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Littérature scientifique sur le sujet « Commercial port »

Auteur : Grafiati

Publié le 7 juin 2023

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Articles de revues sur le sujet "Commercial port"

Fofid, Willem Thobias, Anggoro Sutrisno et Wisnu Handoko. « The Development Strategy of Jayapura Port with SWOT Analysis towards Isolated, Outermost, Lagging, and Border areas of Indonesia (T3P) ». Journal of Maritime Studies and National Integration 3, n^o 1 (16 juillet 2019) : 22. http://dx.doi.org/10.14710/jmsni.v3i1.4178.

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This article aims to analyze the policy strategies implemented for the commercial shipping development of the Apo Dock in Jayapura port to improve port performance towards strengthening the sea highway program. Apo Dock as a shipping commercial in Jayapura port has weaknesses as identified by the observation and the study of primary data. These weaknesses have resulted in price disparities for the Papua province as port functions well as a logistical hub. Based on the Strengthen-Weakness-Opportunity-Threats (SWOT) analysis results, it was concluded that the Apo Dock performance as the Jayapura Port Commercial Route was in quota I with a position (0.83; 1.44). The strategy used by Jayapura port to develop commercial shipping to be more efficient in accordance with its function as the strength-opportunity (SO) strategy. The SO strategy strengthens the commercial shipping function as a support base for the economic development centers and a government supporter in MP3EI, the commercial port facilities and infrastructure development were established in order to support all port activities and efficiency, and develop hinterland areas to maximize the busy and crowded commercial shipping hub.

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Israyadi, Muhammad, Dhiana Puspitawati, Setyo Widagdo et Herman Suryokumoro. « Synergy of port authority and port business entity in maintenance of shipping flows and port pools in commercial ports ». International Journal of Research in Business and Social Science (2147- 4478) 11, n^o 6 (12 septembre 2022) : 552–59. http://dx.doi.org/10.20525/ijrbs.v11i6.1934.

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The enactment of Law Number 17 of 2008 concerning Shipping is the separation of the functions of government activities at ports and the functions of port exploitation. The separation of the functions of government activities and port operations aims to manage ports professionally, by opening up opportunities for fair business competition. There are two authorities in the Port Authority and Port Business Entity, namely the Government in this case the port authority and the Port Business Entity which obtains a permit from the ministry. For this reason, it is necessary to build synergy in maintaining Port Authority and Port Business Entity at commercial ports. The problem in this research is the synergy between the Port Authority (government) and Port Business Entity in maintaining shipping lanes and port pools in commercial ports. Using normative research methods, it is known that the synergy between port authorities and port business entities in maintaining shipping lanes and port pools at commercial ports is carried out through communication and coordination and is stated in the form of an agreement. The agreement made is a joint commitment between Port Authority and Port Business Entity to improve shipping safety and improving services at commercial ports.

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Tjahjono, Agus, Aziz Nur Bambang et Sutrisno Anggoro. « Plankton And Heavy Metal Correlation From Commercial Vessels In Port Of Tanjung Emas Semarang ». E3S Web of Conferences 31 (2018) : 06004. http://dx.doi.org/10.1051/e3sconf/20183106004.

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The commercial vessels activity have a big role to increase the flow of number of cargoes from a port to another port. However, the impact of these activities are the disposal of ballast water from port area to the destination port. The purpose of this research was to analyze the correlation of phytoplankton, zooplankton, and heavy metal which were contained inside the ballast water of commercial vessel towards in waters of the port of Tanjung Emas Semarang. The concentration of heavy metal either from commercial vessels or the waters in port area analyzed by Atomic Absorption Spectrophotometer (AAS). The result showed that the correlation of zooplankton and phytoplankton in the water ballast at commercial vessels have a medium correlation to zooplankton and phytoplankton in waters of Port of Tanjung Emas Semarang (PTES) were 48.9% and 58.3%. Correlation of heavy metal Cd, Zn, Cu, Zn and Pb in ballast water of commercial vessel toward each metal in waters of PTES area has a strong correlation in contribution were 76.7%, 75.6%, 71.4% and 73.8%. It showed us that the loading activity of commercial vessels in port are contributed towards the pollution in waters.

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WILLIAMS, A. A., C. R. BAINES et M. S. FINNIE. « Optimization of colour in commercial port blends ». International Journal of Food Science & ; Technology 21, n^o 4 (28 juin 2007) : 451–61. http://dx.doi.org/10.1111/j.1365-2621.1986.tb00423.x.

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Halbous, Amena A. « Market risk management and its impact on financial performance in commercial banks ». Journal Port Science Research 4, n^o 4 (5 août 2022) : 269–78. http://dx.doi.org/10.36371/port.2021.4.4.

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The research aims to study the impact of market risks on the financial performance ofprivate commercial banks, targeting a sample of Iraqi private banks for the period from 2004-2018. Thefinancial performance was measured using the camel’s model, while the market risk was measuredthrough the index of investment in securities Current assets. The cross-sectional data was adopted for thepurpose of including the data in the simple regression model that was adopted to study the effect of theindependent variable on the dependent variable. The results of the research indicated that there was astatistically significant effect of market risks on the financial performance of private commercial banks,which amounted to 25%.

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Tondang, Bahagia. « Pengembangan Infrastruktur Komersil Pelabuhan Penyebrangan Ajibata di Kabupaten Toba Samosir Sumatera Utara ». Jurnal Akademi Pariwisata Medan 9, n^o 1 (12 janvier 2021) : 80–89. http://dx.doi.org/10.36983/japm.v9i1.123.

