Dissertations / Theses on the topic 'Multimodal transportation'

The development of multimodal transportation is a promising area for the development of Ukraine's transport system, as it allows to significantly increase the volume of transportation through its territory with the participation of national transport companies, helping to increase the country's competitiveness in the global transport services market. I believe that the fastest implementation of the concept of multimodal transportation should become the basis of Ukraine's state policy in the field of transport and infrastructure. Ukraine's economy has long been focused on working with CIS countries, and as a result, we have almost no necessary container transportation infrastructure, which lead us to complication of multimodal transportations. Currently, there is a process of reorientation of freight flows, but there are risks of remaining a gray area in the international container network due to lack of government policy and lack of developed infrastructure. So to solve this problem. First of all, improving the regulatory framework and establishing funding mechanisms. The statistics mentioned above best show that we should follow the example of European countries. Therefore, in this case we are talking about the bill "On multimodal transport", which was developed in accordance with the Association Agreement between Ukraine and the EU and the Government's priority action plan.
Розвиток мультимодальних перевезень є перспективним напрямком розвитку транспортної системи України, оскільки дозволяє значно збільшити обсяги перевезень через її територію за участю національних транспортних компаній, сприяючи підвищенню конкурентоспроможності країни в світовий ринок транспортних послуг. Я вважаю, що найшвидше втілення концепції мультимодальності транспорт повинен стати основою державної політики України у сфері транспорту та інфраструктури. Економіка України давно орієнтована на роботу з країнами СНД, і як результат, у нас майже відсутня необхідна інфраструктура контейнерних перевезень, що призводить до ускладнення мультимодальних перевезень. В даний час існує процес переорієнтації вантажних потоків, але існує ризик залишитися сірою зоною в міжнародній контейнерній мережі через відсутність державної політики та недостатньо розвинену інфраструктуру. Тож вирішити цю проблему. Перш за все, вдосконалення нормативної бази та встановлення механізмів фінансування. Згадана вище статистика найкраще показує, що нам слід наслідувати приклад європейських країн. Тому в даному випадку мова йде про законопроект "Про мультимодальний транспорт", який був розроблений в Росії відповідно до Угоди про асоціацію між Україною та ЄС та пріоритетного плану дій Уряду.

1. Состояние и перспективы развития мультимодальных (комбинированных) перевозок в Украине. URL: https://blog.interlegal.com.ua/sostoyanie-i-perspektivy-razvitiya-multimodalnyx-kombinirovannyx-perevozok-v-ukraine/ 2. Необходимость урегулирования мультимодальных перевозок в Украине на законодательном уровне. URL:http://transport-journal.com/komentarii-obzori/neobhodymost-urehulyrovanyya-multymodalnyih-perevozok-v-ukrayne-na-zakonodatelnom-urovne/
Development of multimodal transportation in Ukraine is prospective direction of forming the effective logistic system of Ukraine. Globalization in the previous 25-30 years caused the rapid development of world international trade, which led to the expansion of the geography of export and import supplies, including transit through the territory of Ukraine. The delivery of goods (cargo) to the buyer (recipient) according to the principle “Door-to-door” exactly at the appointed time using multimodal (combined) transport technology. The development of such transportation is facilitated by the expansion of the geography of export-import supplies through the seaports of Ukraine. To solve the problems associated with the functioning of intermodal transport, the Association of Container Lines of Ukraine was established on April 14, 2011. However, the current state of development of container and piggyback transportation in Ukraine does not meet the standard typical for world trade.
Розвиток мультимодальних перевезень в Україні є перспективним напрямком формування ефективної логістичної системи України. Глобалізація за попередні 25-30 років спричинила бурхливий розвиток світової міжнародної торгівлі, що призвело до розширення географії експортних та імпортних поставок, включаючи транзит через територію України. Доставка товару (вантажу) до покупця (одержувача) за принципом «від дверей до дверей» точно в призначений час за допомогою мультимодальної (комбінованої) транспортної технології Розвитку таких перевезень сприяє розширення географії експортно-імпортних поставок через морські порти України. Для вирішення проблем, пов'язаних з функціонуванням інтермодальних перевезень, 14 квітня 2011 р. Була створена Асоціація контейнерних ліній України. Однак сучасний стан розвитку контейнерних та вантажних перевезень в Україні не відповідає типовому для світової торгівлі стандарту .

