The reasons for choosing or promoting a certain way of transporting goods are dependent on a multitude of factors. Shippers will be interested in reliable logistics and low cost, while authorities are in general more concerned with relieving congestion and minimizing the environmental impact of transport in general. Historically, transport analysts have mainly focused on either economic or environmental aspects, but have hardly ever joined the two. This thesis aims to achieve an integrated approach to the assessment of transport, in this case focused on intermodal chains at a micro level. This means we focus on the performance of the entire intermodal logistic chain as a whole and not on the performance of each transport mode. During the three last years, we have participated in the European funded 6th framework project CREATING, where we have been the leader of the work package in charge of the assessment activities. To achieve this task, we developed an integrated assessment framework that can translate quantitative and qualitative values into a single performance indicator. This model is implemented in usable software, quite easily understandable by the users. The impacts considered in the integrated assessment framework are related to various performance areas: the economy, the environment, the logistics and the safety. The logistics and the safety are directly taken in charge by the software while the economy and the environment require the use of an underlying model developed by colleagues from Delft University, working in close relation with the model developed within this thesis: LODA stating for Logistic Optimization and Decision Aiding. The Delft model provides outputs related to the costs and the environmental impacts of transport chains based on technical aspects of transport means. These outputs are directly imported in LODA to perform the integrated evaluation. A list of indicators is elaborated for each performance domain. After a first aggregation step, the model provides four global indexes presenting the performance of transport projects related to the four above-mentioned fields. These four aggregations are realized by means of a multicriteria decision aiding method named PROMETHEE stating for Preference Ranking Organization Method for Enrichment and Evaluation and other aggregation methods such as a sum and an average. Then, a final indicator provides the global performance of transport projects by aggregating the indexes into one global score by using the PROMETHEE method. This single indicator makes possible to rank the scenarios on the basis of the aggregated performances. In addition, it is possible to test the robustness of the ranking on the basis of different weights. The assessment framework developed in this thesis is demonstrated by means of cases under evaluation in the CREATING project. The first case covers the transport of cargo from Germany to South-Eastern Europe by road and by intermodal scenarios featuring RORO (stating for Roll-on / Roll-off) waterborne transport along the Danube. This case highlights the major benefits of an intermodal transport compared to an all-road transport regarding the pollution, the reduction of accidents as well as the positive impacts on the costs and the logistics. iii The second case revolves around the transport of biomass on a lake in the Paijanne area in Finland. The woodchips are used as an important source of energy by a local power plant which plans to increase its activity in the coming years. The increase demand of biomass will generate a lot of traffic which can not be absorbed by the only road transport. So, regarding the lake system, the waterborne transport alternative could be an efficient solution to ensure the sustainable development of biomass transport in that area. The third case is dedicated to the study of conditioned banana transport (temperature controlled and kept under an atmosphere with reduced amounts of oxygen). The bananas arrive in Antwerp, from South America, by seagoing reefer ships and have to be transported to ripening houses in Strasbourg. This transport is currently realized by truck. The impacts of intermodal transport alternatives are studied and show that intermodal transport can perform better than an all-road transport. Finally, the integrated assessment framework is applied to the transport of chemicals over the inland waterways in the Netherlands. This transport is currently done by single hulled ships which need to be replaced by double hulled ships in the near future while the transport by road could take a slight shortcut. Once again, the model demonstrates the competitiveness of inland navigation. The above-mentioned cases highlight the possible application of our model in real conditions while possible further developments can be identified regarding the internalization of external transport impacts. On the basis of the case studies, it appears that intermodal transport represents a pertinent alternative to all-road transport allowing a better modal balancing.

In September 2008, a consignment of pirated batteries, which were marked with Panasonic’s trademark, were retained by Swedish Customs. Panasonic sent a warning letter to the freight forwarding company, Tavatur, demanding it to destroy the batteries through the simplified procedure in (EC) No 1383/2003. However, since Sweden has not implemented the simplified procedure, Tavatur was unable to destroy the batteries without a court order from Sweden. Panasonic therefore sued Tavatur, the legal dispute being what liability freight forwarders have for pirated goods. Due to technical developments within different modes of transport, freight forwarders’ role has changed over the last few decades, from simple duties where the freight forwarder held an intermediary position, to a more independent role in which they now have to be legally classified as either a carrier or an agent. Unfortunately, legal development within multimodal transport has failed to keep pace with the speed of technical development. Bills of Lading, for example, have historically been working as receipts, but due to modern packing techniques, they have lost the normal evidence function they once had. Although there are some international regulations concerning freight forwarding services, they do not extend beyond the countries in which such conditions are used. When a dispute occurs between transport operators, which follow different regulations, the liability of the freight forwarders is unclear. Therefore, freight forwarders are in the need of harmonised legislation, especially concerning their liability for trademark infringements. Nonetheless, there are ways in which freight forwarder can avoid these disputes with right-holders, namely; by protecting themselves with legal cost insurance and via establish their liability through the use of contracts. However, Sweden and other Member States, which have not implemented the simplified procedure, should reconsider an implementation of it.

