Ever since the milk bottle was invented in 1884, a number of technological developments have taken place. At present milk is packaged in Plastic Pouches, Tetra-Briks, and Pure-pak cartons.The volume of milk sold in paper cartons in the U.S. has reached about 78 per cent, of which Pure-pak cartons account for about 70 per cent. Besides milk, it is also used for packaging other products such as cole slaw, soft drinks, and laundry detergents.Despite its divergent use and seemingly far-reaching advantages and implications for the market milk industry, no packaging cost study seems to have been done. Therefore, this study was designed to make an economic analysis of the cost of packaging milk in Pure-pak cartons.The economic-engineering approach was used to analyze the cost of packaging. The estimated cost of packaging in small and large plants varied from 7.3 cents to 6.0 cents and from 6.3 cents to 5.8 cents when the machines are purchased and leased, respectively, irrespective of the size of the container. Furthermore, it is economical to use larger plants and lease the, machinery than to buy them.

This dissertation explores the European Union’s (EU) European Neighbourhood Policy (ENP) as a technology of insecurity governance in order to better understand insecurity management practices of the EU bureaucracies and policy elites. The central argument of the project is that security communities are insecurity communities. Rather than trying to maintain a state of non-war, insecurity communities establish and further develop a constant productive field of insecurity management that aims to identify and govern threats and unease. The projects core contributions rest with the security community theory and the literature on the EU’s external governance literatures. Empirically, the dissertation focuses on the human mobility and transportation insecurity management practices of the EU in relation to the uses of e-Passports and intermodal containers.

No description available.

Thesis (M.S.)--Michigan State University. Packaging, 2008. / Title from PDF t.p. (Proquest, viewed on Aug. 11, 2009) Includes bibliographical references.

Thesis (M.S.)--Rochester Institute of Technology, 1993. / Typescript. Bibliography: leaves 72-75.

Thesis (M.Eng.)(Mechanical)--University of Pretoria, 2005. / title from opening screen (viewed March 20, 2006). Includes bibliographical references. Includes bibliographical references.

Para uma empresa de navegação, manter uma frota grande de contêineres próprios poderia gerar custos desnecessários para manutenção dos estoques destes contêineres; contudo, se a frota de contêineres próprios for pequena, poderia resultar em um número grande de contêineres arrendados a curto prazo. Assim, nesta dissertação desenvolve-se um modelo de programação linear capaz de estimar a frota ótima de contêineres próprios e alugados, que envolve a dificuldade da tomada de decisão em um comércio extremamente desequilibrado. A revisão bibliográfica apresenta poucas publicações que tratam do tema proposto. O trabalho desenvolvido por Imai e Rivera (2001) é examinado por ser mais semelhante ao tema proposto para esta dissertação. Por tratarem do dimensionamento de frota de contêineres para dois portos e não admitirem aleatoriedades nos tempos de movimentação terrestre de contêineres outros procedimentos foram examinados. Para tentar solucionar o problema de dimensionamento de frota de contêineres próprios para a empresa de navegação dois métodos são analisados: modelo de simulação probabilística e modelo de programação linear. O modelo de simulação é desenvolvido para um problema pequeno. Conforme a ampliação deste modelo e o aumento do número de variáveis, o modelo de simulação passou a ser difícil de ser controlado, pois a mudança dos valores destas variáveis se tornaria muito difícil. O modelo de programação linear é desenvolvido com base nas características e definições adotadas para o modelo de simulação. Este modelo matemático incorpora as aleatoriedades existentes nos processos terrestres, de acordo com as hipóteses adotadas. Este modelo permite auxiliar o planejador a tomar decisões estratégicas, com relação ao tamanho da frota de contêineres necessários para atender a demanda de transporte ao longo do horizonte de planejamento, e operacionais, por apresentar o fluxo de transporte de contêineres vazios entre portos, bem como a quantidade de contêineres alugados, se necessários, para realizar as operações emergenciais associadas a picos de demanda ao longo do período de planejamento. Para testar a consistência do modelo, cenários hipotéticos foram gerados. Por meio dos resultados obtidos para estes cenários, mostra-se a relação do custo dos contêineres alugados e do custo do transporte de contêineres próprios vazios sobre o tamanho da frota de contêineres próprios. / For a carrier, provide a large fleet of owned containers could generate unnecessary costs for maintenance of their inventories; however, if the fleet of owned containers is small, it might result in a large number of short-term leased containers. Thus, it is developed a linear programming model capable to determine the optimal fleet size of owned and leased containers that involves the difficulty of decision-making in an extremely unbalanced trade. The literature survey presents few publications that deal with the considered subject. The work developed for Imai and Rivera (2001) is examined by being more similar to the subject considered in this project. For dealing with the container fleet sizing for two ports and not admitting stochastic travel times inland of containers other procedures are examined. To solve the problem of own container fleet sizing for the carriers two methods are analyzed: probabilistic simulation model and linear programming model. The simulation model is developed for a small problem. As the growing of this model and the increase of the number of variables, the simulation model becomes difficult to control, because the change of the values of these variables would become very hard. The linear programming model is developed on the basis of the characteristics and definitions adopted for the simulation model. This mathematical model incorporates the existing stochastic inland times, in accordance with the adopted hypotheses. This model allows to assist the planner to make strategical decisions, with regard to the size of the fleet of containers necessary to attempt the demand of transport throughout the planning horizon, and operational, for presenting the flow of empty cont ainers between ports, as well as the amount of leased containers, if necessary, to carry through the special operations associated the peaks of demand throughout the period of planning. To test the consistency of the model, hypothetical scenes had been generated. By the results gotten for these scenes, it is showed the relation of the cost of leases containers and the cost of the transport of empty owned containers above the owned container fleet size.

