As transportation is a key component of economic success, it is crucial that the transportation systems in the Lower Mainland accommodate, and shape the projected increases in population. This paper has two main objectives. The first is to explore the factors and variables influencing demand for automobile transportation that are unique to the Lower Mainland of BC. General trends and statistics are explored for peak a.m. period automobile demand. The second part of this paper looks at the policies affecting demand for automobile transportation. Economic theory is introduced to two prominent traffic demand management (TDM) policies: road pricing and high occupancy vehicle (HOV) lanes. Conceptual models are proposed for both policies. In 1993 the GVRD completed the Transport 2021 study. Using data that was generated by the EMME2 model, empirical estimates of consumer surplus changes (resulting from various T DM policies being implemented) are considered under a range of elasticities. Empirical estimates of consumer surplus changes are also calculated for the conceptual models. / Land and Food Systems, Faculty of / Graduate

The aim is to analyze role of 3PL in inbound logistics. Solution, which developed DHL Exel for Jaguar-Land Rover plants is practical part of the thesis.

V diplomové práci jsem se zabýval srovnáváním výrobců automobilů dle zásad mezipodnikového srovnávání.

This thesis is dedicated to the estimation of the potential of African continent for the automotive market entry. The work starts with the introduction of key internationalization, market assessment and market entry theories. Author then conducts a general analysis of automotive industry and evaluates the competitive forces that are shaping it nowadays. The research continues with the identification and evaluation of key drivers of Africa's future growth. Final practical part of the thesis is presented in the form of comparative study of four African countries: Egypt, Morocco, South Africa and Tunisia, that according to the author present the highest market potential for automotive in Africa. Country comparison and ranking is conducted by the application of PESTLE framework. In the end Egypt is identified as a preferred country and a list of recommendations on the automotive market entry strategy for Egypt is provided.

This study analyses the factors which influence the volume of truck movement from urban manufacturing sites. The significance of these factors is tested by means of a case study of forty-three wood products plants in Vancouver, British Columbia. Some of the dangers of applying the assumptions of urban passenger travel "analysis to urban goods movement studies are discussed, with emphasis on the problems of aggregation and forecasting. A review of urban goods movement studies to date shows that previous research does not incorporate explanations of the causal mechanism behind variations in truck transport demand, but rather relies on simple within-site variables such as employment size to estimate the volume of trip-making. A marketing model is proposed. It takes the form of least-squares multiple regression equations which add marketing variables to the basic plant-size model. The development of the theory behind the marketing model discusses the expected influence of the manufacturer's physical distribution channel on his trip generation rate. Characteristics of the channel which are expected to be significant are the behaviour of customers for the product with respect to shipment size, transport supply, and their own function in the distribution channel. The effects of marketing variables are tested using data gathered by a personal survey of truck movements over a period of one month from wood products manufacturers. A significant improvement in the explanatory power of the marketing model over the plant-size model was revealed when the proportion of the manufacturer's market which is retail-oriented in taken into account. The same survey data was used to estimate retailers1 trip attraction rates. Size of their supply-market and truck capacity were found to be significant. Lastly, the future conditions which may limit applications of the model. are..discussed. / Arts, Faculty of / Geography, Department of / Graduate

This thesis provides an analysis of the drop trailer traffic moving between the B.C. Mainland and Vancouver Island. Drop trailers are semi trailers which are literally dropped at the ferry terminal to be transported across the Strait of Georgia without the accompaniment of the power unit and driver. This specialized service is provided only by the British Columbia Coastal Steamship Service, a subsidiary of CP. Rail. One objective of the thesis is to analyze the economics of shipping via drop trailer as opposed to a live unit, or one that includes the driver and tractor unit such as is provided by the B.C. Ferries. A second objective is to determine the size and importance of the market, and to forecast future requirements. A third objective is to analyze the physical facilities available to determine their capacity and possibilities for expansion. The B.C.C.S.S. facility in downtown Vancouver is under pressure from various groups to relocate to a more suitable location. Thus a final objective is an analysis of the benefits and costs of relocating the B.C.C.S.S. terminal to the north Richmond area. Since the drop trailer industry is very specialized, and captive to the B.C.C.S.S., very little information is published or available concerning it. Thus the author has had to rely primarily on discussions with all the parties involved, namely the B.C.C.S.S., City of Vancouver, and numerous carriers. One of the by-products of the thesis is a body of information and data pertaining to the drop trailer industry, that can be used for future research in related topics. The analysis of the economics of shipping via drop trailer shows a substantial savings potential, even though the actual ferry cost is greater. The savings are generated by the elimination of idle driver and tractor time. This saving was estimated at $49.20 per one way trip. During the past decade the volume of drop trailer traffic has been increasing steadily even though railcar traffic has been on the decline. This increase is causing the B.C.C.S.S. to approach the capacity of the present system. Political and physical pressures have raised the issue of relocating the terminal A benefit-cost analysis of a particular alternative, a partial relocation to the north Richmond area shows there can be substantial benefits for carrier as well as the B.C.C.S.S. / Business, Sauder School of / Graduate

