail supply chains. The research derives a unique new classification for cross docks. An improvement is made to existing research on the allocation of the transport to particular doors in the cross dock. The operation, management and personnel are shown to require specific characteristics. The information systems required for effective cross docks is determined and defined. The identification of the individual items by barcode and the information required within the barcode depending on the information sophistication of the service providers in the supply chain is defined. A detail process to design a cross dock is evolved, with the full knowledge of the factors that must be considered and their interrelationships. Measurements to determine the effectiveness of the design are used to choose the most appropriate design. All these are then synthesised into a new design, which is far more effective than any of the other designs researched. The design process will produce a very effective cross dock as has been demonstrated with a new facility.
AFRIKAANSE OPSOMMING: geen opsomming

Thesis (PhD)--Stellenbosch University, 2014.
ENGLISH ABSTRACT: The (classical) domination number of a graph is the cardinality of a smallest subset of its vertex set with the property that each vertex of the graph is in the subset or adjacent to a vertex in the subset. Since its introduction to the literature during the early 1960s, this graph parameter has been researched extensively and nds application in the generic facility location problem where a smallest number of facilities must be located on the vertices of the graph, at most one facility per vertex, so that there is at least one facility in the closed neighbourhood of each vertex of the graph. The placement constraint in the above application may be relaxed in the sense that multiple facilities may possibly be located at a vertex of the graph and the adjacency criterion may be strengthened in the sense that a graph vertex may possibly be required to be adjacent to multiple facilities. More speci cally, the number of facilities that can possibly be located at the i-th vertex of the graph may be restricted to at most ri 0 and it may be required that there should be at least si 0 facilities in the closed neighbourhood of this vertex. If the graph has n vertices, then these restriction and su ciency speci cations give rise to a pair of vectors r = [r1,....., rn] and s = [s1,....., sn]. The smallest number of facilities that can be located on the vertices of a graph satisfying these generalised placement conditions is called the hr; si-domination number of the graph. The classical domination number of a graph is therefore its hr; si-domination number in the special case where r = [1,....., 1] and s = [1,....., 1]. The exact values of the hr; si-domination number, or at least upper bounds on the hr; si- domination number, are established analytically in this dissertation for arbitrary graphs and various special graph classes in the general case, in the case where the vector s is a step function and in the balanced case where r = [r,....., r] and s = [s,....., s]. A linear algorithm is put forward for computing the hr; si-domination number of a tree, and two exponential-time (but polynomial-space) algorithms are designed for computing the hr; si- domination number of an arbitrary graph. The e ciencies of these algorithms are compared to one another and to that of an integer programming approach toward computing the hr; si- domination number of a graph.
AFRIKAANSE OPSOMMING: Die (klassieke) dominasiegetal van 'n gra ek is die grootte van 'n kleinste deelversameling van die gra ek se puntversameling met die eienskap dat elke punt van die gra ek in die deelversameling is of naasliggend is aan 'n punt in die deelversameling. Sedert die verskyning van hierdie gra ekparameter in the literatuur gedurende die vroeë 1960s, is dit deeglik nagevors en vind dit neerslag in die generiese plasingstoepassing waar 'n kleinste getal fasiliteite op die punte van die gra ek geplaas moet word, hoogstens een fasiliteit per punt, sodat daar minstens een fasiliteit in die geslote buurpuntversameling van elke punt van die gra ek is. Die plasingsbeperking in die bogenoemde toepassing mag egter verslap word in die sin dat meer as een fasiliteit potensieel op 'n punt van die gra ek geplaas kan word en verder mag die naasliggendheidsvereiste verhoog word in die sin dat 'n punt van die gra ek moontlik aan veelvuldige fasiliteite naasliggend moet wees. Gestel dat die getal fasiliteite wat op die i-de punt van die gra ek geplaas mag word, beperk word tot hoogstens ri 0 en dat hierdie punt minstens si 0 fasiliteite in die geslote buurpuntversameling daarvan moet hê. Indien die gra ek n punte bevat, gee hierdie plasingsbeperkings en -vereistes aanleiding tot die paar vektore r = [r1, .... , rn] en s = [s1,...., sn]. Die kleinste getal fasiliteite wat op die punte van 'n gra ek geplaas kan word om aan hierdie veralgemeende voorwaardes te voldoen, word die hr; si-dominasiegetal van die gra ek genoem. Die klassieke dominasiegetal van 'n gra ek is dus die hr; si-dominasiegetal daarvan in die spesiale geval waar r = [1,......, 1] en s = [1,....., 1]. In hierdie verhandeling word die eksakte waardes van, of minstens grense op, die hr; si-dominasiegetal van arbitrêre gra eke of spesiale klasse gra eke analities bepaal vir die algemene geval, vir die geval waar s 'n trapfunksie is, en vir die gebalanseerde geval waar r = [r,....., r] en s = [s,....., s]. 'n Lineêre algoritme word ook daargestel vir die berekening van die hr; si-dominasiegetal van 'n boom, en twee eksponensiële-tyd (maar polinoom-ruimte) algoritmes word ontwerp vir die berekening van die hr; si-dominasiegetal van 'n arbitrêre gra ek. Die doeltre endhede van hierdie algoritmes word met mekaar vergelyk en ook met dié van 'n heeltallige programmeringsbenadering tot die bepaling van die hr; si-dominasiegetal van 'n gra ek.