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This research is conducted to figure and analyze the infrastructure development of Ajibata Port as the commercial ferry port in Toba Samosir. Ajibata Port is being developed gradually, so it has the potential to be a commercial port which provides facilities and services that can help to increase people’s income and develop the region's economy, by using the community base tourism principle to establish sustainable tourism without damaging the ecosystem or overexploiting. The method that used in this research is the quantitative analysis, thus field observation is needed to collect the reliable data from the local government, business owners, and the communities around Ajibata Port

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Escoda I Murria, Coia, et Mercé Toldra I Dalmaud. « Le patrimoine documentaire d'un port commercial : Les archives historiques du port de Tarragone (Catalogne) ». La Gazette des archives 174, n^o 1 (1996) : 377–85. http://dx.doi.org/10.3406/gazar.1996.3431.

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Liggins, GW, SJ Kennelly et MK Broadhurst. « Observer-based survey of by-catch from prawn trawling in Botany Bay and Port Jackson, New South Wales ». Marine and Freshwater Research 47, n^o 7 (1996) : 877. http://dx.doi.org/10.1071/mf9960877.

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Catches and by-catches were surveyed in the commercial prawn trawl fleets of Botany Bay and Port Jackson, two estuaries in the Sydney metropolitan area (NSW, Australia). Catches were surveyed in all tows during replicate fishing trips in each month during the 1990-91 and 1991-92 prawn trawl seasons in each estuary. Significant species-specific variabilities in abundances were detected between estuaries, between years, and between early and late in the fishing season. The mean annual ratio of by-catch to catch of prawns (by weight) was 2.5 : 1 for Botany Bay and 1.8 : 1 for Port Jackson. A mean annual by-catch (� 1 s.e.) of 142 � 14 t was taken from the Botany Bay fishery and 38 � 3 t from Port Jackson. These by-catches included large numbers of small recreationally and commercially important finfish: a mean annual by-catch of 1.52 �0.20 million fish from Botany Bay and 219� 23 thousand fish from Port Jackson. Despite uncertainties about the impacts of such by-catches on interacting commercial and recreational fisheries, it is recommended that strategies for the reduction of such by-catches be considered.

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Panchapakesan, Ashwin, Rami Abielmona et Emil Petriu. « Optimising commercial port operations through high-level information fusion ». International Journal of Logistics Systems and Management 40, n^o 2 (2021) : 242. http://dx.doi.org/10.1504/ijlsm.2021.118756.

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Adabiya, H. « Analysing the role of Kollam Port in the maritime intercourse of Kerala ». ADVANCE RESEARCH JOURNAL OF SOCIAL SCIENCE 11, n^o 2 (15 décembre 2020) : 87–90. http://dx.doi.org/10.15740/has/arjss/11.2/87-90.

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Kerala had maintained active trade relations with countries of outside world from very ancient time onwards. Among the ancient Port of Kerala, Kollam or Quilon had enjoyed a prominent place from the remote past and has a long drawing attraction worldwide. It is an old sea Port town on the Arabian coast had a sustained commercial reputation from the days of Phoenicians and the Romans. The spices which produced Kollam had great demand in oriental world. Early Christian and Arab travellers spoke very high of Kollam and its commercial significance. The Kollam was one of the most important Ports in the east west trade of the Indian Ocean. The present paper seeks to analyse the space of Kollam in the maritime relations of Kerala. In 2014 the Port trust had discovered thousands of Chinese coins and Stone Age weapons from the Kollam Port, which is revealing the amazing historic background and trade culture of the Port city. This is first time that these much of artefacts are getting from a Port in India. The emergence of antiques from Kollam Port area reveals that Kollam was the most famous Port city in India which served as the business hub of people from China , Middle East, Dutch, Portugal, Brazil and other Eastern Mediterranean Countries. The archaeologists believe that there is an engulfed city in the seabed of current Kollam Port. It is an established fact that Kollam was a repository of all sorts of conceivable commercial centre. For a long time and today Kollam was famous as an emporium of the east.

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Thèses sur le sujet "Commercial port"

Roa, Perera Iván. « Analysis of developer-concessionaire rates for a proposed new private commercial port model ». Doctoral thesis, Universitat Politècnica de Catalunya, 2016. http://hdl.handle.net/10803/403880.

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This investigation presents a study of the rates that generate economic flows between developers and concessionaires in the port sector based on the hypothesis that a private developer purchases the land on the waterfront and, with the approval of the state, creates a multi-activity port and concessions spaces to private operators. This thesis presents, therefore, the construction of a port and its business model through a private initiative. For the model to be successful, certain contextual conditions must arise that characterise demand, prices and legal conditions, among other aspects. Having established the regulatory parameters of these contextual conditions, the economic flows generated by the various rates are studied and their importance relative to the developer and concessionaire are assessed through the construction of a mathematical model that allows the determinants to fluctuate and to study, on the basis of these fluctuations, the profitability of each one. Moreover, within the model, a module has been created that enables the researcher to determine whether the concessionaire may be awarded discounts on their rates based on the performance in certain operational aspects. Both the mathematical model and rate correcting module are validated through their application in a practical case and, in this way, the importance of each rate and how the bonuses affect the performances of the developer and concessionaire are assessed.
La presente investigación aborda el estudio de los cánones que generan los flujos económicos promotor-concesionario/s en el ámbito portuario, partiendo de la hipótesis en la que un promotor privado adquiere terrenos en primera línea de mar y, con el beneplácito del Estado, crea un puerto multiactividades y concesiona espacios a operadores también privados. Se trata, por tanto, de la construcción de un puerto y de su modelo de negocio a partir de la iniciativa privada. Para que el modelo sea exitoso, deben darse unas condiciones de contorno determinadas que caracterizan demanda, precios y condicionantes legales, entre otros aspectos. Establecidos los parámetros reguladores de estas condiciones de contorno, se estudian los flujos económicos generados por los distintos cánones y se evalúa su importancia relativa para promotor y concesionario a partir de la construcción de un modelo matemático que permite hacer fluctuar los condicionantes y estudiar, en base a estas fluctuaciones, las rentabilidades de cada uno. Adicionalmente se crea dentro del modelo una parte que permite determinar si los concesionarios pueden obtener descuentos en sus cánones, en base al desempeño en determinados aspectos de su operativa. Tanto el modelo matemático como el modulo corrector del canon se validan a partir de la aplicación en un caso práctico y, de este modo, se evalúa la importancia de cada canon y como afectan las bonificaciones a las rentabilidades de promotor y concesionario.

