The conversion of many major international ocean trades to container facilities makes truly intermodal cargo movement possible. However the ocean carriers have embraced the concept of containerization with much more fervor than have the inland carriers. As a result the van container has been utilized much less than might be expected for inland cargo movement. This study has concentrated on the movement of cargo from the Far East to Eastern Canada via Vancouver, in an attempt to discern why 'OCP' traffic, which arrives in containers, is being destuffed and moved eastward in boxcars. This long-haul traffic appears to be of a commodity composition and volume which should move in intact containers. It has been concluded that the inland carrier rates are not conducive to the movement of cargo in intact containers. This is a reflection of unfavorable cargo density characteristics, and to some extent, a lack of containerized cargo volume. While the labor contract in force on the Vancouver waterfront discriminates against off-dock destuffing, the density, and rate considerations are sufficiently important that 'OCP' cargo should maintain its present non-intermodal characteristics. / Business, Sauder School of / Graduate

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No abstract available. / Thesis (M.Com.)-University of Natal, Durban, 2000.

With congestion, environmental Impact, and the price of oil becoming topics that influence businesses and individuals in a daily basis, measures need to be undertaken in order to accommodate the growing demand for freight transportation. By directing many of the trucks travelling along the National Highways Systems to the Marine Highway corridors developed by the U.S. Maritime Administrations, many of the problems can be addressed in the Short and Medium terms. In order to do so, Short Sea Shipping, through the use of Ro/Ro (Roll-on/Roll-off) Vessels, needs to be implemented. Although the environmental and congestion reducing benefits are considerable, the profitability of this transportation mode needs to be considered. A cost benefit analysis can determine the margin of profit, and attract investors and businesses. By developing a mathematical model that accounts the costs associated with transporting trucks along a particular corridor, the competitiveness of Short Sea Shipping can be determined. / by Alvaro Galletebeitia. / Thesis (M.S.C.S.)--Florida Atlantic University, 2011. / Includes bibliography. / Electronic reproduction. Boca Raton, Fla., 2011. Mode of access: World Wide Web.

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by Paul Y.L. Mok. / Thesis (M.B.A.)--Chinese University of Hong Kong, 1991. / Includes bibliographical references. / ABSTRACT --- p.ii / TABLE OF CONTENTS --- p.iii / Chapter / Chapter I. --- INTRODUCTION --- p.1 / Chapter II. --- METHODOLOGY --- p.3 / Chapter III. --- CHARACTERISTICS OF AN INTERNATIONAL SHIPPING COMPANY --- p.5 / Chapter IV. --- MIS IN THEORY --- p.9 / Chapter V. --- USER REQUIREMENTS --- p.14 / Chapter VI. --- ORGANIZATIONAL CONCEPTS --- p.19 / Chapter VII. --- ACCOUNTING CONCEPTS --- p.25 / Chapter VIII. --- CONCEPTUAL DESIGN --- p.30 / Chapter IX. --- CONCLUSION --- p.37 / BIBLIOGRAPHY --- p.39

Britain and Japan, fellow island nations, share many geographical similarities, and accordingly both societies have long taken advantage of water transport domestically. In modern times the two nations’ governments have diverged in terms of philosophies toward economy and industrialization. Britain is known as today’s consummate private-industry advocate within western Europe, while Japan is noted for the strong level of government “guidance” in its post-WWII economy. Using the abovementioned similarities as a baseline, this thesis examines how the supposedly different relationships between government and economy in Britain and Japan have affected the ongoing use of water in their domestic transport sectors since World War II. Some forms of water transport have continued to thrive commercially in both nations, due primarily to those forms’ inherent economic and technical advantages, while other water transport modes are maintained through government support because of other, less commercial benefits they offer to the two societies.

In this study, we explore the reason why Ming people did not use sea transportation to solve the problem of supplying Beijing from the perspectives of political history and intellectual history. Chapter 2 and chapter 3 reconstruct the decision-making processes in sea transportation. Chapter 4 analyses state and local political factors which influenced the result of decision-making. Chapter 6 discusses the spread and evolution of sea transportation knowledge in the intellectual sphere. (Abstract shortened by UMI.) / Sea transportation in this study refers to a specific form of maritime activity---grain transportation by sea. Sea transportation in the Ming dynasty (1368-1644) was conducted in the years before the Grand Canal became the major route of grain transportation. Although retrospectively it was only a transitional means of grain transportation in the dynasty, it was often proposed to be an alternative to canal transportation when the Grand Canal was malfunctioning. Because of what was involved in the grain supply of the imperial capital, sea transportation never ceased to be an issue in the political history of the Ming. / 樊鏵. / 呈交日期: 2006年9月. / 論文(哲學博士)--香港中文大學, 2007. / 參考文獻(p. 339-359). / Cheng jiao ri qi: 2006 nian 9 yue. / Adviser: Hung-lam Chu. / Source: Dissertation Abstracts International, Volume: 68-08, Section: A, page: 3545. / Electronic reproduction. Hong Kong : Chinese University of Hong Kong, [2012] System requirements: Adobe Acrobat Reader. Available via World Wide Web. / Electronic reproduction. [Ann Arbor, MI] : ProQuest Information and Learning, [200-] System requirements: Adobe Acrobat Reader. Available via World Wide Web. / Abstracts in Chinese and English. / School code: 1307. / Lun wen (zhe xue bo shi)--Xianggang Zhong wen da xue, 2007. / Can kao wen xian (p. 339-359). / Fan Hua.