While most research on Port Planning in the past has focused on the marine and rail aspects, this study examines the urban influence on port development. It is a case study of a portion of the waterfront of the Port of Vancouver, British Columbia, Canada, which lies adjacent to a metropolitan area of 1,000,000 persons. A survey was carried out on all the waterfront users to determine origins, destinations and volumes of cargo handled, frequency of service calls, employment and space requirement, site and plant characteristics, and mode and frequency of transportation. A second survey on a major cargo terminal was completed to determine the origin and destination of truck trips, and the length of time spent at the waterfront. A third survey sampled 25% of the 350 marine service industries as part of an economic impact study of the port. The conclusions reached are as follows: 1. The volume shipped through the Port of Vancouver will double during the next decade. As the 1968 capacity of the port was barely adequate to handle the existing flows a twofold expansion of facilities is necessary if the projected flows, are to be accommodated. 2. Space to accommodate shipping operations of these proportions is not available without either land reclamation or major disruption of adjoining urban sites. Within the waterfront, 50% of the waterfront users indicate a need within five years to increase their sites for a total of 84 acres. 3. Congestion on the urban street system increased the cost of trucking from a general cargo terminal by 27%. 4. The unproductive time of trucks delayed at one general cargo terminal amounted to $750,000 annually. 5. The present switching methods and arrangements of the railway lines impose delivery delays and increase costs, amounting to about $400,000 annually. 6. Cargoes and waterfront products have few direct links with the city. Only 0.6% of the port's exports originate from the city and 10% of its imports are destined for the city. 7. An urban location for the port is no longer necessary due to the change in cargo flows and service links. Eighty-five per cent of the major port service sector indicate they would remain in the city should the entire port operations be moved south, 18 miles, to Roberts Bank. 8. The urban growth has resulted in one-third of the port waterfront being used for non-port functions. In addition, three-quarters of the port interface is being redeveloped with urban renewal and residential projects, which is effectively preventing port expansion in this direction. 9. Management of the port is impeded, in that no single agency exercises jurisdiction over port lands, to provide coordinated planning. 10. The variation in downtown land values are,reflected in similar variations in waterfront assessments, irrespective of the waterfront function, or its trade and service links. This study found that the conflict between the shipping activity and the adjoining urban area is a significant impediment to the present operation and future development of the Port of Vancouver. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

No description available.

The thesis attempts to explain the resale prices of bulk carriers. The effects of the physical characteristics of ships on second-hand values, along with those of the prevailing freight rates in the market, and those of ship operating costs are theoretically discussed. The results of previous studies on the subject are presented. The main hypothesis tested in the study is that a ship's resale price is the present value of the expected future cashflow generated by its operation. The expected future freight rates required for the analysis are obtained by assuming adaptive and rational expectations among others. Market expectations on freight rates, as measured by the price of freight futures contracts exchanged in BIFFEX, are also tested. The developed model is applied on recent ship sales with very encouraging results. / Master of Arts

published_or_final_version / Transport Studies / Master / Master of Arts

In recent years, there has been an exponential increase in container volume shipment within intermodal transportation systems. Container terminals as part of the global port system represent important hubs within this intermodal transportation system. Thus, the need to improve the operational efficiency is the most important issue for container terminals from an economic standpoint. Moreover, intermodal transportation systems, ports and inland transport facilities should all be integrated into one coordinated plan. More specifically, a method to schedule different types of handling equipment in an integrated way within a container terminal is a popular topic for researchers. However, not many researchers have addresses this topic in relationship to the simulation aspect which will test feasible solutions under real container terminal environment parameters. In order to increase the efficiency of operations, the development of mathematical models and algorithms is critical in finding the best feasible solution. The objective of this study is to evaluate the feasible solution to find the proper number of Yard Trailers (YTs) with the minimal cost for the container terminals. This study uses the Dynamic YTs operation's method as a background for modeling. A mathematical model with various constraints related to the integrated operations among the different types of handling equipment is formulated. This model takes into consideration both serving time of quay cranes and yard cranes, and cost reduction strategies by decreasing use of YTs with the specific objective of minimum total cost including utilization of YTs and vessel berthing. In addition, a heuristic algorithm combined with Monte Carlo Method and Brute-Force Search are employed. The early Stage Technique of Monte Carlo method is proposed to generate vast random numbers to replicate simulation for real cases. / The Brute-Force Search is used for identifying all potential cases specific to the conditions of this study. Some preliminary numerical test results suggest that this method is good for use in conjunction with simulation of container terminal operation. The expected outcome of this research is a solution to obtain the proper number of YTs for transporting containers with a minimum cost; thus, improving the operational efficiency in a container terminal. / by Yueqiong Zhao. / Thesis (M.S.C.S.)--Florida Atlantic University, 2011. / Includes bibliography. / Electronic reproduction. Boca Raton, Fla., 2011. Mode of access: World Wide Web.

published_or_final_version / Geography and Geology / Master / Master of Philosophy

Thesis (M.B.A.)--University of Hong Kong, 1990.

The Quebec City - Windsor corridor is the busiest and most important trade and transportation corridor in Canada. The transportation sector is the second largest greenhouse gas (GHG) emission category in the country. Governments around the world, including Canada, are considering increased mode share by rail as a way to reduce transportation emissions. To understand whether freight mode shift is a realistic means to reduce transportation emissions, an analytical model is needed that can predict the effect of government policy on mode split. / This thesis provides background on the freight transportation-GHG nexus in Canada and describes the development, implementation, reasoning behind, and results of, a Stated Preference shipper carrier choice survey for the Quebec City - Windsor corridor conducted during the fall of 2005. It then describes how the resulting carrier choice models are used to estimate the potential to displace truck traffic to rail (premium-intermodal) under current conditions, as well as to test the effectiveness of different possible future policy or service offering scenarios. / The results show that premium-intermodal has the potential to capture a substantial share of traffic between the main destinations in the Quebec City - Windsor Corridor. However, its ability to contribute significantly to reducing CO2 emissions is limited. According to the analyses conducted, potential reductions are considered to be in the range of nil to 0.413 Mt---a fraction of what the federal government was hoping to be able to achieve through "further public-private collaboration to promote the use of intermodal freight opportunities and to increase the use of low-emission vehicles and modes" (Government of Canada 2002). / At the same time, these potential reductions are based on a small proportion of total truck-related emissions and a few city-pairs. Extension of the current analysis to more city-pairs separated by longer distances might arrive at different conclusions.

No description available.

published_or_final_version / Urban Planning / Master / Master of Science in Urban Planning