Thesis (M.Arch.)--University of Hong Kong, 2002. / Includes special report study entitled : The Star ferry Pier & the bus terminus. Includes bibliographical references. Also available in print.

As an object at the boundary between virtual and physical reality, the screen exists both as a displayer and as a thing displayed, thus functioning as a mediator. The screen's virtual imagery produces a sense of immersion in its viewer, yet at the same time the materiality of the screen produces a sense of rejection from the viewer's complete involvement in the virtual world. The experience of the screen is thus an oscillation between these two states of immersion and rejection. Nowadays, as interactivity becomes a central component of the relationship between viewers and many artworks, the viewer experience of the screen is changing. Unlike the screen experience in non-interactive artworks, such as the traditional static screen of painting or the moving screen of video art in the 1970s, interactive media screen experiences can provide viewers with a more immersive, immediate, and therefore, more intense experience. For example, many digital media artworks provide an interactive experience for viewers by capturing their face or body though real-time computer vision techniques. In this situation, as the camera and the monitor in the artwork encapsulate the interactor's body in an instant feedback loop, the interactor becomes a part of the interface mechanism and responds to the artwork as the system leads or even provokes them. This thesis claims that this kind of direct mirroring in interactive screen-based media artworks does not allow the viewer the critical distance or time needed for self-reflection. The thesis examines the previous aesthetics of spatial and temporal perception, such as presentness and instantaneousness, and the notions of passage and of psychological perception such as reflection, reflexiveness and auratic experience, looking at how these aesthetics can be integrated into new media screen experiences. Based on this theoretical research, the thesis claims that interactive screen spaces can act as a site for expression and representation, both through a doubling effect between the physical and virtual worlds, and through manifold spatial and temporal mappings with the screen experience. These claims are further supported through exploration of screen-based media installations created by the author since 2003.

by Lee On Yin, Francis. / Thesis (M.B.A.)--Chinese University of Hong Kong, 1988. / Includes bibliographical references (leaf 104).

published_or_final_version / Architecture / Master / Master of Architecture

published_or_final_version / Architecture / Master / Master of Architecture

published_or_final_version / Architecture / Master / Master of Architecture

published_or_final_version / Architecture / Master / Master of Architecture

published_or_final_version / abstract / toc / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

Seaborne container shipping plays a major and important role in the world transportation system and the global supply chain. Shipping lines have designed their product offering to shippers around providing regular calls at designated ports. This works well for most firms that operate on a just-in-time philosophy. The real costs of trade – the transport and other costs of doing business internationally – are important determinants of a country’s ability to participate fully in the world economy. This is an important indicator for port performance in a globalised economy; therefore, any inefficiency that increases costs must be addressed. This means that ports have to ensure very high productivity and efficiency levels so that ships have a quick turnaround. Clark et al., (2002) conclude that a 50% improvement in port efficiency can reduce shipping costs by about 12%. The general question that is studied in this research is: How can the Marine Services within the Port of Durban assist in reducing ship turnaround times? This study seeks to determine what role the marine services plays in ship turnaround. The analysis in this study will be to determine the source of delays and ways to improve on efficiency. The resultant improvement in efficiency should lead to a possible reduction in shipping costs. The Market Demand Strategy employed by Transnet in 2012 must be implemented in such a manner that it must not only address the current infrastructural backlogs but it must also endeavour to alleviate several logistic chain bottlenecks that tend to constrain the economy. When analysing 2010-2011 a worrying trend emerges that the average waiting times for ships at anchor has increased significantly and the time on the berth has also increased significantly despite a reduction in the number of ships calling to the port. This is partly due to the fact that much larger ships now arriving at the port and more crucially are working a larger number of containers per port call. However, there is still concern about the operational efficiency of the terminals in the port (Pier One and Durban Container Terminal). The Marine Operations service times have also increased marginally 1.23% (0.98 hours) but this is due to longer time required for berthing and sailing of larger ships. This study has clearly shown that the Marine Operations within the Port of Durban do not significantly impact on overall ship turnaround time. However, there are areas of improvement that can be implemented to ensure high service levels within the port. By increasing the tug fleet and ensuring adequate human resources, the service offering can immediately be improved. Extremely lengthy anchorage waiting times and high berth occupancy impact negatively on ship-owners, shippers, and the economy at large. The Port Authority must interrogate these areas to understand clearly what is driving these extended times and determine strategies and performance measures to mitigate these. / Thesis (M.Com.)-University of KwaZulu-Natal, Durban, 2012.

Thesis (MTech (Business Administration))--Cape Technikon, 2004. / The Cape Town Container Terminal (CTCT) facilitates the handling process ofImport and Export containers for the Western Cape and other regions. South African Port Operations (SAPO), a division of the transport parastatal Transnet, is the operator that handles container volumes through the terminal. Due to the nature of its operations, it focuses on service standards within the industry. The International Shipping Industry expects this container terminal to conform by providing the same operational standards and service they receive from other international ports. Container terminal efficiency and productivity were not providing a reliable and efficient service for vessels calling to CTCT. Delays became so endemic that the shipping lines instituted a seventy-five dollar congestion surcharge on each container being handled This surcharge was passed on to the consumer therefore increasing the logistical cost of goods and services. The fact that a shipping line was bypassing Cape Town altogether was an indication that the Terminal was experiencing difficulty in maintaining its port status as a prominent and efficient container terminal at the southern tip of Africa.