Revenue Canada, Customs and Excise is given the responsibility for controlling the importation of foreign goods into Canada by provisions of federal legislation. The control is effected by regulations requiring that most imported goods pass through a sufferance warehouse to be presented to Customs, along with approved documentation, for appraisal and assessment of applicable duty and taxes. Sufferance warehouses have been approved for all modes carrying foreign goods into Canada with the manifest mode of transport dictating the sufferance mode. The sufferance warehouse concept originated on the docks where goods arriving by sea were discharged for entry into Canadian markets. This was the natural clearance location , being the first breakbulk point on Canadian soil the clearance function could be-undertaken with minimum disruption to the efficient flow of goods. Rail sufferance warehouses were authorized soon after rail, lines crossed the Canada-United States border. Rather that requiring appraisal and assessment of import charges at frontier border crossings Revenue Canada authorized creation of rail sufferance warehouses, at inland ports where the normal breakbulk function takes place. Similar facilities have been authorized for the air mode at airports across Canada. Until 1952, the transborder motor carrier industry was required to present shipments to Customs at frontier border points. In that year, a national rail strike put pressure on the trucking industry and on Customs, to improve the delivery system for transborder goods. Revenue Canada's response was extension of the inland sufferance warehouse concept to the highway mode.. A series of privately-owned warehouses were authorized on a monopoly basis within each Customs port area, through which all transborder motor carriers were required to clear goods for Customs purposes. The highway sufferance warehouse system has accommodated the needs of Customs, those of the motor carriers and those of consignor/consignees of transborder goods by providing breakbulk facilities for carriers, adherence to the clear ance process which Revenue Canada demands and a minimum of delay time and cost for the consignee and the Canadian taxpayer within a centralized facility. In spite of the success complaints have been heard from motor carrier firms forced to use the facilities operated by the monopoly warehouse-keeper who is often a carrier firm competing for transborder freight traffic. These complaints are of inequities in the treatment of carriers using the warehouse facilities which the unregulated monopoly power of the operator permits. Specifically, carriers complain of unequal provision of services at the warehouses, about excessive rates and charges for space and services and about the effects of these factors on intra and inter modal competition. The thesis examines the transborder motor carrier industry share of the freight market and the clearance process for imported goods. It was found that the trucking industry holds a significant and increasing share of the market-— increasing at the expense of the rail carriers. The clearance procedures were found to be complicated by excessive and confusing documentation requirements and, although some simplification has occurred, changes which would simplify this major cause of clearance delays are advisable. The available information about the highway sufferance warehouse system is presented and is supplemented by the results of the 1976 Highway Sufferance Warehouse Survey undertaken as a part of this study. The thesis examines the specific complaints about the sufferance warehouse system and suggests that they result from a lack of enforcement of the existing regulations governing warehouse operations by Revenue Canada. Both public and private interests are served when competition in the transborder freight market is encouraged and in those instances when public sector inaction discourages competition changes are necessary. The thesis considers the United States system highway clearance system and suggests that the problems in Canada are not serious enough to require adoption of new procedures but could benefit from some 'fine tuning’ measures which would place with Revenue Canada the responsibilty for regulating the monopoly sufferance warehouse system. / Business, Sauder School of / Graduate

The first objective of this thesis is to define the most significant benefits of a customer satisfaction strategy for a company. Especially, the effects on customer base, retention, loyalty, and last but not least on financials are discussed. Furthermore, three techniques of customer satisfaction measurement are critically assessed. Those are complaint management, customer satisfaction surveys, and mystery shopping. Secondly, a comprehensive customer satisfaction strategy for ŠKODA AUTO is defined based on theoretical knowledge regarding customer satisfaction and the specifics of automotive industry. The strategy comprises of four particular parts: generic approach, sales, after sales, and product.

No description available.

No description available.