Godstransporter på väg förväntas öka avsevärt i framtiden om inga åtgärder vidtas. Politiska beslutfattare är medvetna om att situationen inte är hållbar och föreslår en bättre användning av alternativa transporter, vilket innefattar järnvägstransporter i en intermodal transport. Genom ett intermodalt system går det att uppnå kostnadsbesparingar och ett högre nyttjande av järnvägstransporter eftersom intermodala transporter möjliggör kombinationen av de specifika fördelar som varje transportslag har. Denna studie undersöker befintliga problem med implementeringen av intermodala transporter och vad det finns för alternativa lösningar som potentiellt kan främja intermodala transporter. Studien tar utgångspunkt i tidigare forskning om intermodala transporter och empirisk insamlat material från intervjupersoner inom branschen samt relevant data från rapporter. Det framkommer problem vid omlastningen och vid framkomligheten på järnvägen vilket har en negativ påverkan på kostnaden, tillförlitligheten samt snabbheten av transporten. Det framkommer även att flera transportrelationer och en högre frekvens av tjänster är en förutsättning för att intermodala transporter ska kunna producera kortare transporttider. Utmaningen med flera transportförhållanden i Sverige har varit att nyttjandegraden vid terminaler har varit låg eftersom det inte finns ett tillräckligt högt flöde mellan dessa relationer för att skapa en lönsamhet. Tågoperatörer anser att en högre hastighet och en högre lastvikt skulle innebära en ökad konkurrenskraft på marknaden. En högre hastighet och en högre lastvikt skulle även innebära en högre framkomlighet och en större mängd gods per transport. Omlastningen skulle dock fortfarande påverka tillförlitligheten och flexibiliteten negativt. Studien har undersökt Flexiwaggon som en alternativ intermodal transportlösning som potentiellt kan främja intermodala transporter. Flexiwaggon är likt den alternativa transportlösningen RoLa vars vision är att flytta vägtransporter till järnvägen. Gemensamt för båda lösningar är att främja användandet av intermodala transporter. Flexiwaggon visar potential vid omlastningen på grund av flexibiliteten genom den automatiserade omlastningstekniken. Detta betyder potentiellt besparande på terminal, personal och tillhörande omlastning utrustning. Det som talar emot Flexiwaggon är investeringskostnaden av vagnlösningen. Tågoperatörer investerar ofta i hela tågsätt och skulle behöva byta ut sitt befintliga tågsätt vilket minskar tågoperatörernas incitament för en alternativ intermodal transportlösning som Flexiwaggon eftersom kostnaden blir hög. / Road freight transport is expected to increase significantly in the future if no action is taken. Policymakers are aware that the situation is not sustainable and propose better use of alternative transport, which includes rail transport in intermodal transport. An intermodal system makes it possible to achieve cost savings and higher use of rail transport, as intermodal transport enables the combination of the specific advantages of each mode of transport. This study examines existing problems with the implementation of intermodal transport and what alternative solutions exist that could potentially promote intermodal transport. The study is based on previous research on intermodal transport and empirical collected material from interviewees in the industry as well as relevant data from reports. Problems emerge during transhipment and accessibility on the railway, which has a negative impact on the cost, reliability and speed of transport. It also emerges that several transport relationships and a higher frequency of services are a prerequisite for intermodal transport to produce shorter transport times. The challenge with several transport conditions in Sweden has been that the utilization rate at terminals has been low because there is not a sufficiently high flow between these relationships to create profitability. Train operators believe that a higher speed and a higher load weight would mean increased competitiveness in the market. A higher speed and a higher load weight would also mean greater accessibility and a greater amount of goods per transport. However, the transshipment would still have a negative impact on reliability and flexibility. The study has investigated Flexiwaggon as an alternative intermodal transport solution that could potentially promote intermodal transport. Flexiwaggon is similar to the alternative transport solution RoLa whose vision is to move road transport to the railway. Common to both solutions is to promote the use of intermodal transport. Flexiwaggon shows potential in transhipment due to the flexibility of automated transhipment technology. This means potential saving on terminal, personnel and associated transhipment equipment. What speaks against Flexiwaggon is the investment cost of the wagon solution. Train operators often invest in entire trainsets and would need to replace their existing trainset, reducing train operators' incentives for an alternative intermodal transport solution such as Flexiwaggon as the cost is high.