Neste trabalho foi desenvolvido um modelo de programação linear inteira mista para localização das instalações da rede logística do biodiesel no Brasil, de forma a que se possa, com sua aplicação, avaliar o potencial de produção de oleaginosas no país, assim como identificar as zonas mais promissoras para a localização dos diversos elos da cadeia do biodiesel, a partir da demanda gerada pela mistura de um percentual de biodiesel ao diesel fóssil. O modelo incorpora quatro elos da cadeia produtiva (fase agrícola, extração de óleo, produção de biodiesel e pontos de demanda). Os parâmetros do modelo foram estimados com base em informações reais de mercado disponíveis (base de dezembro/2007). Obteve-se com a aplicação do modelo a diversos cenários, os municípios mais indicados para produção das oleaginosas, as oleaginosas utilizadas, o volume de produção em cada local e, por fim, a localização e porte das fábricas de óleo e das usinas de biodiesel. Análises de sensibilidade de alguns parâmetros foram executadas para verificação do comportamento do modelo face a incertezas. O trabalho incorpora sugestões e recomendações para aprimoramento do modelo.
In this research a mixed integer linear programming model was developed to locate facilities related to the biodiesel supply chain in Brazil, making possible to evaluate the oleaginous production potential, as well as the most promising regions to became the location of the several levels of the biodiesel chain, in accordance to the biodiesel future demand. The model incorporates four levels of the productive chain (agricultural phase, extraction of oil, biodiesel production and demand points). The model parameters were estimated based on market information available (base of december/2007). The application of the model to several sceneries led to the indication of the most promising regions for production of the oleaginous, the used oleaginous ones, the volume of production in each place and, finally, the location and scale of oil and biodiesel factories. Sensibility analyses were conducted to verify the results related to parameters uncertainty. The research contains suggestion and recommendations for improvement of the model.