Com a crescente demanda do transporte multimodal conteinerizado verificado no Brasil, o gerenciamento dos processos logísticos associados ao transporte e às operações portuárias tornou-se uma atividade complexa, envolvendo uma vasta quantidade de variáveis que interferem no desempenho das operações. Na atual conjuntura, a busca pela eficiência nos processos logísticos constitui um fator primordial nesta área. A utilização da simulação como ferramenta permite a visualização minuciosa no desempenho dos recursos utilizados demonstrando ser uma ferramenta poderosa e muito eficiente nas tomadas de decisões e solução de problemas. O modelo computacional desenvolvido permite avaliar as configurações criadas e os arranjos dos equipamentos utilizados, bem como uma variação do número de equipamentos, isto é, uma completa simulação do sistema portuário. Essa simulação, baseada numa movimentação estimada, permitirá o cálculo dos tempos de espera em fila, tempo de atendimento, taxa de ocupação dos equipamentos. Pode-se também variar os arranjos internos do terminal, alterando os tempos das operações envolvidas, podendo assim melhorar o terminal reduzindo tempos de espera e os custos por contêiner movimentado. Em resumo, o trabalho propõe uma metodologia que permite criar arranjos de um terminal de contêineres e veículos, melhorá-los através do modelo de simulação e calcular qual os custos desse terminal, baseando-se na previsão de movimentação de cargas. As melhorias propostas nos arranjos têm como objetivo melhorar a eficiência do terminal, de forma que os custos por unidade de carga movimentada sejam reduzidos, melhorando assim a taxa interna de retorno do investimento. / With the growing demand of the containerized multi-modal transport verified in Brazil, the logistics management processes in associating with the transport and the port operations became a complex activity, involving a great number of variables that interfere in the operation performance. In the current conjuncture, the search for the efficiency in the logistical processes constitutes a primordial factor in this area. The use of the simulation allows to model complex systems, being a very powerful and efficient tool as a decision-making in working out problems. In this context a simulation model associated with a spreadsheet cost was elaborated to allow the design of the port system in which will operate containers and vehicles, permitting to test a set of resources levels, for example: the number of reach stackers, trucks and ship-to-shore cranes. The model allows to choose the demand of containers (TEU per year) and vehicles (units per year), number of berths, ship-to-shore cranes, reach stackers, also the other parameters like as the operational average times for each equipment. After the simulation of the port system for a defined period of time, we are able to analyse the design of the port equipments and the operational cost and investments. It may realize with a sensibility analyses on the system parameters and verify those influences in the final cost.

