Analysis of Guangzhou Container Terminal Capacity

As cargo costs vary with the freight moved they are calculated as a product of Cargo costs per ton, as stated above, and the capacity for each of the vessels, i.e. for Tashtego 1,43*3950 + 1,43*3150 = 10.153,00 and for the large vessel 1,43*6850 + 1,43*3150 = 14.300,00.

The estimated operating costs for the new vessel assume that it would be operated in the same way as the Vital Spark. However, the new vessel should be able to handle a larger load on some routes, which could generate additional revenues, net of additional out-of-pocket costs, of as much as $100,000 per year. Moreover, a new vessel would have a useful service life of 20 years or more.

Based off a financial analysis using the data Ocean Carriers has provided, the final recommendation is that Ocean Carriers should build a new ship out of its Hong Kong base where the tax rate is 0% and scrap the ship when it is 25 years old. Following this recommendation would be the only scenario where Ocean Carriers sees a positive net present value

One of the issues that have been identified in reviewing the recent increase in Woodhaven’s freight rate has been a significant decrease in the average load value of Woodhaven shipments, particularly in shipments greatly than $17,000. Part of the reason

The average time to reach the port was averaged for each option 1 from the data given

If the company is incorporated in the U.S., the NPV will be $-7,836,500.07(US25) after 25 years and will be $-6,395,945.22(US30) after 30 years. Therefore, the U.S. company should not purchase the vessel. If the company is established in Hong Kong, the NPV will be $1,522,472.92(25HK) after 25 years and will be $3,402,293.81(30HK) after 30 years. Therefore the 30 years should be the optimal number of years to operate the carrier before scrapping it after 30 years. In this situation, if the 15-year-selling policy is changed, the company should buy the carrier. For years 26-30, we assume that average daily charter rate is increased by $200 per year. The expected daily hire rate is calculated by multiplying Avg. Daily Charter Rate by adjustment factor for hire rate of 65%.

The receiving overhead per unit of Flow Controllers produced = (0.78 X 20,000)/ 4000 = $3.9

per year that the ship can make, the length of individual visits, and the volume of passengers

We will keep our quantity levels at 400 to ensure that each time both trucks leave they are carrying at their max capacity. The trucks will operate at $15,000 dollars per trip even when it is not full. To ensure that we minimize our cost, and eventually reach our goal of maximizing our profits, we made sure that each time the truck leaves, it leave with a full load.

Eurotunnel will be able to support the increase in customers as well as the market-penetration pricing strategy. Eurotunnel currently has the capacity to accommodate 105% of the channel crossing market. Thus, even in peak periods, Eurotunnel will be capable of accommodating the influx of passengers without compromising on schedules or service. Eurotunnel also has low marginal cost per customer, operating

Each Truck takes 36 m3 / load with 128 m3 / hr to get 0.28 hr/load.

Containerization is a system of freight transport that transports trade goods from ports to ports. This system is based on a range of steel intermodal containers (also "shipping containers").These containers are built to standardized dimensions and can be loaded and unloaded, stacked, transported efficiently over long distances, and transferred from one mode of transport to another. Thus, it provided an economic way to ship 90% of the world trade goods across the globe and as a result has benefited society in providing for a truly open market to buy and sell goods. Cebu is home to national and international corporations whose trading hub is centered in the international port (cargo

issued Medium and Long-term Development Plan of Logistics Industry (20142020) to boost the cold chain logistics industry toward large scale,

四川大学本科毕业论文 中国高铁出口的风险以及防范 本科生毕业论文（设计） 题 目 中国高铁出口的风险以及防范 学 院 专 业 学生姓名 学 经济学院 国际经济与贸易（双语） 刘宜畅 号 1141022016 指导教师 年级 2011 级 蒋国庆 教务处制表 二Ο一五 年 四 月 十 日 四川大学本科毕业论文 中国高铁出口的风险以及防范 中国高铁出口的风险以及防范 国际经济与贸易（双语）专业 学生 刘宜畅（1141022016） 指导老师 蒋国庆 摘要： 在全球化程度已经相当高的现代， 各行各业都在顺应经济全球化的趋势走向国际 化， 作为中国高端制造业代表的高铁产业也正在海外之路上艰难的前进着。 中国高铁从吸收 消化国外先进技术到形成拥有自主知识产权的创新成果仅仅用了十余年， 中国高铁创下的奇 迹全世界有目共睹。 但是中国高铁的出口之路并不是一帆风顺的， 中国高铁自身以及国际外 部环境都有很多的风险， 面临的竞争压力也非常大。 为了把中国高铁打造成中国高端制造业 出口的一张名片， 本文采用广泛搜集材料和分析比较的方法， 试图为中国高铁克服出口过程 中遭遇的风险提出防范对策。企业应注重自助研发和知识产权的保护，除此之外，政府在中 国高铁的海外布局也能起到至关重要的作用， 其中包括参与国际标准的制定和广泛宣传等方 面。 关键词：中国高铁 出口风险 对策 I 四川大学本科毕业论文 中国高铁出口的风险以及防范 Chinese High-speed Railway Export’s

Certified that this project report” REVENUE MODEL ANALYSIS OF PASSENGER TRAFFIC AND CARGO TRAFFIC OF AIR INDIA LTD” with respect to the bonafide work of Mr. N.ANANDRAJ, Reg. No. 21107631002, Final year student of Rajalakshmi Engineering College carried out under