A ineficiente gestão e aplicação dos procedimentos de fronteira às cargas conteinerizadas culminam com maiores tempos para importar ou exportar por via marítima e, por consequência, com maiores custos. Além de prejudicar as cadeias globais de suprimentos, que abastecem indústrias instaladas no país e atendem à população, ocasionam lentidão nas operações portuárias, inviabilizando o estabelecimento ou o fomento de maiores trocas comerciais internacionais. Como resultado, dirime-se a competitividade do comércio exterior brasileiro e criam-se interferências no desempenho econômico do país. Dentro deste contexto, foi realizada esta pesquisa para identificar os principais pontos críticos no modelo de gestão dos procedimentos de fronteira aplicáveis às cargas conteinerizadas em trânsito internacional pelos portos marítimos, com foco nas operações do Porto de Santos. A descrição dos procedimentos foi realizada de forma sistêmica e estruturada, abordando os trâmites operacionais e burocráticos incindíveis às cargas conteinerizadas quando no Porto de Santos ou em algum recinto alfandegado externo a ele, que inclui os CLIAs ou as EADIs. Foram identificados os principais intervenientes, documentos, taxas e sistemas de informação utilizados nas operações. Evidenciaram-se seis pontos críticos nos processos descritos: (1) Fluxo burocrático altamente dependente do fluxo físico da carga, e vice-versa; (2) Falta de coordenação operacional entre intervenientes; (3) Ocorrência de fiscalizações físicas em multiplicidade, em excesso e com extensos prazos; (4) Incompatibilidade do número de fiscais com a demanda fiscalizatória no Porto de Santos; (5) Existência de múltiplos sistemas de informação parcialmente integrados; (6) Dificuldade operacional para atualização e modificação das informações registradas nos sistemas de informação. Concluiu-se que os pontos críticos possuem complexa inter-relação, onde o primeiro deles é o fundamental e que reflete nos demais; assim, sua resolução traria significantes avanços para a gestão dos procedimentos no Porto de Santos, pois também reduziria a influência dos demais nos processos; pontos críticos 2, 3 e 5 apresentaram forte correlação e os pontos críticos 4 e 6 demonstraram exercer influências pontuais no problema de retenção das cargas. / The inefficient management and application of border procedures in containerized cargo culminate with longer times to import or export by ports and, consequently, higher costs. Besides undermining the global supply chains from industries installed in Brazil that serve the local population, cause delays in port operations, preventing the establishment or promotion of greater international trade. As a result, invalidates the competitiveness of Brazilian foreign trade and interferes in the country\'s economic performance. Within this context, this research was conducted to identify key critical points in the management model of border procedures applicable to containerized cargo in international transit through maritime ports, focusing on the operations of the Port of Santos. The description of the procedures were conducted in a systemic and structured way, addressing the operational and bureaucratic procedures applicable to containerized cargo at the Port of Santos or in a customs terminal external to it, including CLIAs or EADIs. Were identified key stakeholders, documents, fees and information systems used in operations. Were identified six critical points in the processes described: (1) Bureaucratic flow highly dependent on the physical flow of cargo and viceversa; (2) Lack of operational coordination between stakeholders; (3) Occurrence of physical inspections in multiplicity, in excess and with extended periods; (4) Incompatibility between number of inspection agents with the inspection demand in Port of Santos; (5) Existence of multiple information systems partially integrated; (6) Difficulty to update or modificate recorded information in information systems. It was concluded that the critical points have complex inter-relationship, in which the first one is the key and reflects in the others, so its resolution would bring significant advances in the border management of the Port of Santos, as would also reduce the impact of the other critical points in the processes; critical points 2, 3 and 5 have presented complex correlation and critical points 4 and 6 have shown punctual influence in the cargo retention problem.

