The volume of cargo flowing through todays transportation system is growing at an ever increasing rate. Recent studies show that 90% of all international cargo that enters the United States flows through our vast seaport system. When this cargo enters the US, time is of the essence to quickly obtain and verify its identity, screen it against an ever increasingly wide variety of security concerns, and ultimately correctly direct the cargo towards its final destination. Over the past few years, new port and container security initiatives and regulations have generated huge interest in the need for accurate real-time identification and tracking of incoming and outgoing traffic of vehicles and cargo. On the contrary, the manually intensive identification and tracking processes, typically employed today, are inherently both inefficient and inadequate, and can be seen as a possible enabling factor for potential threats to our ports and therefore our national security. The contradiction between current and required processes coupled to the correlation with accelerated growth in container traffic, has clearly identified the need for a solution. One heavily researched option is the utilization of video based systems implementing Optical Character Recognition (OCR) processes for automatically extracting the unique container identification code to expedite the flow of cargo through various points in the seaport. The actual current process of how this occurs along with the opportunities and challenges for adding such a technological solution will be investigated in great detail. This thesis will investigate the feasibility of application of motion compensation algorithms as an enhancement to OCR systems specifically designed to address the challenges of OCR of cargo containers in a seaport environment. This motion compensation could offer a cost effective alternative to the sophisticated hardware systems currently being offered to US ports.

The service sector of economy is a field of growing interest to marketing research and in particular such services as provided by seaports. However, these activities have rarely been considered to date. This project consists of three parts. Firstly a review of service marketing approaches, their status and development, the nature of marketing strategies and the marketing mix had to be provided. Also the development of marketing in seaports had to be examined. The focal elements discussed were the elements of the services provided by seaports, and competition between them in the context of Poland Secondly the situation in Eastern Europe and Poland under the communist rule and during the transition had to be provided. This part examined East European economic development, focusing down upon Poland and the consequenceso f the changesi n recent years particularly for the maritime sector and its structure and ownership. Thirdly, an analysis of marketing strategies in the main international ports of Poland were developed, with particular reference to their potential users' point of view, in the context of recent economic and market changes. A conceptual model had been developed to analyse these changing strategies that resulted in a derivation of a multivariate approach (cluster, factor or conjoint analysis) to accommodate the large number and diversity of variables that are required. A structured interview approach, plus mail survey techniques were used to collect the data in direct interviews with the Polish port authorities and the operating companies. More questionnaires were distributed amongst the most important maritime companies. Problems of language, customs and accessibility to individuals and data were overcome, as the researcher is a native Pole wi * th good English and Russian skills and close contacts with port experts at the University of Gdansk. Finally analysis from the data obtained from both personal interviews and mail surveys resulted in the identification of the main, underlying constructs of. the marketing strategies in the ports of Gdansk and Gdynia as perceived by their users. Application of factor analysis indicated the existence of six main factors in"each of the ports. The results were valid and reliable and also supported on a-theoretical basis from the service marketing and port marketing literature. A discussion of the results provides implications for practitioners. The research shows that some of the elements of the marketing mix are less developed than others as seen by customers. It can help marketing managers to alter their strategies and better satisfy customers' desires. Furthermore, implications for theory development, research methodology and scope for future research in transition countries and port industries are discussed.

The study of urban geography has received increasing attention in recent years both in this country and overseas. Its content and method have been recently surveyed, and a considerable amount of research on these lines has been done here in New Zealand. Within this field the geography of ports forms a distinct branch for study since ports themselves are a specialised part of some urban areas. Indeed, over the past few years there has developed an extensive geographical literature dealing with ports. This field, which could be termed 'port geography' has attracted some interest in New Zealand as a subject for research; but in the past, studies of ports have been limited to examinations of individual ports, groups of ports, or one aspect of ports. This present study, however , has been made upon broader lines. It is an attempt to describe, analyse, and compare the most important aspects of the contemporary character of the South Island seaports. It is suggested that the character of a port is derived principally from the nature of its location, site, form or pattern, facilities, trade, hinterland and fishing. Since these are the most important features, they are analysed and described in turn in this thesis. This systematic approach was found necessary in order that significant comparisons and contrasts - which is the essence of geography - might be drawn between the ports. The problem can be expressed in the question: "In what ways do the characters of the South Island seaports differ one from another?" "A port is a place equipped to facilitate the necessary relations between ships as the agencies of sea transport and the land," and provides "terminal facilities and services for ships, and transfer facilities and services for ships, and transfer facilities and services for waterbourne goods and/or passengers." In these general terms there are many places in the South Island of New Zealand which could be considered as ports. However, only those South Island seaports which make returns to the New Zealand Census and Statistics Department have been included in this study; namely , the ports of Waitapu, Motueka, Nelson, Picton, Wairu, Lyttelton, Timaru, Oamaru, Otago, Bluff, Greymouth and Westport. This thesis is based both on fieldwork carried out by the writer during 1953 and the early months of 1954, and on an examination of statistical and other material drawn from a wide variety of sources in Wellington and in South Island centres. All the ports included in the survey were visited in the course of the fieldwork. Section by section land utilisation surveys were made of the port vicinities of the thirteen largest ports from aerial photographs in Head Office, Lands & Survey Department, Wellington, and from actual field investigations. A large number of people were interviewed at the ports and in the towns of their tributary regions. The statistics used in this study have been related as closely as possible to the calendar year 1952 and have been presented in the form of maps, cartograms, and graphs, rather than in a series of tables. The analysis of these diagrams provides the comparative data on which three of the eight chapters are based. Since the majority of the maps have been compiled from numerous sources they have been annotated separately in AppendiX A. All photographs, except those whi ch have been otherwise acknowledged, were taken by the author. All maps and diagrams were also compiled and drawn by the author. A list of the works consulted in the preparation of this thesis are contained in the bibliography.

