This dissertation is composed of three chapters regarding international trade and environmental regulation. The first chapter focuses on the relationship between port ownership and the port R\&D investment. I investigate whether a larger degree of private involvement in the port sector makes for a higher level of welfare, as well as an improvement in port performance. I establish the stage games to analyze the reciprocal international trade. The theoretical findings indicate that the endowment of population plays an essential role in choosing the optimal port ownership. In the second chapter, I investigate the effect of port pollution regulation on port ownership. I incorporate the regulation tax on emissions from port cargo handling into the international duopoly trade model. The results of the stage games suggest the same ownership of the ports in both countries. I also extend the categories of port structures to include the transfer of port ownership to the other country. The policy implication is to have the small country own both ports, which is opposite to the port governance in reality. In the third chapter, I explore the equilibrium port ownership structures without other policy issues or regulation on the port sector being considered. The influence of country size per se suggests that a small country should privatize its port in the context of a privatized port in the large country. For a large country, it is better to choose a type of ownership different from the small country's. In addition, it is the country whose population is greater than a third of the scale in the other country that should own both ports.

Gesture Recognition is a new and upcoming trend that is being widely used in wearable devices and mobile handheld devices. The sensors like Accelerometer, Gyroscope, Heart rate monitor, Barometer and Ambient Light are mostly being included within the device to detect the static or continuous motion, rotational velocity, heartbeat rate of the user, pressure and light conditions for the device respectively. Implementing algorithms to capture the readings of these sensors and implementing them in a necessary way allows a user to use the wearable devices for a wide variety of applications. One such application is controlling Drone that takes user input to determine their motion. A Drone can accept signals from a combination of computer and a radio dongle and would fly according to the accepted commands. The wearable device can detect the motion of the wearer's hand when moved left, right, up, down etc using the Gyroscope sensor. This information can be used to process and send the signals to the Drone to enable wireless and gesture-based movement control.

L’objet de la recherche est l’institution des ports francs à l’époque moderne dans un cadre comparatif. J’ai choisi Livourne, Gênes et Marseille, les trois principaux ports francs de l’époque. Avec l’étude de la législation et des débats autour de l’application des franchises, je veux confronter ces villes entres elles et les placer dans le débat très vif en état moderne sur le port franc. Pour cette raison j'ai réservé une partie du travail à la comparaison avec des autres ports francs et avec des villes sans cette franchise, comme Naples, où le débat a été très vif. / The aim of this research is investigating on the institution of the free ports in Modern age, following a comparative scheme. I've chosen Livorno, Genoa and Marseille because they were three of the main free ports at the time. I want to compare those port-cities studying their legislation and the free port's edict application. They all have had an important role in the debates around the economical institution of the free port itself. For this reason I've written on the comparison about different free ports and also on a port-city without such a tax exemption like Naples. Here there has been a long and harsh debate about the possibility of introducing the free port, which I tracked down.

Includes bibliographical references (p.166-167)

Drought resistance among genotypes of Port-Orford-cedar (Chamaecyparis lawsoniana (A. Murr.) Pan., Cupressaceae) seedlings was evaluated both in the field and in the greenhouse. Field water potentials (��) of 5-year-old seedlings were measured at two high-elevation plantation sites where summer drought occurs. Measurements of �� were compared to survival two years prior at the same site. The north coastal breeding zone 1 had significantly lower mid-day �� and lower survival than the southern interior breeding zone 6. Percent survival at 3 years was significantly correlated with mid-day ��. A second assessment of drought resistance was performed in the greenhouse on 1-0 seedlings. Root growth potential (RGP) was measured in the winter under non-stress conditions and following a drought in the summer. Differences among breeding zones were opposite in pattern from outplanting measurements of survival and water potential; therefore, RGP may not be a good predictor of drought resistance or survival among different genotypes within a single species. Low-elevation, coastal families had greater root growth than inland, high elevation sources. Greater root growth occurred in seedlings with more shoot mass. Little regional specialization in RGP across the species' range was indicated as there was greater variation among families than among breeding zones. In the summer RGP test following drought, only the two extremes of the range were evaluated; both north coastal and southern interior families showed decreased root growth compared to the winter RGP under non-stress conditions. Despite significantly higher predawn �� in inland, high elevation families, lower elevation coastal families had significantly more roots. Change in chlorophyll fluorescence yield measured on foliage of droughted plants was positively correlated with the absolute value of predawn ��; however, it was not a sensitive predictor of predawn �� (R��=0.06) at the levels used in this study. Lower levels of �� may be necessary to produce severe stress to damage Port-Orford-cedar foliage. / Graduation date: 2003

