This dissertation considers the interconnections between trade and transportation. Through various theoretical and empirical analyses, I provide novel evidence of the simultaneity of trade and transportation, of spillover effects across integrated transport markets, and of the influence of the international transport sector on trade policy effectiveness and natural disaster induced trade disruptions. In the first substantive chapter, I develop a model of international trade and transportation. Accounting for the joint-production present in the international container shipping industry, I illustrate that freight rates adjust to differences in the international demands for transport and can result in balanced or imbalanced equilibrium trade in the presence of asymmetric freight rates. The empirical results exhibit the simultaneity of international trade and transportation costs and show that the dependence of transport costs on the trade imbalance can lead to spillover effects across bilateral export and import markets. In the second substantive chapter, I investigate the effects of maritime trade policy on bilateral trade in the presence of trade imbalances. Using the previously developed model, I show that the trade elasticities with respect to carrier costs vary systematically across transport markets, bilateral trade imbalances and differentiated products. Empirically, I estimate the varying effects of an EU environmental policy on U.S.-EU trade and provide strong evidence in support of the theoretical results. In the third substantive chapter, I analyze the dynamics and spatial distribution of the trade effects induced by natural disasters. I develop a spatial gravity model of international trade and apply the model to monthly US port level trade data. Empirically, I estimate the dynamic evolution of trade effects caused by Hurricane Katrina differentiating trade disruptions at the local port level. The estimates point to the static and dynamic resilience of international trade. While ports closest to Katrina's epicenter experience significant short-run reductions that can be of permanent nature, international trade handled by nearby ports rises in response to this disaster, both in the short- and in the long-run. Overall, the analysis underlines the significance of local infrastructure networks to reduce the devastation inflicted by natural disasters. This dissertation includes previously unpublished co-authored material.

The evolution of software applications from single desktops to sophisticated cloud-based systems is challenging. In particular, applications that involve massive data sets, such as geospatial applications and data science applications are challenging for domain experts who are suddenly constructing these sophisticated code bases. Relatively new software practices, such as Microservice infrastructure and DevOps, give us an opportunity to improve development, maintenance and efficiency for the entire software lifecycle. Microservices and DevOps have become adopted by software developers in the past few years, as they have relieved many of the burdens associated with software evolution. Microservices is an architectural style that structures an application as a collection of services. DevOps is a set of practices that automates the processes between software development and IT teams, in order to build, test, and release software faster and increase reliability. Combined with lightweight virtualization solutions, such as containers, this technology will not only improve response rates in cloud-based solutions but also drastically improve the efficiency of software development. This thesis studies two applications that apply Microservices and DevOps within a domain-specific application. The advantages and disadvantages of Microservices architecture and DevOps are evaluated through the design and development on two different platforms---a batch-based cloud system, and a general purpose cloud environment. / Graduate

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This diploma thesis deals with the development of the port of Koper during last ten years, including its transport links to markets in Central and Eastern Europe. The aim is to determine, whether the port of Koper has its potential to grow, and if it could become an equal competitor to European ports in the North Sea. It also aims to identify opportunities that should be used, and obstacles that should be overcome in order to ensure successful development of the port of Koper.

This thesis provides a description of the market for maritime container transport with a focus on container imbalances in Central Europe. Based on secondary literature, statistics and interviews, the current situation of global maritime trade and existing challenges for shipping lines is presented. In the second part, particular characteristics of the Central European market are introduced. Besides a detailed description of the infrastructure for container transports to and from this region, challenges and strategies considered by shipping lines are presented. It is highlighted that the export orientation of Germany and Austria and the import orientation of the Czech Republic and Slovakia have certain implications for the regional transport market. A real-life business case highlights existing problems, especially connected to the internal setup of ocean carriers which do not exploit all potentials of cross-border cooperation.

Undersökningar och beräkningar av en rengöringsprocess med ibc-containers vid Allemballage har gjorts. En automatiserad lösning har tagits fram där vissa delar har tillhandahållits i förväg som rengöringsverktyg. Uppgiften blev att studera om verktyget klarade av de räckvidder som var avgörande samt att fastsälla om den robot som kunden ville använda sig av kunde utföra uppgiften genom att ta reda på vilket moment som uppstod för att sedan ta fram en simulering av processen i RS. Räckvidden undersöktes dels i RS men även ett presentationsunderlag togs fram. Momentet undersöktes dels praktiskt där man fastställde de krafter som verkade och teoretiskt där man sedan beräknade momentet. Det sista som gjordes var en simulering på hur processen kan se ut då en IRB4600-robot ifrån Abb och rengöringsverktyg utförde en rekonditionering av en IBC. Resultaten har visat att momentet i kortare stunder överstiger det krav som ställs på önskad robot men att verktyget klarar de räckvidder som ställs. Räckvidden och momentet har visat sig vara beroende av varandra då en minskning av räckvidden leder till ett mindre moment, vise versa. Med de undersökningar som gjorts och det resultat som tagits fram är rekommendationen i dagsläget att man bör lägga en beställning på det aktuella rengöringsverktyget. Vidare så anses robot IRB4600 kunna utföra uppgiften som tänkt, mindre justeringar bör då göras vid de ställen som visat sig utgöra det största momentet vid rengöring.

Kaohsiung Harbor is the most significant container harbor of Taiwan. Embracing the excellent geographical features for container transportation, it used to be the most attractive hub port for most of container liners. However, because of Taiwan¡¦s conservative cross-strait policy and the transformation of industries, Kaohsiung Harbor became less and less attractive for its clients in recent decade. To figure out a solution for the authority of Kaohsiung Harbor, the researcher used the Grounded Theory to interview 10 container transportation experts. Then find out 97 concept of how container liners choose their hub port when they¡¦re planning their routes. After this, the researcher integrates those concepts into 16 categories and finds their organic connection in between. Finally, researcher refines 5 central categories out of the 16 categories. Base on the relations between the central categories, researcher creates the hub port selecting model of container liners. According to what researcher found, we acknowledge that within this model, the most important hub port selecting factor for container liners is Operation Cost, then goes to Efficiency, Influence of Authority, Government Policy, and Safety.

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