Este trabalho analisa o impacto do Imposto sobre Circulação de Mercadorias e Serviços (ICMS) e do Imposto de Importação (II), assim como a influência dos estoques operacionais e de segurança, na solução de problemas de localização em âmbito global, envolvendo vários elos da cadeia de suprimentos. Foi proposta uma metodologia e um modelo de Programação Linear Inteira Mista que minimiza os custos operacionais, levando em conta o melhor aproveitamento do benefício fiscal drawback, os créditos referentes ao ICMS e o custo de estoque total da cadeia. As conclusões obtidas após a implantação do método e do modelo matemático em quatro grandes empresas transnacionais do segmento agrícola, com altos volumes de crédito de ICMS, mostram que os impostos são mais representativos do que os custos logísticos na definição de uma rede logística para esse tipo de empresa e que os estoques de segurança afetam diretamente o resultado da otimização. Os resultados mostram, ainda, a necessidade de se considerar pelo menos quatro elos da cadeia para problemas do tipo aqui analisado e que o estoque operacional, as restrições de capacidade de armazenagem e o custo financeiro estão fortemente correlacionados com a quantidade de Centros de Distribuição. Conclui-se que a legislação do ICMS impõe, para uma melhoria no fluxo de caixa, um aumento significativo nos custos logísticos. As principais contribuições da metodologia adotada são (1) o tratamento dos custos do estoque operacional e de segurança, (2) a inclusão da capacidade de armazenagem, (3) a avaliação do impacto do crédito de ICMS não utilizado sobre o custo total e sobre o fluxo de caixa das empresas e (4) o processo de concorrência para coleta de preços. O modelo desenvolvido é principalmente útil para empresas que operam no segmento de agronegócio e/ou são exportadoras, por conta da influência dos créditos de ICMS não aproveitados. A metodologia permitiu melhorias no fluxo de caixa da ordem de US$ 22 milhões em uma das empresas, equivalentes a 5% de seu custo total.
This work studies the impact of taxes and the influence of cycle and safety stocks on a global network design with several echelons. The proposed methodology and Mixed Integer Linear Programming model aimed to minimize the operational costs, taking into consideration the taxes involved and the chain inventory value. The approach has been implemented in four large agribusiness transnational companies with high level of credit of a State tax showing that, for this type of company, taxes are more significant than logistic cost for facility location decisions. Another conclusion is that the supply chain must be modeled with four echelons at least for problems such as the ones herein studied and that cycle stock, storage capacity and the financial cost have a high correlation with the amount of Distribution Centers. The results show also the direct impact of safety stock on the network design optimization. It is concluded that tax legislation imposes a significant increase in the logistics costs for a cash flow gain. The main contributions of this methodology are (1) the treatment of total inventory cost and (2) storage capacity, (3) the analysis of these factors and tax on companies cash flow management and (4) the bidding approach to gather logistic costs. The math model is especially useful for agribusiness and/or exporting companies that have a high level of tax credit. The methodology has brought cash flow improvements of about US$ 22 million in one of the companies, or 5% of its total cost.

Thesis (M. of Military Art and Science)--U.S. Army Command and General Staff College, 2007.
"A thesis presented to the Faculty of the U.S. Army Command and General Staff College in partial fulfillment of the requirements for the degree Master of Military Art and Science, General Studies." Title from cover page of PDF file (viewed: May 29, 2008).

Cервісні потоки (поряд з матеріальними) – оосновні потоки логістичного контуру підприємств готельно-ресторанного бізнесу. Сервісні потоки – потоки послуг (нематеріальної діяльності), які генеруються логістичної системою. Потік – динамічний процес; як об'єкт логістики він характеризується наступними основними параметрами: величиною, часом, траєкторією. З огляду на особливості готельно-ресторанного бізнесу, сервісний потік в цій сфері вважаємо за доцільне деталізувати на зв'язаний з: 1) власне послугами; 2) товарами-послугами; 3) сервісним відкликом. Таке розмежування дуже важливо з точки зору логістичного управління. Основними традиційними послугами готельно-ресторанного бізнесу є: 1) розміщення (проживання); 2) організація харчування. Також можуть надаватися інші традиційні послуги (які входять або не входять в базову вартість обслуговування. Товар-послуга – інноваційна технологія, сенс якої полягає в тому, що покупець (споживач, клієнт) одержує фізичний товар в супроводі послуги, пов'язаної з самим процесом продажу. Таким чином, суб'єктивне сприйняття послуги, пов'язаної з процесом продажу товару, саме по собі викликає попит, потребу клієнта в товарі-послузі. Для готельно-ресторанного бізнесу як для сфери дозвілля роль товарів-послуг в підвищенні конкурентоспроможності дуже значна. Логістичні потоки, пов'язані з виробництвом продуктів-послуг, характеризуються дуже тісною взаємодією між їх сервісної та матеріальної складової. Тому виділення таких потоків в логістичному контурі представляється нам цілком закономірним і обґрунтованим. Сервісний відгук – технологія реагування на індивідуальні запити клієнтів як перед продажем продукції (товарів, послуг), так і під час післяпродажного обслуговування. Складність, комплексність, розтягнутість сервісного відгуку в часі також вимагає виділення даного виду сервісних логістичних потоків в окрему категорію.

