Due to globalisation, transport policies have been changing and adapting to increase the demands and the needs of the market. Sea ports have a major role in the economic system in which they coordinate the transport of large volumes of cargo in long distances with a high level of productivity. The growth of handling cargo has led to increase congestion in roads because roads are the most used method to transport goods between port and its hinterland. This is the reason why many West European ports are working with train terminals as an alternative form of transport. As part of an intermodal case of study, we have focused on train terminal operations at the port of Barcelona, because currently there is not enough capacity, but it is expected to increase within the next ten years. Moreover, because of the limited geographicalarea, it is important to take in consideration the method for managing the logistics within the container terminal in Barcelona. The objective of this study is to develop a model to analyse and evaluate different types of horizontal transport between the yard and the train terminal at the port of Barcelona in order to identify the most suitable transport system. We compare five different transport systems under three scenarios. The results indicate that some horizontal transport systems are more efficient than others.

Container terminal capacity is a crucial issue for port and terminal operators nowadays as it is one of the key points for their success and increasing their competitive market position in the maritime industry. Therefore, researchers have tried to find solutions for the over capacity problem that faces many terminal operators. This research suggests dry ports as one of the most suitable solution for this problem through proposing a structured framework to adopt the right policy decisions for Dry Port location and capacity. To achieve the presented framework some areas were addressed in detail to have the full picture clear. The current status of the global container sector was assessed, also, the main capacity problems of container terminals with a view to reviewing the suggested solutions was investigated, hence the need for dry ports. In addition, policies for providing optimal location and capacity decisions for container terminals were identified. A technique that supports assessing container terminal location and capacity policy decisions with particular reference to dry ports were developed. Moreover, a case study on Alexandria International Container Terminal for validating the results was conducted. The current research was facilitated by experts from the maritime transport industry, through the application of the Delphi Technique. Applying such a technique enables collaborating experts to share experience modify statements and re-asking to reach a final exact answer that could be generalized. The consensus achieved will help build knowledge and understanding of potential Dry Ports’ policies of the maritime transport sector. This research seeks to make an original contribution to knowledge by developing a structured framework to identify policy decisions for location and capacity of Dry Ports using a Delphi technique as a support tool for terminal managers and operators, port planners, policy makers, and investors in deciding decisions relevant to Dry Port investment.

M.Phil. (Energy Studies) / Please refer to full text to view abstract

This study aims to optimize the logistics processes of container terminals. Potentially powerful pipe-flow models of container terminal logistics processes have been neglected to date and modelling of terminals is rare. Because research which adopts a pipe flow and dynamic operational perspective is rare, a case application in Alexandria, Egypt collated empirical container and information flows using interviews and company records to describe its logistics processes and model container and information flows. The methodology used includes qualitative and quantitative methods and a descriptive methodology proceeds sequentially. Primary and secondary data were presented as a pipe flow model to show interrelations between the company’s resources and to identify bottlenecks. Simulation modelling used Simul8 software. Operational level modelling of both import and export flows simulated the actual inbound and outbound flows of containers from entry to exit. The import logistics process includes activities such as unloading vessels by quay cranes, moving containers by tractors to yard cranes to go for storage where customs procedures take place before exiting the terminal by customer’s truck. The export logistics process includes the activities associated with customers’ trucks, lifters, storage yards, tractors and quay cranes. The model takes into account the uncertainties in each activity. This study focuses on operational aspects rather than cost issues, and considers container flows rather than vessel flows. Although the simulated model was not generalized, implementation elsewhere is possible. Following successful validation of a base simulation model which reproduces the case company’s historical scenario, scenario testing empowered the case company to pro-actively design and test the impact of operational changes on the entire logistics process. The study evaluates a typical container terminal logistics system including both import and export containers in the presence of multiple uncertainties in terminal operations (e.g. quay crane operations, tractor operations, yard crane operations). Sensitivity testing and scenario analysis can empower terminal managers to make decisions to improve performance, and to guide terminal planners, managers, and operators in testing future investment scenarios before implementation.

