Maritime is a very competitive industry in global market. In addition to political, economic and prosperity, container carriers have to confront oil prices and climate. It gets high risk and uncertainty in operation. The threat of oversupply of capacity will affect the operation and development of container carriers. Costs is aggravated on container carriers due to they brought too many new vessels when previous boom but economic declined soon. Fleet deployment is a big issue when making operational strategies and plans. Container carriers have to plan how to purchase and lease vessels. People said that the proportion of owned container vessels of Europe container carriers is lower than Asia container carriers. Europe container carries may not spend too much cost to purchase container vessels so it would be more flexible to lease container vessels and able to deploy container vessels in/out of route and create brand new service more mobility. For this reason, operating performance is better than Asia container carriers. This study is base on secondary data from Alphaliner, Containerisation International and American Shipper database and periodical in 2007 and 2008: net profit, total revenue, the numbers of owned, leased and operated container vessels. The 15 major container carriers are divided into three segments: Asia-Chinese, Asia-Non-Chinese and Non-Asia container carriers. The General Linear Mode is practiced on these to find out if any impact or correlation from the proportion of owned container vessel to performance. The conclusions of this study are as following. 1. It¡¦s no correlation between the proportion of owned container vessels and net profit and total revenue in 2007 and 2008 2. The proportion of owned container vessels can not be fixed at a value 3. The proportion of owned container vessels is dynamic, may not be operated by container carriers.

In these days, container yards always operate in the face of large-scale, high volume, and shipping companies requesting a large number of containers to be handled in a short time. It then becomes an important issue that container yards are able to maximize the operational capability under the limited land to meet the ship company¡¦s "accurate, fast, stable and cheaper" demand.In addition to having the general functions of storage yards, container yards, due to close to wharf berth line, also need to support the loading and unloading of containers. In such a situation, container yards shall play an important indicator of ports¡¦ operational efficiency. In this study, we construct an Architecture-Oriented Container Yard Management Model (AOCYMM) which is based on the six fundamental diagrams of Structure-Behavior Coalescence (SBC) architecture. AOCYMM, not only provides an integrated description of structure and behavior on the container yard operations, but also helps the employees within the enterprise easily manage the container yard business. AOCYMM covers all structure and behavior of the whole container yard operations. Therefore, AOCYMM describes the complete picture of container yards so that every employee shall understand and communicate well to achieve the high quality and efficiency of overall management. Keywords: Architecture-Oriented Container Yard Management Model, Structure-Behavior Coalescence (SBC) Architecture

Abstract This research is to develop a new compound cage system that not only has the benefit of the traditional cage system but also has a series of oyster containers hanged on the circumference of the floating collar to add economic value to the cage aquaculture industry. The purpose of this study is to investigate the cage net deformation rate and the maximum mooring tension at the anchor under three types of Liuchiu sea states. The results of numerical simulation could be used as valuable guide for fish farmers and aquacultural cage designers. The developed numerical method is based on a lumped-mass approach to build a system of motion equations, and then utilizes the fourth order Runge-Kutta method to solve the motion equations. The numerical results reveal that under regular wave conditions, the cage net deformation rate for the compound cage system is slightly less than that of the traditional cage system, but the maximum mooring tension has reversed effect, i.e., the compound cage system has higher mooring tension than that of traditional one. As for the cases of irregular waves, the numerical results indicate that the cage net deformed so seriously that the fish can¡¦t survived at the sea condition of typhoon 50-year return period. To overcome this net shrinkage problem, an improved scheme is necessary to be implemented before a real compound cage system is installed in the open sea.