Les travaux de cette thèse concernent la modélisation et l'optimisation de chaînes d’approvisionnement en biomasses pour de futures bio-raffineries. En effet, des chaînes d'approvisionnement efficaces sont essentielles pour fournir aux installations de conversion, de façon régulière, des quantités suffisantes de biomasse de qualité à des prix raisonnables. Le problème est tout d'abord décrit puis modélisé.Un modèle de réseau et un modèle de données sont ensuite développés pour permettre de décrire la structure de la chaîne d'approvisionnement et ses données, sans affecter le modèle mathématique sous-jacent. Ce dernier (MILP) combine pour la première fois divers aspects, soit originaux, soit gérés séparément dans la littérature. A partir des demandes de la raffinerie, une résolution exacte précise les activités logistiques dans le réseau et les équipements nécessaires, afin de minimiser le coût total composé des coûts de récoltes, de transport et de stockage. Des études de cas sont décrites pour illustrer ce modèle de planification tactique multi-biomasse et multi-période. Un modèle plus compact est aussi élaboré pour traiter des instances de très grandes tailles. Il est illustré par une étude de cas réelle pour une bio-raffinerie prévue près de Compiègne. Pour finir, les développements effectués pour la mise en place d’un prototype logiciel d’aide à la décision sont présentés et des recommandations d’un futur logiciel commercial sont proposées
The research works of this thesis address the problem of modeling and optimizing biomass supply chains for biorefineries. Indeed, efficient supply chains are essential to provide conversion facilities with sufficient quantities of quality biomass at reasonable prices. The problem is described and modeled.A network model and a data model are developed to allow to describe the structure of the supply chain and its data, without affecting the underlying mathematical model. The latter is a mixed-integer linear programming that combines for the first time various aspects, either original or tackled separately in the literature. For given refinery needs, its exact resolution by CPLEX specifies the logistic activities in the network (amounts harvested, baled, transported, stored etc.) and the necessary equipment, in order to minimize a total cost including harvesting costs, transport costs and storage costs. Case studies are described to illustrate this multi-biomass and multi-period tactical planning model.A more compact model is also elaborated to cope with large-scale instances. It is illustrated using a real case study for a bio-refinery planned near Compiègne, France.Finally, the developments conducted for the implementation of a prototype of decision-support application are presented and recommendations for coming to a commercial software are proposed

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AusAID (Australian Agency for International Development, Austr?lia)
Whey produced by small to medium cheese makers in the state of Minas Gerais is currently being underutilised and carries an economic burden due to losses to the environment. The current study provides a diagnostic of whey utilisation in a selected cluster of 76 dairy companies located in Zona da Mata and Campo das Vertentes and economically assesses potential value addition scenarios for regional development by considering the potential whey uptake by two established drying plants with spare capacity. The decision making model indicated that the most economical scenario includes the installation of whey collection centers. With a minimum regional development investment of R$55,000,000.00, the model selects the Ponte Nova plant as the recipient of the cluster?s whey (mostly in pre-concentrated form) to produce partially demineralised whey powder 40%, with a return of investment of 2.9 years. Changes in transportation costs did not impact on the model output recommendations. This study demonstrated the economic viability for whey recovery into whey powder following the formation of a cluster of associated small to medium cheesemakers.
O soro de leite produzido por pequenas e m?dias queijarias em Minas Gerais est? sendo subutilizado e carrega um fardo econ?mico devido a perdas para o meio ambiente. O presente estudo fornece um diagn?stico da utiliza??o de soro de leite em um cluster selecionado de 76 latic?nios localizados na Zona da Mata e Campo das Vertentes, e economicamente avalia poss?veis cen?rios de agrega??o de valor para o desenvolvimento Regional, considerando a absor??o de soro de leite potencial por duas plantas de secagens estabelecidas com capacidades ociosas. O modelo de tomada de decis?o indicou que o cen?rio mais econ?mico inclui a instala??o de centro de coletas de soro de leite. Com um investimento de desenvolvimento Regional m?nimo de R$ 55.000.000,00, o modelo seleciona a planta de Ponte Nova como o destinat?rio do soro do cluster (principalmente na forma de pr?-concentrado) para produzir o soro de leite parcialmente desmineralizado em p? 40%, com um retorno do investimento de 2,9 anos. Mudan?as nos custos de transporte n?o impactaram as recomenda??es de sa?da do modelo. Este estudo demonstrou a viabilidade econ?mica para a recupera??o do soro de leite em soro em p? ap?s a forma??o de um cluster de pequenos e m?dios associados queijeiros.