La mobilité humaine s'organise de nos jours dans un contexte multimodal avec des systèmes de transport particulièrement complexes. Le nombre d'usagers va croissant et de nouveaux modes de transport émergent jour après jour en même temps que de nouveaux comportements de mobilité. En conséquence, les utilisateurs se trouvent généralement confrontés à la nécessité de choisir entre plusieurs possibilités pour se rendre d'un point d'origine à leur lieu de destination. Dans le but de les aider à naviguer facilement à travers ces réseaux complexes, un système efficace d'information voyageurs doit être construit. Grâce à ce système, les opérateurs de transport cherchent non seulement à fournir des itinéraires optimaux, mais aussi des solutions efficaces et fiables en cas de perturbations. En réalité, les passagers ne cherchent pas seulement à minimiser le temps de trajet. Ils ont aussi tendance à considérer d'autres critères tels que le confort et l'effort qu'il s'agit alors d'optimiser. Un système de routage efficace devrait donc tenir compte des préférences de chaque passager. En outre, les modes de transport sont souvent enclins à des retards. La prise en considération de l'incertitude est donc un aspect très important pour un calculateur d'itinéraires. Les itinéraires multimodaux proposés doivent non seulement être réalisables dans un cas statique, mais également suffisamment robustes face à des aléas. En outre, tout en intégrant des contraintes essentielles telles que la capacité limitée des véhicules, une attention particulière devrait aussi être accordée à la complexité temporelle des algorithmes de routage développés. L'objectif principal de cette thèse est d'élaborer une formulation qui permet de représenter adéquatement un réseau de transport multimodal. En nous basant sur cette formulation, nous proposons plusieurs algorithmes de routage. Nous nous concentrons en particulier sur la résolution de problèmes de plus courts chemins dans un contexte mono/multicritère dans un réseau de transport dynamique et stochastique. Des métaheuristiques telles que les Algorithmes Génétiques (GA), la méthode de Recherche à Voisinage Variable (VNS) et les Algorithmes Mémétiques (MA) ont été utilisés pour fournir des résultats en temps réel. La performance de calcul a été évaluée en résolvant des requêtes de routage à l'échelle du réseau de transport de la Région française Île-de-France. Les résultats indiquent que les nombreuses instances traitées ont été résolues dans un laps de temps raisonnable et que nos algorithmes de routage sont suffisamment performants pour être intégrés dans un calculateur d'itinéraire multimodal opérationnel
The human mobility is nowadays organized in a multimodal context with more and more complex transport networks. The number of passengers is increasing and new transport modes enter the system day after day simultaneously with new mobility behaviors. As a result, users usually find themselves more confused when choosing between several possibilities to go from one place to their destination. For the sake of helping them to efficiently navigate through this intricate transportation scheme, an efficient Travelers Information System (TIS) has to be built. Thanks to such a system, the transport operators seek not only to provide passengers with optimal itineraries, but also with efficient and reliable solutions in case of disruptions. In fact, commuters do not only seek short time travels, but they usually consider several other criteria such as comfort and effort. An efficient routing system should therefore take into account the various needs and preferences of each passenger. Besides, transport modes are often prone to delays. Thus, handling uncertainty is also a very important aspect of practical journey planning systems. Moreover, the proposed multimodal routes should not only be feasible in a static case, but also robust against the dynamic and stochastic variations of the transport system. Furthermore, crucial constraints should be taken into account such as the capacity limitation of vehicles and the time complexity of the developed routing algorithms. The main objective of this thesis is to propose a formulation that adequately allows representing a multimodal network. Based on our formulation, we elaborate several efficient routing algorithms. In particular, we focus on solving the Earliest Arrival Problem in a single/multiple criteria context, both in dynamic and stochastic environments. To deal with the real time complexity issue, metaheuristics such as Genetic Algorithms (GA), Variable Neighborhood Search (VNS) and Memetic Algorithms (MA) have been used. The computational performance of this work has been assessed by developing a real world route planning system, and solving real life itinerary planning problems defined on the transport network of the French Region Île-de-France that includes the city of Paris and its suburbs. The emerging computational results indicate that the numerous basic and complex instances were solved within a reasonable amount of time and the integration of the proposed routing framework as a module of an operational TIS is relevant

Over the past 30 years the transportation of goods has developed beyond recognition. The transportation infrastructure is sophisticated and relatively efficient and it is not unusual for goods to be shipped by more than one mode of transportation. Unfortunately, private law has not kept pace with these infrastructure changes. Therefore, a different liability regime applies to every unimodal type of transportation. Though, each unimodal regime is usually based on similar principles they are sufficiently different, from each other, to create a great deal of uncertainty when trying to assess the liability of the participants, in the transportation venture. Such uncertainly is highlighted, for example, when the exact time of the loss or damage cannot be ascertained---which liability regime is applicable?
An individual who engages a forwarder will not be particularly concerned with the above and generally assumes that by dealing with a forwarder, the forwarder will be liable for any loss or delay. Unfortunately, this is not always the case and depending on the terms upon which the forwarder contracts i.e. as agent, principal, carrier etc., and the application of any mandatory liability regime the forwarder may limit or escape liability altogether. Thereby leaving the customer without an effective remedy.
In this thesis we have examined the common law evolution of the freight forwarder from their traditional role as agents to their modern sophisticated role, as a "one stop shop," which more closely resembles that of principal. With particular emphasis on how forwarders' have coped with the advent of multimodal transportation and its legal uncertainty.

