Trade Throughput Research Articles

Sustainable synergistic development of marine economic degree growth and marine art industry

Marine and port economy estimation is conducive to the understanding of the development law of marine economy degree. This study proposes a neural-learning network estimation model of the marine economy degree based on a priori architectural knowledge and adopts time-combined class array columns and multivariate modeling methods to estimate the indicators reflecting the development level of the marine economy degree in the ZJP region. The study adopts the PK_NN multivariate modeling method, taking cargo transportation volume, cargo turnover, cargo carrying value of ports near the sea, foreign trade throughput, port container throughput, and port container throughput as multivariate model inputs, and compared with the other modeling methods, the model of the time combination class array columns of type GM_11, which has a better comprehensive performance. Finally, the PK_NN time-combined class array column model is used to estimate the development level of the marine economy in the ZJP region near the seaport from 2011 to 2020, and the results show that the estimated value of the marine economy in the ZJP region is close to the actual planning value of the ZJP region. The algorithm was applied to estimate the economic degree curves of the five near-seaport areas of ABCDE under different harbor head construction art modes, and the results showed that the relative value error of the estimation was controlled between 4% and 10%, and the fluctuation ranges of each month's specific growth value area estimation were comparable. This proves the effectiveness and accuracy of the a priori marine neural-learning-based network algorithm in this paper.

Rapid seaward expansion of seaport footprints worldwide

As global maritime traffic increases, seaports grow to accommodate and compete for higher volumes of trade throughput. However, growth trajectories of seaport footprints around the world have gone unmeasured, likely because of a lack of readily available spatio-temporal data. Here, we use geospatial analysis of global satellite imagery from 1990–2020 to show that 65 seaports among the world’s top 100 container ports, as ranked by reported throughput, have been expanding rapidly seaward. Collectively, these seaports have added approximately 978 km2 in gross port area in three decades through coastal land reclamation. We also find that the relationship between footprint expansion and throughput volume is highly variable among seaports. Understanding patterns of seaport expansion in space and time informs global assessments of critical infrastructure and supply chain vulnerability to climate-driven hazard. Seaport expansion also sets up complex trade-offs in the context of environmental impacts and climate adaptation.

Temporal and spatial evolution and influencing factors of the port system in Yangtze River Delta Region from the perspective of dual circulation: Comparing port domestic trade throughput with port foreign trade throughput

Under the new development pattern of “dual circulation” in China, it is of great theoretical and practical significance to study the spatial pattern and evolution law of port systems. This study takes the port system in the Yangtze River Delta Region (YRDR) as an example, based on the panel data from 2000 to 2019, analyses the spatial pattern and evolution characteristics of port domestic trade throughput (PDTT) and port foreign trade throughput (PFTT) from the perspective of dual circulation. The key influencing factors in the evolutionary process are explained, and the spatio-temporal evolution characteristics of the two types of port throughput are compared. The results show that (1) in spatial evolution, the PDTT and PFTT of the port system in the YRDR fluctuate and increase significantly, showing a typical three-level echelon structure in space. (2) From the perspective of spatial equilibrium, the two types of port throughput are markedly discrete; however, the degree of agglomeration of PFTT is greater than that of PDTT. (3) In spatial patterns, the centers of gravity of PDTT and PFTT are distributed in Suzhou and Jiaxing, respectively. Both are distributed from northwest to southeast. However, the rotation angle of PFTT was larger, and the north-south differentiation was more evident than that of PDTT. (4) In influencing factors, the throughput pattern of the port system in the YRDR is driven by multiple factors, and some differences exist in the driving mechanism between PDTT and PFTT.

Real-time 16K video coding on a GPU with complexity scalable BPC-PaCo

The advent of new technologies such as high dynamic range or 8K screens has enhanced the quality of digital images but it has also increased the codecs’ computational demands to process such data. This paper presents a video codec that, while providing the same coding features and performance as those of JPEG2000, can process 16K video in real time using a consumer-grade GPU. This high throughput is achieved with a technique that introduces complexity scalability to a bitplane coding engine, which is the most computationally complex stage of the coding pipeline. The resulting codec can trade throughput for coding performance depending on the user’s needs. Experimental results suggest that our method can double the throughput achieved by CPU implementations of the recently approved High-Throughput JPEG2000 and by hardwired implementations of HEVC in a GPU.