碩士
國立高雄第一科技大學
運輸與倉儲營運系
89
Since the period of 1980s, the global competition was quickly expanded and most of the enterprises focused on developing new manufacturing technology in order to reduce production cost and improve product quality. However, the progress in manufacturing technology also reached to its saturation stage in 1990s since most of the countries had access to the similar level of manufacturing technology with the similar efforts. Therefore, the global competition began a new era and focused on how to distribute the goods and products to the customers in the most quick and efficient way. That is, the logistics stage before and after the manufacturing stage began to receive most attention. A lot of needs focus on how to develop and establish a logistics facilities system for the enterprise. Thus, this research presents a hierarchical planning structure for a logistics facilities system. It includes five aspects, that is, identify the role of facilities system aspect, collect and analyze information aspect, create plans of logistics facilities system aspect, evaluate and select the plan aspect, enforce and manage the plan aspect. This study focus on plans evaluation and selection. Previous research lacked a solid framework for evaluate the multiple-criteria facilities system. Consequently, this study aims to establish a systematized evaluation framework for logistics facilities system. The evaluation framework includes two aspects, that is, judge a plan by its design process and by its design outcome. This research applies Checklist to judge a plan’s design process and applies Fuzzy multiple criterion decision-making (FMCDM) to construct a model for evaluating and selecting logistics facilities system. In the model, we propose a 3-level hierarchy structure to present the relationship of all the factors and a Fuzzy weight model to distinguish importation of all the factors. Therefore, the results in this research can be used as a decision aid to help establish a facility system to cooperate with the logistics management needs.

碩士
國立高雄第一科技大學
運輸倉儲營運所
90
Logistics facilities system is the essential part of supply chain system, and the facilities system planning is crucial to the efficiency of supply chain management. The planning process would involve the trade-off of multiple objectives and include both quantitative and qualitative factors. Thus, this research proposes an integrated model of logistics facilities system planning with the application of multiple attribute decision making. It includes two stages. The first stage utilizes the multiple objectives planing to develop multiple solutions, and the second stage utilizes the multiple criteria evaluation to select a preferred solution from the first stage. A case study is also used to demonstrate that the proposed model has better results than the previous approach.

This thesis project compares the performance of a homogeneous sample of United States Navy Bachelor Enlisted Quarters built using the Military Construction process. Projects will be broken into two sub-samples of design/bid/build and design/build projects to see if one project delivery method is superior in regards to time and cost. Project duration, project duration per bed, project time growth, cost growth and cost per bed will be statistically compared. Upon completion of the analysis the hypothesis that design/build projects are superior to design/bid/build projects in regards to time and cost will be tested.
Contract number: N62271-97-G-0073.

