Innovative Culture – Searching for Innovativeness in a Construction Company

The purpose of the thesis is to study innovativeness in a context of the construction industry especially the front-end of the innovation process. The construction industry is often considered an old-fashioned manufacturing industry. Innovations and innovativeness are rarely linked to the industry. The construction industry, as well as other industries in Finland, is facing challenges such as productivity, the climate change and internationalization. The meaning of innovations is greater than ever in continuously changing markets, for standing out from competitors or increasing the competitiveness. Traditional production methods, tight building regulations, unique buildings, one-of-a-kind project organizations and highlighting the cheapest price in building contracts are particular challenges in the construction industry. The research questions of the thesis were: - What kind of factors shift the existing company culture towards innovativeness? - What are the phases of the front-end of the innovation process? - What kind of tools and methods enable managing the front-end of the innovation process? The theoretical part of the thesis bases on the literature review. The research methodology of the empirical part was the action research and qualitative approach. Empirical data was collected by the theme interviews from three companies. The results were practical methods and experiences from innovation activities of the companies. The results of the thesis can be clarified as follows: enhancement of the innovation activities requires support and commitment of the top management, innovative culture and innovation strategy. Innovativeness can be promoted by systematical methods for example collecting ideas from employees. Controlling and managing the front-end phase is essential to succeeding. Despite that managing the front-end is the most challenging part of the innovation process, development and management of that save companies’ money, resources and prevents useless investments. Further clarification and studies are needed to find out furthermore functional tools and methods to manage innovations and implementing them to the culture of the companies.

Production planning development in global manufacturing company

Larox Corporation is a provider of full service filtration in solid and liquid separation. Larox develops, designs, manufactures and supplies industrial filters. By Larox’s continuous development principle, a project for more efficient production was started. At the same time production planning was taken under review. Aim for this Master’s thesis was to find software designed for production planning purposes replacement for old Microsoft Excel based method. In this Master’s thesis current way of production planning was thoroughly analyzed and improvement targets were specified and also requirements for new software were assigned. Primary requirements for new software were possibility to production scheduling, planning, follow-up and also for long-time capacity planning and tracking. Also one demand was that new software should have data link to Larox’s current ERP-system. Result of this Master’s thesis was to start using Larox’s ERP-system also for production planning purposes. New mode of operation fulfils all requirements which were placed to new system. By using new method of production planning, production planners can get more easier and reliable data than from current system.

Old Mission Brand orange

Crate label for Old Mission Brand oranges picked and packaged by the Placentia Orange Company, which was owned and managed by Charles C. Chapman.

Old Mission Brand grapefruit

Crate label for Old Mission Brand grapefruit picked and packaged by the Placentia Orange Company, which was owned and managed by Charles C. Chapman.

Canadian Niagara Power Company fonds

Power at the Falls: The first recorded harnessing of Niagara Falls power was in 1759 by Daniel Joncairs. On the American side of the Falls he dug a small ditch and drew water to turn a wheel which powered a sawmill. In 1805 brothers Augustus and Peter Porter expanded on Joncairs idea. They bought the American Falls from New York State at public auction. Using Joncairs old site they built a gristmill and tannery which stayed in business for twenty years. The next attempt at using the Falls came in 1860 when construction of the hydraulic canal began by the Niagara Falls Hydraulic Power and Manufacturing Co. The canal was complete in 1861 and brought water from the Niagara river, above the falls, to the mills below. By 1881 the Niagara Falls Hydraulic Power and Manufacturing Co. had a small generating station which provided some electricity to the village of Niagara Falls and the Mills. This lasted only four years and then the company sold its assets at public auction due to bankruptcy. Jacob Schoellkopf arrived at the Falls in 1877 with the purchase of the hydraulic canal land and water and power rights. In 1879 Schoellkopf teamed up with Charles Brush (of Euclid Ohio) and powered Brush’s generator and carbon arc lights with the power from his water turbines, to illuminate the Falls electrically for the first time. The year 1895 marked the opening of the Adam No. 1 generating station on the American side. The station was the beginnings of modern electrical utility operations. The design and operations of the generating station came from worldwide competitions held by panels of experts. Some who were involved in the project include; George Westinghouse, J. Pierpont Morgan, Lord Kelvin and Nikoli Tesla. The plants were operated by the Niagara Falls Power Company until 1961, when the Robert Moses Plant began operation in Lewiston, NY. The Adams plants were demolished that same year and the site used as a sewage treatment plant. The Canadian side of the Falls began generating their own power on January 1, 1905. This power came from the William Birch Rankine Power Station located 500 yards above the Horseshoe Falls. This power station provided the village of Fort Erie with its first electricity in 1907, using its two 10,000 electrical horsepower generators. Today 11 generators produce 100,000 horsepower (75 megawatts) and operate as part of the Niagara Mohawk and Fortis Incorporated Power Group.