ANALYZING LOGISTICS FUNCTIONS' LPI-BASED EFFECTS ON GLOBAL EXPORTS AND IMPORTS

ABSTRACT Considering nations' exports and imports as macroeconomic determinants for global commerce capability, this paper attempts to ascertain their criterion impacts happening due to logistical functions based on a nomologically modeled research framework of transportation effectiveness constituents. Evaluating reliable secondary data for nations' logistics performance parameters mined from the World Bank Database and nations' exports and imports metrics mined from the International Monetary Fund Database, the analytical discourse further empirically tests the concerted logistical variables' relevant effects on exports and imports. Elements of substantive significance generated from the varied findings are discussed as they practically apply within the functional scope of logistical effectiveness garnered toward trade throughput efficacies. Keywords Logistics Functions, Exports, Imports, Global Trade, Secondary Data, Significance Effects

Demonstration of electronic design automation flow for massively parallel e-beam lithography

For proximity effect correction in 5 keV e-beam lithography, three elementary building blocks exist: dose modulation, geometry (size) modulation, and background dose addition. Combinations of these three methods are quantitatively compared in terms of throughput impact and process window (PW). In addition, overexposure in combination with negative bias results in PW enhancement at the cost of throughput. In proximity effect correction by over exposure (PEC-OE), the entire layout is set to fixed dose and geometry sizes are adjusted. In PEC-dose to size (DTS) both dose and geometry sizes are locally optimized. In PEC-background (BG), a background is added to correct the long-range part of the point spread function. In single e-beam tools (Gaussian or Shaped-beam), throughput heavily depends on the number of shots. In raster scan tools such as MAPPER Lithography’s FLX 1200 (MATRIX platform) this is not the case and instead of pattern density, the maximum local dose on the wafer is limiting throughput. The smallest considered half-pitch is 28 nm, which may be considered the 14-nm node for Metal-1 and the 10-nm node for the Via-1 layer, achieved in a single exposure with e-beam lithography. For typical 28-nm-hp Metal-1 layouts, it was shown that dose latitudes (size of process window) of around 10% are realizable with available PEC methods. For 28-nm-hp Via-1 layouts this is even higher at 14% and up. When the layouts do not reach the highest densities (up to 10∶1 in this study), PEC-BG and PEC-OE provide the capability to trade throughput for dose latitude. At the highest densities, PEC-DTS is required for proximity correction, as this method adjusts both geometry edges and doses and will reduce the dose at the densest areas. For 28-nm-hp lines critical dimension (CD), hole&dot (CD) and line ends (edge placement error), the data path errors are typically 0.9, 1.0 and 0.7 nm (3σ) and below, respectively. There is not a clear data path performance difference between the investigated PEC methods. After the simulations, the methods were successfully validated in exposures on a MAPPER pre-alpha tool. A 28-nm half pitch Metal-1 and Via-1 layouts show good performance in resist that coincide with the simulation result. Exposures of soft-edge stitched layouts show that beam-to-beam position errors up to ±7 nm specified for FLX 1200 show no noticeable impact on CD. The research leading to these results has been performed in the frame of the industrial collaborative consortium IMAGINE.

Recovery-Driven Design: Exploiting Error Resilience in Design of Energy-Efficient Processors

Conventional computer-aided design (CAD) methodologies optimize a processor module for correct operation and prohibit timing violations during nominal operation. We propose recovery-driven design, a design approach that optimizes a processor module for a target timing error rate (ER) instead of correct operation. The target ER is chosen based on how many errors can be gainfully tolerated by a hardware or software error resilience mechanism. We show that significant power benefits are possible from a recovery-driven design approach that deliberately allows errors caused by voltage overscaling to occur during nominal operation, while relying on an error resilience technique to tolerate these errors. We present a detailed evaluation and analysis of such a CAD methodology that minimizes the power of a processor module for a target ER. We show how this design-level methodology can be extended to design recovery-driven processors-processors that are optimized to take advantage of hardware or software error resilience. We also discuss a gradual slack recovery-driven design approach that optimizes for a range of ERs to create soft processors-processors that have graceful failure characteristics and the ability to trade throughput or output quality for additional energy savings over a range of ERs. We demonstrate significant power benefits over conventional design-11.8% on average over all modules and ER targets, and up to 29.1% for individual modules. Processor-level benefits were 19.0%, on average. Benefits increase when recovery-driven design is coupled with an error resilience mechanism or when the number of available voltage domains increases.

THROUGHPUT AND DELAY OPTIMIZATION WITH CONFIGURABLE TRADEOFF IN MULTIHOP WIRELESS NETWORKS

In this paper, we answer the following questions: given a multihop wireless network and pairs of sources and destinations, what is the maximum throughput that can be achieved while satisfying delay constraints? When the network is operating at its full capacity, how to trade throughput for delay and vice versa? In this paper, we use cross-layer optimization to achieve the desired tradeoff between throughput and delay. The cross-layer scheme combines routing, data rate control and link transmission scheduling in one scheme and fully utilizes the network capacity. Through simulation we show that the cross-layer scheme can find feasible solutions within the achievable performance space of a given network and can adaptively control the desired tradeoff between delay and throughput by adjusting two control parameters α and β. Compared to previous work, our scheme goes beyond optimization on a single performance metric (either throughput or delay) and considers the inherent tradeoff relation between the two aspects.

