The subject of the thesis is the analysis of the intermodal connection between Czech Republic and the seaports. The importance of this connection for the Czech Republic as for an open economy with a large volume of international trade is undervalued. The connection between Czech Republic and the ports is mainly provided by the container combined transport road -- rail. It is necessary to pay attention to the development of this field as it has a potential to be the most effective way of transport considering both economical and environmental criteria. The aim of the thesis is to survey the issue of intermodal connection with the ports, to evaluate the current status and future development options, including the barriers to this development. The result of the thesis is an analyzed current situation: the ports to which Czech Republic is connected have been determined as well as the modes of transport and the key players on the Czech market that provide the shipping services to the ports. A significant part of attention is paid to METRANS, a.s. which is the leading provider of intermodal transport services between Czech republic and the ports. A major problem associated with the development of combined transport is the harmonization of the conditions between road and rail transport. There is one chapter of the thesis which is devoted to this issue. Thanks to the information obtained from companies operating in the intermodal transport business, it was possible to calculate the costs related to the transport of the consignment by road and rail route, to highlight the problems in the daily operation of combined transport, to identify the weaknesses that may hinder the development of the METRANS or to bring other real outcomes.

Made available in DSpace on 2016-04-26T20:29:41Z (GMT). No. of bitstreams: 1 Cristiana Maria Melhado Araujo Lima.pdf: 1305684 bytes, checksum: 4d0cc6e0d3a33dafcd96ed54180f94cf (MD5) Previous issue date: 2009-10-16 / The port sector, as well as other sectors of infrastructure, has suffered significant alterations in its regulation in recent years. Since 1993, with the edition of the Law nº 8.630, known as the Law of Modernization of the Ports, which profoundly modified the legal regime of installment of the services, several government measures has been edited bringing modifications to the norms of regency of the activity. So it was with edition of the Law nº 10.233/2001, that it established principles and general lines of direction for management and operation of the infrastructure of transports, created the National Agency of Waterway Transports (ANTAQ) and tacitly revoked some provisions of the Law nº 8.630/1993; and, later, with the Law nº 11.518/2007, that created the Special Secretariat of Ports (SEP), instituted as plus an instance of regulation of the sector. Recently, the Decree nº 6.620/2008 traced the politics and lines of direction for the development and the promotion of the sector, rising again new debates of the legal regime of the public ports and privative terminals of mixing use, and, in consequence, causing the emergence of new proposals, by the ANTAQ, which now are in phase of public consultation / O setor portuário, assim como os demais setores de infraestrutura, tem sofrido significativas alterações em sua regulação nos últimos anos. Desde 1993, com a edição da Lei nº 8.630, denominada Lei de Modernização dos Portos, que alterou profundamente o regime jurídico de prestação dos serviços, têm sido editadas várias medidas governamentais trazendo modificações à normatização de regência da atividade. Assim foi com edição da Lei nº 10.233/2001, que estabeleceu princípios e diretrizes gerais para gerenciamento e operação da infraestrutura de transportes, criou a Agência Nacional de Transportes Aquaviários (ANTAQ) e revogou tacitamente algumas disposições da Lei nº 8.630/1993; e, posteriormente, com a Lei nº 11.518/2007, que criou a Secretaria Especial dos Portos (SEP), instituída como mais uma instância de regulação do setor. Recentemente, o Decreto nº 6.620/2008 traçou as políticas e diretrizes para o desenvolvimento e o fomento do setor, reascendendo novos debates a propósito do regime jurídico dos portos públicos e terminais privativos de uso misto, e, via de consequência, acarretando o surgimento de novas propostas, pela ANTAQ, que ora se encontram em fase de consulta pública

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L'espace portuaire industriel et logistique français est largement héritier de la période des Trente Glorieuses. Celle-ci a vu naître les zones industrialo-portuaires, initiées, gérées, exploitées par l'État au travers d'établissements dédiés, les ports autonomes. Ce système est déstabilisé par la globalisation de l'industrie maritime et la libéralisation du secteur portuaire, entamées dans les années 1980. Ces deux tendances participent à la diffusion à l'échelle mondiale du modèle de gestion dit landlord port, selon lequel l'exploitation portuaire est confiée à des opérateurs privés. Les entités publiques gestionnaires de ports (ou autorités portuaires) voient quant à elles leur champ d'action recentré autour de l'aménagement et de la gestion de leur domaine. En France, la réforme portuaire de 2008 sanctionne cette transition; les grands ports maritimes se substituent aux ports autonomes. Cette thèse appréhende les effets de ces mutations sur la production et la gestion de l'espace portuaire, saisies à partir des pratiques des autorités portuaires des grands ports français. Tout en restant placées sous le contrôle de l'État, celles-ci voient leur autonomie et leurs compétences s'élargir. Il en découle un déploiement spatial et une diversification de leurs interventions, traditionnellement centrées sur la construction et l’entretien des infrastructures portuaires. La trajectoire de l'aménagement portuaire fait écho à celle d'autres espaces infrastructurels (ferroviaires, aéroportuaires). Elle met en lumière les continuités et les ruptures qui marquent l'action de l'État au cours des dernières décennies dans l'aménagement du territoire. / Legacies from the Glorious Thirty still contribute to shape French industrial and logistic port spaces to a large extent, from morphological, economic and institutional point of views. During this period, maritime industrial development areas have been created. There were managed and operated by the state, through dedicated public bodies named ports autonomes. The globalization of the maritime industry and the liberalization of the port sector which started during the 1980s have unsettled this system. These two tendencies have led to the adoption of the "landlord port" management model by main ports worldwide. In this model, port operation is conducted by private enterprises while public port management entities (or port authorities) focus on planning, developing and managing land in the port area. In France, this transition occurred with the port reform of 2008, through which ports autonomes became grands ports maritimes. This PhD research aims at understanding the effects of these changes on port land planning, development and management, through the analysis of the practices of the port authorities of French main seaports. The latter are still under the control of the state, but their autonomy and their competencies have been enlarged. While they traditionally focus on the construction and the maintaining of port infrastructures, their interventions tend to spread in space and to diversify. The trajectory of port space management and development echoes that of other infrastructural spaces (rail or airport spaces). This work contributes to shed light on the continuities and ruptures of state intervention in territorial planning and development in the last decades.

During World War II, seaports Brest, Lorient and Saint-Nazaire were heavily destroyed because of their strategic location on the Atlantic coastline. Those historical events could be considered as new opportunities for the seaports to realise new thoughts and ambitious architectural projects in order to improve the functionality of the urban organism. In these days, a new occasion has come. Military and industrial areas, which were always thoroughly separated from the town centres, have been now releasing from their original activity. There are huge free building sites in the middle of the cities, waiting for the urban architects.