Median problems in networks

The P-median problem is a classical location model par excellence . In this paper we, firstexamine the early origins of the problem, formulated independently by Louis Hakimi andCharles ReVelle, two of the fathers of the burgeoning multidisciplinary field of researchknown today as Facility Location Theory and Modelling. We then examine some of thetraditional heuristic and exact methods developed to solve the problem. In the third sectionwe analyze the impact of the model in the field. We end the paper by proposing new lines ofresearch related to such a classical problem.

Efeitos da Interação Conjunta da Volatilidade das Taxas de Juro e da Dívida nas Decisões de Investimento: Evidências nas Empresas Portuguesas do Setor Industrial

Focalizando, essencialmente, sobre os efeitos da interação. conjunta da volatildade das taxas de juro e da dívida nas decisões de investimento das empresas portuguesas, listadas na Euronext Lisbon, e considerando a composição de dados em séries temporais empilhadas, extraímos 291 observações completas, durante o período de 1999 a 2009. Os resultados encontrados mostram que uma maior exposição ao risco da dívida das empresas portuguesas depende do nível de endividamento. As empresas moderadamente endividadas e amantes do risco não diminuem os seus investimentos, quando se verifica uma maior volatilidade do risco da dívida. Por outro lado, as empresas sobreendividadas e inimigas do risco respondem perante a uma maior volatilidade do risco da dívida, diminuindo os seus investimentos. Além disso, descobrimos que as empresas portuguesas reduzem os seus investimentos face a uma maior volatilidade das taxas de juro. Entretanto, fomos surpreendidos que as empresas portuguesas não reduzem os seus investimentos, face a um efeito marginal das taxas de juro. Este resultado sugere que, o benefício fiscal resultante do efeito de reavaliação da dívida (Lensink et al., 2001), é mais relevante para as empresas sobreendividadas, uma vez que podem atenuar o efeito dos encargos financeiros (Bo e Sterken, 2002).

Credit rationing and crowding out during the Industrial Revolution: Evidence from Hoare's Bank, 1702-1862

Crowding-out during the British Industrial Revolution has long been one of the leadingexplanations for slow growth during the Industrial Revolution, but little empirical evidence exists to support it. We argue that examinations of interest rates are fundamentally misguided, and that the eighteenth- and early nineteenth-century private loan market balanced through quantity rationing. Using a unique set of observations on lending volume at a London goldsmith bank, Hoare s, we document the impact of wartime financing on private credit markets. We conclude that there is considerable evidence that government borrowing, especially during wartime, crowded out private credit.

Factor prices and productivity growth during the British Industrial Revolution

This paper presents new estimates of total factor productivity growth in Britain for the period1770 1860. We use the dual technique and argue that the estimates we derive from factorprices are of similar quality to quantity-based calculations. Our results provide further evidence,calculated on the basis of an independent set of sources, that productivity growth duringthe British Industrial Revolution was relatively slow. The Crafts Harley view of theIndustrial Revolution is thus reinforced. Our preferred estimates suggest a modest accelerationafter 1800.

Audit report on America’s Agricultural Industrial Heritage Landscape, Inc., d/b/a Silos and Smokestacks National Heritage Area, in Waterloo, Iowa for the years ended December 31, 2007 and 2006

Audit report on America’s Agricultural Industrial Heritage Landscape, Inc., d/b/a Silos and Smokestacks National Heritage Area, in Waterloo, Iowa for the years ended December 31, 2007 and 2006

Resurgence of HIV infection among men who have sex with men in Switzerland: mathematical modelling study.

BACKGROUND: New HIV infections in men who have sex with men (MSM) have increased in Switzerland since 2000 despite combination antiretroviral therapy (cART). The objectives of this mathematical modelling study were: to describe the dynamics of the HIV epidemic in MSM in Switzerland using national data; to explore the effects of hypothetical prevention scenarios; and to conduct a multivariate sensitivity analysis. METHODOLOGY/PRINCIPAL FINDINGS: The model describes HIV transmission, progression and the effects of cART using differential equations. The model was fitted to Swiss HIV and AIDS surveillance data and twelve unknown parameters were estimated. Predicted numbers of diagnosed HIV infections and AIDS cases fitted the observed data well. By the end of 2010, an estimated 13.5% (95% CI 12.5, 14.6%) of all HIV-infected MSM were undiagnosed and accounted for 81.8% (95% CI 81.1, 82.4%) of new HIV infections. The transmission rate was at its lowest from 1995-1999, with a nadir of 46 incident HIV infections in 1999, but increased from 2000. The estimated number of new infections continued to increase to more than 250 in 2010, although the reproduction number was still below the epidemic threshold. Prevention scenarios included temporary reductions in risk behaviour, annual test and treat, and reduction in risk behaviour to levels observed earlier in the epidemic. These led to predicted reductions in new infections from 2 to 26% by 2020. Parameters related to disease progression and relative infectiousness at different HIV stages had the greatest influence on estimates of the net transmission rate. CONCLUSIONS/SIGNIFICANCE: The model outputs suggest that the increase in HIV transmission amongst MSM in Switzerland is the result of continuing risky sexual behaviour, particularly by those unaware of their infection status. Long term reductions in the incidence of HIV infection in MSM in Switzerland will require increased and sustained uptake of effective interventions.