Abstract Purpose: is to identify the challenges of multimodal transport service of ESLSE in the Europe trade routes operation from origin up to destination and to analyze the contribution of network partners to ESLSE solving these challenges.   Design\Data collection\Approach: This thesis relied on qualitative research design in order to identify the key challenges of multimodal transport services and to show how the network partners contribute to solving these challenges. Moreover, to achieve the objective of the study, semi structure interviews were used, and the responses from 14 experts were analyzed.   Theoretical framework: The theoretical base and concepts are used to determine the theoretical boundaries of the research. It provides an overview of the literature that exists in the challenges of multimodal transport services. The theoretical framework firstly encompassed the logistics performance and personnel, followed by the description of multimodal transport services, customs facilitation, ICT, infrastructure, network partner integration and port administration. Lastly, theoretical synthesis is developed that are identified from the theory to demonstrate the interrelationship between individual concepts.   Findings: The findings of this study revealed that multimodal transport service was impacted by a number of challenges even if the network partners contributed some solutions. The results of the study showed that the lack of skilled logistics personnel; poor ICT system; lack of integration between network partners; lack of effective infrastructure; inadequate and ineffective capacity of trucks; material theft; corruption; security risk; lack of prompt response in the operation between network partners; monopoly of the operation by ESLSE; and lack of quality of transported cargo are the main challenges for multimodal transport services. Managerial implication: For managers of network partners, it is recommended that they should be aware that the challenge of multimodal transport service is the result of poor ICT systems; lack of integration between network partners; lack of effective infrastructure; lack of skilled logistic personnel; inadequate and ineffective capacity of trucks; material theft; corruption; security risk; lack of quality of transported cargo; and lack of prompt response in the operation between the network partners Hence, they should take action to solve the problems by integrating with shipping agents and steering committees such as customers office, transport minister, and maritime authority. Moreover, the shipping agents managers can use the results of the study to enhance their contribution in order to solve the challenges of multimodal transport services by communicating with the ESLSE.   Limitations: The small sample size without adequately diverse geographical spread and sample of shipping agents and dry ports since the study is only limited to Europe trade routes and it did not take in to consideration other continents like Africa and Asia which could have given additional information on the topic. The sample of shipping agent and dry ports was limited with 3 out of 11 and 3 out of 7 respectively.   Originality\Value: This thesis is one of the first to analyze the challenges of multimodal transport in the case of Ethiopia to Europe trade operation by interviewing both the ESLSE and shipping agents.

My project seeks to produce a building type that addresses the undeniable need of the Town of Orange, Massachusetts to be revitalized as a town and community. While Orange has a great deal of potential, it is for all intents and purposes a dying hill town, in need of being reconnected to the larger world, and indeed itself. As I discovered through my research and participation with the Sustainable Design Assessment Team of the AIA, Urban revitalization is a complex issue. It is through these SDAT sponsored community charretts that I have gleaned the basic information needed to program a design. The chief aim of this project is then to produce what the people want – simply, an enhanced quality of life for the community and its visitors. This project attempts to satisfy this need by activating heretofore neglected and overlooked space in the heart of the town as a new town node. It is also my goal to establish a re-branding of the town with a contemporary image, asserting and producing convenience, sustainability, enhanced mobility, economic expansion, health and leisure, and community social connections. The project is not intended to merely stand on its own legs, so to speak. Rather, it aspires to mesh-together with preexisting conditions, enhancing nearby commerce, while simultaneously providing connection to both nearby neighborhoods and communities, and far away destinations such as Boston, New York and Canada.