1. Malfliet J. Incoterms 2010 and the mode of transport: how to choose the right term / Jonas Malfliet. // Ghent University, Belgium. – 2011. – С. 163–179. 2. Incoterms 2020 [Electronic recourses] // Embassy freight services. – 2020. – Access mode: https://www.embassy-freight.be/en/news/incoterms020/. 3. Incoterms 2020 [Electronic recourses] // Mitridat. – 2020. – Access mode: https://www.mitridat.odessa.ua/incoterms-2020/. Supervisor - сand. of econ. sc., assoc. prof. Ostapenko T.G.
There are many nuances in every trade. In order not to waste time with negotiations, codified rules - Incoterms - have been developed. Incoterms - International Trade Topics - are standard terms of a sales contract that are predefined in an international document. The entire list of obligations and conditions has been carefully analyzed and grouped into 11 terms.
У кожній торгівлі є багато нюансів. Щоб не витрачати час на переговори, розроблено кодифіковані правила - Інкотермс. Інкотермс - теми міжнародної торгівлі - це стандартні умови договору купівлі-продажу, визначені в міжнародному документі. Весь перелік зобов'язань та умов був ретельно проаналізований та згрупований у 11 термінів.

Thesis: S.M., Massachusetts Institute of Technology, School of Architecture and Planning, Program in Media Arts and Sciences, 2014.
This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
109
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (pages 59-68).
Recent research has found that in some cases travel time variance is more important than mean travel time in travel mode choice. This implies shared infrastructure transportation modes prone to service unreliability stand at a disadvantage even if they are on average faster than automobile travel. Real-time status and historical availability statistics gleaned from vehicle instrumentation provide a natural complement to such systems, reducing travel uncertainty without the infrastructural investment normally required to increase reliability. I present two projects that explore the idea that a web-work of data-producing shared infrastructure joined by user-facing traveler information systems comprise an aggregate transportation mode competitive with automobile transit. The first, WideWorld, is a multimodal trip planner incorporating real time bicycle share availability. The second, Bus Buzzard draws on millions of bus GPS fixes to generate probabilistic bus schedules in some cases more reliable than printed schedules.
by Brandon Martin-Anderson.
S.M.

Non-sustainable transportation is a great part of the stress that human activities put on the environment. Road transportation constituted 74% of the total inland tonne-kilometres in the EU during 2009, to be compared to rail transportation at 15%. In Sweden the numbers are slightly more in favour of rail transportation, but still a small share despite the fact that the European Committee promotes sustainable modes of transport. To reduce the environmental impact from the transport sector, and be able to promote the use of sustainable transport modes, it is important to gain an understanding of why the modal balance is disposed this way. By case studies and a survey, four factors, viz costs, environmental impact, attitudes and risks, and their impact on the choice of mode of transportation for companies located in the vicinity of a rail terminal are studied. The results clearly show that the environmental impact of rail transportation is only a fraction of that of the road transportation and could possibly influence the choice of rail transportation in a positive way. However, rail transportation is less cost efficient, flexible and reliable and these aspects – despite the advantageous conditions in terms of infrastructure and geographical vicinity to a rail terminal – contribute to a negative bias towards rail transportation among companies in the study. Thus, the cost and attitudes factors counteract the choice of rail transportation. In addition, risks, as the final factor, also counteracts the choice, since it is found that respondents consider the risks of disturbances such as delays, theft and accidents to be important when considering mode of transportation and that rail transportation is viewed as lacking compared to road transportation. This thesis contributes to the existing theory about the costs-related issues and the environmental impact of rail transportation, as well as how companies with beneficial conditions to employ rail transportation consider the mode with regards to e.g. reliability and safety, and how these factors influence the modal choice among buyers of transportation services that are located close to a rail terminal. With this knowledge, policymakers are informed of which areas to concentrate taxes, subsidizations and information to. These things are in all probability necessary if a large scale modal shift is desired. The contribution of the effect a modal shift could have on the environmental impact of the transportation might make certain practitioners that compete on a market where a low environmental footprint is a strong competitive weapon to rethink their modal choice.

In the printed version is the Licentiate series number and ISSN is incorrect. In the electronic version is the correct series number changed to 1635 and the ISSN to the correct one.