The study of urban geography has received increasing attention in recent years both in this country and overseas. Its content and method have been recently surveyed, and a considerable amount of research on these lines has been done here in New Zealand. Within this field the geography of ports forms a distinct branch for study since ports themselves are a specialised part of some urban areas. Indeed, over the past few years there has developed an extensive geographical literature dealing with ports. This field, which could be termed 'port geography' has attracted some interest in New Zealand as a subject for research; but in the past, studies of ports have been limited to examinations of individual ports, groups of ports, or one aspect of ports. This present study, however , has been made upon broader lines. It is an attempt to describe, analyse, and compare the most important aspects of the contemporary character of the South Island seaports. It is suggested that the character of a port is derived principally from the nature of its location, site, form or pattern, facilities, trade, hinterland and fishing. Since these are the most important features, they are analysed and described in turn in this thesis. This systematic approach was found necessary in order that significant comparisons and contrasts - which is the essence of geography - might be drawn between the ports. The problem can be expressed in the question: "In what ways do the characters of the South Island seaports differ one from another?" "A port is a place equipped to facilitate the necessary relations between ships as the agencies of sea transport and the land," and provides "terminal facilities and services for ships, and transfer facilities and services for ships, and transfer facilities and services for waterbourne goods and/or passengers." In these general terms there are many places in the South Island of New Zealand which could be considered as ports. However, only those South Island seaports which make returns to the New Zealand Census and Statistics Department have been included in this study; namely , the ports of Waitapu, Motueka, Nelson, Picton, Wairu, Lyttelton, Timaru, Oamaru, Otago, Bluff, Greymouth and Westport. This thesis is based both on fieldwork carried out by the writer during 1953 and the early months of 1954, and on an examination of statistical and other material drawn from a wide variety of sources in Wellington and in South Island centres. All the ports included in the survey were visited in the course of the fieldwork. Section by section land utilisation surveys were made of the port vicinities of the thirteen largest ports from aerial photographs in Head Office, Lands & Survey Department, Wellington, and from actual field investigations. A large number of people were interviewed at the ports and in the towns of their tributary regions. The statistics used in this study have been related as closely as possible to the calendar year 1952 and have been presented in the form of maps, cartograms, and graphs, rather than in a series of tables. The analysis of these diagrams provides the comparative data on which three of the eight chapters are based. Since the majority of the maps have been compiled from numerous sources they have been annotated separately in AppendiX A. All photographs, except those whi ch have been otherwise acknowledged, were taken by the author. All maps and diagrams were also compiled and drawn by the author. A list of the works consulted in the preparation of this thesis are contained in the bibliography.

No description available.