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Pierson, S. R. « Application of commercial CFD to improve gasoline port fuel injector design and targeting ». Thesis, Cranfield University, 2002. http://dspace.lib.cranfield.ac.uk/handle/1826/11426.

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The need to meet ever more stringent emission regulations and the desire to improve fuel economy has led to the significant development of the gasoline spark ignition combustion engine in recent years. One area of development has been mixture preparation, and PH (Port Fuel Injection) has been introduced to increase engine responsiveness whilst meeting emission regulations. Successful PH designs however depend upon good targeting of the fuel spray onto the back of the intake valve. Geometric predictions based on injector axis and spray bone angles have been used in the past, but require development to account for the momentum exchange between the spray and the charge air. Alternatively CFD (Computational Fluid Dynamics) can be used. In this study a validated methodology has been successfully developed using the commercial CFD code Fluent5.5, to simulate the spray behaviour from a multi-hole port fuel injector. The approach taken ignored the primary and secondary atomisation phases, and instead droplets were injected at the injector tip position. The droplets velocity and size were then tuned until the predicted spray profile matched the measurement data at 60rnm and 90mm downstream of the injector tip. Having developed a tuned injector model, CFD simulations assessing the injector targeting performance of the Jaguar AJV8 engine were then undertaken. Based upon these assessments some suggestions to improve the engine's injector targeting performance were made. Before this methodology could be developed, a series' of experiments were necessary to characterise a state of the art port fuel injector. A combination of Planar Mie and PDA laser techniques, were used to measure how the spray behaved under different operating and atmospheric conditions. As well as providing spray boundary and validation data, an in depth understanding of the spray structure was gained for both pulsed and continuous injector operations.

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Hillis, Shaun A. « An analysis of commercial railroad congestion and its resultant impact on fort-to-port transportation efforts ». Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 1999. http://handle.dtic.mil/100.2/ADA361478.

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Thesis (M.S. in Management) Naval Postgraduate School, March 1999.
Thesis advisor(s): David F. Matthews, Ira A. Lewis. "March 1999". Includes bibliographical references (p. 167-172). Also available online.

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Auld, Kathleen. « Can port state measures taken against RMFO partners be reconciled with international trade law ? a critical analysis of the EU shared stocks regulation in light of the herring dispute ». Master's thesis, University of Cape Town, 2016. http://hdl.handle.net/11427/20791.

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The European Union (EU) and Faroe Islands, a small self-governing archipelago under the sovereignty of Denmark, both belong to the North-East Atlantic Fisheries Commission (NEAFC). NEAFC is a regional fisheries management organisation (RFMO) which is responsible for the management of, inter alia, Atlanto-Scandian herring. NEAFC parties have a long-term management plan in place for Atlanto-Scandian herring. Based on recommendations from the International Council for the Exploration of Seas (ICES) the parties set a total allowable catch (TAC) for the herring and divide this among the contracting parties each year. At the 2012 consultations between the NEAFC parties the Faroe Islands requested a larger share of the TAC. The Faroe Islands left the consultations after the other parties repeatedly refused this request. It was granted a share of the TAC by the other four states in its absence. It then set its own catch quota far above this allocated share. In response the EU put in place port state measures to prevent Atlanto-Scandian herring from entering the EU. This included an import ban and a ban on the use of EU ports by Faroese vessels. The EU took this action under Council Regulation (EC) No. 1026/2012 (Shared Stocks Regulation) which allows measures to be imposed against third countries that allow non-sustainable fishing of common or straddling stocks. This includes measures taken against RFMO partners for non-compliance with RMFO laws, as RFMOs are generally set up to conserve straddling fish stocks. This Regulation was promulgated in line with a number of multilateral environmental agreements (MEAs) such as UNCLOS and the United Nations Fish Stocks Agreement (UNFSA). The Faroe Islands challenged the Shared Stocks Regulation and the specific Implementing Regulation imposing the port state measures in both the World Trade Organisation (WTO) and a Tribunal constituted under the United Nations Convention on the Law of the Sea (UNCLOS). However the matter was settled before either of these tribunals could hear the case. The dissertation interrogates whether the EU Regulations are consistent with WTO law, specifically the General Agreement on Tariffs and Trade (GATT), using the facts of the Atlanto-Scandian herring dispute. Chapter I sets out the background to the dispute, and explains the concepts of illegal, unreported and unregulated (IUU) fishing, and port state measures. Chapters II and III of the dissertation consider the consistency of the EU Regulations with the GATT. Chapter II finds that the EU Regulations contravene one or more of Articles I, V and XI of the GATT (the substantive provisions). Chapter III considers whether these measures, having contravened one of the GATT substantive provisions, may be justified under Article XX of the GATT (the exceptions provision). Chapter III concludes that, although well-crafted, the EU Regulations may still not be justifiable under the Article XX Chapeau in the particular circumstances of the herring dispute, based on principles in previous WTO cases. Chapter IV considers the relationship between multilateral environmental agreements (MEAs) relevant to IUU fishing and WTO agreements, to determine whether the EU Regulations could be considered GATT-consistent by reference to these MEAs or whether the MEAs could override WTO law. Chapter V concludes.

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Thompson, William Paul 1955. « Effects of seaport trade on metropolitan commercial real estate with a concentration on the port of Miami ». Thesis, Massachusetts Institute of Technology, 1990. http://hdl.handle.net/1721.1/70186.

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Vignau, Pascale. « La Pallice : La construction et l'essor d'un port de commerce (1870-1940) ». Electronic Thesis or Diss., La Rochelle, 2022. http://www.theses.fr/2022LAROF005.

