12_航通世界

現時，香港與世界各地交往頻繁，航運業為本土經濟帶來可觀收入。早在唐代開始，香港已經與外國有海上貿易的來往。後來香港開埠，各國人士，以至華僑都對中國貨品有一定需求。為開發這個龐大市場，南北行應運而生，進一步推動香港航運貿易的發展。現時，香港國際航運規模宏大，港口的輔助設施眾多，政府海事處亦負責為各類船隻提供協助。此外，貨櫃碼頭的發展亦跟航運增長相輔相成－隨著社會進步，碼頭苦力不復存在，現時的貨櫃碼頭都設有先進機械，裝卸貨櫃的效率相應提升，吸引更多貨船使用香港的港口服務。https://commons.ln.edu.hk/jchkhlp_exhibitions/1012/thumbnail.jp

商港港棧作業雲端創新管理模式之應用

[[abstract]]2012 年台灣航港管理體制朝「政企分離」方向變革，另成立臺灣 港務公司 專責港埠經營業務，以其基隆、臺中、高雄及花蓮等四個分 公司來管轄基 隆港、蘇澳港、臺北港、臺中港、高雄港、安平港、花蓮港等七大國際商 港港棧作業，作業流程的統一標準化，無疑成為亟需面對的課題。為免各 港目前不同作業方式漫長重疊，造成船舶及進出口裝卸延宕，各港口不同 的港棧作業方式流程勢必重新整合簡化，本研究運用分散式系統雲端模式 管理規劃，導入 B2B、B2C、CRM、 ERP、SCM 及 e 化行動商務關鍵元素，作為 雲端投入及產出運算因子，以雲端運算的 IaaS、PaaS 及 SaaS 三個層次架構 呈現之結果，就是預期能 夠提供臺灣地區所有港口作業全面開放業界，擷 取標準化的「公共 雲」「倉儲雲」「運輸雲」資訊流，縮短港棧作業流程， 開啟全方位雲 端管理的港口物流創新服務。[[notice]]補正完

番漢勢力交替下港口市街的變遷：以麻豆港為例（1624-1895）

台湾研究中心提供的海峡两岸台湾史学术研讨会论文集現今臺南麻豆鎮東北角的水堀頭，是臺灣目前清代時期內海河港的唯一遺蹟。這個港口雖然不及我們所熟知的「一府二鹿三艋舺」等區域性港口之規模，僅是倒風內海內的港口，但是卻是典型的漢番勢力交替港街。進言之，十八世紀之前，位列西拉雅平埔族最強大部落的麻豆社一直是該港街的主人。水堀頭是麻豆社對外的主要出入口，亦是番漢勢力最早交會的地點。本文基本上透過文獻資料來重建十七世紀到十九世紀末該港口人群的活動、港口市街發展與變遷的歷史過程

應用類神經網路預測高鐵車站之運量 -以左營站為例

[[abstract]]本研究將以類神經網路及迴歸模式對台灣高鐵左營站運量進行預測，並比較兩者預測方法的能力。其研究範圍為為97年1月至103年12月的運量資料進行分析。結果顯示，台灣高鐵左營站運量呈現穩定成長；而類神經網路的預測能力比迴歸模式較佳。[[sponsorship]]台北市交通安全促進會[[conferencetype]]兩岸[[conferencetkucampus]]淡水校園[[conferencedate]]20150802~20150808[[booktype]]電子版[[iscallforpapers]]Y[[conferencelocation]]中華民國/新北

Ocean\u27s elevenses 美饌巡航

Catering to discerning passengers on cruise ships is a major undertaking, but it offers wonderful and bountiful rewards. 在郵輪上為高品味的旅客提供高質素的餐飲服務，是一項龐大而重要的任務，然而對廚師而言，這是個難得而又豐盛的經驗

Sugar Imports by Chinese Junks and the Expansion of Domestic Consumption during the Edo period

During the Edo period （1603–1868）, Japan steadfastly maintained its national seclusion policy. Japan’s constant cultural interaction with foreign countries, therefore, took place mainly in the following ways: direct contacts with China and the Netherlands, centering on trade in Nagasaki; contacts with Korea through the So clan on Tsushima Island; and indirect contacts with China via the Kingdom of Ryukyu under the control of the Satsuma clan. Quantitatively, the largest number of direct contacts were made through trade by Chinese junks, called karafune in the Edo period, sailing to Nagasaki almost every year. Japan imported sugar made in China in large quantities through trade by Chinese junks almost annually. Much of the sugar imported from China was produced in coastal areas, such as Chaozhou in the eastern part of Guangdong Province, Xiamen and Quanzhou in southern Fujian Province, as well as in Taiwan. In the early part of the Edo period, China-made sugar was imported by Chinese junks sailing directly from these production areas to Japan. In the mid- and late-Edo period, however, sugar produced in China was not directly transported to Japan; it was first carried by coastal merchant vessels to Zhapu in Zhejiang Province, where the sugar was loaded onto Chinese junks sailing from Zhapu to Japan, and then transported to Nagasaki. Most of the sugar landing in Nagasaki was transported by domestic routes, mainly by Japanese-style wooden ships to Osaka, and then distributed nationwide. Meanwhile, in the early 18th century after the Kyoho era （1716–1736）, cane sugar production was encouraged in Japan, following the instruction of the then shogun, Tokugawa Yoshimune（ 1684–1751）. This enabled Japan to increase its number of sugarproducing districts and amount of sugar production, also improving the quality of the sugar. In an attempt to determine how to establish cultural interaction studies as a field of historical research, this paper reports on sugar imports through Sino-Japan trade and on the expansion of domestic sugar consumption in the Edo period, as a way of considering the issue of cultural interaction from the perspective of physical distribution in East Asia