La mobilité est un aspect important des sociétés modernes. Par conséquent, il y a une demande croissante pour des solutions informatiques de calcul d'itinéraire. Dans cette thèse, le routage multimodal et le système Dial-a-Ride sont étudiés. Ils contribuent à une utilisation plus efficace de l'infrastructure de transport disponible, élément déterminant dans la perspective d'un développement durable. La planification d'itinéraires multimodaux est rendus complexe en raison des différents modes de transport qui doivent être combinés. Une généralisation de l'algorithme de Dijkstra peut être utilisée pour trouver les chemins les plus courts sur un réseau multimodal. Cependant, sa performance n'est pas suffisante pour les applications industrielles. De ce fait, cette thèse introduit un nouvel algorithme appelé SDALT. Il s'agit d'une adaptation de la technique d'accélération ALT. Pour évaluer la performance de SDALT, un graphe a été construit à partir d'un réseau multimodal réel basé sur les données de transport de la région française Ile-de-France. Il inclut la marche, les transports en commun, la voiture, la bicyclette ainsi que des informations relative aux horaires les horaires et les conditions de circulation. Les tests de performance montrent que SDALT fonctionne bien, avec un temps de calcul réduit d'un facteur compris entre 1,5 et 60 par rapport à l'algorithme de base. Dans un contexte multimodal autre la question de la détermination du chemin le plus court, se pose celle de trouver un chemin aller-retour multimodal optimal entre un point de départ et un point d'arrivée. Un véhicule privé (voiture ou bicyclette) utilisé pour une première partie du trajet aller doit être récupéré au cours du trajet retour pour être ramené au point de départ. Pour cette raison, le parking doit être choisi de manière à optimiser les temps de déplacement du trajet aller et du trajet retour combinés. L'algorithme qui est proposé ici résout ce problème plus rapidement que les techniques actuelles. Le système Dial-a-Ride offre aux passagers le confort et la flexibilité des voitures privées et des taxis à un moindre coût et avec plus d'éco-efficacité car il regroupe les demandes de transport similaires. Il fonctionne de la manière suivante: les passagers demandent le service en appelant un opérateur. Ils communiquent leur point de départ, leur point de destination, le nombre de passagers, et quelques précisions sur les horaires de service. Un algorithme calcule ensuite les itinéraires et les horaires des véhicules. Cette thèse propose une nouvelle heuristique efficace et rapide de type Granular Tabu Search, capable de produire de bonnes solutions dans des délais courts (jusqu'à 3 minutes). Comparativement aux autres méthodes, et au regard des instances de test de la littérature, cet algorithme donne de bons résultats
Mobility is an important aspect of modern society. Consequently, there is a growing demand for services offering efficient route planning. In this thesis, we study multi-modal routing and the Dial-a-Ride system. Both respond to the need of a more efficient utilization of the available transportation infrastructure, which is an important component of sustainable development. Multi-modal route planning is complex because of the various modes of transportation which have to be combined. A generalization of Dijkstra's algorithm may be used to find shortest paths on multi-modal networks. However, its performance is not sufficient for real world applications. For this reason, this thesis introduces a new algorithm called SDALT. It is an adaption of the speed-up technique ALT. To evaluate the performance of SDALT, we produced a graph of a real-world multi-modal network based on transportation data of the French region Ile-de-France. It includes walking, public transportation, car, and bicycle, as well as timetable information and traffic data. Experiments show that SDALT performs well, with speed-ups of a factor 1. 5 to 60 with respect to the basic algorithm. Other than finding shortest multi-modal paths that optimally combine the use of several modes of transportation, yet another problem arises: finding an optimal multi-modal return path or 2-way path. When using a private vehicle for parts of the outgoing path, it has to be picked up during the incoming path so that it can be taken to the starting location. For this reason, the parking must be chosen in such a way as to optimize the combined travel times of the outgoing and incoming path. We propose an efficient algorithm that solves this problem faster than previous techniques. The Dial-a-Ride system offers passengers the comfort and flexibility of private cars and taxis at a lower cost and higher eco-efficiency by combining similar transportation demands. It works as follows: passengers request the service by calling a central unit. They specify their pick-up point, their delivery point, the number of passengers, and some limitations on their service time (e. G. , the earliest departure time). An algorithm then calculates the routes and schedules of the vehicles. We propose a new efficient and fast heuristic, a Granular Tabu Search, to produce good solutions in a short amount of time (up to 3 minutes). Our algorithm produces better results for more than half of the test instances after 60s of optimization time in comparison with other methods

