Thesis (M.U.P.)--State University of New York at Buffalo, 2006. / Includes bibliographical references (p. 103-116). Also available online.

Thesis (Ph.D.)--Hong Kong University of Science and Technology, 2007. / Includes bibliographical references (leaves 128-133). Also available in electronic version.

Thesis (M.A.)--City University of Hong Kong, 2006. / "Dissertation submitted as part requirement for the degree of Master of Arts in arbitration and dispute resolution of the School of Law of the City University of Hong Kong" Title from PDF t.p. (viewed on May 22, 2007) Includes bibliographical references.

D. Com. (Transport Management) / The objective of this study was to obtain information and an understanding about the nature and magnitude of the South African freight transport market, as well as to establish the relative importance and/or position of the various transport modes from a transport economic point of view. The underlying rationale was the lack of information in this regard in South Africa. In an effort to help overcome this lack of information the stUdy concentrated on the following: the magnitude of the freight transport market the participants in this market the market share of each participant the products being transported the geographical location and distribution of the transport undertakings. Information about the freight transport market in South Africa was obtained on a sectoral basis by means 'of a literature analysis and an empirical investigation (field study).

M.Ing. (Transport Engineering) / The background to goods loading in South-Africa are briefly discussed. Retail are classified and distinction are made between six different retail types. Goods vehicles are also classified and a design rigid and articulated goods vehicle (for retail) are determined. The results of the surveys at retail outlets are discussed and the characteristics of goods vehicle movement for example trip generation rates, typical total loading times, service times and goods vehicle composition at the different retail types are dealt with. Regression curves has been calculated for goods vehicle arrivals against trading area. Multiple channel queuing theory is used to determine the loading space requirements for the different types of retail. Theoretical methods .to describe the vehicle track and swept paths during maneuvering is dealt with and turning circle templates for the identified design vehicles are developed. Dimensions of a typical loading area are determined using the templates. The dimensions has also been verified with practical maneuvering tests involving two rigid and two articulated goods vehicles. The maneuvering tests showed that the driving (maneuvering) capabilities of a driver are playing a major role in the loading area needed. The basic principles involved when designing a loading dock are lastly briefly discussed.

Rail Transport in the Czech Republic, European Transport Policy, Liberalization of the Transport Policy, International Bodies, Legislation, Rail Carrier, Leasing of railway wagons

Revenue Canada, Customs and Excise is given the responsibility for controlling the importation of foreign goods into Canada by provisions of federal legislation. The control is effected by regulations requiring that most imported goods pass through a sufferance warehouse to be presented to Customs, along with approved documentation, for appraisal and assessment of applicable duty and taxes. Sufferance warehouses have been approved for all modes carrying foreign goods into Canada with the manifest mode of transport dictating the sufferance mode. The sufferance warehouse concept originated on the docks where goods arriving by sea were discharged for entry into Canadian markets. This was the natural clearance location , being the first breakbulk point on Canadian soil the clearance function could be-undertaken with minimum disruption to the efficient flow of goods. Rail sufferance warehouses were authorized soon after rail, lines crossed the Canada-United States border. Rather that requiring appraisal and assessment of import charges at frontier border crossings Revenue Canada authorized creation of rail sufferance warehouses, at inland ports where the normal breakbulk function takes place. Similar facilities have been authorized for the air mode at airports across Canada. Until 1952, the transborder motor carrier industry was required to present shipments to Customs at frontier border points. In that year, a national rail strike put pressure on the trucking industry and on Customs, to improve the delivery system for transborder goods. Revenue Canada's response was extension of the inland sufferance warehouse concept to the highway mode.. A series of privately-owned warehouses were authorized on a monopoly basis within each Customs port area, through which all transborder motor carriers were required to clear goods for Customs purposes. The highway sufferance warehouse system has accommodated the needs of Customs, those of the motor carriers and those of consignor/consignees of transborder goods by providing breakbulk facilities for carriers, adherence to the clear ance process which Revenue Canada demands and a minimum of delay time and cost for the consignee and the Canadian taxpayer within a centralized facility. In spite of the success complaints have been heard from motor carrier firms forced to use the facilities operated by the monopoly warehouse-keeper who is often a carrier firm competing for transborder freight traffic. These complaints are of inequities in the treatment of carriers using the warehouse facilities which the unregulated monopoly power of the operator permits. Specifically, carriers complain of unequal provision of services at the warehouses, about excessive rates and charges for space and services and about the effects of these factors on intra and inter modal competition. The thesis examines the transborder motor carrier industry share of the freight market and the clearance process for imported goods. It was found that the trucking industry holds a significant and increasing share of the market-— increasing at the expense of the rail carriers. The clearance procedures were found to be complicated by excessive and confusing documentation requirements and, although some simplification has occurred, changes which would simplify this major cause of clearance delays are advisable. The available information about the highway sufferance warehouse system is presented and is supplemented by the results of the 1976 Highway Sufferance Warehouse Survey undertaken as a part of this study. The thesis examines the specific complaints about the sufferance warehouse system and suggests that they result from a lack of enforcement of the existing regulations governing warehouse operations by Revenue Canada. Both public and private interests are served when competition in the transborder freight market is encouraged and in those instances when public sector inaction discourages competition changes are necessary. The thesis considers the United States system highway clearance system and suggests that the problems in Canada are not serious enough to require adoption of new procedures but could benefit from some 'fine tuning’ measures which would place with Revenue Canada the responsibilty for regulating the monopoly sufferance warehouse system. / Business, Sauder School of / Graduate

