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The subject of this thesis was to propose an appropriate solution for creating more effective logistics processes which have been connected with the transportation of packages in the company Pivovary Lobkowicz, Inc. Practical experienc and theoretical knowledge obtained from literature was used in conclusions and calculations in the analysis. The flow analysis of packages and information had been created by using selected logistics methods and led to the development of proposal to reduce the number of transportations of empty packages.

Master of Agribusiness / Department of Agricultural Economics / Allen M. Featherstone / Bananas are the number one selling produce item in the grocery store. On average, bananas account for 6% of produce department sales and 1% of total grocery store sales. According to The Packer’s “2010 Fresh Trends”, 88% of consumers in all categories purchase bananas. Also, 94% of consumers in the study purchased bananas within the last twelve months. Over the last decade, fuel prices have increased to a point where logistics and shipping have become more important than ever to the banana industry. This logistics challenge is compounded because there are no bananas grown in the United States and the fruit has to be shipped from around the world. Fuel is used at high rates via the ocean cargo and trucking shipments to meet yearly demand. To manage these logistical challenges, this thesis analyzes the optimal shipping route for bananas arriving to the west coast from Central and South America to various markets using a transshipment model. The goal of the transshipment model estimates the supply chain that creates the lowest cost. Through analysis of fuel, trucking, and shipping markets, the model makes the optimal decision regarding transportation routing. The model is limited to transportation costs only. However, items such as fruit costs and other additional up charges could be analyzed.

Purpose of the Study The purpose of this study was to examine the pupil transportation program in Virginia relative to those used in the fifty states, to examine variations in transportation costs among Virginia's school districts, and to analyze Virginia's present pupil transportation funding method and alternative funding plans in relation to recognized principles of pupil transportation finance. Design of the Study The research design for this study was implemented in five phases. First, pupil transportation information was collected from all states in order to review current state pupil transportation programs. Second, pupil transportation literature was reviewed to identify cost factors, fiscal models and evaluation criteria. Third, Virginia's present pupil transportation program was evaluated. Fourth, pupil transportation data for the 1978-79 school year were collected from all school districts in Virginia and analyzed. The best predictor(s) of cost was determined by using appropriate statistical analysis (such as correlation, stepwise multiple regression analysis, and scattergrams) to examine the relationship between per pupil transportation costs (dependent variable) and various independent variables that contribute to variations in cost. The best predictors of cost were used in alternate funding formulas. Finally, computer simulation was used to analyze the fiscal implications of the alternate formulas on the school districts and the state. Conclusions and Recommendations State pupil transportation programs are characterized by diversity and individuality. This writer grouped the fiscal models used by the states to allocate pupil transportation funds into five models: equalization concept/ formula, percentage grant, flat grant, approved cost, and state-owned/operated. From the review of literature, statements and terms related to evaluating state pupil transportation programs were grouped into twelve summary terms. The following terms were considered valid for use in this study: adequacy, reliability, simplicity, efficiency, objectivity, and equity. Virginia's current allocation plan met the requirements for simplicity, objectivity, and partially fulfilled the requirements for efficiency but did not meet the standards for adequacy, reliability and equity. Nine factors that cause variations in the cost of pupil transportation were selected for analysis. The average cost per pupil per year was selected as the dependent/ criterion variable. The analysis concluded that linear density was the best predictor of pupil transportation costs in Virginia. Three alternate funding formulas were developed, and all were judged to be better predictors of cost than Virginia's present reimbursement plan. However, only two of the three plans met all of the evaluative criteria established in the study. Based on the findings of this study, three recommendations were offered. First, Virginia should adopt alternate equation 3 (regression equation utilizing linear density - inverse form - as the cost predictor) for use in distributing pupil transportation funds. Second, Virginia should provide more funds for pupil transportation, eventually providing the full funding of predicted cost. Third, Virginia should conduct a study to determine if special funding provisions are needed for the cost of transporting special education pupils in special buses and, if necessary, develop an appropriate funding plan. / Ed. D.

Background: Rottne Industri is a Swedish heavy machinery manufacturer whose production process is divided in three manufacturing plants. The production takes place in the facilities of Stensele and Lenhovda while the one at Rottne is also used for the final assembly. Ten suppliers provide steel materials to each facility translating to relatively high transportation costs which may be reduced by adopting a more centralized structure. Purpose: The purpose of this paper is to identify the transportation costs between the steel suppliers and the three manufacturing plants at Stensele, Lenhovda and Rottne as well as the freight transportation costs for components from Stensele and Lenhovda to Rottne. Moreover, the research seeks to analyze the difference in transportation costs if Rottne Industri was to centralize all its activities into one single manufacturing facility at Rottne. Finally, the authors aim to identify the environmental cost related to freight transportation in order to evaluate the total transportation cost difference between the two scenarios. Method: The Master thesis focuses on an instrumental case study on a single company. Qualitative and quantitative research methods are used for the necessary data collection to bring up a broader picture of Rottne Industri transportation costs and how it will change in a different organizational structure. Results: The studied company would reduce its freight transportation cost from 2 471 735 SEK of the current decentralized structure to 398 265 SEK of the centralized one. The environmental cost would decrease by 91% (20 420 SEK) due to the decrease of material flow. Therefore Rottne Industri would reduce its total transportation costs by 84% by centralizing its manufacturing structure, for a monetary value estimated at 2 095 860 SEK. However these results contradict part of the theoretical framework concerning the advantages and the disadvantages of centralization and decentralization, as the new centralized structure appears to be more easily manageable while reducing the transportation costs from the different suppliers. Therefore further researches are required as a broader approach on the effects of switch in the organizational structure at Rottne Industri.