This study proposes a framework of simulation tool suites for ports to evaluate their response to disaster crisis and port security policies. The focus is containerized cargos that are imported through ports in the U.S. with final destinations also in the U.S. A crisis, such as a man-made or natural disaster, may cause a delay at the seaport. The down time of ports may result in severe economic losses. Thus, when a seaport cannot normally operate, it is important to minimize the impact caused by the disrupted freight flow. Port security policies also have a significant impact on the port operation efficiency. This model developed in this study evaluates the performance of re-routing strategies under different crisis scenarios and can help the user to find an effective re-routing decision and analyze security policies of a port. This model also analyzes security policies of the simulation port.

Research has shown that by 7-months of age infants demonstrate recognition of emotion by successfully matching faces and voices based on affect in an intermodal matching procedure. It is often assumed that once an ability is present the development of that ability has "ceased." Therefore, no research has examined if and how the ability to match faces and voices based on affect develops after the first 7-months. This study examined how the ability to match faces and voices based on affect changes from 7- to 12-months. Looking at infant's proportion of total looking time (PTLT) results showed that, consistent with previous research, 7-month-old infants looked significantly longer at the affectively congruent facial expression. However, 12-month- olds showed no matching of faces and voices. Further analyses showed that 7-month-olds also increased their looking to facial expressions while being presented with the affectively congruent vocal expression. Once again, 12-month-olds failed to show significant matching. That 7-month- olds were able to demonstrate matching while 12-month-olds failed to do so is possibly a result of 12-month-olds attending to other information. More research is needed to better understand how infants' recognition of affect and overall perceptual abilities change as they develop.

Med en större befolkning som nu bor i urbaniserade områden, upplever fler städerpåfrestningar på sin logistik inom städer, eftersom transportvolymen har satt ett ökat tryck påsåväl lokala som globala miljöer.Som en lösning på dessa problem har många städer, både i Sverige och utomlands, börjatetablera industriområden dedikerade till logistik, som fungerar som nav för att stödjafraktföretag som arbetar med urban godsdistribution. Gävle kommun har förbundit sig attbygga ett nytt logistikcentrum och i denna avhandling ska man studera vilka teoretiskametoder städer kan använda när de etablerar logistikcentra och hur kommunens planer står sigi jämförelse med litteraturen.En teoretiskt referensram utformades för att identifiera hur effektiva logistikcentra ärorganiserade och vilka faktorer som förbättrar deras effektivitet. Gävle kommuns planerstuderades och jämfördes med det teoretiska ramverket via en SWOT-analys, och en modellbyggdes upp för att identifiera nyckelfaktorer för framgång vid etablering av logistikcenter.Resultaten visade att det finns 8 nyckelfaktorer som bidrar till framgången för hållbaralogistikcentra, vilka är lokalisering, grundläggande funktioner, intramodalitet, kapacitet,interaktion med intressenter och hänsyn till ekonomiska, sociala och miljömässiga perspektivinom hållbar utveckling.Studien visade att Gävle kommuns planer överensstämmer med bästa praxis ochimplementerar de viktigaste framgångsfaktorerna för hållbara logistikcentra, med godlokalisering och kapacitet, planer för implementering av basfunktioner och intermodalitetsamt att hänsyn till intressenternas intressen har tagits. Ekonomiska, sociala och miljömässigaperspektiv beaktas. Studien identifierade också flera riskfaktorer inom planerna, såsom denoklara tidsplanen för etablering, motstånd från vissa grupper av intressenter och bristen pågodkännande och finansiering för omlokaliseringen av godsbangården. Studiens teoretiskabidrag är skapandet av en modell som visar viktiga framgångsfaktorer för hållbaralogistikcentra, som kan användas som ett praktiskt verktyg för utveckling av nya hållbaralogistikcentra.

No / Observers were given brief presentations of pairs of simultaneous stimuli consisting of a visual and a spoken letter. In the visual focused-attention condition, only the visual letter should be reported; in the auditory focused-attention condition, only the spoken letter should be reported; in the divided-attention condition, both letters, as well as their respective modalities, should be reported (forced choice). The proportions of correct reports were nearly the same in the three conditions (no significant divided-attention decrement), and in the divided-attention condition, the probability that the visual letter was correctly reported was independent of whether the auditory letter Was correctly reported. However, with a probability much higher than chance, the observers reportedihearing the visual stimulus letter or seeing the spoken stimulus letter (modality confusions). The strength of the effect was nearly the same with focused as with divided attention. We also discovered a crossmodal congruity effect: Performance was better when the two letters in a stimulus pair were the same than when they differed in type.