Each mode of transport has their limitation but multimodal transport which combines various transport modes is an alternative solution to breakthrough such limitation by way of synergy. To achieve such synergy, containerization and electronic commerce are, inter alia, the two indispensible factors for the rapid development of the multimodal transport. In the modern supply chain operation, containerization facilitates the interchange of goods among different transport modes whereas electronic commerce expedites the documentation flow in a more efficient and secured manners. As a result, multimodal transport has become more efficient than ever so as to create a room for lower transportation cost and shorter travelling time. Nevertheless, it is observed that the prevailing liability system of the multimodal transport, in which, not a single and uniform convention for the international multimodal transport has been in place, is unable to keep pace with the astonishing growth of the multimodal transport. This results in unpredictability and uncertainty as to the obligation and liability of all the parties including shippers, multimodal transport operators, carriers and insurance companies. This paper discusses the effectiveness of the Rotterdam Rules which is a maritime-plus convention in multimodal transport to which many attempts such as the Multimodal Transport Convention 1980 and the UNCTAD/ICC Rules have been taken. To evaluate such effectiveness, a comparative study has been adopted that incorporates three aspects, namely the horizontal comparison with the Hague-Visby Rules and the Hamburg Rules, the vertical comparison with the Multimodal Transport Convention 1980 and the UNCTAD/ ICC Rules and the harmonization comparison with the multimodal aspects of other unimodal conventions. Regarding the first two horizontal and vertical comparisons, they are made on the basis of five multimodal parameters including door-to-door delivery, intermodality, just-in-time delivery, containerization and electronic commerce. Furthermore, a common law case “Quantum Corp Inc and others v Plane Trucking Ltd and another” is selected for the case study on how well the Rotterdam Rules tackled the typical issues of unspecific or optional carriage contracts in the multimodal transport if they were put in the real operation. The results show that the “Outward Approach” adopted in the Rotterdam Rules is a feasible alternative different from the traditional “Inward Approach” to regulate the multimodal transport. Besides, in view of the recourse action for unlocalized damages, the use of maritime-basis liability amount is seen as the fair balance of interest and risk among the stakeholders. In the comparative and case studies, it is found that the general results are Expand, Possess, Harmonize and Apply (EPHA) in the respective areas of the comparisons and case analysis. On the whole, the Rotterdam Rules are viewed as an effective convention in multimodal transport.
published_or_final_version
Transport Policy and Planning
Master
Master of Arts in Transport Policy and Planning

Cette thèse est une contribution aux travaux de recherche sur l’optimisation des problèmes du transport multimodal. Les principaux concepts clé de la multimodalité dans les réseaux du transport intermodal et l’état de l’art des travaux scientifique du domaine y sont présentés. Le problème de la localisation des terminaux du transport combiné est ensuite étudié. Nous proposons un algorithme génétique à codage mixte pour la résolution de ce problème et nous comparons nos résultats avec ceux de la littérature. Un ensemble de problèmes posés dans le cadre de notre travail sur le projet DCAS (Direct Cargo Axe Seine), porté par le Grand Port Maritime du Havre, y est décrit et modélisé par des outils de programmation mathématique. Ainsi, nous avons étudié le problème du transfert de navettes ferroviaires qui consiste à optimiser le transfert d’un ensemble de conteneurs entre des terminaux maritimes et un terminal multimodal. Ensuite, nous avons modélisé le problème d’ordonnancement des trains de grandes de lignes pour le placement sur les voies de la cour ferroviaire du terminal multimodal du Havre. Ces problèmes sont résolus en utilisant une approche combinée optimisation-simulation. Une première application est basée sur un algorithme génétique couplé avec la simulation multi agents pour l’affectation des voies aux trains. Une deuxième, consiste à optimiser la manutention des conteneurs lors d’un transbordement rail-rail en utilisant un algorithme de colonie de fourmis intégré dans le modèle de simulation et une stratégie de collaboration agents pour minimiser les temps d’attente des portiques et ainsi augmenter leurs productivités
This thesis is a contribution to research on the optimization of multimodal transport problems. The main key concepts of multimodality in the intermodal transportation networks and the state of the art of scientific works in the field are presented. The intermodal terminal location problem is then studied. We propose a genetic algorithm with mixed encoding for solving this problem and we compare our results with those of literature. A set of problems in the framework of our work on the project DCAS (Direct Cargo Axe Seine), carried by the Grand Port Maritime du Havre, are described and modeled by mathematical programming tools. Thus, we studied the problem of the transfer of rail shuttles which is to optimize the transfer of a set of containers between maritime terminals and a multimodal terminal. We then modeled the scheduling problem of freight trains for placement on rail tracks. These problems are solved by using combined optimization simulation approaches. A first application is based on a genetic algorithm coupled with the multi agent’s simulation. A second is to optimize a rail-rail transshipment of containers using an ant colony algorithm embedded in the simulation model and an agent’s collaboration strategy to minimize waiting times and increase cranes productivity.541 ##‎$a@Optimization of multimodal transportation problems