Avec l'introduction des standards de communication de quatrième génération (4G) dans la téléphonie mobile, les bandes de fréquence dans lesquelles un téléphone mobile générique doit fonctionner ont naturellement augmenté. Ces évolutions ont induit de nouveaux challenges techniques notamment en ce qui concerne la conception des modules d'émission-réception, du frontal RF mais surtout des antennes. Les bandes de fréquences nouvellement ajoutées, en particulier les bandes LTE 12/13/17 qui descendent jusqu’à 700 MHz, constituent le défi antennaire majeur: couvrir la bande basse des 700-960MHz (30%) notamment en incluant la bande GSM850/900 compte tenu de la rétrocompatibilité avec les standards 3G. Étant donné que l'espace réservé pour l'antenne dans un terminal portatif est électriquement petit (dans cette gamme de fréquences basses), des techniques de conception spécifiques doivent être mises en œuvre pour pouvoir couvrir toute la bande de fréquence basse. Dans la phase de conception, il doit également être pris en compte le fait que l'antenne ou les antennes puissent incorporer des techniques d'amélioration de débit de données telles que le MIMO (Multiple Input Multiple Output) et l’agrégation de porteuse (Carrier Aggregation) pour le LTE-Advanced. De plus, si l’on considère des cas d'utilisation réalistes, les effets de l'utilisateur (main, tête) sur les performances globales du terminal doivent aussi être examinés. Dans cette thèse, plusieurs concepts d'antennes 4G pour les futurs terminaux mobiles sont proposés. Différentes topologies antennaires sont évaluées notamment des antennes reconfigurables / passives ainsi que des structures à alimentation simples/multiples / With the introduction of the fourth generation (4G) of cellular mobile communications, there has been an increase in the frequency bands that a generic mobile phone should be able to operate. This requirement poses some challenges in the design of the transceiver modules of the device as well as the RF front-end and the antenna. From the antenna design point of view, the newly added frequency bands especially LTE bands 12-13-17 which goes down to 700MHz creates the main design challenge: covering 700-960MHz (30% bandwidth) in the low-band, considering also backward compatibility with the former technologies like GSM850/900. Since the space reserved for the antenna is electrically small in this frequency range, special design techniques are necessary to obtain the required bandwidth for a generic mobile terminal antenna. It should also be taken into account in the design phase, that the antenna needs to be appropriate for operation in the data-rate enhancement techniques like MIMO (multiple input multiple output) and carrier aggregation in LTE-Advanced. Furthermore, considering the real use cases of the mobile terminal, the effect of the user (hand, head and both) on the antenna performance should also be investigated. In this thesis, several antenna designs for 4G coverage in mobile terminals are proposed. Different antenna topologies are evaluated consisting of tunable/passive antennas as well as single/multi-feed structures.

The once close physical, functional, economic and cultural solidarity between ports and cities has diminished as a result of changes within both ports and their surrounding urban areas. Spatially, ports and cities have become separated as port structures have grown and evolved to meet the demands of trade and shipping technology over the past few decades. This separation is exacerbated by changing social priorities in the use of urban waterfront space and heightened interest in quality of life issues. As the pressures affecting the urban waterfront continue to grow, the port-city relationship has become strained. This paper is concerned with how the relationship between ports and cities can be improved to support the complementary development of the port with its urban region and, at the same time, maintain the quality of life city residents have come to expect. More specifically, this study seeks out the appropriate planning principles, strategies and approaches that can effectively address the problems and land use conflicts at the port-city interface. The study begins by exploring the literature of structural and societal changes that are affecting port city waterfronts and the conflicts that result between ports and cities in their planning for the waterfront. In a number of cases, these challenges are being met by the separate actions of ports and cities; however, given port-city linkages in many issues it is revealed that there is much to be gained through the effective coordination of efforts based on shared planning principles. A review of the Vancouver cityport confirms the port-city challenges suggested by the literature and interviews with municipal and port representatives lend support to the concept of port-city planning principles. The major conclusions of this study are that ports and cities can benefit from increased collaboration on the basis of agreed planning principles and a shared approach to waterfront planning that recognizes each party's needs. The challenge to be borne by city and port planners is one that seeks reconciliation, balance and the re-building of a synergistic relationship. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Horseshoe Bay, British Columbia is: 1) a geographically constricted waterfront neighbourhood of the Municipality of West Vancouver, 2) a north facing deep water ocean bay with a history of marine access and activities, 3) the site of one of the busiest terminals on the British Columbia Ferry Corporation system with 2.6 million vehicles and 7 million passengers per year. The ferry corporation is planning to expand the vehicle holding lots and administration facilities in 2001 and there are public concerns about possible degradation of the character and environment of the community. The Municipality of West Vancouver has expressed a desire to rebuild the foreshore embankment of the waterfront in Horseshoe Bay Park and upgrade the various amenities. Merchants of Horseshoe Bay are concerned that changes to the pedestrian access from the ferry terminal lots may negatively affect their business. The federal government is in the midst of divesting itself of ownership and responsibility for the public wharf. These are the issues and factors that were considered in a project where several different landscape locations with different functions within the Horseshoe Bay community were the subject of a redesign program. The proposed interventions range from environmental graphics to intertidal infill and wetland construction. Each of the various proposals has a different focus, use or function but all share the common theme of landscape connectivity, linking the community to the environment in a mutually beneficial way. / Applied Science, Faculty of / Architecture and Landscape Architecture (SALA), School of / Graduate