To satisfy the transportation service request of clients and to control the associated costs are the main targets of marine container transportation industry. To achieve the transportation service for clients, plenty of participants and procedures are involved in the Marine Supply Chain (MSC), leading to the need of exchanging a huge amount of information. This study is focused on how and what kind of information sharing should be exchanged in these participants and procedures of Maritime Supply Chain. We use UMM (UN/CEFACT Modeling Methodology of ebXML business process) to investigate the business processes between participants in Marine Supply Chain. We also conducted a case study in an important location of maritime supply chain, i.e., Port Container Terminal to discuss about the information sharing content and sharing pattern in MSC processes. The result shows that in the marine cargo delivery process, Port Container Terminal is responsible for Berth Schedule Planning, Berth Planning, Yard Planning and Gate Planning to achieve the container transport service for the clients. Therefore, plenty of participants and procedures have to be involved in the Marine Supply Chain, and plenty of information have to be interchanged. However, beside Customs Clearance procedure, there are no common information technology platform and standard for information interchange in marine container transportation industry. To improve the service quality of domestic marine cargo delivery, we have to establish an information sharing system. Moreover, I personally hope this study can be used as a reference of information system analysis and design. Improving the information sharing standardization and building information sharing pattern can simplify and improve the procedures of marine cargo delivery system.

Computer based simulation models have often been used to study the multimodal freight transportation system. But these studies have not been able to dynamically couple the various modes into one model; therefore, they are limited in their ability to inform on dynamic system level interactions. This research thesis is motivated by the need to dynamically couple the multimodal freight transportation system to operate at multiple spatial and temporal scales. It is part of a larger research program to develop a systems modeling framework applicable to freight transportation. This larger research program attempts to dynamically couple railroad, seaport, and highway freight transportation models. The focus of this thesis is the development of the coupled railroad and seaport models. A separate volume (Wall 2010) on the development of the highway model has been completed. The model railroad and seaport was developed using Arena® simulation software and it comprises of the Ports of Savannah, GA, Charleston, NC, Jacksonville, FL, their adjacent CSX rail terminal, and connecting CSX railroads in the southeastern U.S. However, only the simulation outputs for the Port of Savannah are discussed in this paper. It should be mentioned that the modeled port layout is only conceptual; therefore, any inferences drawn from the model's outputs do not represent actual port performance. The model was run for 26 continuous simulation days, generating 141 containership calls, 147 highway truck deliveries of containers, 900 trains, and a throughput of 28,738 containers at the Port of Savannah, GA. An analysis of each train's trajectory from origin to destination shows that trains spend between 24 - 67 percent of their travel time idle on the tracks waiting for permission to move. Train parking demand analysis on the adjacent shunting area at the multimodal terminal seems to indicate that there aren't enough containers coming from the port because the demand is due to only trains waiting to load. The simulation also shows that on average it takes containerships calling at the Port of Savannah about 3.2 days to find an available dock to berth and unload containers. The observed mean turnaround time for containerships was 4.5 days. This experiment also shows that container residence time within the port and adjacent multimodal rail terminal varies widely. Residence times within the port range from about 0.2 hours to 9 hours with a mean of 1 hour. The average residence time inside the rail terminal is about 20 minutes but observations varied from as little as 2 minutes to a high of 2.5 hours. In addition, about 85 percent of container residence time in the port is spent idle. This research thesis demonstrates that it is possible to dynamically couple the different sub-models of the multimodal freight transportation system. However, there are challenges that need to be addressed by future research. The principal challenge is the development of a more efficient train movement algorithm that can incorporate the actual Direct Traffic Control (DTC) and / or Automatic Block Signal (ABS) track segmentation. Such an algorithm would likely improve the capacity estimates of the railroad network. In addition, future research should seek to reduce the high computational cost imposed by a discrete process modeling methodology and the adoption of single container resolution level for terminal operations. A methodology combining both discrete and continuous process modeling as proposed in this study could lessen computational costs and lower computer system requirements at a cost of some of the feedback capabilities of the model This tradeoff must be carefully examined.

Vortrag zu OpenSolaris und ZFS zum UNIX-Stammtisch

Includes bibliographical references (p. 46-48).

published_or_final_version / Industrial and Manufacturing Systems Engineering / Master / Master of Philosophy

Not available / text

published_or_final_version / abstract / toc / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning