Here, the problem is studied more broadly, where the workforce qualification is represented in four stages, with the objective of minimizing the total amount of workforce needed in each stage, and each stage is modeled as an integer linear programming problem. work published in Silva, Morabito and Yanasse (2011), where the objective of the problem was to minimize the makespan. This paper is a continuation of a previous. Such constraints arise due to a space limitation in the fixture. Tasks must be scheduled in assembly fixtures with several adjacent workstations, taking into account special constraints where simultaneous processing of the tasks is allowed (adjacency constraints). This paper presents a case study of production scheduling in the aeronautical industry. The model developed in this paper is illustrated with the help of a numerical example. Finally a single objective fuzzy linear program is devised to solve the proposed model efficiently. A multi objective program is modeled to determine promising suppliers and the ordered quantities in a multi-product, quantity discounted environment. Further they are weighted using Analytic Hierarchical Process, for their relative importance so as to match the organization's ultimate goal. These parameters are defined using fuzzy numbers with nonlinear membership functions to handle the vagueness, uncertainty and the inexactness in the data and to capture a real life like scenario. purchasing cost, quality, service and commit date deliveries. In this paper, a fuzzy approach is utilized for the supplier selection problem, using some important criteria as discussed in the supply chain literature, e.g. It simultaneously takes into account several quantitative and qualitative factors. It can critically influence the competitiveness in the entire supply chain network. Supplier selection is a multi-criteria decision making problem. The tool supports tactical (middle-term) and strategic (long-term) planning usually related to infrastructural or operational proposals which are supposed to guarantee the optimal (or at least effective) behaviour of the modelled terminal.

The paper also deals with the most important properties and possibilities offered by the simulation tool Villon and comments on the experience gained during its utilisation. The paper focuses on the possible utilization of simulation methods to support the design and optimisation of infrastructure process control algorithms in railway terminals. Due to the complex system, a simulation model seems to be the only suitable tool for performing investigations under realistic conditions. Great effort is therefore exerted to find an optimal configuration of infrastructure to extensively exploit technical and human resources and to effectively organize technological procedures. Railway service terminals (nodes) are the places of a railway network equipped with costly technology based on high complexity technological procedures demanding a high degree of coordination and control skills. Attempts continue (i) to acquire, test and evaluate validated data from the operators, (ii) simulate the proposed model to one of the two operational lines and study congestion alleviation of both lines in a combined manner and (iii) evaluate the model against other possible solutions. Several interesting questions have arisen out of the proposed model. The LP Model developed for the third proposed solution is tested with actual data using an open LP Solver. The objective is: (i) To minimize number of train cabins in the system and (ii) to minimize the total car miles run by all trains in a schedule cycle. Nodes represent arrival/departure times at each station and constraints on (i) consistency of flow, (ii) non-negativity of flow, (iii) indivisibility, (iv) demand satisfiability and (v) bounds are proposed. The problem domain is modelled as a directed transit network and further as an Linear-programming (LP) formulation with a focus on the third solution for one of the lines, under an assumption of known demand. (iii) Increase number of services between modified O-D pairs with denser traffic.

(ii) Increase number of cabins in trains operated during peak hours. To reduce over-crowding and alleviate congestions, three different strategic solutions are considered. A high ridership is observed during weekends and peak hours, leading to severe over-crowding. An urban light rail transport in the Middle East which is operated as a cyclic schedule on fixed Origin-Destination (O-D) pairs and two lines is considered.

Open peakhour configuration wizard