O presente estudo aborda o o contrato de transporte multimodal, nacional e internacional, de mercadorias inicialmente no direito comparado e, posteriormente, sob a análise econômica do direito. Na primeira parte, com relação à abordagem comparada, será analisado primeiro o contrato nacional de transporte multimodal de mercadorias sob a perspectiva do direito Brasileiro, sua natureza jurídica e pressupostos do contrato de transporte multimodal de mercadorias, bem como o quadro legislativo, com atenção ao equívoco do Código Civil e o acerto da Legislação Específica. Ainda com relação à abordagem comparada, serão analisadas as dificuldades decorrentes da regulação do transporte multimodal de mercadorias no direito Internacional, primeiramente pelo Cenário Internacional e as dificuldades na Determinação da Lei Aplicável ao Contrato e, então, uma avaliação de cada uma das convenções unimodais possivelmente aplicáveis. Na segunda parte, sob a análise econômica do direito, será avaliada, primeiro, uma mudança de paradigma diante da análise econômica do contrato de transporte multimodal de mercadorias e a transição de uma visão individualista de contrato a caminho de uma transformação. Então, será abordado o surgimento de um ambiente contratual cooperativo pela aplicação da Teoria do Equilíbrio de Nash. Ao final, será demonstrada a superioridade do contrato de transporte multimodal de mercadorias sob a ótica da eficiência, ante o pouco alcance prático dos Contratos de Transporte Unimodais. / This paper discusses the multimodal contract, both national and international, for the transport of goods initially in comparative law and later under the economic analysis of law . In the first part of this paper, regarding the comparative approach, will first be analyzed the national contract for the multimodal transport of goods, from the perspective of Brazilian law. It will be analyzed the legal nature and conceptual characteristics of the multimodal freight transport contract and the legislative framework, with attention to the misconception of the Brazilian Civil Code and the success of Specific Legislation . Also regarding the comparative approach, it shall be analyzed the difficulties arising from the regulation of multimodal transport of goods in international law, first by the International Scenario and the difficulties in the determination of the law applicable to the contract and then a review of each of the unimodal conventions possibly applicable. In the second part of this work, under the economic analysis of law, it will be assessed, first, a paradigm shift on the economic analysis of multimodal freight transport contract and the transition from an individualistic approach. Then, it shall be addressed the emergence of a cooperative contractual environment through the application of the Nash Equilibrium Theory. In the end, it will be demonstrated the superiority of the multimodal transport of goods contract from the perspective of efficiency, compared to the little practical scope of unimodal transport of goods contracts.

O presente estudo aborda o o contrato de transporte multimodal, nacional e internacional, de mercadorias inicialmente no direito comparado e, posteriormente, sob a análise econômica do direito. Na primeira parte, com relação à abordagem comparada, será analisado primeiro o contrato nacional de transporte multimodal de mercadorias sob a perspectiva do direito Brasileiro, sua natureza jurídica e pressupostos do contrato de transporte multimodal de mercadorias, bem como o quadro legislativo, com atenção ao equívoco do Código Civil e o acerto da Legislação Específica. Ainda com relação à abordagem comparada, serão analisadas as dificuldades decorrentes da regulação do transporte multimodal de mercadorias no direito Internacional, primeiramente pelo Cenário Internacional e as dificuldades na Determinação da Lei Aplicável ao Contrato e, então, uma avaliação de cada uma das convenções unimodais possivelmente aplicáveis. Na segunda parte, sob a análise econômica do direito, será avaliada, primeiro, uma mudança de paradigma diante da análise econômica do contrato de transporte multimodal de mercadorias e a transição de uma visão individualista de contrato a caminho de uma transformação. Então, será abordado o surgimento de um ambiente contratual cooperativo pela aplicação da Teoria do Equilíbrio de Nash. Ao final, será demonstrada a superioridade do contrato de transporte multimodal de mercadorias sob a ótica da eficiência, ante o pouco alcance prático dos Contratos de Transporte Unimodais. / This paper discusses the multimodal contract, both national and international, for the transport of goods initially in comparative law and later under the economic analysis of law . In the first part of this paper, regarding the comparative approach, will first be analyzed the national contract for the multimodal transport of goods, from the perspective of Brazilian law. It will be analyzed the legal nature and conceptual characteristics of the multimodal freight transport contract and the legislative framework, with attention to the misconception of the Brazilian Civil Code and the success of Specific Legislation . Also regarding the comparative approach, it shall be analyzed the difficulties arising from the regulation of multimodal transport of goods in international law, first by the International Scenario and the difficulties in the determination of the law applicable to the contract and then a review of each of the unimodal conventions possibly applicable. In the second part of this work, under the economic analysis of law, it will be assessed, first, a paradigm shift on the economic analysis of multimodal freight transport contract and the transition from an individualistic approach. Then, it shall be addressed the emergence of a cooperative contractual environment through the application of the Nash Equilibrium Theory. In the end, it will be demonstrated the superiority of the multimodal transport of goods contract from the perspective of efficiency, compared to the little practical scope of unimodal transport of goods contracts.