A well-functioning transport system that can ensure efficient distribution is an important part of a mass-producing company. This is also the case for Holmen Paper Braviken, a paper mill with a widespread market base. Both today and historically, a large market share has been found in Europe, where a large proportion of the paper produced has been transported by truck and boat. In recent times, the demand for container transports has become higher as a result of sales in increasingly widespread markets. It is a trend that is forecasted to continue and to ensure that increased volumes henceforth still can be transported, Holmen Paper Braviken's current container transport solution has become interesting to investigate. In this study, the current process for container transports is examined as an outset and basis for identifying a possible solution that in the long term can facilitate a suitable development. It is clear that the current process for container transport is standardized with few adaptable possibilities but is well-functioning under the present conditions. However, hard endeavors are needed in specific periods due to high variations in volumes, which suggests a need to be flexible in adjustments. Furthermore, a container warehouse was identified as a possible development for the existing process. A container warehouse can lead to higher flexibility in transport activities by enabling the possibility to allocate and plan transports and resources to a greater extent. Since loading of containers is made possible when the undertakings are low, which can ease coming periods where there is a spike in demand. Therefore, loading operations can be spread out better over time and resources can more easily be redistributed based on the existing conditions of demand.   However, the introduction of a container warehouse is currently not seen as a feasible change since it involves significant investments and risks. If, on the other hand, the development on the market continues according to the current pattern, said investment will become a more and more reasonable solution. Since increasingly higher demands will be placed on flexible container transports, which would warrant a container warehouse to a higher degree. / Ett välfungerande transportsystem som kan säkerställa en effektiv distribution är en viktig del i ett massproducerande företag. Så är även fallet för Holmen Paper Braviken, ett pappersbruk med en spridd marknadsbas. Både idag och historiskt har en stor marknadsandel befunnit sig inom Europa där en stor andel av det producerade pappret transporterats med lastbil och båt. Under senare tid har dock efterfrågan på containertransporter blivit högre till följd av försäljning på allt mer spridda marknader. Det är en trend som prognostiserats fortsätta och för att säkerställa att ökande volymer fortsatt kan hanteras har Holmen Paper Bravikens nuvarande transportlösning för container blivit intressant att undersöka. Som utgångsläge i den här studien undersöktes den nuvarande processen för containertransporter för att identifiera en eventuell lösning som på sikt kan underlätta för den aktuella händelseutvecklingen. Det framgår att nuvarande process för containertransporter är standardiserad och väl fungerande under dagens förutsättningar men med få anpassningsmöjligheter. I perioder förekommer det ansträngningar på nuvarande system, främst baserat på höga variationer i volymer, vilket ställer krav på en flexibel anpassningsförmåga. Vidare identifierades ett containerlager som en tänkbar utveckling till den befintliga processen. Ett containerlager kan leda till en högre flexibilitet i transportaktiviteter genom att fördela om resurser och i högre utsträckning möjliggöra långsiktig planering av transporter. Eftersom förlastning av containrar är möjligt vid låg beläggning kan man underlätta för kommande tidsperioder med hög beläggning. Det innebär att beläggningen kan jämnas ut och resurser kan i perioder enklare fördelas om efter givet tillstånd i beläggning. Införandet av ett containerlager ses i dagsläget däremot inte som en genomförbar förändring eftersom det innebär betydande investeringar och risker. Om utvecklingen på marknaden däremot fortsätter enligt nuvarande mönster kommer sagda investering bli mer och mer aktuell. Då kommer allt högre krav ställas på flexibla containertransporter där ett införande av ett containerlager skulle kunna bli berättigat.