Second Welland Canal - Book 1, Survey Map 2 - Lock 1 and Port Dalhousie

Survey map of the Second Welland Canal created by the Welland Canal Company showing the areas in and around Port Dalhousie and Grantham Township. Identified structures associated with the Canal include Lock 1, East and West Piers, Collector's Office, Lock Tender's House and the new towing path. The surveyors' measurements and notes can be seen in red and black ink and pencil. Local area landmarks and businesses are also identified and include streets and roads (ex. Road to St. Catharines, Side Line, Old Road to Port Dalhousie, Road to Niagara), the Welland Railway and its structures (ex. freight sheds, wood shed, raised platform, elevator, cranes, water tank, turn table, and passenger station), G. A. Clark's Wood Yard, Clark's Wood Office, Alex Muir's Dry Dock, Donald, Andrews and Ross' Dry Dock, RandJ Laurie Flouring Mill, R. Laurie and Company Grist Mill and A. Morrison Saw Mill. A New Road to St. Catharines is featured in red ink. Properties and property owners of note are: Concession 1 Lots 19, 20 and 21, John Christie, and John Clark.

Second Welland Canal - Book 1, Survey Map 3 - Old Lock 2 in Grantham Township

Survey map of the Second Welland Canal created by the Welland Canal Company showing a portion of the Grantham Township near Port Dalhousie. Identified structures associated with the Canal include the new towing path. The surveyors' measurements and notes can be seen in red and black ink and pencil. Features of the First Welland Canal are noted in red ink and include the old Lock 2, old towing path and the original bed of the Twelve Mile Creek. Local area landmarks are also identified and include streets and roads (ex. Side Line and Old Road), four unnamed bridges, and a tree stump along the old towing path. A New Road to Port Dalhousie is featured in red ink. Properties and property owners of note are: Concession 3 Lots 21, 22 and 23, Concession 4 Lots 21, 22 and 23, Jabez Johnson, Adam Gould, Peter Weaver and Samuel Wood.

Second Welland Canal - Book 3, Survey Map 1 - Canal to Chippewa Creek with Port Robinson

Survey map of the Second Welland Canal created by the Welland Canal Company showing Port Robinson and the canal to Chippewa Creek. The surveyors' measurements and notes can be seen in red and black ink and pencil. Local area landmarks are also identified and include streets and roads (ex. Front Street, Bridge Street, and Cross Street), the Welland railroad, Dry Dock leased to D. McFarland and Abbey, G. Jordan Tavern, D. McFarland and Co. Burnt Saw Mill, I. Pew Shop, Old Locks, New Lock, Canal to Chippewa Creek, Chippewa Creek, covered drain from dry dock, a barn and several bridges. Properties and property owners of note are: Lots 202, Broken Front lots 202 and 203, D. McFarland, and G. Jordan.

Second Welland Canal - Book 3, Survey Map 2 - Canal to Chippewa Creek with Port Robinson

Survey map of the Second Welland Canal created by the Welland Canal Company showing the canal as it passes through Port Robinson. Identified structures associated with the Canal include the Guard Lock, Collector Toll Office, towing path, and the New Cut of the canal. The surveyors' measurements and notes can be seen in red and black ink and pencil. Local area landmarks are also identified and include streets and roads (ex. Island Street, Bridge Street, John Street, and Cross Street), bridges (Swing Bridge, and several unnamed bridges), Welland Railroad, Canal to Chippewa Creek (and two old locks and one new lock associated with the canal), Chippewa Creek, Back Water, an unnamed Island, Dry Dock leased to McFarland and Abbey, Abbey's Office, D. McFarland and Co. Saw Mill (Burnt), G. Jordan Tavern, Robert Elliot Store House and Wharf, Isaac Pew's Shop, Colemans Hotel, R. Band and Co. Girst Mill, Donaldson and Co. Grist Mill, H. Marlatt Dwelling House and barn, Henry W. Timms Hotel, Methodist Church, Post Office, Blacksmith Shop, a church, a structure labeled B. Patch, and a number of other structures that are not named. Properties and property owners of note are: Lots 202 and 203, S. Hill, D. McFarland, Church Society, G. Jordan, D. Coleman, John Brown, Rob Coulter, Robert Elliot, Isaac Pew, James McCoppen, William Bell, Charles Stuart, Andrew Elliot, Robert Band, Ed. Feney, John Betty, F. Sharp, William B. Hendershot, A. Brownson, H. Marlatt, J. S. Powell, and the School Trustees. Two reserved properties are labeled in red.The current spelling of Chippewa Creek is Chippawa. Although it not possible to make out the entire name of the H. W. Timms hotel located at Front and Bridge Street on the map itself, it was discovered to belong to Henry W. Timms after consulting the 1851-52 Canada Directory.