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Au début du XIXe siècle, la marine connaît une mutation technique accélérée. Le « vieux port » aux origines médiévales de la Rochelle ne répond plus aux besoins de la navigation, ce qui donne lieu au creusement d’un bassin intérieur effectif en 1808. Cet équipement s’avère vite insuffisant et au milieu du siècle, la construction d’un second bassin hors les murs s’impose et voit le quartier de la Ville-en-Bois se développer à proximité. Rapidement, à son tour, dans les années 1850-1860, ce nouveau bassin ne répond plus aux exigences maritimes modernes. La construction d’un troisième bassin à flot en eau profonde est alors envisagée pour la première fois. La question du lieu se pose. La réponse vient de l’ingénieur hydrographe Bouquet de la Grye, qui, après avoir étudié différentes possibilités de la rade, propose en 1876 un lieu à 5 km à l’ouest de la ville, ce sera la création du port en eau profonde de La Pallice. La venue, en 1878, du ministre des travaux publics Freycinet entérine ce grand projet devenu national. Les travaux débutent en 1880 jusqu’au 19 août 1890, date de l’inauguration par le président Sadi Carnot. Le 5 juin 1891, l’établissement portuaire est ouvert à la navigation et le trafic se développe selon une progression constante. La Première Guerre mondiale met en lumière les avantages de La Pallice et son rôle important dans la défense nationale, mais le port présenté comme moderne en 1890 devient bientôt exigu pour recevoir des navires de plus en plus grands. La construction d'un môle d'escale en eau profonde est adoptée en 1923, pour être en partie opérationnel avant la Seconde Guerre mondiale. Cette thèse qui relève de l’histoire urbaine s'attache également à démontrer en quoi la création du port de la Pallice a permis à La Rochelle de renouer avec son grand destin maritime en relançant son économie marchande
At the beginning of the 19 th century, the navy underwent an accelerated technical change. The "old port" with medieval origins of La Rochelle no longer meets the needs of navigation, which gives rise to the digging of an effective interior basin in 1808. This equipment quickly proves insufficient and in the middle of the century, the construction of a second basin outside the walls was essential and saw the Ville-en-Bois district develop nearby. Quickly, in turn, in the years 1850-1860, this new basin no longer met modern maritime requirements. The construction of a third wet dock in deep water was then considered for the first time. The question of location arises. The answer comes from the hydrographer engineer Bouquet de la Grye who, after having studied the various possibilities of the bay, proposed in 1876 a place 5 km west of the city, with would be the creation of the deep water port of La Pallice. The visit of the Minister of Public Works, Freycinet, in 1878, endorsed this major project which had become national in scope. Work began in 1880 until August 19, 1890, the date of inauguration by President Sadi Carnot. On June 5, 1891, the port establishment was opened to navigation, and traffic grew steadily. The First World War highlights the advantages of La Pallice and its important role in national defence, but the port presented as modern in 1890 soon becomes cramped to receive increasingly large ships. The construction of a deep-water stopover mole was adopted in 1923, to be partly operational before the Second World War. This thesis, which is part of urban history, also aims to demonstrate how the creation of the port of La Pallice has enabled La Rochelle to renew its great maritime destiny by reviving its marchant economy

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Abela, Joan Angela. « The impact of the arrival of the Knights of St John on the commercial economy of Malta 1530-1565 ». Thesis, University of Exeter, 2012. http://hdl.handle.net/10871/8182.

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Much has been written about various aspects of the long presence of the Knights of the Order St John on the island of Malta. Nonetheless, throughout this literature there is one noticeable omission - a study of the commercial development of the harbour area during the first decades of the Order’s rule. Despite Malta’s small size, the presence of the Order of St John (1530 -1798) ensured an inflow of foreign resources which eventually permitted very dense human settlement and an international projection beyond the island’s shores which was largely disproportionate to what would normally have occurred in such a small and sterile island. The maritime nature of the Order and the heavy dependence on imports hastened the creation of an efficient maritime communication system. The development of all these economic activities resulted in a prime economic means of generating wealth and served as a pull factor to a large number of enterprising individuals, both local and foreign. Early modern Hospitaller Malta eventually saw the consolidation of an enterprising business class, which, out of sheer necessity, grew accustomed to operating well beyond its narrow confines. In turn, this contributed to the island becoming more open to connectivity with the outside world. Hence, the main aim of this thesis is to explore in detail various economic activities taking place in Malta during this particular period which spans from 1530 to 1565. The year 1565 has been chosen as a marker since during this year there was a break in the normal chain of events due to the turmoil created by the Great Siege. In order to reach this goal the practical functioning of commerce with its agreements and disputes, its currencies, its trading posts and its nodal points shall be analyzed. Furthermore, this thesis strives to show how notarial evidence, together with that derived from records of various tribunals set up on the island at the time, supplement each other and help to fill in gaps. While discussing different methodological approaches to the study of the Mediterranean, the first chapter of this study shall also assess Malta’s place within the wider Mediterranean historiographical framework. It shall also trace the development of Maltese historiography and its contribution to the study of legal, economic and social issues relating to the sixteenth century. Furthermore, this study shall place the various series of primary sources used for its compilation in their proper context, thus allowing the reader to evaluate better the significance of the information provided. The second chapter shall evaluate how the arrival of the Order provided for the setting up of new institutions and for the promulgation of new laws in order to consolidate its authority over the island despite repeated promises to respect and honour ancient rights and privileges. The following three chapters shall each be dedicated to a particular case study which will try to address specific topics that have been largely neglected in Maltese historiography. Thus, starting with an analysis of the grain trade, which was of the utmost importance for a sterile island with an ever-increasing population, it will be followed by another case study which seeks to evaluate the role of women, their legal persona and how this affected their contribution to the island’s economic activities. The final chapter will try to establish whether there were any commercial links between Malta, often described as the frontier and bulwark of Christianity, and its neighbouring Ottoman North African territories. If such trade existed, how did merchants, both Christian and Muslim, manage to overcome religious antagonism which should have inhibited the easy flow of trade? The objective of this study shall therefore be to shed much-needed light on economic activities taking place in and around the harbour area during a largely unexplored period in Maltese history. Moreover, it shall seek to provide a better understanding of Mediterranean commercial relations since the Maltese harbour was a point of intersection not only for people of different nationalities, but even for people of different faiths, such as Muslims, Jews and Christians of different denominations. All had one common goal which unified them, that is, trading and making profit out of it.

