Industrial and Systems Engineering

In this video, Craig Tovey, professor in the Georgia Tech Stewart School of Industrial and Systems Engineering, explains the column geometry of the simplex method. What does a simplex have to do with the simplex method? Why is a pivot called a pivot? Why did George Dantzig wait a year before trying to use his own algorithm, and why did he finally stop waiting? Learn the answers by watching this video.

Leon McGinnis, Eugene C. Gwaltney Chair in Manufacturing Systems and professor in the H. Milton Stewart School of Industrial and Systems Engineering, focuses on model-based systems engineering, an approach that uses cutting edge computational methods to enable capture and re-use of systems knowledge among multiple stakeholders.

ISyE Professor Dave Goldsman talks about some interesting uses of mathematics in industrial engineering and operations research.

Georgia Tech's Stewart School of Industrial and Systems Engineering (ISyE) is now offering a one-year graduate program that will lead to an MS in supply chain engineering. The program will equip young professionals with problem-solving skills necessary to tackle the complexities of global supply chains. The curriculum is built on a strong foundation in analytical methods, which are then rigorously applied in hands-on, learning-by-doing, supply chain courses.

You don't need a crystal ball to create your own NCAA basketball March Madness bracket pool this year. Just check out the predictions by LRMC (Logistic Regression Markov Chain) at www.lrmc.gatech.edu. LRMC, a computer ranking system designed by four professors (three from Georgia Tech and one from CCNY), has predicted the outcomes of NCAA tournament games more accurately than other competing ranking systems.

Nagi Gebraeel, associate professor in the H. Milton Stewart School of Industrial and Systems Engineering at Georgia Tech, conducts research in the area of detecting and preventing failure in engineering systems as they degrade over time. The goal is to avoid both expensive downtime and unnecessary maintenance costs. "We could be talking about a fleet of airlines, trucks, trains, ships -- or a manufacturing system," Gebraeel said. "In any of these cases, it's extremely useful for a number of reasons to be able to accurately estimate the remaining useful lifetime of the system or its components." In one project, Gebraeel and his team worked with Rockwell Collins -- a Cedar Rapid, Iowa, maker of avionics and electronics -- to monitor and diagnose the performance of circuit boards that control vital aircraft communications systems. Since the exact time of component failure is unknown, airlines are forced to anticipate when replacements are needed. Scheduled maintenance can result in replacement of parts that still have usable life. Using circuit boards until parts actually fail will resulted in unplanned and expensive downtime. As Gebraeel methodically exposes an avionics component to heat and vibration, he employs a network of computers and sensors to record and analyze data on the degradation rate of the part he is testing. If he can reliably predict the failure rate of a component , he can help airlines replace parts at the most cost effective time. In another effort, Gebraeel has developed an adaptive prognostics system (APS), a custom research tool that allows him to investigate how quickly components degrade under vibration and other stresses. Gebraeel and his team can use the APS to can test a complex system -- such as a gearbox -- by using multiple sensors in a triangulated pattern to detect the frequency signals coming from individual components. Gebraeel is currently in talks with a major airline to use APS to analyze critical engine components. The aim to be able to predict engine wear rates in ways that will help optimize aircraft maintenance procedures. "There's a real need for information about the remaining life of components, so that users can find the economical middle ground between the cost of scheduled replacements and the cost of failure," he said. "Think of the everyday problem of whether we really need to replace vehicle engine oil at 3,000 miles. If we replace it early we sacrifice some useful time, but if we replace it later we risk engine damage. It's very useful to have detailed information about degradation in a system over time."

In May 2010, Georgia Tech professors and students traveled to Haiti to investigate debris collection and removal issues that are blocking the road to recovery. This video is a photo journey of their trip. The team is currently putting together their findings and will actively begin the process of lobbying for more strategic leadership in this area.