Second Welland Canal - Book 3, Survey Map 5 - Old Canal and New Canal along Chippewa Creek in Port Robinson, Thorold Township

Survey map of the Second Welland Canal created by the Welland Canal Company showing the canal along Chippewa Creek in Thorold Township. Identified structures and features associated with the Canal include the towing path, float bridge, and the waterway itself. The surveyors' measurements and notes can be seen in red and black ink and pencil. Local area landmarks are also identified and include a road allowance between Lot 213 and 214, Chippewa Creek, an unnamed creek, and the Old Canal. Wetlands adjacent to Chippewa Creek are illustrated. Properties and property owners of note are: Lots 213 and 214, Samuel Hill, and Duncan Coleman. The boundary of the land deeded to Coleman is outlined in blue.

Clippings - Road Allowances, Lock 2 Bridge, Toronto Railway Company, St. Davids' History

Clipping regarding the original road allowance which was part of Mr. Woodruff’s property, n.d. Clipping regarding the Lock 2 Bridge. This is a letter to the editor of the Journal from Calvin Phelps of Lockport, Nov. 13, 1889. Clipping entitled “Settled beyond a Dispute”: a letter to the Editor of the Star from J. G. Currie regarding the road allowance in the 5th Concession of Grantham, Nov. 16, 1889. Clipping entitled “That Old Road Allowance” which is a rebuttal to Mr. Currie’s letter, [1889] 2 newspaper clippings regarding: “Reg. vs. Toronto Railway Company”. These 2 articles are glued to a piece of paper. Beneath the newspaper articles is the name M. Chambers, Nov. 18, 1898. Notes regarding the clippings are enclosed with the articles. These notes and written on the back of “Pattison, Collier and Shaw Barristers, Solicitors, Etc.” stationary (notes are 2 pages, handwritten), Nov. 18, 1898. Clipping entitled “History on the Site: St. Davids’ Students Learn Lessons where Events Occurred” (2 copies), n.d.

Cross sections of excavation required to make a ditch on the earth side of the railroad near Port Dalhousie

Cross sections of excavation required to make a ditch on the earth side of the railroad near Port Dalhousie. This is a 12 page booklet of hand- drawn charts and diagrams which is slightly stained. Text is not affected, Mar. 1860.

Voucher #22 to James McCoppen (copy) which includes a letter from James McCoppen regarding a claim for having water backed up into his grain and grass by the embankment of the railroad. The letter is dated June 24, 1857 and the voucher is dated Jul. 1, 1857

Voucher #22 to James McCoppen (copy) which includes a letter from James McCoppen regarding a claim for having water backed up into his grain and grass by the embankment of the railroad. The letter is dated June 24, 1857 and the voucher is dated Jul. 1, 1857.

The story of old fort loudon

UANL

Requalificação de ativo público em obsolescência tecnológica: a ferrovia tronco centro de Pernambuco

O estudo objetivou levantar as possibilidades de requalificação da Linha Tronco Centro de Pernambuco (LTCPE), um ativo ferroviário secular, em bitola métrica, com 608 km de extensão, desenvolvidos ao longo da linha dorsal do Estado de Pernambuco. Sua relevância se justifica pela solicitação da Concessionária ao Governo federal de devolução do patrimônio ferroviário. A operadora destaca que a linha ferroviária será substituída por outra linha férrea, a Ferrovia Nova Transnordestina, em bitola larga, de alto desempenho, que liga os estados de Pernambuco, Piauí e Ceará. Ambas as ferrovias desenvolvem um longo paralelismo em toda a extensão da LTCPE. Pretendeu-se, pois, identificar outras utilidades para o referido ramal ferroviário que não a de transporte de carga, vez que esta requalificação não deveria se dar em posição concorrencial com a Transnordestina. A pesquisa foi desenvolvida com base na compreensão de seu contexto histórico, da análise do quadro nacional do setor e na análise dos diversos ambientes socioeconômicos em que está inserido esse ramal ferroviário. Para obtenção dos resultados, foram aplicados questionários com profissionais dos setores de serviços públicos de planejamento e logística, operadores e outros ligados à consultoria e engenharia. Com base no rol de intervenientes identificados, foi construída uma Matriz Institucional em que se apresentou o caminho crítico de ação e as interrelações entre os intervenientes públicos. Na mesma perspectiva, foi elaborada uma Matriz de SWOT (Strengths, Weaknesses, Opportunities e Threats) de forma a articular o conjunto de dados e ações, indicando atividades e inversões financeiras que subsidiarão os estudos técnicos para a requalificação. Como resultados, o estudo identificou os trechos requalificáveis, sua destinação e novas alternativas de uso do patrimônio ferroviário remanescente.