As a result of the changing needs of society since the early 20th century, approaches to transportation planning have been continually shifting from highway-focused to multimodal, an approach which takes multiple modes of transportation into consideration. This evolution has been reflected in federal transportation legislation and continues to have many implications for transportation agencies, especially state departments of transportation (DOTs). The objective of this thesis is to analyze what state DOTs have done in order to adapt to the shift. More specifically, the project focuses on the organizational and funding structures of state DOTs. First, an organizational structure analysis of all 50 state DOTs was carried out. This analysis looked at how state DOTs incorporate multiple modes of transportation into their organizational structure. Secondly, the results of a statewide multimodal planning survey, to which 35 states responded, were analyzed. The survey gauged to what extent the representative from a given state DOT thought that their agency was conducting multimodal transportation planning. It also analyzed state DOT modal responsibilities, funding options, and characteristics that influence multimodal transportation planning. Lastly, case studies were carried out for six state transportation agencies: Florida DOT, North Carolina DOT, Oregon DOT, Virginia's Transportation Secretariat, Maryland DOT, and Massachusetts DOT. These case studies focused on organizational structure, funding, and multimodal efforts. Findings from the three different aspects of this thesis support the notion that highway is still the dominant mode in statewide transportation planning in most state DOTs. However, this research also supports the idea that this situation is changing, though more rapidly in some states than in others. Though it is not evident that one type of organizational structure is better than another, states have used the reorganization of these structures as a method for adapting to multimodal transportation planning. Overall, state DOTs tend to incorporate multiple modes of transportation into their organizational structure through multimodal divisions, separate modal divisions, or a combination of both. In addition to the organizational structures, some states have also restructured their funding mechanisms in order to make funds more flexible across all modes of transportation so that they may be able to better accommodate multimodal transportation planning. Those state DOTs with transportation trust funds and separate modal programs have generally shown more initiative in embracing a more multimodal approach to transportation planning. Besides organizational and funding structures, leadership, organizational culture, and institutional issues have been recognized as factors that influence the extent of multimodal planning.

The purpose of this research is to inform planning, engineering, and management decisions concerning transportation systems that serve the petroleum exploration and production industry in North America. The research applies the transportation systems analysis approach to characterize the petroleum activity system and transportation system in southwest Manitoba and to develop freight flows. The research develops a framework to estimate and assign petroleum-related truck traffic to the regional highway network taking into account the variability of the industry. This is done by integrating components of freight demand modeling and truck traffic monitoring processes to improve understanding of truck traffic flow characteristics related to the industry. The results of the research are presented in an interactive mapping data dissemination tool. The approach and methodologies of this research are transferable to other jurisdictions and can be used to address the needs of other industry-specific developments.

COORDENAÇÃO DE APERFEIÇOAMENTO DO PESSOAL DE ENSINO SUPERIOR
Esta dissertação de mestrado apresenta o desenvolvimento de um sistema computacional para fazer a alocação de fluxos de transporte de carga multiproduto em uma rede multimodal. Este sistema tem o objetivo de servir como uma ferramenta no planejamento estratégico de transporte. O software foi concebido inicialmente para trabalhar com o ótimo do sistema, minimizando o custo total de transporte na rede. Uma adaptação é sugerida, para que seja possível trabalhar também com o ótimo do usuário, minimizando as rotas individuais dos usuários da rede de transporte. Para fazer a alocação de fluxos multiproduto em uma rede multimodal o software utiliza o algoritmo de Frank-Wolfe que resolve o problema multimodal multiproduto.
This dissertation presents the development of a computer system, wich performs the assignment of multicommodity freight transportation flows on a multimodal network. This systems should be used as a tool in strategic transportation planning. Initially the software the has been conceived to search for the system`s optimum, by minimizing the total transportation cost in the network. The Dissertation proposes an adaptation to make possible for the system to calculate the user`s optimum, by minimizing the costs of the individual paths of the transportation network users. To Implement the multicommodity flow assignment on the multimodal network, the software makes use of na adaptation of the Frank and Wolfe algorithm to solve the multimodal, multicommodity problem.
En desarrollo

The petroleum industry has one of the most complex supply chains in the world. A unique characteristic of Petroleum Supply Chain (PSC) is the high degree of uncertainty which propagates through the network. Therefore, it is necessary to develop quantitative models aiming at optimizing the network and managing logistics operations. This work proposes a deterministic Mixed Integer Linear Program (MILP) model for downstream PSC to determine the optimal distribution center (DC) locations, capacities, transportation modes, and transfer volumes. Three products are considered in this study: gasoline, diesel, and jet fuel. The model minimizes multi-echelon multi-product cost along the refineries, distribution centers, transportation modes and demand nodes. The relationship between strategic planning and multimodal transportation is further elucidated. Furthermore, this work proposes a two stage Stochastic Mixed Integer Linear Program (SMILP) models with recourse for PSC under the risk of random disruptions, and a two stage Stochastic Linear Program (SLP) model with recourse under the risk of anticipated disruptions, namely hurricanes. Two separate types of mitigation strategies ? proactive and reactive ? are proposed in each model based on the type of disruption. The SMILP model determines optimal DC locations and capacities in the first stage and utilizes multimode transportation as the reactive mitigation strategy in the second stage to allocate transfer volumes. The SLP model uses proactive mitigation strategies in the first stage and employs multimode transportation as the reactive mitigation strategy. The goal of both stochastic models is to minimize the expected total supply chain costs under uncertainty. The proposed models are tested with real data from two sections of the U.S. petroleum industry, PADD 3 and PADD 1, and transportation networks within Geographic Information System (GIS). It involves supply at the existing refineries, proposed DCs and demand nodes. GIS is used to analyze spatial data and to map refineries, DCs and demand nodes to visualize the process. Sensitivity analysis is conducted to asses supply chain performance in response to changes in key parameters of proposed models to provide insights on PSC decisions, and to demonstrate the impact of key parameters on PSC decisions and total cost.
Upper Great Plains Transportation Institute (UGPTI)
Mountain Plains Consortium (MPC)