Simulating mechanism of interaction between ports and cities based on system dynamics: A case of Dalian, China

Port-city system is a complex and integral system, and it can be simulated by system dynamic method, which is used to be employed to solve nonlinear problems. Based on the causality of the every element in the port-city system, the authors analyzed the feedback relation and logical relation among the system variables and system structure. A system-dynamic flow chart and correlation equations were put forward with VENSIM software, the quantitative relation was described, and the model was debugged. The development trend of the main influence factors in port-city system was simulated. By changing the parameters values of variables in the model, we studied the influence degree of each related factor. It is found that: 1) Foreign trade throughput of port play an important role in the development of export-oriented economy. 2) The development of primary industry and secondary industry affects most of the water transportation demand. With the constant increase of tertiary industry proportion in the industrial structure, the demand of national economy for water transportation decreases gradually. 3) Water transportation presents a kind of oversupply development situation, so port construction should properly slow down. 4) With the development of ports, its direct and indirect contribution to urban economy has been continuously increasing, but contribution rate will be continuously decreasing.

Marketing communications for seaports: a matter of survival and growth

Perhaps the most critical issue facing seaports is their survival and growth in today's highly competitive environment. Seaports are facing challenging times as the once monopolistic position of having captive markets diminishes. This situation is being replaced by growing sections of the hinterland now being considered by competing seaports as being contestable. In effect, for many business opportunities, captive and contestable hinterland regions are blurring resulting in attracting and retaining trade throughput becoming a major key to seaport survival and growth. One strategic tool that seaport management can utilize to both attract new customers and retain current customers is the use of marketing communications. An examination of the literature on marketing communication efforts by seaports tends to focus mainly on advertising and activities more suited to promoting physical products. Instead, this paper argues the need for a much broader approach to marketing communications that takes into account the challenges of seaports that are service-based businesses. That is, there tends to be a greater need for marketing communication efforts to be able to tangibilise the intangible service offered by seaports to reduce perceptions of increased risk and uncertainty on using another seaport. The purpose of this paper is to examine the benefits to seaports of managing marketing communications strategically and holistically for effective outcomes. More specifically, this paper explains the role of public relations, publicity, personnel selling, sales promotions, word-of-mouth communications, electronic communications, and the management of the seaport's servicescape and the sources of physical evidence provided by seaports in developing a broader and services-based approach to marketing communications. This includes thinking wider than attracting and retaining customers as being the purpose of marketing communications but to also include informing and educating other stakeholders such as employees and the local community about the benefits provided by the seaport. Also discussed is the necessity of a consistent message being provided by all marketing communication activities to customers and stakeholders that results in the development of a desired image of the seaport and appropriate positioning of the seaport in relation to competitors. To facilitate discussion, results from a recent empirical study of the Australian seaport sector are used.

SEAPORTS IN THE UNITED KINGDOM

AbstractUK seaports' order of importance alters when measured by the value of cargo handled as opposed to cargo volume. Ports recording a high value of trade throughput tend to be those with significant unitised traffic. Ports with a high value of trade throughput also tend to be more significant employers. Goods transport between UK ports and the hinterland is dominated by road. Rail's share of port traffic has continued to fall. Competition exists between UK ports, between UK and European ports, and between UK ports and other modes, notably rail via the Channel Tunnel. Competition between ports exists irrespective of whether ports are privately or publicly owned. Major structural changes in various shipping sectors could adversely impact UK ports, although opportunities still exist. The balance of the UK ports industry has been fundamentally altered in favour of the private sector, yet the UK approach (to privatisation) remains very different to that in evidence elsewhere. The past two‐three decades has been a period of intense change for the UK ports industry, with further change inevitable.

A model for forecasting future supply of shipping services at Australian ports

This paper aims to develop an integrated model for forecasting both the number of ship visits and their characteristics in the medium and long term. Knowledge of future shipping trends for any port is no doubt important, as the future number of ship visits and their characteristics may have implications for the physical facilities of a port. In addition, more reliance on tonnages as a revenue source has made this knowledge more valuable. The proposed model identifies such major economic determinants as the expected trade throughput, world shipping trends, standards of facilities and future plans of shipping companies/agents. The model examines three possible scenarios for the Port of Melbourne and produces a range of shipping forecasts based on certain assumptions. From the model the major findings were: world trends in shipping did not have any immediate impact on the shipping trends at the Port of Melbourne; Future shipping services at the Port of Melbourne in the next 11 years are most likely to be det...