Orientador: Egle Novaes Teixeira / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo / Made available in DSpace on 2018-08-04T21:38:08Z (GMT). No. of bitstreams: 1 Chiquetti_SamantaCristina_M.pdf: 1690523 bytes, checksum: b4f72708172063f6203927a0fe94b5cc (MD5) Previous issue date: 2005 / Resumo: Os agrotóxicos têm sido usados na agricultura, mundialmente, para proteger as plantações e solos do ataque de pragas. As formulações de agrotóxicos devem ser acondicionadas em embalagens seguras e adequadas a cada tipo de produto. Após o uso da formulação, as embalagens vazias, contaminadas com resíduo de agrotóxicos, devem ser descartadas de maneira correta e segura, sendo a forma recomendada, no Brasil, a tríplice lavagem. Neste trabalho foi avaliada a eficiência da tríplice lavagem realizada em embalagens de agrotóxicos enviadas à Central de Recebimento de Embalagens Vazias, em Piracicaba, São Paulo, através da análise dos quatro ingredientes ativos mais comercializados nesta região: glifosato, MSMA, ametrina e tebutiurom. Foram analisadas, 75 embalagens de glifosato, 72 de MSMA, 70 de ametrina e 104 de tebutiurom. Os resultados demonstraram que 34,67 % das embalagens com glifosato, 58,33 % das com MSMA, 75,71 % das com ametrina e 73,07 % das com tebutiurom estavam em não conformidade com a norma vigente, ou seja, com um resíduo remanescente acima de 0,01 %. Concluiu-se que as embalagens analisadas apresentaram elevada percentagem dos princípios ativos, indicando que as tríplices lavagens foram executadas em desacordo à forma recomendada / Abstract: Pesticide formulations have been used in agriculture worldwide to protect the crops and soils from the attack of any pest. These formulations must be stored in safe containers proper to each kind of product. After use, the empty containers contaminated with pesticide residues must be disposed correctly and safely by triple rinse, the technical legislation recommended in Brazil. The aim of this study is to evaluate the efficiency of the triple rinse in empty pesticide containers that had been sent to the Collection site in Piracicaba region, São Paulo, through the analysis of the four main active ingredients traded in this region: gliphosate, MSMA, amethrin and tebuthiuron. In total, 75 gliphosate containers, 72 MSMA containers, 70 amethrin containers and 104 tebuthiuron containers were examined. The results were 34,67 % of the tebuthiuron containers, 58,33% of the MSMA containers, 75,71 % of the amethrin containers and 73,07 % of the tebuthiuron containers examined presented non-conformity with the actual technical legislation, that is, with residues above 0,01 %. This study concluded that the containers examined presented a high per cent of residue and that the triple rinse has not been executed according to the recommended technical legislation / Mestrado / Saneamento e Ambiente / Mestre em Engenharia Civil

Today, freight volumes on roads have gone up to a level that there is a need for alternative transport modes. Short Sea Shipping (SSS) is one alternative with a potential that can help reduce the high traffic on roads. Most SSS systems use vessels whereby cargo is rolled on and off using a ramp with very small capacities usually less than 500 TEU, but with increasing cargo traffic, it is not clear if such solutions will be efficient. For ports involved in SSS to meet up this new wave of change, the challenge to make appropriate investments and analysis tools is important. The type of vessel suitable for a SSS operation (such as roll-on roll-off (RoRo), lift-on lift-off (LoLo) etc) has been addressed in this thesis based on their compatibility and cost effectiveness with the terminal equipments. The purpose of this study is to develop an optimization model that can be incorporated into a Computer Decision Support System (DSS) for selecting equipments including ships at a strategic level for investments in handling unitised cargo at port terminals in the context of Short Sea Shipping (SSS). The main contribution of the thesis is the application of computer science techniques in the domain of strategic decision making related to the configuration of complex systems (e.g. interrelationships between ships and equipments) with choices of handling equipment. From modelling the selection of port terminal equipments for SSS, we realised that while integer linear programming is a promising approach for studying such systems, it remains a challenge to handle complex issues in depth especially in relation to the quay crane due to interdependencies between time, cost and capacity of equipments. Model results indicates that a LoLo vessel with a capacity between (500 and 1000 TEU) capable of completing a SSS voyage such that handling is done within 48 hours will be less costly than a RoRo that does it with multiple voyages or one voyage each for multiple RoRo vessels for TEU volumes greater than 1000. But RoRo vessels remain useful for trailers that cannot be transported by LoLo vessels. containers. / Lotsgatan 14 374 35, Karlshamn Mobile: 0046 768 85 67 13