Upon vascular injury, activated blood platelets fuse their granules to the plasma membrane and release cargo to regulate the vascular microenvironment, a dynamic process central to platelet function in many critical processes including hemostasis, thrombosis, immunity, wound healing, angiogenesis etc. This granule- plasma membrane fusion is mediated by a family of membrane proteins- Soluble N-ethyl maleimide Attachment Receptor Proteins(SNAREs). SNAREs that reside on vesicle (v-SNAREs) /Vesicle-Associated Membrane Proteins(VAMPs) interact with target/t-SNAREs forming a trans-bilayer complex that facilitates granule fusion. Though many components of exocytic machinery are identified, it is still not clear how it could be manipulated to prevent occlusive thrombosis without triggering bleeding. My work addresses this question by showing how the rates and extents of granule secretion could be regulated by various v-SNAREs. We also show that the granule cargo decondensation is an intermediate to secretion that also contributes to rates of cargo release. Platelets contain four major VAMP isoforms (-2, -3, -7, and -8), however, VAMP-8 and -7 play a primary role while VAMP-2 and -3 are ancillary in secretion. To exploit this heterogeneity in VAMP usage, platelet-specific V-2/3-/- and V-2/3/8-/- mouse models were generated and characterized to understand how secretion influences hemostasis. We found that each VAMP isoform differentially contributes by altering the rates and extents of cargo release. The loss of VAMP-2 and -3 had a minimal impact while the loss of VAMP-2, -3 and -8 significantly reduced the granule secretion. Platelet activation and aggregation were not affected though the spreading was reduced in V-2/3/8-/- platelets indicating the importance of secretion in spreading. Though coagulation pathways were unaltered, PS exposure was reduced in both V-2/3-/- and V-2/3/8-/- platelets suggesting diminished procoagulant activity. In vivo experiments showed that V-2/3/8-/- animals bled profusely upon tail transaction and failed to form occlusive thrombus upon arterial injury while V-2/3-/- animals did not display any hemostatic deficiency. These data suggest that about 40-50% reduction in secretion provides protection against thrombosis without compromising hemostasis and beyond 50% secretion deficiency, the animals fail to form functional thrombi and exhibit severe bleeding. Additionally, detailed structural analysis of activated platelets suggests that the post-stimulation cargo dissolution depends on an agonist concentration and stimulation duration. This process is VAMP-dependent and represents intermediate steps leading to a full exodus of cargo. Moreover, we also show that VAMP-8 is important for compound fusion events and regulates fusion pore size. This is a first comprehensive report that shows how manipulation of the exocytic machinery have an impact on secretion and ultimately on hemostasis. These animals will be instrumental in future investigations of platelet secretion in many other vascular processes.

Dentro del sector del comercio exterior, existen diversas modalidades de transporte internacional de carga, una de ellas es el transporte aéreo, la cual es altamente preferida por los exportadores que desean que sus mercancías lleguen en corto tiempo al destino escogido. Dentro de la gama de productos que se exportan mayormente a través de este modal se encuentran: los perecederos, los productos de alto valor y los productos de bajo volumen. Para desarrollar de manera efectiva el embarque de estas mercancías que se transportan por la vía aérea, es necesario que se cumplan aquellos procesos que abarcan la cadena logística previa a la exportación de dicho producto. La logística aérea desarrollada dentro de los terminales de almacenamiento existentes es una de ellas. En el Perú, actualmente operan dos almacenes de carga aérea Talma y Shohin. Cada uno de ellos trabaja con una determinada cantidad de aerolíneas, siendo Talma el que mayor volumen de clientes tiene. Estos terminales aéreos, poseen distintos procedimientos y formas de gestionar sus operaciones, lo cual genera diversas percepciones por parte de los operadores de comercio exterior sobre la eficiencia en los servicios que ofrecen dichos almacenes aéreos en lo que respecta principalmente a costos logísticos, infraestructura y uso de la tecnología. Estos factores son determinantes dentro de la percepción de los operadores de comercio exterior sobre los servicios ofrecidos por Talma y Shohin. / There are different types of international cargo transportation in international commerce. One of them is air transportation, which is highly preferred by exporters who want their cargo to arrive in a short time to the chosen destination. Within the variety of products that are mainly exported through this modality are: perishable products, high value products and low volume products. In order to develop effectively the shipment of these kind of goods that are exported by air, it is necessary to fulfill those processes that cover the supply chain management of these products before proceeding with the export. One of them is the air logistics developed inside the existing storage terminals. Talma and Shohin currently operate in Peru as the only air cargo warehouses. Each of them works with a certain number of airlines; Talma is the one that has the highest volume of customers. These air terminals, have different procedures and ways to manage their operations that generates a great variety of perceptions that come from foreign trade operators about the efficiency of the services offered by these air warehouses in terms of logistics costs, infrastructure and use of technology. These factors are decisive in the perceptions of foreign trade operators about the services offered by Talma and Shohin. / Tesis