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Pétriat, Philippe. « Les grandes familles marchandes hadramies de Djedda, 1850-1950 ». Thesis, Paris 1, 2013. http://www.theses.fr/2013PA010641.

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Cette étude suit le parcours de familles marchandes hadramies établies à Djedda, de 1850 à 1950. Appuyée sur des sources européennes, ottomanes et des archives privées, elle présente un groupe particulier, remarqué pour son rôle économique au Hedjaz, de la notabilité provinciale ottomane et de la diaspora hadramie. Son appartenance à la notabilité locale, remarquable dès les années 1850, tenait à l'adaptation des structures familiales à un réseau marchand étendu, au rôle de ces grands négociants dans la communauté hadramie, et leur intégration au milieu d'affaires de la cité. Djedda jouait alors le rôle de port de La Mecque et constitua une plateforme commerciale entre l'Inde, la côte africaine de la mer Rouge, et l'Égypte. Le parcours de ce familles issues du Hadramaout croise ainsi l'histoire économique et politique du Hedjaz sur un siècle. Il replace l'histoire de la province dans son contexte global, notamment dans celui des relations entre la Méditerranée et l'océan Indien. L'évolution de la composition du groupe des grands marchands hadramis de Djedda et de leurs activités accompagne les changements du cadre économique et politique du Hedjaz successivement province de l'Empire ottoman et émirat chérifien, royaume hachémite en 1916 puis région occidentale du royaume d'Arabie saoudite à partir de 1925. L'effacement, au cours des années 1930-1940, de ces grands marchands, et l'émergence d'hommes d'affaires eux aussi issus de l'immigration hadramie au Hedjaz, soulignent la réorientation du commerce et des migrations régionales, autant que le changement de régime politique et l'avènement des revenus pétroliers
This work adresses the history of Hadrami merchant families settled in Jeddah from 1850 to 1950, a group that is still well-known for its economic role in the Hejaz and Saudi Arabia,. Built on private, Ottoman and European archives, it describes a specific group of the Ottoman provincial notability and of the Hadrami diaspora. As soon as the 1850s, their being part of Jeddah's notability was the result of three main factors : their success in adapting family agency to an extensive network of trade, their role in the local Hadhrami community, and their integration into the business group of the city. In the 19th century, Jeddah was Meccas harbor and a platform for trade between India, the East-African coast and Egypt. In this way, the history of these farnilies from Hadhramaut was closely related to the economic and political history of Hejaz. It brings back the history of the Hejaz in its global context, evidencing the connections between the Mediterranean and the Indian Ocean. Changes in these merchants' activities and in the composition of their group paralleled the changes in the economic and political situation of the Hejaz, which was successively a province of the Ottoman Empire and a Sharifian Emirate, the Hashemite Kingdom in 1916 and the western region the Saudi Kingdom from 1925 onwards. During the 1930s and the 1940s, the gradual disappearance of these traders from the economic elite of the country, and the emergence of other Hadrami business men, illuminate the impact of new directions of trade and regional migrations, that proved as important as the new political regime and the beginning of oil wealth

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Dohrn, Charlotte L. « A New Commons : Considering Community-Based Co-Management for Sustainable Fisheries ». Scholarship @ Claremont, 2013. http://scholarship.claremont.edu/pomona_theses/81.

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Commercial fisheries on the West Coast are traditionally managed under large-scale management and conservation plans implemented by state and federal agencies. This scale of management can present obstacles for fishing communities. This thesis examines emerging cases of attempts to define and implement sustainable management of commercial fisheries under a community-based co-management model. In Port Orford, Sitka, San Diego and Santa Barbara, preliminary community-based co-management models are enabling fishing communities to pursue social sustainability through preserving access, participating in local science, and direct marketing for fish products. These communities are actively reshaping traditional models of conceptualizing and managing common-pool resources like fisheries.

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Fahner, Kenneth Alberta. « Characterization and evaluation of a commercial pork packaging process ». Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1998. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp01/MQ28935.pdf.

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Livres sur le sujet "Commercial port"

Kānthārư̄a hǣng Prathēt Thai. Phanǣk Phœ̄iphrǣ læ Hō̜ngsamut., dir. Sattahip Commercial Port, Bangkok Port, the Port Authority of Thailand. [Bangkok] : Publicity and Library Section, Technical Office, Port Authority of Thailand, 1986.

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Pearson, Donald E. The effectiveness of California's commercial rockfish port sampling program. [La Jolla, Calif.] : U.S. Dept. of Commerce, National Oceanic and Atmospheric Administration, National Marine Fisheries Service, Southwest Fisheries Science Center, 1995.

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Craig, Burtch W., dir. The Port Hope papers composite : July 1832-December 1854 : The Port Hope telegraph, The Port Hope gazette, The Durham commercial advertiser, The Port Hope guide. [Stratford, Ont.] : Bur-Mor Publications, 2000.

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Centre, Transport Research, International Transport Forum et Organisation for Economic Co-operation and Development., dir. Port competition and hinterland connections. [Paris] : OECD/ITF, 2009.

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Centre, Transport Research, International Transport Forum et Organisation for Economic Co-operation and Development., dir. Port competition and hinterland connections. [Paris] : OECD/ITF, 2009.