O presente estudo aborda o o contrato de transporte multimodal, nacional e internacional, de mercadorias inicialmente no direito comparado e, posteriormente, sob a análise econômica do direito. Na primeira parte, com relação à abordagem comparada, será analisado primeiro o contrato nacional de transporte multimodal de mercadorias sob a perspectiva do direito Brasileiro, sua natureza jurídica e pressupostos do contrato de transporte multimodal de mercadorias, bem como o quadro legislativo, com atenção ao equívoco do Código Civil e o acerto da Legislação Específica. Ainda com relação à abordagem comparada, serão analisadas as dificuldades decorrentes da regulação do transporte multimodal de mercadorias no direito Internacional, primeiramente pelo Cenário Internacional e as dificuldades na Determinação da Lei Aplicável ao Contrato e, então, uma avaliação de cada uma das convenções unimodais possivelmente aplicáveis. Na segunda parte, sob a análise econômica do direito, será avaliada, primeiro, uma mudança de paradigma diante da análise econômica do contrato de transporte multimodal de mercadorias e a transição de uma visão individualista de contrato a caminho de uma transformação. Então, será abordado o surgimento de um ambiente contratual cooperativo pela aplicação da Teoria do Equilíbrio de Nash. Ao final, será demonstrada a superioridade do contrato de transporte multimodal de mercadorias sob a ótica da eficiência, ante o pouco alcance prático dos Contratos de Transporte Unimodais. / This paper discusses the multimodal contract, both national and international, for the transport of goods initially in comparative law and later under the economic analysis of law . In the first part of this paper, regarding the comparative approach, will first be analyzed the national contract for the multimodal transport of goods, from the perspective of Brazilian law. It will be analyzed the legal nature and conceptual characteristics of the multimodal freight transport contract and the legislative framework, with attention to the misconception of the Brazilian Civil Code and the success of Specific Legislation . Also regarding the comparative approach, it shall be analyzed the difficulties arising from the regulation of multimodal transport of goods in international law, first by the International Scenario and the difficulties in the determination of the law applicable to the contract and then a review of each of the unimodal conventions possibly applicable. In the second part of this work, under the economic analysis of law, it will be assessed, first, a paradigm shift on the economic analysis of multimodal freight transport contract and the transition from an individualistic approach. Then, it shall be addressed the emergence of a cooperative contractual environment through the application of the Nash Equilibrium Theory. In the end, it will be demonstrated the superiority of the multimodal transport of goods contract from the perspective of efficiency, compared to the little practical scope of unimodal transport of goods contracts.

Thesis (MScEng)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: The importance of transport should not be underestimated. Transport progresses a person’s quality of life: it connects people to one another and provides access to work, services and recreational opportunities. However, post-apartheid South Africa is unfortunately still faced with a legacy of segregation. While the less-privileged, who mostly live at the fringe of Central Business Districts (CBDs), are captive users of public transport, the private vehicle trend, under the privileged, is becoming more evident. This research project thus proposes that a balanced and integrated sustainable transport system be promoted. That is, one that will aid South Africa in growing and improving its general socio-economical status by providing all its citizens with (equal) access to a balanced transport network. It is believed that, if a multimodal system is promoted, the deficiencies of the current heterogeneous non-integrated systems may be overcome. Therefore, if South Africa’s transport network is augmented with a multimodal platform, the nation will be able to move its citizens effectively and efficiently, without jeopardising the economy, social matters and the environment, today and in the future. Moreover, South Africa will also have the necessary stimulus