As China’s economy and international prominence continues to grow, Beijing is now, more than ever, developing its inner and Western provinces, including Xinjiang. Its interests in Xinjiang extend to the greater South and Central Asian region as China continues to form diplomatic alliances and economic ties with its bordering neighbors. In particular, China’s move to the west and the recent designation of Kashgar as a Special Economic Zone has been an important factor for Beijing’s deepening relations with Pakistan, it’s gateway not only to South Asia but also to the greater Central Asian region. This paper will examine the steps China is taking to establish Xinjiang as a major trade and transport hub in the “New Central Asia,” and how the city of Kashgar is being developed to facilitate significant transnational trade and development with Pakistan. It will also examine China’s recent investments and development projects in Pakistan and how its neighbor in South Asia is now one of its most important allies in the region. It will posit that China’s thirst for energy resources, namely oil and natural gas from Central Asia and the Middle East, has prompted Beijing to place more emphasis on maintaining and deepening relations with Pakistan. Moreover, this paper will assess how Sino- Pakistani relations in the 21st are affecting China’s relations with India, especially in regards to Christopher Pehrson’s “String of Pearls” concept. This thesis will focus on two major case studies: the establishment of Kashgar as an SEZ and the development of the Gwadar Port in Southern Pakistan, and will show that in many regards, both projects are facing the same development problems.

Abstract In marketing, the operation of port is similar to that of fast food restaurants in many kinds. When we operate a fast food restaurants, we should consider its¡¦ location, the amount of customer and connect with contiguous commercial circle. As well as the operation of port, the most important of that is not the facilities or management, but it¡¦s measure of area of commercial circle¡Xthe hinterland scope. Only the hinterland scope is large enough and its¡¦ economic development well, can support the huge investment of port building up, and also can keep or attract the shipper or the owner of cargo by more preferential fixed price. In economic development of the hinterland, the present economic development of mainland China can make up a deficiency of Kaohsiung Port¡¦s reducing of amount of cargo by shortage of inner market demand. When we consider the competition of Kaohsiung Port in the point of view, we analyze the proposition through Information Electronics Industry. Because of Global Logistics Management, the logistics mode between Cross-straits is providing mainland China the key to components by Taiwan, deep going processing in Taiwan. To export cargo to Overseas Configuration Center commonal from Taiwan and Mainland, Taiwan or mainland China Direct shipment, to estabilish Local Buffer Center in mainland China. Basing on this five logistics mode, there have high demand of physical distribution of Information Electronics Industry between Cross-straits, port play the important role in this process of distribution. And we presume that Kaohsiung Port can promote its competition by the situation. So in this thesis, we demonstration the close relation between the development of industry and the developing of port by comparing the Information Electronics Industry development in hinterland of Kaohsiung Port with of Shanghai Port. And we further analysis the development strategy for the hinterland of Kaohsiung Port and city. As follows is the conclusion of this thesis: I. In port aspect, we should replan the development tactics of Internation Distripark and Free Trade Port. II. In port city aspect, we should perfect the joint of air transportpion and marine transporzation, and regulate the industrial structure. III. In the aspect of the cooperation of Cross-straits port, first of all is to solve the directshipment problem between cross-straits to promote Kaohsiung Port to the pirot of Global and mainland China. Second to construct the group of cross-straits port based on the cooperation of Taiwan and mainland china. IV. In the aspect of government policy, we emphasize the development of Global Logistics Management into the logistics center of region or global gradually based on this policy.

Thesis--Paris. / Includes bibliographical references (p. [xi]-xvi).

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Globalization of the world’s economy, containerization, intermodalism and specialization have reshaped transport systems and the industries that are considered crucial for the international distribution of goods such as the port industry. Simultaneously, economies of location, economies of scope, economies of scale, optimization of production factors, and clustering of industries have triggered port regionalization and inland integration of port services especially those provided by container terminals. In this integration dry ports have emerged as a vital intermodal platform for the effective and efficient distribution of containerized cargo. Dry ports have enabled port and hinterland expansion increasing the competitiveness of container terminals at seaports. In consequence, container terminals and dry ports are establishing formal and informal relationships to strengthen the competitiveness of their hinterlands and to improve their role in the physical distribution of goods. This study assesses the characteristics of relationships between container terminals and dry ports. Such assessment is conducted based on a set of relationship characteristics proposed in a relationship assessment model for customer/supplier, in which dry ports are given the role of suppliers of port services to container terminals. In addition, the research assesses the impact of the relationships between container terminals and dry ports on inter-port competition. The main findings of the research led to conclude relationships between container terminals and dry ports are characterized by medium mutuality, low particularity, low co-operation, low conflict, low intensity, low interpersonal inconsistency, high power/dependence and medium trust. Additionally, it was concluded that such relationship characteristics impact inter-port competition in two main ways. In one hand by driving container terminals to maximize the utilization of dry port’s capabilities such as container transport/delivery, container storage, customs clearance, information systems and intermodal connections to industrial clusters. On the other hand, by constructing channels of interaction through which dry port’s benefits for hinterlands such as increase of container terminal capacity, reduction of road congestion, increase of modal shift and hinterland expansion are used as leverage in competition for containerized cargo.