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D, Radtke Hans, Research Group (Corvallis, Or.)., Oregon Coastal Zone Management Association. et Oregon. Dept. of Economic Development., dir. Commercial fishing vessel moorage demand at Oregon coast and lower Columbia River ports. [Newport, Or.] : Oregon Coastal Zone Management Association, 1992.

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Tuapse, Morskai︠a︡ administrat︠s︡ii︠a︡ porta. Svod obychaev morskogo torgovogo porta Tuapse : Code of customs of the Tuapse commercial sea port. Tuapse : Morskai︠a︡ administrat︠s︡ii︠a︡ porta Tuapse, 1999.

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National Research Institute (Boroko, Papua New Guinea) et Papua New Guinea. Law and Justice Sector. Justice Advisory Group, dir. Port Moresby business crime victimisation survey, 2005. Boroko, Papua New Guinea : National Research Institute, 2008.

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Guam, Port Authority of, Tippetts-Abbett-McCarthy-Stratton et J. Agi & Associates., dir. New master plan for the commercial port of Guam : Draft final report. New York, N.Y. (655 3rd Ave., New York 10017) : TAMS Consultants, 1990.

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Menard, Jim. Norton Sound/Port Clarence herring gillnet and seine commercial fisheries management plan, 2007. Anchorage : Alaska Dept. of Fish and Game, Division of Commercial Fisheries, 2007.

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Chapitres de livres sur le sujet "Commercial port"

Hidalgo, Daniel Castillo. « The Port of Dakar : Technological Evolution, Management and Commercial Activity ». Dans Atlantic Ports and the First Globalisation, c. 1850–1930, 90–111. London : Palgrave Macmillan UK, 2014. http://dx.doi.org/10.1057/9781137327987_5.

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Ninaber, Ellen. « MARPOL Annex V, Commercial Ships, and Port Reception Facilities : Making It Work ». Dans Springer Series on Environmental Management, 239–43. New York, NY : Springer New York, 1997. http://dx.doi.org/10.1007/978-1-4613-8486-1_20.

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Zakaria, Amayrol, Aminuddin Md Arof et Bisiakri Mohamed Khalifa. « The Commercial Success Factor Towards Ro-Ro Operation at Port Klang, Malaysia ». Dans Advanced Engineering for Processes and Technologies II, 23–30. Cham : Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-67307-9_3.

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Dyble, Jake. « Divide and Rule : Risk Sharing and Political Economy in the Free Port of Livorno ». Dans General Average and Risk Management in Medieval and Early Modern Maritime Business, 363–87. Cham : Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-031-04118-1_13.

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AbstractIn the late-seventeenth century, the Tuscan authorities were accused of abusing General Average procedures (GAs) to ‘invite captains to the free port of Livorno’. This contribution shows how GAs had indeed become a political-economic tool but argues that this was a defensive response to an increasingly mercantilist environment rather than a proactive attempt to promote the free port. GA procedures were readily adapted to confront new threats such as the French cottimo tax, which aimed to squeeze Livorno out of the Levant trade, and English attempts to wrest maritime jurisdiction from the Tuscan courts. As in Venice, commercial justice, particularly the procedural element, was being used defensively to protect the status quo in a period of new pressure. These findings demonstrate the limitations of the state-centred, protectionist policies of the period. They also show how commercial justice, or administration-as-justice, reflected a wider Tuscan commercial strategy, which was both highly creative and intensely pragmatic.

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Polemi, Nineta, et Theodoros Ntouskas. « Open Issues and Proposals in the IT Security Management of Commercial Ports : The S-PORT National Case ». Dans IFIP Advances in Information and Communication Technology, 567–72. Berlin, Heidelberg : Springer Berlin Heidelberg, 2012. http://dx.doi.org/10.1007/978-3-642-30436-1_50.

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Plaza Perdomo, Rafael A., Roberto González González et David A. Plaza Mendoza. « Implementation of a Yard for a Container Terminal in the Commercial Port of Esmeraldas ». Dans Proceedings of the 25th Pan-American Conference of Naval Engineering—COPINAVAL, 261–73. Cham : Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-89812-4_24.

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Slema, Abdelwaheb Ben, Nessma Feki et Mohamed Jamel Rouis. « Geotechnical and Environmental Characterization of the Sediments of the Commercial Port of Sfax City, Tunisia ». Dans Recent Advances in Environmental Science from the Euro-Mediterranean and Surrounding Regions, 1467–70. Cham : Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-70548-4_428.

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Calcagno, Paolo. « Attraverso la porta di Lisbona : i generi coloniali volano del commercio luso-genovese tra XVII e XVIII secolo ». Dans Atti delle «Settimane di Studi» e altri Convegni, 519–32. Florence : Firenze University Press, 2019. http://dx.doi.org/10.36253/978-88-6453-857-0.27.

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Approaching the subject from a diachronic perspective, the essay sets out to outline a chronology of the Mediterranean prominence in the sugar trade considering port activity and commercial elites. Studies carried out so far, backed by important findings sourced from custom records and private correspondence, attest Genoa’s undisputed leadership during the central decades of the eighteenth century, when Brazilian sugar production grew at exponential rates turning this trade into one of the greatest “businesses” of the time.

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Bareiss, S., N. Fuhrmann, A. Dreizler, H. Bacher, J. Höffner, R. Weishäupl et D. Kügler. « Planar Droplet Sizing for Characterization of Automotive Sprays in Port Fuel Injection Applications Using Commercial Fuel ». Dans Flow and Combustion in Advanced Gas Turbine Combustors, 445–61. Dordrecht : Springer Netherlands, 2012. http://dx.doi.org/10.1007/978-94-007-5320-4_15.

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Sequeira, Joana, et Flávio Miranda. « ‘A Port of Two Seas.’ Lisbon and European Maritime Networks in the Fifteenth Century ». Dans Atti delle «Settimane di Studi» e altri Convegni, 339–53. Florence : Firenze University Press, 2019. http://dx.doi.org/10.36253/978-88-6453-857-0.18.