Os desafios relacionados à mobilidade têm gerado diversas discussões entre todos os setores da sociedade e têm exercido influência determinante sobre o declínio da qualidade de vida das pessoas. No centro desta discussão está a dificuldade crescente em se acessar os serviços e as oportunidades presentes nas cidades em função das barreiras impostas pelos atuais padrões de mobilidade urbana. Partindo-se do entendimento de que a utilização do uso do modelo atual de mobilidade urbana é uma questão muito complexa, pois está enraizada na cultura em algumas sociedades, a pesquisa se utiliza de uma abordagem qualitativa por meio de um estudo multicasos (AB Volvo; Daimler AG; FIAT Chrysler Automobiles; PSA Peugeot Citroën S.A.; Renault S.A; Volkswagen Group AG) para avaliar como a indústria automotiva nacional se posiciona a partir de um processo de transição em que a mobilidade urbana vem enfrentando, no qual a sustentabilidade também é uma exigência da sociedade. E mais do que isso, o estudo busca avaliar se essa indústria de fato participa direta e ativamente dessa transição ou se posiciona de forma defensiva. O framework fornecido pela abordagem da Perspectiva Multi Nível ou MLP (do inglês MultiLevel Perspective) fornece uma teoria que conceitua padrões dinâmicos globais em transições sócio-técnicas por meio da combinação de conceitos como trajetórias, regimes e nichos e teoria institucional a partir do posicionamento de atores em contextos que se formam a partir de suas próprias ações. Ao apresentar o caso brasileiro e suas particularidades, a tese explora um contexto específico, de um dos principais fabricantes e mercados de consumo do mundo, mas que não conta com uma montadora de capital nacional. Ao focar as montadoras, a tese traz um recorte de um dos principais atores inseridos no processo de transição para a mobilidade urbana sustentável. / The mobility challenges have generated several discussions among all sectors of society and have exercised decisive influence on the decline in the quality of life. In the center of this discussion is the increasing difficulty in accessing services and opportunities in the cities due to the barriers imposed by current patterns of urban mobility. Starting from the understanding that the use of the current mobility model is a very complex issue, because it is rooted in the culture in some societies, the research uses a qualitative approach through a multicases study (AB Volvo, Daimler AG, Fiat Chrysler Automobiles, PSA Peugeot Citroën SA, Renault SA, Volkswagen Group AG) to evaluate how the national automotive industry is positioned from a transition process in which urban mobility is facing, in which sustainability is also a requirement of society. And more than that, the study aims to assess whether the fact that industry participate or directly and actively in this transition or it is positioned defensively. The framework provided by the approach of the MLP (MultiLevel Perspective) provides a theory that conceptualizes global dynamic patterns in socio-technical transitions through the combination of concepts like trajectories, schemes and niches and institutional theory from the positioning of actors in some contexts. Presenting the case of Brazil and its particularities, the thesis explores a specific context, an important manufacturer and consumer in the automotive industry, but that does not have a national automaker. By focusing on the automakers, the thesis brings a look of one of the most important actors inserted in the transition process to the sustainable urban mobility.

O Brasil tem como principal base econômica a exportação de commodities agrícolas e minerais. Esses produtos se caracterizam por possuírem grandes volumes de produção e baixo valor agregado. Diante desses fatos, as economias geradas ao longo da cadeia logística têm papel fundamental para o sucesso da comercialização destes produtos. Nesse contexto, este trabalho teve como objetivo encontrar as rotas de transportes mais econômicas para o escoamento da soja e minérios de ferro e manganês oriundos do estado do Mato Grosso do Sul com destino à exportação. Para tal foram identificados os pólos de geração destas cargas, assim como os modais de transportes existentes e futuros, terminais de transbordos e portos marítimos para exportação. Os métodos utilizados para esta análise foram a geração de cenários, modelos de custo de transporte para os modos rodoviário, ferroviário e fluvial; e sistema de informação geográfica. Os resultados obtidos neste trabalho indicam que opções de rotas com uso do modal hidroviário são as que possuem menores custos, com forte participação da hidrovia Paraguai-Paraná. Sugere-se para futuros trabalhos, a investigação da rede de transporte estudada com o uso de restrições de capacidade e também a inclusão dos custos portuários praticados nos portos marítimos de exportação. / Brazil has as the main economic base the exportation of agricultural and mineral commodities. These products are characterized by having a large quantity of production and low price. Given these facts, the saving generated along the supply chain are fundamental role in the marketing success of these products. In that context, this study aimed to find the most economic transport routes to the disposal of soybeans and iron ore and manganese from the state of Mato Grosso do Sul destined to exportation. For that were identified the places that generate as, and the transportation ways that exist up to now and the future ones, the terminals, transshipments and harbor for export. The methods used for this analysis were the generation of scenarios, models of cost of transport to the modes transport to road, rail and river, and geographic information system. The results obtained in this study indicate that options trades with the use of the waterway are those that have lower costs, with strong participation of the waterway Paraguay-Parana. It is suggested to future researches investigation of the transportation system studied the use of restrictions on capability and the inclusion of costs charged at seaports of exportation.