to utilise the already available resources at its disposal by working together as ‘one’. This research project thus stipulates a (generic) sequential approach needed in achieving an integrated (sustainable) public transport system. The goal of this research project is to create awareness of the benefits that may arise from, and the implementation steps required in obtaining, such a multimodal platform. The focus area for researching the proposition made herein is the City of Cape Town’s (CoCT’s) land transport networks. The City has a management facility, with resultant transport data repository, known as the Transport Management Centre (TMC). This TMC is regarded as one of the finest state of the art facilities in the world and the features thereof offer a sufficient base and point of departure for the promotion of a multimodal transport system. By conducting research in this field, the following portraying aspects, needed for the realisation of the proposition made herein, were found. Firstly, in order to obtain an integrated sustainable transport system, the appropriate Intelligent Transport Systems (ITS) need to be integrated. It is believed that, if an intelligent transport scheme, grounded on ITS applications, is advocated, the City will be in the position to more effectively monitor what is going on, to more accurately predict what might happen in the future, and to manage its transport system proactively on an area-wide basis. Secondly, in order to meet the integration requirements imposed by multimodal transport, a centralised database needs to be created. With such a database in place, information sharing across all modes of private- and public land transport, and thus also between the investors or the operators, will be possible. An example of such a database was developed in Microsoft Access and the modes considered therein are: MyCiti, Metrorail and Golden Arrow Bus Service (GABS). The data stored in this database is historic, but the incorporation of real time information was also catered for. Thirdly, it is believed that the success of the City’s transport system, and the development of a multimodal system, is dependent on the provision of an efficient Advanced Traveller Information System (ATIS). The idea is to promote multimodal transport as a convenient transit option by providing travellers with information on journey planning that aims to counteract their reluctance to change. In order to develop such a multimodal Journey Planner (JP), the unimodal networks considered herein were combined into a supernetwork on which Dijkstra’s Shortest Path Algorithm was applied. This algorithm was programmed in Microsoft Excel’s Visual Basic for Applications (VBA) and it incorporates the following user criteria: the origin, the destination, the user’s mode preference, and the user’s optimisation preference of either time or distance. In conclusion, it can be argued that, with information becoming such a vital commodity in everyday life, the catering for informed travellers are the key to successful future transport services. If travellers are informed about the transport networks’ performance, a positive attitude is fostered. Moreover, by providing travellers with information on journey planning, their feelings of uncertainty and fear of the unknown, that are present in (especially) public transport services, may be neutralised. This information will give the public carte blanche to make decisions that give them the perception of having more ‘control over their lives’. Therefore, if a multimodal JP that can be accessed from one portal is created, people’s inclination to acquire more information will be met. And as a result, traversing in an integrated manner may become the norm. / AFRIKAANSE OPSOMMING: Die belangrikheid van vervoer mag nie onderskat word nie. Vervoer speel ’n belangrike rol in die bevordering van ’n persoon se lewenskwaliteit: dit verbind mense met mekaar en verskaf toegang tot die werksplek, diensteverskaffers, en vryetydsbesteding. Post-apartheid Suid-Afrika is egter nog steeds vasgevang in ’n nalatenskap van rasseskeiding. Die minderbevoorregtes, wat meestal aan die buitewyke van die stad woon, is geforseerde gebruikers van openbare vervoer, terwyl die neiging (onder die bevoorregtes) om privaatvoertuie te gebruik, aan die toeneem is. Hierdie navorsingsprojek beveel dus aan dat ’n gebalanseerde, geïntegreerde