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With the development of research in economic history, historians are now testing the hypothesis that maritime networks and port cities contributed to the phenomenon of European integration. This essay applies a holistic approach to discuss how the city of Lisbon, located outside the privileged setting of multi-cultural interactions that was the Mediterranean Sea, became appealing to merchants from far and wide in late-medieval Europe. To do so, it examines a whole array of commercial, normative, fiscal, royal and judicial sources from European archives to discuss if it is possible to observe this phenomenon of European integration in fifteenth-century Lisbon.

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Actes de conférences sur le sujet "Commercial port"

Neal, Erik, T. J. Schilling et Robert Harn. « Port of Neah Bay Commercial Dock Replacement ». Dans 14th Triennial International Conference. Reston, VA : American Society of Civil Engineers, 2016. http://dx.doi.org/10.1061/9780784479902.033.

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Zherlitsyn, Dmytro, et Volodymyr Mandra. « Efficiency of the Sea Commercial Port Information System ». Dans Proceedings of the 6th International Conference on Strategies, Models and Technologies of Economic Systems Management (SMTESM 2019). Paris, France : Atlantis Press, 2019. http://dx.doi.org/10.2991/smtesm-19.2019.37.

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Gupta, Dhruv, Vasu Kumar, Soumya Roy et Naveen Kumar. « Development of a Dedicated Hydrogen Port Injection Kit for Small Engines ». Dans SAE 2015 Commercial Vehicle Engineering Congress. 400 Commonwealth Drive, Warrendale, PA, United States : SAE International, 2015. http://dx.doi.org/10.4271/2015-01-2881.

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Stone, Barbara A., et Ceasar Duarte. « Port Infrastructure Upgrade for Offshore Wind and Commercial Fishing ». Dans SNAME 28th Offshore Symposium. SNAME, 2023. http://dx.doi.org/10.5957/tos-2023-008.

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For the past 21 years and counting, the Port of New Bedford has been America’s highest grossing commercial fishing port and the epicenter of the industry on the East Coast. According to one recent study, the Port generates – largely through fishing, seafood processing, and related businesses – over $11 billion in economic output and supports nearly 7,000 jobs. The Port is the primary economic engine of Southeastern Massachusetts. As a means of diversifying the region’s economic base, New Bedford Mayor Jon Mitchell and his Administration have worked for nearly a decade to position New Bedford to become the leader in offshore wind. New Bedford is now in a highly advantageous position to support the emergence of the American offshore wind industry. It is the closest industrial port to the Massachusetts and Rhode Island Wind Energy Areas, the largest cluster of wind energy areas on the East Coast with the acreage to support development of 14 GW of offshore wind power. As a result, the Port of New Bedford has the distinction of being the first U.S. port to host the marshalling and construction of a commercial-scale offshore wind development project. This effort requires a great deal of preparation, investment, and planning, much of which is well underway. The goal of the New Bedford Port Authority is to promote development that allows both commercial fishing and offshore wind industries to thrive. This paper discusses the various public and private infrastructure investments in the Port. These investments are creating new bulkhead and terminal space as well as rehabilitating derelict waterfront properties. Because New Bedford Harbor is a Superfund site, most of these infrastructure developments are permitted through the State Enhanced Remedy (SER) process. This process enables projects that meet specific criteria through the Record of Decision to be permitted within weeks rather than months. Several public and private projects permitted through the SER process are, by necessity, interdependent..

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BERBERI, Isuf, Lucia DE ANGELIS, Marco GONELLA et Paola LETIZIA. « Master plan du nouveau port commercial de Shenjin, Albanie ». Dans Conférence Méditerranéenne Côtière et Maritime - Coastal and Maritime Mediterranean Conference. Editions Paralia, 2009. http://dx.doi.org/10.5150/cmcm.2009.003.

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Papastergiou, Spyridon, et Nineta Polemi. « Harmonizing commercial port security practices & ; procedures In Mediterranean Basin ». Dans 2014 5th International Conference on Information, Intelligence, Systems and Applications (IISA). IEEE, 2014. http://dx.doi.org/10.1109/iisa.2014.6878835.

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Thompson, Edward F., et Lincoln C. Gayagas. « Berm for Reducing Wave Overtopping at Commercial Port Road, Guam ». Dans Fourth International Symposium on Ocean Wave Measurement and Analysis. Reston, VA : American Society of Civil Engineers, 2002. http://dx.doi.org/10.1061/40604(273)176.

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Barnhart, David. « Enabling a Multi-National Commercial Destination in Space : The Port ». Dans AIAA SCITECH 2022 Forum. Reston, Virginia : American Institute of Aeronautics and Astronautics, 2022. http://dx.doi.org/10.2514/6.2022-2465.

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Changming, He, et Xu Sichuan. « The Effect of Port Timing and Exhaust Back Pressure on Uniflow Scavenging for a High Power Density OPE Engine ». Dans SAE 2016 Commercial Vehicle Engineering Congress. 400 Commonwealth Drive, Warrendale, PA, United States : SAE International, 2016. http://dx.doi.org/10.4271/2016-01-8078.

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Parise, G., A. Honorati, L. Parise et L. Martirano. « Near zero energy load systems : The special case of port cranes ». Dans 2015 IEEE/IAS 51st Industrial & Commercial Power Systems Technical Conference (I&CPS). IEEE, 2015. http://dx.doi.org/10.1109/icps.2015.7266430.

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Rapports d'organisations sur le sujet "Commercial port"

Thompson, Edward F., et Norman W. Scheffner. Typhoon-Induced Stage-Frequency and Overtopping Relationships for the Commercial Port Road, Territory of Guam. Fort Belvoir, VA : Defense Technical Information Center, janvier 2002. http://dx.doi.org/10.21236/ada400206.