La recherche vise à appréhender la perception de la notion de performance par les acteurs composants les Réseaux Territorialisés d’Organisations (RTO), non pilotés par une firme leader, mais comportant des instances de gouvernance stratégique. Malgré une littérature abondante portant sur les RTO, les recherches portant sur la perception de leur performance sont encore émergentes. Soutenue par un cadre interprétatif visant à clarifier ce que peut recouvrir le concept de performance dans un RTO, la recherche, mobilisant la théorie des représentations sociales, explore au moyen de la méthodologie des cartes cognitives les perceptions d’acteurs hétérogènes composant les RTO portuaires français. 36 entretiens ont été menés auprès des acteurs des Grands Ports Maritimes français. Les résultats montrent principalement qu’il existe des représentations partagées assez limitées du point de vue des métas-critères et déterminants de performance, avec toutefois l’existence de logiques communes, déclinées en paradigmes et classes de représentations. Les résultats montrent également la focalisation fréquente des perceptions sur un très faible nombre d’acteurs clés de la chaîne servicielle. L’étude conclut sur les perspectives pour le contrôle de gestion dans ces RTO. / The research aims to understand the perception of the performance concept by cluster actors. We focus on clusters which are not controlled by a leading firm, but include strategic governance institutions. Despite a vast literature on clusters, researches on the perception of their performance are still emerging. Supported by an interpretative framework to clarify what can cover the concept of performance in a cluster, this research, mobilizing social representation theory, explores the perception of heterogeneous actors composing French seaports, using the methodology of cognitive maps. 36 interviews were conducted with participants of the main French Seaports. The results show that the shared representations are fairly limited in terms of meta-criterias and performance determinants, but identifies common logics, paradigms and representations classes. The results also show that there is a frequent focalisation of the perceptions on very few keys actors involved in the service chain. The study concludes on the management control perspectives in these clusters.

L’adaptation des ports maritimes aux nouvelles donnes du commerce international, ne peut se réaliser sans une implication des opérateurs privés dans la gestion des activités portuaires. Cette participation exige que, les activités industrielles et commerciales des ports, leur soient confiées par le biais de montages juridiques efficients. Parmi ceux-ci, les concessions portuaires apparaissent comme les outils juridiques offrant un cadre d’accueil, en termes de performance et de rentabilité des activités économiques dans les ports maritimes. Or, aujourd’hui, le problème de la qualification juridique de ces concessions portuaires semble se poser dans la mesure où règne un désordre juridique en droit administratif. Cette thèse vise, ainsi, à apporter un éclairage à la question. Son introduction générale expose, d’abord, la notion de concession portuaire et aborde ensuite l’objectif de cette étude en mettant l’accent sur sa problématique : le contrat de concession dans les ports peut-il être classé dans une famille juridique préétablie et être rattaché à une catégorie juridique préexistante ? Pour répondre à cette question, la première partie de cette thèse s’est attachée à mettre en relief la diversité des éléments caractéristiques des concessions portuaires. Cette opération d’identification a mis l’accent sur les éléments essentiels et ceux qui sont non essentiels permettant la qualification juridique des concessions portuaires. Mais, cette qualification théorique ne peut être judicieuse et cohérente que si elle est confrontée à la constante évolution de la pratique des montages concessifs réalisés par les opérateurs économiques dans les ports. C’est à cette grille d’analyse que s’est livrée la seconde partie de cette thèse. Elle a, ainsi, porté sur la diversité de la pratique concessive dans les ports maritimes français et africains. Aussi, ont été examinés les montages concessifs dans les ports français en comparaison avec ceux utilisés dans les ports européens (Anvers, Rotterdam, Hambourg) et dans les ports de l’Afrique notamment en Côte d’Ivoire, au Sénégal, au Cameroun, en Algérie et au Maroc. Cette analyse comparative qui est illustrée par des documents professionnels montre, finalement, que la qualification juridique des concessions portuaires qui est l’axe central de cette thèse est un exercice périlleux. Elle ne peut se faire qu’au cas par cas, selon les pays et en tenant compte des efforts conjugués de la doctrine, de la jurisprudence, des textes législatifs et réglementaires. / The adaptation of sea ports to the new rules of international trade can only happen with the involvement of private port managing operators. This involvement requires the entrustment of ports industrial and commercial activities, through efficient legal devices/arrangements/frameworks. Among these, port concessions seem like legal instruments providing a good setting, in terms of performance and profitability for economic activities in sea ports. However, the legal qualification/classification/characterization of these port concessions can be an issue since a legal disorder is observed in administrative law. The thesis is thus aiming at sheding light on this matter. The introduction firstly exposes the notion of port concession and then adresses the objective of this study by outlining its problematic : can port concession contracts be classified into a pre-establisehd legal group and attached to a pre-existing legal category ? To address the question, the first section of this thesis highlights the diversity characterizing port concessions. This identification process outlines the essentiel and non-essential elements, enabling the legal qualification of port concessions. However, this theoretical qualificaiton can only be wise and coherent if it adapts to the constant evolution of the use of concessive framework by the economic agents in sea ports. The second section of the thesis thus tackles the issue, by considering the diversity in use of concessions in sea ports of France and Africa. The concessive devices of French sea ports have been compared to those of other European ports (Antwerp, Rotterdam, Hamburg) and African ports, in particular in Ivory Coast, Senegal, Cameroon, Algeria and Morocco. The comparative analysis illustrated through professional documents, shows that the legal qualification of port concessions, which is the center of this thesis, is a perilous enterprise. It can be done only on a case by cas basis, according to the various countries and taking into account the joint forces of doctrine, jurisdiction, as well as legal and regulatory texts.