The Crowsnest Pass rates are fixed rail freight rates that apply on the carriage of most Canadian grain. They were originally established in 1897, and have been embodied in Federal statute since 1925. In recent years, the rates have covered less than 40 percent of rail-grain costs. With continuing cost inflation, this proportion will decrease to even lower levels over time. Several policy alternatives are available to the Federal Government with respect to the transportation of grain by rail. These alternatives are characterized primarily by different freight rate levels. The lowest rate level considered herein is the current one; the highest is a level at which the railways would recover the long-run variable costs of the rail-grain system plus a contribution to their constant costs. For each price-level alternative, there are a range of subsidy alternatives. Depending on the particular price level, subsidies could be given to the railways, the grain producers, neither of these, or both of them. In order to evaluate the policy alternatives, there must be criteria for evaluation. The criteria used in this thesis are the major objectives that relate to the issue. Two of the objectives are to improve economic efficiency and to facilitate the development of secondary industry in the Prairie provinces. Both of these objectives favour the pricing alternative of raising grain freight rates to a compensatory level. Without producer subsidies, however, this alternative violates a third objective--that of minimizing grain-producer transportation costs. In addition to these three objectives, there are four objectives that refer particularly to the Federal Government. They are maximizing votes, implementing the "user pay" philosophy, minimizing total subsidy payments, and assisting railway variable-cost recovery in grain transport. A major consideration that is not an objective is the resistance of producers to direct, rather than indirect, subsidies. The quantitative impacts of raising rail-grain rates on the railways and on grain producers are substantial. Implementing rail freight rates equal to the long-run variable costs of transporting grain would have increased the combined net revenue of the Canadian National Railways and CP Rail by at least two-thirds in 1976. It would have decreased the net income of Prairie grain farms by (at most) 15 percent in the same year. Two policy alternatives are chosen as the better alternatives. The first policy selected is that of initial Crowsnest Pass rates, increasing over time to a larger and larger proportion of rail-grain costs. This pricing scheme would be accompanied by constant railway subsidies to reflect the difference between costs and revenues. The second policy is an immediate increase to rates covering variable costs, with subsequent annual increases to adjust for inflation. With this pricing policy, there would be constant producer subsidies equal to the initial rate increase. / Business, Sauder School of / Graduate

Efficient freight mobility plays a major role in the economy, and its performance is closely related to the quality of the transportation system. Requirements for funding transportation infrastructure projects often do not specify the analytical tools planners should use to request funding. Critical Urban and Rural Freight Corridors are sections of the National Highway Freight Network providing critical connectivity of goods and must have improved system performance. This research study offers a method for identifying these corridors considering temporal and spatial inputs. For this end, a multi-criteria spatial decision support system (MC-SDSS) was developed. This framework attributes a score to highway corridors (links) based on policy eligibility and prioritization. We apply the Analytic Hierarchy Process (AHP) to structure the problem and consider different stakeholder preferences and available data. The product of this study is a tool for decisionmakers to optimize the selection of critical freight corridors and analyze alternatives. It also offers flexibility to manipulate the framework to meet various agency goals, using the State of Florida as a case study. / Includes bibliography. / Thesis (M.S.)--Florida Atlantic University, 2021. / FAU Electronic Theses and Dissertations Collection

In this dissertation, a freight train suspension system is presented for all possible types of motion. The suspension system experiences impacts and friction between wedges and bolster. The impacts cause the chatter motions between wedges and bolster, and the friction will cause the stick and non-stick motions between wedges and bolster. Due to the wedge effect, the suspension system may become stuck and not move, which cause the suspension lose functions. To discuss such phenomena in the freight train suspension systems, the theory of discontinuous dynamical systems is used, and the motion mechanism of impacting chatter with stick and stuck is discussed. The analytical conditions for the onset and vanishing of stick motions between the wedges and bolster are presented, and the condition for maintaining stick motion was achieved as well. The analytical conditions for stuck motion are developed to determine the onset and vanishing conditions for stuck motion. Analytical prediction of periodic motions relative to impacting chatter with stick and stuck motions in train suspension is performed through the mapping dynamics. The corresponding analyses of local stability and bifurcation are carried out, and the grazing and stick conditions are used to determine periodic motions. Numerical simulations are to illustrate periodic motions of stick and stuck motions. Finally, from field testing data, the effects of wedge angle on the motions of the suspension is presented to find a more desirable suspension response for design.