In this dissertation research, I investigate two cases which exemplify a larger politics of multimodal transportation in Wisconsin: the 2010 Wisconsin high-speed rail (HSR) debate; and the 2011 debate over whether to add a bike path to Milwaukee's Hoan Bridge during its redecking. In both case studies, I trace the politics of these projects, and investigate how the decisions not to pursue these projects came to be legitimized. I approach these case studies using a transportation-focused politics of mobility framework, located at the intersection of transportation geography and new mobilities paradigm scholarship. Employing a range of qualitative methods, I find that not only were certain stakeholders (such as newly-elected politicians in state government, and Department of Transportation officials) significant in making decisions against these projects, but the way that transportation was thought about among the general public in Wisconsin served to legitimize the end of these projects. In the case of Wisconsin HSR, the original contribution I make is to demonstrate how the manner in which Wisconsin HSR was spatially conceptualized in the debate was ultimately significant for how the decision to abandon the project came to make logical sense to a majority of Wisconsin residents. Further, this case study contributes original insights into the meanings that HSR had for people in Wisconsin, which serves as a caution against overly rigid, national-scale explanations of why the project failed. In the case of the Hoan Bridge bike path, the original contribution is to empirically demonstrate how the tools of traffic engineering have embedded within them particular visions of how mobility and its spaces ought to be, and that this embedded bias can be concealed by claiming that such tools are scientific, and by implication, value-free. In addition to revealing this embedded bias, the case study demonstrates that the representation of these tools to the general public can be political. Taken together, these case studies suggest that productive work can be done at the intersection of transportation geography and mobilities research by using this politics of mobility framework. Further, these case studies underline the fact that debates over transportation involve a range of competing interests, beliefs, normative values, and meanings that are bound up with transportation, and that these aspects deserve greater attention in transportation geography and mobilities research.

Over the past several years state departments of transportation (DOTs) have been faced with the challenge of mounting traffic congestion and dwindling transportation funds. It is against this backdrop that the need for optimal resource allocation decisions has become of utmost importance. Two emerging fields in transportation planning, performance measurement and multimodal planning, have the potential to assist agencies in investing transportation resources in the most effective manner. The confluence of these two fields at the strategic level, strategic multimodal performance measurement, is a promising approach for state DOTs looking to meet the public's growing transportation needs in spite of the dwindling financial resources available. Currently, many states are having difficulty developing performance measurement programs that incorporate a multimodal perspective to facilitate cross-modal comparisons. The objective of this research is to identify innovations and best practices at leading state DOTs in strategic multimodal performance measurement in order to assist other DOTs in the development or improvement of their strategic multimodal performance measurement programs. First, a review of literature examined the existing research related to performance measurement and multimodal planning. From this review of literature, a list of criteria was developed to evaluate strategic multimodal performance measurement programs. Additionally, a group of state DOTs with success in performance measurement or multimodal planning was identified. Next, a nationwide survey of multimodal practices at state DOTs was conducted to identify the current practices in strategic multimodal performance measurement. This survey, along with the literature review and discussions with practitioners, guided the selection of five state DOTs that case studies were performed on. Each of the case studies was organized and evaluated based on the criteria established in the literature review. The findings of this research suggest that performance measures for non-highway modes still lag behind those for highways, even in leading state DOTs. The findings also suggest that state DOTs have yet to develop a leading methodology for multimodal tradeoff analysis, but that performance measurement systems that are analogous across all modes have great potential for facilitating cross-modal comparisons.

