http://hdl.handle.net/1721.1/7926 Search the Channel search http://dspace.mit.edu/simple-search http://hdl.handle.net/1721.1/41313 Title: The use for frequency-consequence curves in future reactor licensing <br/> <br/>Authors: Debesse, Laurene <br/> <br/>Abstract: The licensing of nuclear power plants has focused until now on Light Water Reactors and has not incorporated systematically insights and benefits from Probabilistic Risk Assessment (PRA). With the goal of making the licensing process more efficient, predictable and stable for advanced reactors, the U.S. Nuclear Regulatory Commission (USNRC) has recently drafted a risk-informed and technology-neutral framework for new plant licensing. The Commission expects that advanced nuclear power plants will show enhanced margins of safety, and that advanced reactor designs will comply with the Commission's Safety Goal Policy Statement. In order to meet these expectations, PRA tools are currently being considered; among them are frequency-consequence (F-C) curves, which plot the frequency of having C or more consequences (fatalities, injuries, dollars, dose...) against the consequences C. The present research analyzes the role and the usefulness of such curves in risk-informing the licensing process in the U.S., and shows that their use allows the implementation of both structuralist and rationalist Defense-In-Depth. The second part of this work concentrates on F-C curves as a mean to assess and limit societal risk. Such tools would improve the safety of current plants by allowing the regulator to focus its attention on the plants that pose the highest societal risks in events such as power uprates. <br/> <br/>Description: Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Nuclear Science and Engineering; and, (S.M.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2007.; Includes bibliographical references (p. 103-106). Sun, 29 Oct 2006 22:58:59 GMT http://hdl.handle.net/1721.1/40382 Title: Revenue Management in the railway industry in Japan and Portugal : a stakeholder approach <br/> <br/>Authors: Abe, Itaru, S.M. Massachusetts Institute of Technology <br/> <br/>Abstract: Revenue Management (RM) is the process of managing the sales of perishable assets by controlling price and inventory so as to maximize profit. It was developed in the late 1970s after the deregulation of the US airline industry, and has enabled the US airline industry to increase its revenue by offering dynamic prices associated with demand. Many academic articles have understandably focused on applications to the airline industry. This thesis deals with the application of RM to the railway industry. The railway is considered the most energy-efficient mode of transportation, and its role has become increasingly important around the world with ever growing concerns about the global energy crisis and climate change. Implementing an RM strategy for railways is expected to contribute to a significant lessening of this environmental burden by making better use of the existing railway infrastructure. Furthermore, it is not only advantageous for the railway operators, but also for the passengers who can benefit from discounted tickets. In fact, several countries have already introduced RM to their railway systems. However, the results have not always turned out as desired and the goals set out by the policy makers have not always been achieved.; (cont.) Most research looking at the issue of how RM should be applied to the railway industry has employed a quantitative approach. While the development of mathematical models is clearly valuable, what is equally needed from the viewpoint of policy makers and railway practitioners is social consideration to better implement RM strategies. In order to bridge the gaps between quantitative research and policy implementation, this thesis 1) explores how RM has been implemented to the railway industry by showcasing several empirical examples, 2) proposes a new framework which is used to define an approach for implementing RM, and 3) applies the framework to new national settings, Japan and Portugal. This thesis focuses on qualitative analysis to implement RM practice to the railway industry. Specifically, it analyzes who is the salient stakeholder, and how they are treated by applying stakeholder theory. <br/> <br/>Description: Thesis (S.M.