海島型經濟之特徵，係對外貿易的依存性，因而一國之經濟發展即有賴於 海上保險的呵護與輔助。惟海上保險條款於實務上之運作，自英國勞依茲 保單以及後來相繼制定的協會貨物保險條款，均受到猛烈的批評，雖然英 國倫敦保險市場後來以明確簡化之新保險單及協會貨物保險條款取代之， 但仍保留了英國的特色，致適用於外國市場仍有某方面的困難，故聯合國 貿易與發展委員會議(UNITED NATIONS CONFERENCE ON TRADE AND DEVELOPMENT ，簡稱 UNCTAD)欲擬定一套海上保險契約之國際性法律依據 ，並且已擬定一套統一的保險條款（包括貨物與船體保險，簡稱標準條款 ），裨能使具國際性質的海上保險達到某種程度的統一。本論文即試就標 準貨物條款之發展，內容及其在市場中運用所可能遭遇之問題作一闡述， 最後並就 UNCTAD 所提出之建議─國際法律依據─實現之必要性及其內容 作一簡要探討，期能對海上保險之發展有所助益。 Research For United States Marine Cargo Insuarance Model Clauses

<p> </p><p> </p><p> </p><p><strong>Purpose</strong>: The Essay is written on behalf of a company called ”Uppdragsgivaren”. The purpose is to connect theory with the result of the survey and thereby find the critical factors for an optimal placement of the cargo holders in the company’s terminal.</p><p> </p><p> </p><p> </p><p><strong>Method:</strong> A qualitative case study has been carried out. The theory collection is completed with the result from the survey, which include the information “Uppdragsgivaren“ provides and the result from the survey. The survey is completed with telephone interviews. The survey is sent to seven persons working on similar company as “Uppdragsgivaren”. The study has a combination between the positivistic and hermeneutic view. The result is treated deductive. Theory and empirical are connected and among several theories one is chosen and will be tested on the company. Recommendations are given to “Uppdragsgivaren” and so are suggestions on further studies.</p><p> </p><p><strong>Result:</strong> The test shows that one part of the model is possible for “Uppdragsgivaren” to use when they want to optimize the cargo holder terminal. Part one of the tested model is independent from frequency and volume, and is therefore not applicable. Part two is applicable and the cargo holders can be arranged based on their volume. The result is thus that the most frequent cargo holder shall be placed on the most accessible area.</p><p> </p>

Purpose: The Essay is written on behalf of a company called ”Uppdragsgivaren”. The purpose is to connect theory with the result of the survey and thereby find the critical factors for an optimal placement of the cargo holders in the company’s terminal.       Method: A qualitative case study has been carried out. The theory collection is completed with the result from the survey, which include the information “Uppdragsgivaren“ provides and the result from the survey. The survey is completed with telephone interviews. The survey is sent to seven persons working on similar company as “Uppdragsgivaren”. The study has a combination between the positivistic and hermeneutic view. The result is treated deductive. Theory and empirical are connected and among several theories one is chosen and will be tested on the company. Recommendations are given to “Uppdragsgivaren” and so are suggestions on further studies.   Result: The test shows that one part of the model is possible for “Uppdragsgivaren” to use when they want to optimize the cargo holder terminal. Part one of the tested model is independent from frequency and volume, and is therefore not applicable. Part two is applicable and the cargo holders can be arranged based on their volume. The result is thus that the most frequent cargo holder shall be placed on the most accessible area.

In this study, we consider the Air Cargo Scheduling Problem based on a real life application. The aim is to move cargo and passengers that have different priorities and delivery time window, from a number of origin airports to destination airports by means of a transportation system. The system has predefined carrier routes and a heterogeneous fleet of aircraft. The problem is formulated as a heterogeneous vehicle, multi commodity, pick-up, and delivery network flow problem with a large set of system specific constraints. The proposed model determines set of movement requirements assigned on each route leg and number and type of aircraft assigned for each route in a reasonable amount of time. The model is tested with the real and generated data and the results are compared with the current methodology under different scenarios. The model produced better results in a short amount of time compared to the current methodology.