Este trabalho está relacionado coma implantação de adequados terminais intermodais para granéis sólidos nas margens das hidrovias, de modo a aumentar a participação do modal fluvial na matriz de transporte do país. Apresenta-se, inicialmente, um panorama da distribuição modal de transportes em que se enfatiza a deficiência dos terminais fluviais existentes como umfator responsável por esta distribuição. É estabelecido, então, como objetivo do trabalho o desenvolvimento do projeto de umterminal intermodal para a hidrovia Tietê-Paraná. O primeiro passo para o projeto é um estudo de demandas e de capacidade da via onde se define: o tipo de carga, quantidade de carga movimentada atualmente e a projeção de demanda, bem como a distribuição da movimentação ao longo do ano. E, emseguida, estima-se a capacidade de movimentação da via. Para desenvolver o projeto é feita uma compilação de diretrizes propostas para dimensionamento de terminais e de seus subsistemas (hidroviário, ferroviário, rodoviário, de armazenagem e de movimentação). Além disto, são analisados os critérios para avaliação do terminal. Antes de desenvolver o projeto, faz-se uma análise crítica dos terminais existentes na hidrovia, assinalando-se suas falhas. Para o dimensionamento do terminal são formuladas diversas configurações que envolvem combinações de diferentes taxas de movimentação e diferentes capacidades de armazenagem. Utilizando a técnica de simulação, com o emprego do software ARENA, obtém-se o desempenho destas configurações em termos de tempo de permanência para cada modal, que mede o nível de serviço oferecido pelo terminal. As alternativas geradas são, então, avaliadas em função do nível de serviço oferecido e do valor presente líquido do investimento, o que conduza escolha de melhor solução. / This thesis is related to the implementation of suitable intermodal terminals for solid bulk cargo with the purpose of increasing the inland waterway participation in the country transportation matrix . Firstly, it is presented a general view of the modal transportation distribution, mainly based on the highway modal, in which the deficiency of the existing inland terminals is stressed as a factor for this distribution. It is specified, therefore, as the purpose of this thesis, the development of the project of an intermodal terminal for the Tietê-Paraná waterway. As the first step of the study, it is performed an analysis of cargo demand as well as of the waterway capacity, in which it is defined: the type of cargo, the amount of cargo transported and its distribution along the year. It is also estimated the cargo demand for the future which remains below the waterway capacity. In order to prepare the project development, it is done a compilation of procedures recommended for multimodal terminals and their components (waterway, railway and highway ends, storage systems and cargo handling equipments). Besides, some criteria to evaluate the terminal performance are presented. A critical analysis of the waterway existing terminals is then presented and their drawbacks are pointed out. For the terminal project, some configurations, which involve combinations of different handling rates and storage capacities , are formulated. The performance evaluation of each option , in terms of vehicle stay time at the terminal, is done by probabilistic simulation technique, employing the commercial software ARENA. The generated options are then compared in terms of service level and net present value and the best configuration is then selected.

Este trabalho visa identificar, a partir de um levantamento de dados dos fluxos de cargas conteinerizadas e custos operacionais de transporte, os locais mais promissores para a instalação de futuros terminais intermodais de carga rodo-ferroviários, com auxílio de um Sistema de Informações Geográficas (TransCAD), objetivando a redução dos custos e otimização das operações logísticas envolvidas na rede de transportes do estado de São Paulo. Simulações são feitas para a instalação de até dez terminais intermodais rodo-ferroviários em pontos estratégicos do interior do Estado, considerando-se duas condições: a primeira com um terminal existente só em Santos e todos os pontos candidatos escolhidos pelo modelo de localização das p-medianas do TransCAD e, a segunda, considerando-se, além de Santos, os oito terminais intermodais já existentes no Estado. Apresenta-se uma análise dos custos de rede e os mapas temáticos de áreas de influência de cada uma das soluções obtidas pelo modelo. Os resultados são comparados com o trabalho de TONDO (1992). Conclui-se que as soluções encontradas através de um novo enfoque de modelagem do problema, são significativamente diferentes daqueles propostos por TONDO (1992). / Based on a data collection of containerized cargo flows and operational transport costs, this study has the objective of identifying promising points to install future road-rail intermodal container terminals, using a Geographic Information System (TransCAD) and the objective function of reducing costs and optimising logistic operations on the transport network of the state of São Paulo. Simulations are presented for the instalation of up to ten road-rail intermodal terminals at strategic locations in the interior of the State, considering two conditions: the first one, with only one terminal placed at the port of Santos and all the candidate points beeing chosen by the p-median location model of TransCAD, and the second one, considering Santos and the other eight existing intermodal terminals in the State. An analysis of the network costs and thematic maps of the influence areas of each solution are presented. The results are compared with the study by TONDO (1992). It is concluded that the solutions obtained by this new modeling focus of the problem, are considerably different from the ones obtained by TONDO (1992).