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2007.; Includes bibliographical references (leaves 130-133). Sun, 29 Oct 2006 22:58:59 GMT http://hdl.handle.net/1721.1/40381 Title: United States Air Force Air Logistics Centers : lean enterprise transformation and associated capabilities <br/> <br/>Authors: Cohen, Jessica L. (Jessica Lauren) <br/> <br/>Abstract: Lean enterprise transformation entails a complementary set of initiatives and efforts executed over a substantial period of time, in a consistent and coordinated manner, at all levels of the enterprise. It builds upon ordinary organizational change in that a broader set of people and functions will be affected, and non-traditional approaches and mental models will continue to be exercised. I have developed and proposed a set of capabilities that must be possessed by any enterprise in order for that enterprise to successfully transform and sustain a new way of doing business. These capabilities have been drawn and compiled from a combination of organizational change literature and models, as well as personal experience and observations. Between 2003 and the present, three US Air Force Air Logistics Centers (ALCs) initiated lean enterprise transformation efforts. This notion was beyond the activities these sites pursued in the past, as the ALCs were challenged to see their enterprises as a system that needed to be optimized. I have used the capabilities developed to assess each ALC and make suggestions regarding their future needs in executing lean enterprise changes.; (cont.) In particular, I have focused on two of the twelve capabilities (a leadership team with a shared mental model and a balanced and cascading system of metrics), and compared each ALC to an ideal state and utilization of these capabilities. Further, I have examined the Warner Robins ALC with respect to all twelve capabilities, in light of past work conducted at the site. The results of this research are two-fold. First, I have learned that there are certain conditions that must be met before lean enterprise transformation can be attempted and sustained. The readiness necessary can be assessed within a combination of the qualitative results derived from a comparison with the ideal capabilities I have defined, along with the quantitative results reported with the LAI Lean Enterprise Self Assessment Tool. Second, I have determined that there are special practices and cultural aspects of government enterprises that makes lean enterprise transformation particularly difficult for them. This is the result of policies in place, and a tradition of strategic direction being handed down from above. <br/> <br/>Description: Thesis (S.M.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2005.; Includes bibliographical references (p. 180-183). Fri, 29 Oct 2004 22:58:59 GMT http://hdl.handle.net/1721.1/40380 Title: Future contactless payment options for transport for London : demand, cost, equity, and fair policy implications <br/> <br/>Authors: Dorfman, Matthew James <br/> <br/>Abstract: This thesis assesses fare payment technologies for Transport for London in 2015. Based on a survey of technical literature, feasible payments technologies in 2015 include current smartcard technology, contactless bankcards and near-field communication (NFC) mobile phones. Five fare payment options based on these three technologies are proposed. Options 1-3 use contactless bankcards and NFC phones as the fare medium. Option 1 requires tap-in only and uses flat fares; it is a standard retail transaction. Option 2 is like Option 1 but adds a rebate program to approximate the effects of passes and transfer discounts. Option 3 requires users to tap-in and tap-out, and supports traditional transit fares. Option 4 continues the current use of a proprietary smartcard to implement traditional transit fare structures. Option 5 uses a vehicle-based smartcard reader that does not require barriers or fareboxes; it supports traditional transit fare structures and path- and service-based pricing. The five options are evaluated on four dimensions: cost, demand, equity, and fare policy. Options 1-3 have significantly lower costs due to the use of commercial payment media. Option 4's costs are similar to current costs.; (cont.) Option 5 is significantly more expensive and offers few benefits for London. To analyze demand, an incremental logit demand model was created. It shows that under conservative assumptions about passenger behavior, option 1 generates a moderate loss in revenue and ridership, while under more generous assumptions, a moderate gain occurs. Options 2 through 5 result in small changes in ridership or revenue. All five options maintain or potentially improve passenger equity, especially if passes requiring up-front payment are de-emphasized, allowing lower income travelers to obtain the best fares. Options 2 and 3 offer the greatest opportunity for customer service improvement and cost savings. Option 1 has a higher demand risk and decreased fare policy flexibility. Option 4 has limited potential for cost saving or revenue increase, and Option 5 is prohibitively expensive. Peak pricing is also investigated, and is shown to offer some benefits in creating available capacity. <br/> <br/>Description: Thesis (S.M.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2007.; Includes bibliographical references (p. 117-120). Sun, 29 Oct 2006 22:58:59 GMT