Información estadística sobre embarcaciones utilizadas en la pesca industrial en el Perú 1953 -1962

Estadística del desarrollo de la flota pesquera en el Perú por un periodo de 10 años y a través del tipo de pesca, clases de eslora y puertos de inscripción. Los informes más detallados corresponden al año 1961 y 1962, donde la flota empleada para cada tipo de pesca industrial fue agrupada en clases de eslora y puertos de inscripción para la flota nacional y por puertos de desembarqué, para las embarcaciones de bandera extranjera. Solamente algunos cuadros se han hecho con indicadores analíticos para demostrar la estructura de la flota bolichera

Crecimiento de la flota pesquera industrial al 31 de diciembre de 1963

Durante los últimos años, la tendencia en la construcción de embarcaderos ha sufrido variaciones motivadas por las necesidades de la pesca, las dimensiones han ido en aumento, así como también la capacidad de bodega, potencia de motor y el empleo de nuevos materiales para su construcción.

Why England? Demand, growth and inequality during the Industrial Revolution

Why was England first? And why Europe? We present a probabilistic model that builds on big-push models by Murphy, Shleifer and Vishny (1989), combined with hierarchical preferences. The interaction of exogenous demographic factors (in particular the English low-pressure variant of the European marriage pattern)and redistributive institutions such as the old Poor Law combined to make an Industrial Revolution more likely. Essentially, industrialization is the result of having a critical mass of consumers that is rich enough to afford (potentially) mass-produced goods. Our model is then calibrated to match the main characteristics of the English economy in 1750 and the observed transition until 1850.This allows us to address explicitly one of the key features of the British IndustrialRevolution unearthed by economic historians over the last three decades the slowness of productivity and output change. In our calibration, we find that the probability of Britain industrializing is 5 times larger than France s. Contrary to the recent argument by Pomeranz, China in the 18th century had essentially no chance to industrialize at all. This difference is decomposed into a demographic and a policy component, with the former being far more important than the latter.

Driver scheduling problem modelling

The Drivers Scheduling Problem (DSP) consists of selecting a set of duties for vehicle drivers, for example buses, trains, plane or boat drivers or pilots, for the transportation of passengers or goods. This is a complex problem because it involves several constraints related to labour and company rules and can also present different evaluation criteria and objectives. Being able to develop an adequate model for this problem that can represent the real problem as close as possible is an important research area.The main objective of this research work is to present new mathematical models to the DSP problem that represent all the complexity of the drivers scheduling problem, and also demonstrate that the solutions of these models can be easily implemented in real situations. This issue has been recognized by several authors and as important problem in Public Transportation. The most well-known and general formulation for the DSP is a Set Partition/Set Covering Model (SPP/SCP). However, to a large extend these models simplify some of the specific business aspects and issues of real problems. This makes it difficult to use these models as automatic planning systems because the schedules obtained must be modified manually to be implemented in real situations. Based on extensive passenger transportation experience in bus companies in Portugal, we propose new alternative models to formulate the DSP problem. These models are also based on Set Partitioning/Covering Models; however, they take into account the bus operator issues and the perspective opinions and environment of the user.We follow the steps of the Operations Research Methodology which consist of: Identify the Problem; Understand the System; Formulate a Mathematical Model; Verify the Model; Select the Best Alternative; Present the Results of theAnalysis and Implement and Evaluate. All the processes are done with close participation and involvement of the final users from different transportation companies. The planner s opinion and main criticisms are used to improve the proposed model in a continuous enrichment process. The final objective is to have a model that can be incorporated into an information system to be used as an automatic tool to produce driver schedules. Therefore, the criteria for evaluating the models is the capacity to generate real and useful schedules that can be implemented without many manual adjustments or modifications. We have considered the following as measures of the quality of the model: simplicity, solution quality and applicability. We tested the alternative models with a set of real data obtained from several different transportation companies and analyzed the optimal schedules obtained with respect to the applicability of the solution to the real situation. To do this, the schedules were analyzed by the planners to determine their quality and applicability. The main result of this work is the proposition of new mathematical models for the DSP that better represent the realities of the passenger transportation operators and lead to better schedules that can be implemented directly in real situations.