en volhoubare vervoerstelsel bevorder moet word. ’n Sodanige stelsel sal help om die sosio-ekonomiese status van Suid-Afrika te bevorder. Dít kan net bereik word as alle landsburgers gelyke toegang tot ’n gebalanseeerde vervoernetwerk het. As ’n multimode-stelsel dus bevorder word, kan die tekortkominge van die huidige heterogene, nie-geïntegreerde stelsels oorkom word. Indien Suid-Afrika se vervoernetwerk ’n multimodale platform het, kan die landsburgers effektief en doeltreffend vervoer word sonder om die ekonomie, sosiale aangeleenthede of omgewing, tans en in die toekoms, in gedrang in te bring. Suid-Afrika sal boonop, met so ’n platform in plek, ook die nodige stimulus hê om die bestaande hulpbronne optimaal te gebruik. Hierdie navorsingsprojek verskaf ’n (generiese) in-volgorde-benadering om ’n volhoubare, geïntegreerde openbare vervoerstelsel daar te stel. Die doel is om bewustheid van die voordele wat uit ’n multimodale platform spruit, sowel as die nodige stappe vir die uitvoering daarvan, te kweek. Die fokusarea van die navorsing is die Stad van Kaapstad se land-vervoernetwerke. Die Stad het ’n beheerfasiliteit waar vervoerdata versamel word. Dit staan bekend as die vervoer-beheersentrum (TMC: Transport Management Centre). Hierdie fasiliteit word as toonaangewend in die wêreld beskou. Die kenmerkende eienskappe van hierdie fasiliteit bied verder ook ’n goeie vertrekpunt vir die bevordering van ’n multimodale stelsel. Die navorsing in hierdie veld het die volgende bydraende faktore, wat benodig word om die voorstelling te realiseer, geïdentifiseer. In die eerste plek moet die intelligente vervoerstelsels (ITS: Intelligent Transport Systems) geïntegreer word om ’n geïntegreerde volhoubare vervoerstelsel daar te stel. Indien ’n intelligente vervoerskema, gebaseer op tegnologiese inisiatiewe, aangemoedig word, sal die Stad van Kaapstad in die posisie wees om sy vervoerstelsel pro-aktief te bestuur deur meer effektief te monitor wat aangaan en meer akkuraat te voorspel wat in die toekoms mag gebeur. Tweedens moet daar ’n gesentraliseerde databasis geskep word. Met hierdie databasis sal die nodige integrasievereistes vir ’n multimodale vervoerstelsel, bereik word. Inligting kan dan gedeel word tussen privaat- en openbare landvervoer, asook tussen die beleggers en die operateurs van die verskillende vervoermodusse. ’n Voorbeeld van so ’n databasis is in Microsoft Access geskep en die modusse wat deel daarvan uitmaak, is: MyCiti, Metrorail en Golden Arrow Bus Services (GABS). Die data wat hierin vervat is, is histories, maar daar is vir intydse inligting voorsiening gemaak. In die derde plek is die sukses van die Stad van Kaapstad se vervoerstelsel en die ontwikkeling van ’n multimodale stelsel afhanklik van die daarstelling van ’n effektiewe, gevorderde inligtingsstelsel vir pendelaars (ATIS: Advanced Traveller Information Systems). Die idee is om ’n multimodale vervoerstelsel as ’n gerieflike opsie onder pendelaars te bevorder. Dit kan bereik word deur inligting rakende reisbeplanning aan pendelaars daar te stel. Met die verkryging van sodanige kennis sal die pendelaar se weerstand teen verandering ook afneem. Om so ’n multimodale reisbeplanner (JP: Journey Planner) te ontwikkel, is die eenmodaal-netwerke gekombineer om ’n supernetwerk te skep. Dijkstra se algoritme is op die supernetwerk toegepas. Die algoritme is in Microsoft Excel se VBA (Visual Basic for Applications) geprogrammeer en dit bevat die volgende gebruikerskriteria, nl. die begin- en eindpunt, die gebruiker se modes-voorkeur en die gebruiker se gekose optimeringsvoorkeur van tyd of afstand. Ten slotte kan gesê word dat inligting ’n groot rol in die mens se daaglikse lewe en aktiwiteite speel. Daar kan dus geredeneer word dat die sleutel tot suksesvolle vervoerdienste daarin lê om vir ingeligte pendelaars voorsiening te maak. As pendelaars ingelig is oor die stand van die vervoernetwerk maak dit hul houding meer positief. Verder, as pendelaars ook inligting oor reisbeplanning het, kan dit hul gevoel van onsekerheid en vrees jeens (veral) openbare vervoer teenwerk. Met al hierdie inligting tot sy beskikking kan ’n persoon dus sy eie keuses maak en dit lei daartoe dat die persoon meer in beheer voel. As ’n multimodale JP geskep word, voed dit die mens se begeerte vir meer inligting. En met ’n sodanige JP in plek, kan geïntegreerde pendel moontlik die norm word.