A necessidade de um instrumento de transporte aéreo mais eficiente e seguro aliado ao Porto de Santos, capaz de promover a expansão e o desenvolvimento equilibrado da capital, do interior, do litoral sul e do norte do estado de São Paulo, através do incremento das conexões com a Região Metropolitana da Baixada Santista, funcionando como receptor e transmissor de energia, fluxos sociais, urbanos e econômicos na esfera macro metropolitana da capital, foi o motivo pelo especial interesse em desenvolver essa pesquisa. Nesse contexto a Base Aérea de Santos apresenta um potencial \"sui generis\" de criação de um complexo intermodal de cargas e de passageiros com a fusão única de ar, água, transportes ferroviário e rodoviário, na América Latina. Partindo de uma análise sistemática do contexto histórico da região, da sua atual conjuntura econômica e do funcionamento da logística de transporte de pessoas e mercadorias desse sistema, são delineadas as potencialidades do objeto de estudo como ponto estratégico para esse fim. / The need for a more efficient and safe air transport instrument connected to Santos Port, able to promote the expansion and balanced development of São Paulo capital, interior, south and north coast of the state by increasing the connections to the Metropolitan Region of Santos, acting as receiver and transmitter of energy, social, urban and economic flows on the macro metropolitan sphere of capital, was the reason of the special interest in developing this research. In this context, the Santos Air Base presents a potential sui generis creation of an intermodal complex of cargo and passenger with a unique fusion of air, water, rail and road transport in Latin America. Based on a systematic analysis of the historical context of the region, its current economic situation and the functioning of people and freight logistics of this system, are outlined the potential of the object of study as a strategic point for this purpose.

A necessidade de um instrumento de transporte aéreo mais eficiente e seguro aliado ao Porto de Santos, capaz de promover a expansão e o desenvolvimento equilibrado da capital, do interior, do litoral sul e do norte do estado de São Paulo, através do incremento das conexões com a Região Metropolitana da Baixada Santista, funcionando como receptor e transmissor de energia, fluxos sociais, urbanos e econômicos na esfera macro metropolitana da capital, foi o motivo pelo especial interesse em desenvolver essa pesquisa. Nesse contexto a Base Aérea de Santos apresenta um potencial \"sui generis\" de criação de um complexo intermodal de cargas e de passageiros com a fusão única de ar, água, transportes ferroviário e rodoviário, na América Latina. Partindo de uma análise sistemática do contexto histórico da região, da sua atual conjuntura econômica e do funcionamento da logística de transporte de pessoas e mercadorias desse sistema, são delineadas as potencialidades do objeto de estudo como ponto estratégico para esse fim. / The need for a more efficient and safe air transport instrument connected to Santos Port, able to promote the expansion and balanced development of São Paulo capital, interior, south and north coast of the state by increasing the connections to the Metropolitan Region of Santos, acting as receiver and transmitter of energy, social, urban and economic flows on the macro metropolitan sphere of capital, was the reason of the special interest in developing this research. In this context, the Santos Air Base presents a potential sui generis creation of an intermodal complex of cargo and passenger with a unique fusion of air, water, rail and road transport in Latin America. Based on a systematic analysis of the historical context of the region, its current economic situation and the functioning of people and freight logistics of this system, are outlined the potential of the object of study as a strategic point for this purpose.

The subject of the thesis is the analysis of the intermodal connection between Czech Republic and the seaports. The importance of this connection for the Czech Republic as for an open economy with a large volume of international trade is undervalued. The connection between Czech Republic and the ports is mainly provided by the container combined transport road -- rail. It is necessary to pay attention to the development of this field as it has a potential to be the most effective way of transport considering both economical and environmental criteria. The aim of the thesis is to survey the issue of intermodal connection with the ports, to evaluate the current status and future development options, including the barriers to this development. The result of the thesis is an analyzed current situation: the ports to which Czech Republic is connected have been determined as well as the modes of transport and the key players on the Czech market that provide the shipping services to the ports. A significant part of attention is paid to METRANS, a.s. which is the leading provider of intermodal transport services between Czech republic and the ports. A major problem associated with the development of combined transport is the harmonization of the conditions between road and rail transport. There is one chapter of the thesis which is devoted to this issue. Thanks to the information obtained from companies operating in the intermodal transport business, it was possible to calculate the costs related to the transport of the consignment by road and rail route, to highlight the problems in the daily operation of combined transport, to identify the weaknesses that may hinder the development of the METRANS or to bring other real outcomes.