The performance of small businesses contribute substantially to the South African economy. In recent years the South African Government has prioritised the development of township retail industries by implementing numerous initiatives. The primary objective of this study was to determine how formal independent small retail businesses in Soweto manage their logistical supply chain drivers, namely facilities, inventory and transportation, in terms of responsiveness and cost-efficiency in order to survive. The logistical supply chain drivers should not only be managed as a cohesive unit, but also be aligned with the orientation of the selected supply chain strategy, in terms of responsiveness and cost-efficiency. During 2014, a quantitative survey was conducted among 650 formal independent small Sowetan businesses of which the responses of 556 retailers were analysed in terms of responsiveness and cost-efficiency. The study also investigated the role of the relevant industry group in the management of the logistical supply chain drivers by the business owners. The data was analysed and tested by the Kruskal-Wallis test, the Pearson Chi-square test and factor analyses were performed. Two binary logistic regression models were developed to determine the influence of the management of the logistical supply chain drivers on the small retailers’ odds of survival. The results showed that the small retailers manage facilities and inventory focused more towards responsiveness, whereas transportation is managed focused on either cost-efficiency or responsiveness. The study concluded that age and growth in income can predict the odds of survival for small businesses.
Business Management
M. Com. (Business Management)

Key sources of oil for western markets are located in complex geopolitical environments that increase economic and social risk. The amalgamation of economic, environmental, social and national security concerns for petroleum-based economies have created a renewed emphasis on alternative sources of energy which include biomass. The stability of sustainable biomass markets hinges on improved methods to predict and visualize business risk and cost to the supply chain. This thesis develops Bayesian logistic regression models, with comparisons of classical maximum likelihood models, to quantify significant factors that influence the siting of biomass-using facilities and predict potential locations in the 13-state Southeastern United States for three types of biomass-using facilities. Group I combines all biomass-using mills, biorefineries using agricultural residues and wood-using bioenergy/biofuels plants. Group II included pulp and paper mills, and biorefineries that use agricultural and wood residues. Group III included food processing mills and biorefineries that use agricultural and wood residues. The resolution of this research is the 5-digit ZIP Code Tabulation Area (ZCTA), and there are 9,416 ZCTAs in the 13-state Southeastern study region. For both classical and Bayesian approaches, a training set of data was used plus a separate validation (hold out) set of data using a pseudo-random number-generating function in SAS® Enterprise Miner. Four predefined priors are constructed. Bayesian estimation assuming a Gaussian prior distribution provides the highest correct classification rate of 86.40% for Group I; Bayesian methods assuming the non-informative uniform prior has the highest correct classification rate of 95.97% for Group II; and Bayesian methods assuming a Gaussian prior gives the highest correct classification rate of 92.67% for Group III. Given the comparative low sensitivity for Group II and Group III, a hybrid model that integrates classification trees and local Bayesian logistic regression was developed as part of this research to further improve the predictive power. The hybrid model increases the sensitivity of Group II from 58.54% to 64.40%, and improves both of the specificity and sensitivity significantly for Group III from 98.69% to 99.42% and 39.35% to 46.45%, respectively. Twenty-five optimal locations for the biomass-using facility groupings at the 5-digit ZCTA resolution, based upon the best fitted Bayesian logistic regression model and the hybrid model, are predicted and plotted for the 13-state Southeastern study region.

碩士
華梵大學
資訊管理學系碩士班
101
Continuous development of modern science and technology leap and change, making technology products to strictly control its life cycle in response to market demand. Military weapons and equipment considerations and specifications of its exclusive use stringent quality control, and general consumer market with a considerable degree of variation. Product stability and durability as the main demand. Military electronic systems encompasses a number of complex components, the proper rate, maintain costs, and limiting factors, we need to make the appropriate risk control and assessment. In this thesis, the military's existing critical component failure records, import risk management theory to calculate the failure rate, operating properly and the average failure rate and number. Air Force ground navigation facilities currently no domestic production capacity, both rely on foreign procurement and supply, raise complement way to Xunjun, obtained commercially pipeline, due to a lengthy process of raising compensation, risk management and control is very important. Navigation system to help the Air Force Air Materiel non-general. Therefore, the process is the procurement and repair replacement work on the latent risk factors of anthropogenic. This paper analyzes a certain type of air navigation aids logistical support system risk impact factor, as the main object of study. The purpose is to reduce the fill and raise the risk of impact on the repair, so that risks can be controlled in the best condition, in order to maintain proper system.