Green Cargo driver idag ett antal terminaler i Sverige i syfte att främja transporter på järnväg och ser möjligheter i att utveckla en av sina terminaler i Göteborg, Göteborg Norra, till en så kallad dry port, alltså en intermodal terminal i inlandet. Detta gav upphov till projektet Terminal Göteborg Norra – en möjlig dry port? med målet att undersöka potentialen och omställningarna med att utveckla befintligt kunderbjudande på Göteborg Norra genom att utreda konceptet dry port samt undersöka efterfrågan på marknaden. Syftet med en dry port är att fungera som en förlängning av hamnen och bör enligt forskare erbjuda samma servicetjänster som en hamn, det vill säga förtullning, säker lagring av både lastade och tomma containrar samt underhåll och städning av containrar. En dry port kan ses som ett bra komplement till hamnar som ligger inne i städer och har problem med begränsade utrymmen i hamnområdet och svårt att expandera då ytan inte längre räcker till. Dessutom kan man minska utsläppen av CO2 genom att få mer gods transporterat på järnvägen. Att utveckla Göteborg Norra, som Green Cargo idag driver i egen regi, skulle innebära att befintliga tjänster behöver kompletteras med de tjänster som fullbordar en dry port. Projektet resulterade i en utredning med potentiella intäkter och kostnader som förväntas uppstå vid ett utvecklande av Göteborg Norra till en dry port. Det visade sig att kostnaderna med att utveckla Göteborg Norra till en dry port är fullt möjliga att tjäna in inom den bestämda tidsramen på två år. Trots det så anser projektet att det finns många delar i utvecklandet som talar emot ett fulländat dry port koncept på Göteborg Norra. Då projektet anser att terminalens läge inte är optimalt för en dry port och att det finns begränsade lagringmöjligheter, oklarheter gällande tulltjänster samt att hamnen inte visar något intresse för att utnyttja tjänsten så är det svårt att motivera omställningen till en fulländad dry port. Däremot finns det en del i dry port konceptet som projektet ser positivt till och det skulle innebära att Göteborg Norra tar emot lastade containrar för transport till hamnen. Då projektets marknadsundersökning visade att många speditörer anser att det är problem med långa köer för att hämta och lämna gods i Göteborgs hamn så skulle Green Cargo kunna erbjuda en tjänst där dessa kunder kan åka till Göteborg Norra och lämna eller hämta sitt gods. Detta under förutsättning att Green Cargo kan erbjuda en billigare lösning och att det inte uppstår köer i trafiken runt terminalen. Klarar Green Cargo detta har de ett bra argument som borde locka både speditörer och Göteborgs hamn att nappa på lösningen.

This thesis introduces a new model formulation to solve routing and scheduling problems, with the main applications in answering routing and scheduling problems faced by a sea-cargo shipping company and a railroad company. For the work in sea-cargo routing and scheduling, we focus on the tramp shipping operation. Tramp shipping is a demand-driven type of shipping operation which does not have fixed schedules. The schedules are based on the pickup and download locations of profitable service requests. Given set of products distributed among a set of ports, with each product having pickup and download time windows and a destination port, the problem is to find the schedule for a fleet of ships that maximizes profit over a specified time horizon. The problem is modeled as a Mixed Integer Non-Linear Program and reformulated as an equivalent Mixed Integer Linear Program. Three heuristic methods, along with computational results, are presented. We also exploit the special structure enjoyed by our model and introduce an upper-bounding problem to the model. With a little modification, the model is readily extendable to reflect soft time windows and inter-ship cargo-transfers. The other part of our work deals with train routing and scheduling. A typical train shipment consists of a set of cars having a common origin and destination. To reduce the handling of individual shipments as they travel, shipments are grouped into blocks. The problem is that given sets of blocks to be carried from origins to destinations, construct the most cost effective train routes and schedules and determine block-to-train assignments, such that the number of block transfers (block swaps) between trains, the number of trains used, and some other cost measures are minimized. Incorporating additional precedence requirements, the modeling techniques from the shipping research are employed to formulate a mixed integer nonlinear program for this train routing and scheduling problem. Computational results are presented.

After joining WTO (World Trade Organization) in 2001, the China government started to adjust its laws, regulations and the limitation of foreign direct invest. As the result, it helps the economic to grow and the foreign direct invest ratio to increase, and finally derive the demand of air cargo delivery. This research focuses on the foreign direct invest on air cargo in China, such as investigate the development of air cargo industry after the globalization in China, discuss the development of transnational air cargo industry in China, and find out how did the foreign air cargo companies enter China and figure out how did they invest. According to the research result, the international trade industry is liberlization than before, especially the distribution service industry, after China joined WTO. In addition, when the foreign direct invest is increasing, the demand of air cargo delivery is also increasing. However, the local air cargo companies could not meet the demand; therefore, the transnational air cargo companies invest the air cargo industry in China. In fact, the transnational air cargo companies and local industry had cooperated with each other by joint venture and win the market share. On the other hand, in order to meet the globalization, the local air cargo companies should cooperate with foreign companies in some ways, such as joint venture or strategic alliance, and than create mutual benefit.