The paper presents a formal analysis which incorporates returns to transportation into a Ricardian framework to predict trade patterns. The important point to be gained from this analysis is that increasing returns to transportation, coupled with appropriate distances between trading partners can be shown to reverse Ricardian predictions even when there are no international differences in tastes, technology, or factor endowments. Additional gains from trade may emerge from reductions in aggregate delivery costs owing to scale economies. (authors' abstract) / Series: Discussion Papers of the Institute for Economic Geography and GIScience

The movement of passengers, goods, and information has always been fundamental components of human societies. It is all related to transport costs as well as to the attributes of what is being transported. However, regulations, laws, and tariffs can influence transportability. Countries around the world have been changing their international trade policies by reducing both tariff and non-tariff barriers. Informal barriers hinder trade and the benefits of export, such as economic growth, that come with the achievement of trade liberalisation. It was found that the impact of transport costs on trade patterns has become an important study. Theoretical and empirical work in international trade only recently began considering the geography of exports as a possible explanation for high transport costs. For instance, factors such as distance, market size, scale economies, and agglomeration affect transportation costs around the world. Transport costs in South Africa are a relevant issue due to its geographical position. South Africa is situated far from its major trading partners. In addition, the majority of South African exports originate in Gauteng, which is around 600km from the nearest seaport. For South African exports to remain competitive, domestic transport costs must be reduced. One method of cutting costs is by connecting a container dry port with an intermodal transport system to the major seaports (namely Durban, Port Elizabeth, and Cape Town). The empirical study was conducted in the form an interview-based questionnaire. A total of 18 questions were asked to individuals at a terminal in Gauteng. The purpose of the questionnaire was to gather information on the service delivery of South African inland terminals. This led to the conclusion that City Deep functions well in terms of service delivery and provides extra services to both exporters and importers. Potential problems regarding City Deep's infrastructure were identified. It was found that train and truck congestion within City Deep is an everyday phenomenon. The existing infrastructure cannot handle the train and truck traffic entering City Deep. It was found that clients prefer road transportation to rail transportation, therefore, the amount of trucks entering and leaving City Deep causes congestion. This not only affects the infrastructure at City Deep, but also that of South Africa. More trucks on the roads exacerbate air pollution and road accidents, and overloaded trucks damage South African roads. / Thesis (M.Com. (Economics))--North-West University, Potchefstroom Campus, 2009.

The movement of passengers, goods, and information has always been fundamental components of human societies. It is all related to transport costs as well as to the attributes of what is being transported. However, regulations, laws, and tariffs can influence transportability. Countries around the world have been changing their international trade policies by reducing both tariff and non-tariff barriers. Informal barriers hinder trade and the benefits of export, such as economic growth, that come with the achievement of trade liberalisation. It was found that the impact of transport costs on trade patterns has become an important study. Theoretical and empirical work in international trade only recently began considering the geography of exports as a possible explanation for high transport costs. For instance, factors such as distance, market size, scale economies, and agglomeration affect transportation costs around the world. Transport costs in South Africa are a relevant issue due to its geographical position. South Africa is situated far from its major trading partners. In addition, the majority of South African exports originate in Gauteng, which is around 600km from the nearest seaport. For South African exports to remain competitive, domestic transport costs must be reduced. One method of cutting costs is by connecting a container dry port with an intermodal transport system to the major seaports (namely Durban, Port Elizabeth, and Cape Town). The empirical study was conducted in the form an interview-based questionnaire. A total of 18 questions were asked to individuals at a terminal in Gauteng. The purpose of the questionnaire was to gather information on the service delivery of South African inland terminals. This led to the conclusion that City Deep functions well in terms of service delivery and provides extra services to both exporters and importers. Potential problems regarding City Deep's infrastructure were identified. It was found that train and truck congestion within City Deep is an everyday phenomenon. The existing infrastructure cannot handle the train and truck traffic entering City Deep. It was found that clients prefer road transportation to rail transportation, therefore, the amount of trucks entering and leaving City Deep causes congestion. This not only affects the infrastructure at City Deep, but also that of South Africa. More trucks on the roads exacerbate air pollution and road accidents, and overloaded trucks damage South African roads. / Thesis (M.Com. (Economics))--North-West University, Potchefstroom Campus, 2009.

Thesis (Ph.D.)--Massachusetts Institute of Technology, Dept. of Civil Engineering, 1981. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING. / Bibliography: leaves 194-197. / by Sergio Rodolfo Jara Diaz. / Ph.D.