North Dakota's transportation problem is centered on geography and volume. Being a land-locked state and not having an intermodal facility within the economic range of 150 miles from North Dakota production sites, transportation costs severely reduce shipper profit margins. Options available to containerized shippers are limited and expensive. The purpose of this research is to develop a model that evaluates tradeoffs regarding the development of intermodal shipping capabilities in North Dakota. The following are specific objectives to the research process: 1. Examine historical and current issues pertaining to intermodal transportation in North Dakota; 2. Develop an empirical model to evaluate intermodal pricing, revenues, and demand; 3. Conduct a sensitivity analysis on key random variables and interpret the results; 4. Analyze a variety of coalition cooperative efforts among key players and their effect on North Dakota' s transportation environment; 5. Describe a business model that could enable efficient intermodal transportation for North Dakota intermodal operators. Examining both the base case model and sensitivities applied to the base model allowed for examining today's transportation environment and its potential. The results are reported in chapter five and applied to game theory. Incorporating the results to game theory allows development of a business model focused on subsidizing network operators to cooperate and reposition containers to service North Dakota. A linear programming model was developed to analyze logistical costs and payoffs associated with varying game alternatives. Data collected was analyzed using GAMS software to determine the cost minimizing solutions for exporters across the eight regions of North Dakota. Base model results indicate hard IP producers in North Dakota realize minimized costs by draying containers to the intermodal terminals of Saskatoon, Winnipeg, or Minneapolis. Sensitivities were applied to answer "what if" questions related to North Dakota transportation. The first sensitivity test allows for cost of shipping by bulk to the point of export versus required loading of containers at the site of production. Results show that for the three regions encompassing the eastern border and southeast comer of North Dakota (ND4, ND7 and ND8), stuffing containers at the site of production remains the cost minimizing solution. Sensitivity accounts for hard IP shipments and includes the Minot intermodal terminal. Results show that North Dakota realizes the Minot terminal as an important shipping option. The expanded model and final sensitivity accounts for the 21 metric tons per TEU limitation placed on a containers load weight moving by rail. The addition of this parameter slightly changed model results to reflect a loss of market share to the Minot terminal. Sensitivities were then conducted on the expanded model. These sensitivities display a shift in shipping patterns due to the cost of repositioning empty containers, container stuffing fees, and Minot`s terminal handling fee.

There is seemingly a never-ending consumer demand for mobileterminals such as cellular phones and personal digitalassistants (PDAs). Each new generation of terminals comes withmore elaborate functions than in the previous generation. Thistrend results in a higher performance demand on the computerarchitecture that performs the required computations within theterminal. To satisfy the projected requirements on cominggenerations of mobile terminals, we propose an architecturethat when intelligently managed can provide the necessaryperformance at low power and energy consumption. Thisarchitecture, a chip-multiprocessor (CMP), thus amulti-processor implemented on a single chip, has incombination with adaptive scheduling strategies the potentialto efficiently fullfill future requirements. This licentiate thesis spans over several studies done onthe effectiveness of the adaptive CMP. In our studies, we haveshown that an adaptive CMP can satisfy the same performancerequirements as a comparable uni-processor, still consumingless power and energy. Furthermore, we have made an effort toaccurately model the workload behaviour of mobile terminals,which is of paramount importance when comparing candidatearchitectures. In the future, apart from proposing moreadaptive scheduling techniques, we expect to do more thoroughstudies on workload modeling as well as on the operating systeminfluence on the overall performance and power consumption.

A key process underlying synapse development and plasticity is stimulus-dependent translation of localized mRNAs. This process entails RNA packaging into translationally silent granules and exporting them over long distances from the nucleus to the synapse. Little is know about (a) where ribonucleoprotein (RNP) complexes are assembled, and if in the nucleus, how do they exit the nucleus; (b) how RNPs are transported to specific synaptic sites. At the Drosophila neuromuscular junction (NMJ), we uncovered a novel RNA export pathway for large RNP (megaRNP) granules assembled in the nucleus, which exit the nucleus by budding through the nuclear envelope. In this process, megaRNPs are enveloped by the inner nuclear membrane (INM), travel through the perinuclear space as membrane-bound granules, and are deenveloped at the outer nuclear membrane. We identified Torsin (an AAA-ATPase that in humans is linked to dystonia), as mediator of INM scission. In torsin mutants, megaRNPs accumulate within the perinuclear space, and the mRNAs fail to localize to postsynaptic sites leading to abnormal NMJ development. We also found that nuclear envelope budding is additionally used for RNP export during Drosophila oogenesis. Our studies also suggested that the nuclear envelope-associated protein, Nesprin1, forms striated F-actin-based filaments or ‘‘railroad tracks,’’ that span from muscle nuclei to postsynaptic sites at the NMJ. Nesprin1 railroad tracks wrap aoround the postsynaptic regions of immature synaptic boutons, and serve to direct RNPs to sites of new synaptic bouton formation. These studies elucidate novel cell biological mechanisms for nuclear RNP export and trafficking during synapse development.