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Kress, Marin, David Young, Katherine Chambers et Brandan Scully. AIS data case study : quantifying connectivity for six Great Lakes port areas from 2015 through 2018. Engineer Research and Development Center (U.S.), mai 2021. http://dx.doi.org/10.21079/11681/40720.

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This Coastal and Hydraulics Engineering Technical Note (CHETN) presents results from a preliminary examination of commercial vessel traffic connectivity between six major port areas on the Great Lakes using Automatic Identification System (AIS) data collected from 2015 to 2018. The six port areas included in this study are Calumet Harbor, IL and IN; Cleveland, OH; Detroit, MI; Duluth-Superior, MN and WI; Indiana Harbor, IN; and Two Harbors, MN. These six locations represent an important subset of the more than 100 federally authorized navigation projects in the Great Lakes maintained by the US Army Corps of Engineers (USACE). The results are presented in the context of USACE resilience-related policy initiatives as well as the larger topic of maritime system resilience.

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Kruse, C., Dong Hun Kang, Kenneth Mitchell, Patricia DiJoseph et Marin Kress. Freight fluidity for the Port of Baltimore : vessel approach and maritime mobility metrics. Engineer Research and Development Center (U.S.), janvier 2022. http://dx.doi.org/10.21079/11681/43000.

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The United States Army Corps of Engineers is tasked with maintaining waterborne transportation system elements. Understanding channel utilization by vessels informs decisions regarding operations, maintenance, and investments in those elements. Historically, investment decisions have been informed by safety, environmental considerations, and projected economic benefits of alleviating channel restrictions or shipping delays (usually derived from models). However, quantifying causes and impacts of shipping delays based on actual historical vessel location data and then identifying which causes could be ameliorated through investment has been out of reach until recently. In this study, Automatic Identification System vessel position reports were used to develop quantitative measures of transit and dwell-time reliabilities for commercial vessels calling at the Port of Baltimore, Maryland. This port has two deep-water approaches: Chesapeake Bay and the Chesapeake and Delaware Canal. Descriptive metrics were determined for each approach, including port cycle time, harbor stay hours, travel time inbound, and travel time outbound. Then, additional performance measures were calculated: baseline travel time, travel time index, and planning time index. The key finding of this study is that the majority of variability in port cycle time is due to the variability in harbor stay hours, not from channel conditions or channel restrictions.

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Samsa, M. E., T. E. Baldwin, M. S. Berry, L. B. Guzowski, I. Martinez-Moyano, A. L. Nieves et A. Ramarasad. Impact of post-event avoidance behavior on commercial facilities sector venues-literature review. Office of Scientific and Technical Information (OSTI), mars 2011. http://dx.doi.org/10.2172/1010497.

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Tauke, Heather, et Leo L. Timms. Evaluation of Experimental Iodine vs. Commercial Iodine Post Milking Teat Dipson Teat Health and Condition. Ames (Iowa) : Iowa State University, janvier 2017. http://dx.doi.org/10.31274/ans_air-180814-337.

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Dubois, Diego, Amirali Eskandariyun, Suprabha Das, Andriy Durygin et Zhe Cheng. Flash Sintering of Commercial Zirconium Nitride Powders. Florida International University, octobre 2021. http://dx.doi.org/10.25148/mmeurs.009777.

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Flash sintering is an electrical field-assisted densification technique that requires passing a current through a ceramic powder compact. Pressure-assisted flash sintering of commercially available Zirconium Nitride (ZrN) powders has been demonstrated. Near fully dense samples can be obtained within a short period of time. The influences of parameters such as electrical field strength, voltage ramping rate, current limit, external pressure, pre-heating, and holding time on the onset of the flash event were investigated. Some post-flash sintered samples were subjected to the same condition to observe if the material would experience repeated flash. In addition, material properties such as density and hardness were measured and correlated with SEM and XRD. Implications of the observations on underlying flash sintering mechanism will also be discussed.

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Tauke, Heather, et Leo L. Timms. Evaluation of Experimental vs. Two Commercial Post Milking Teat Dips (Separate Pens) on Teat Health and Condition. Ames (Iowa) : Iowa State University, janvier 2017. http://dx.doi.org/10.31274/ans_air-180814-295.

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Amaral, Luciano. A Monetary Plethora and What to do with It : the Bank of Portugal during World War II and the Post-War Period (1939-1960). Working Paper in Economic and Social History, février 2017. http://dx.doi.org/10.55462/wpaphes_a_501.

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Up to World War II the Bank of Portugal (BoP) was far from possessing the features normally associated with a central bank. It was still a commercial bank, although one that had acquired some central bank functions. The World War II period was decisive to change this ambiguity. The change was mostly caused by an unusually large influx of international means of payment (gold and foreign exchange) as a consequence of Portuguese neutrality during the war, which allowed the BoP to transform its balance sheet structure: the BoP became the institution centralising commercial banks’ reserves. However, all of this happened during a very disturbing period for the BoP. The BoP had been reformed to function as the manager of the escudo in the gold-exchange standard. But just a few months after the reform, the gold-exchange standard collapsed. The BoP adapted quickly to the new environment of discretion, Government interference, and nationalism. It did it so, however, in a relatively original way: it followed the trend but kept at the same time certain features of a central bank still committed to gold standard principles. This was visible during both the World War II and Post-War periods.

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Matti, Melanie, et Leo L. Timms. Evaluation of Experimental Chlorine Based Post Milking Teat Dips vs. a Commercial Iodine Post Milking Teat Dip on Teat End and Teat Skin Condition and Health. Ames (Iowa) : Iowa State University, janvier 2015. http://dx.doi.org/10.31274/ans_air-180814-1295.

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Shonka, Whitney, et Leo L. Timms. Evaluation of Two Organic Acid Pre-Post Milking Teat Dips on Teat Health and Condition in a Commercial Herd. Ames (Iowa) : Iowa State University, janvier 2016. http://dx.doi.org/10.31274/ans_air-180814-209.

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