[pt] Esta dissertação propõe um modelo de gestão da cadeia de transporte multimodal. O modelo de gestão oferece uma solução para a coordenação e integração da cadeia de transporte, sendo aplicado no estudo de caso referente à empresa Transportes ABC. A empresa em questão estuda a possibilidade de atuar como Operador de Transporte Multimodal - OTM em uma operação visando o escoamento de etanol. O modelo proposto foi construído a partir dos fatores críticos de sucesso. Os fatores foram identificados a partir das características extraídas dos trabalhos sobre transporte multimodal, logística integrada e gestão da cadeia de suprimentos e dos eventos de risco que foram baseados nos mesmos trabalhos e no estudo de caso. É possível observar na estratégia de gestão de risco o foco no desempenho de forma a minimizar os riscos recorrentes da operação contribuindo para reduzir também os riscos de ruptura da operação. Alguns fatores críticos de sucesso devem ser atendidos diretamente pelo OTM, enquanto que outros devem ser atendidos pelos elos operacionais, com a devida coordenação do OTM. Na aplicação do modelo ao estudo de caso, foi confirmada a necessidade de coordenação e integração de toda cadeia pelo OTM no tocante ao caso estudado. Algumas lacunas foram identificadas no sentido sobre o que a empresa visualiza como operações integradas de transporte e como efetivamente deve atuar como OTM na cadeia de transporte multimodal. / [en] This thesis proposes a management model of multimodal transport chain. The management model offers a solution to the coordination and integration of the transport chain, being applied in the case study regarding the fictitious company Transportes ABC. The company in question studies the possibility of acting as Multimodal Transport Operator - OTM in an operation aiming the flow of ethanol. The proposed model was constructed based on the critical success factors. The factors were identified from the extracted features of the work on multimodal transport, integrated logistics and supply chain management and risk events that were based on the same work, and in the case study. It is possible to observe in the risk management strategy the focus on performance in order to minimize risks of recurring operation also contribute to reduce the risk of rupture of the operation. Some critical success factors must be met directly by OTM, while others must be met by operational links with the due coordination of the OTM. In applying the model to the case study, it was confirmed the need for coordination and integration of the entire chain by OTM regarding the case studied. Some gaps were identified in the sense of what the company sees as integrated transport operations and how to effectively must act as OTM in the multimodal transport chain.

Les ports maritimes se confrontent à des exigences rigoureuses imposées par l'évolution de la taille de la flotte mondiale des porte-conteneurs et des zones de stockage qui arrivent à des niveaux de saturation élevés. Pour répondre à ces défis, plusieurs ports ont décidé de créer des terminaux multimodaux qui jouent le rôle de méga-hubs pour les terminaux maritimes, en vue de libérer les zones de stockage de ces terminaux, de développer la part du transport massifié de conteneurs et de réduire les émissions des gaz à effet de serre en utilisant des modes alternatifs à la route. Néanmoins, la gestion de ces nouveaux schémas logistiques est laborieuse. Cela s’explique par plusieurs facteurs, entre autres, la nature dynamique et distribuée de ces systèmes, la diversité des opérations et le manque des informations nécessaires au contrôle de flux. La finalité de cette thèse est de développer des approches capables de répondre aux besoins des opérateurs portuaires dans un terminal multimodal, avec prise en compte des différentes sources d’incertitudes. Deux problèmes d'optimisation sont principalement considérés dans cette thèse, à savoir : l'optimisation de tournées de navettes ferroviaires (The Rail Shuttle Routing Problem) et l'ordonnancement de grues de quai (The Quay Crane Scheduling Problem). En vue d'aborder la complexité et l’aspect incertain de ces problèmes, nous proposerons des modélisations mathématiques, ainsi que des approches de résolution basées sur l’optimisation par colonies de fourmis, l’optimisation robuste et le couplage Simulation-Optimisation. Les différents tests numériques effectués ont prouvé l’efficacité des algorithmes proposés et leur robustesse. / Today, seaports face increasingly stringent requirements imposed by the considerable growth of goods transited by sea. Indeed, the organization of the port sector has evolved rapidly and has caused several negative impacts, including pollution and congestion of terminals, which constitute today the major concerns of port operators. To address those challenges, several ports have decided to build multimodal terminals that act as mega-hubs for maritime terminals, in order to free the storage areas on the maritime terminals, to promote the use of consolidated container modes of transfer and to reduce greenhouse gas emissions by using alternative modes to the road. Nevertheless, the management of these new logistic systems is laborious. This is due to several factors, including the dynamic and distributed nature of these systems, the variety of operations, and the lack of information needed to control flow. The aim of this thesis is to develop approaches capable of meeting the needs of port operators in a multimodal terminal, taking into account the different sources of uncertainty. Two optimization problems are mainly considered in this thesis, namely : the Rail Shuttle Routing Problem(RSRP) and the Quay Crane Scheduling Problem(QCSP). To address the complexity and uncertainties of these problems, we propose new mathematical models, as well as some heuristics approaches based on ant colony optimization, robust optimization and Simulation-Optimization. The various numerical tests carried out proved the effectiveness and the robustness of the proposed algorithms.