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

No abstract available. / Thesis (M.T.R.P.)-University of KwaZulu-Natal, Durban, 2008.

The most important issue at a container terminal is to minimize the ship’s turnaround time which is determined by the productivities of quay cranes (QCs). The tandem lift quay cranes have 33% higher productivities than single lift QCs. However, the tandem lift operations bring new challenges to the vehicle dispatching at terminals and this has become a big issue in the application of tandem lift QCs. The vehicle dispatching at terminals is to enhance the QCs’ productivities by coordinating the QCs’ operation schedules and the vehicles’ delivery schedules. The static version of the problem can be formulated as an MILP model and it is a combinational optimization problem. When the type of QC is tandem lift, the problem becomes more complicated because it requires two vehicles side by side under the QC. Thus, the alignments of vehicles have to be considered by coordinating the delivery schedules between vehicles. On the other hand, because the containers are operated alone by the yard cranes, the vehicles could not be grouped and dispatched in pairs all the time. This dissertation investigates the static and dynamic version of the problem and proposes heuristic methods to solve them. For the static version, Local Sequence Cut (LSC) Algorithm is proposed to tighten the search space by eliminating those feasible but undesirable delivery sequences. The time windows within which the containers should be delivered are estimated through solving sub-problems iteratively. Numerical experiments show the capability of the LSC algorithm to find competitive solutions in substantially reduced CPU time. To deal with the dynamic and stochastic working environment at the terminal, the dissertation proposes an on-line dispatching rule to make real-time dispatching decisions without any information of future events. Compared with the longest idle vehicle rule, the proposed priority rule shortens the makespan by 18% and increases the QCs’ average productivities by 15%. The sensitivity analysis stated that the superiority of the priority rule is more evident when the availability of vehicles is not sufficient compared with the frequency of releasing transportation requests.