Cette thèse explore la mise en œuvre de la synchromodalité dans le transport de conteneurs en arrière-pays. La synchromodalité, une forme avancée de transport multimodal, offre une flexibilité et une résilience accrues pour le transport de fret conteneurisé. Bien que le transport routier ait traditionnellement dominé ce secteur, la synchromodalité vise à promouvoir un transfert modal stratégique vers des modes de transport plus durables, tels que le rail et les voies navigables intérieures. Le principal défi opérationnel réside dans la détermination de l’itinéraire optimal pour le transport des marchandises entre les terminaux d’origine et de destination. Dans la première partie de cette thèse, un modèle mathématique est développé pour identifier les meilleurs itinéraires de transport, en minimisant à la fois les émissions de carbone et la durée de transit. Compte tenu de la complexité NP-difficile de ce problème de chemin le plus court capacitaire, un algorithme génétique est proposé pour résoudre des instances de grande taille. Ces instances sont basées sur le corridor de fret de l’Axe Seine en France. Les résultats montrent qu’un transfert modal du camion vers le rail et les voies navigables intérieures peut permettre de réduire les émissions de carbone jusqu’à 80 %. La deuxième partie étend le modèle mathématique en intégrant des impacts environnementaux supplémentaires, appelés coûts externes. Un cadre d’optimisation multi-objectifs basé sur la métaheuristique NSGA-II est mis en œuvre pour résoudre efficacement le problème à grande échelle. Dans la troisième partie, le modèle prend en compte les incertitudes liées aux temps de trajet et de transport. Pour y faire face, une approche d’optimisation robuste basée sur une formulation min-max est employée, permettant de résoudre le problème de transport multimodal dans des conditions incertaines
This thesis explores the implementation of synchromodality in hinterland container transportation. Synchromodality, an advanced form of multimodal transportation, offers enhanced flexibility and resilience for containerized freight movement. While road transport has traditionally dominated this sector, synchromodality aims to promote a strategic modal shift toward more sustainable modes of transportation, such as rail and inland waterways. The primary operational challenge lies in determining the optimal route for transporting shipments between origin and destination terminals. In the first part of this thesis, a mathematical model is developed to identify the best transportation routes, minimizing both carbon emissions and transit duration. Given the NP-hard complexity of this capacitated shortest path problem, a genetic algorithm is proposed to solve large-scale problem instances. These instances are based on the Seine Axis freight corridor in France. The results demonstrate that a modal shift from truck to rail and inland waterways can achieve up to an 80% reduction in carbon emissions. The second part extends the mathematical model to incorporate additional environmental impacts, known as external costs. A multi-objective optimization framework using the NSGA-II metaheuristic is implemented to solve the problem for large-scale scenarios effectively. In the third part, the model accounts for uncertainties in travel and transportation times. To address this, a robust optimization approach based on a min-max formulation is employed, enabling the solution of the multimodal transportation problem under uncertain conditions

This thesis focuses on the underground transportation forms that began to emerge in city centers in the second half of the 20th century. Besides providing an illustration and evaluation of the selected case projects, the notions of speed and time are opened for discussion as significant concepts that interact to affect the physical formations both of cities and transport policies. The developments in urban transport technologies after the 1960s are also examined as leading factors in the development of today&rsquo
s multimodal and multilayered urban transportation hubs.

Computer based simulation models have often been used to study the multimodal freight transportation system. But these studies have not been able to dynamically couple the various modes into one model; therefore, they are limited in their ability to inform on dynamic system level interactions. This research thesis is motivated by the need to dynamically couple the multimodal freight transportation system to operate at multiple spatial and temporal scales. It is part of a larger research program to develop a systems modeling framework applicable to freight transportation. This larger research program attempts to dynamically couple railroad, seaport, and highway freight transportation models. The focus of this thesis is the development of the coupled railroad and seaport models. A separate volume (Wall 2010) on the development of the highway model has been completed. The model railroad and seaport was developed using Arena® simulation software and it comprises of the Ports of Savannah, GA, Charleston, NC, Jacksonville, FL, their adjacent CSX rail terminal, and connecting CSX railroads in the southeastern U.S. However, only the simulation outputs for the Port of Savannah are discussed in this paper. It should be mentioned that the modeled port layout is only conceptual; therefore, any inferences drawn from the model's outputs do not represent actual port performance. The model was run for 26 continuous simulation days, generating 141 containership calls, 147 highway truck deliveries of containers, 900 trains, and a throughput of 28,738 containers at the Port of Savannah, GA. An analysis of each train's trajectory from origin to destination shows that trains spend between 24 - 67 percent of their travel time idle on the tracks waiting for permission to move. Train parking demand analysis on the adjacent shunting area at the multimodal terminal seems to indicate that there aren't enough containers coming from the port because the demand is due to only trains waiting to load. The simulation also shows that on average it takes containerships calling at the Port of Savannah about 3.2 days to find an available dock to berth and unload containers. The observed mean turnaround time for containerships was 4.5 days. This experiment also shows that container residence time within the port and adjacent multimodal rail terminal varies widely. Residence times within the port range from about 0.2 hours to 9 hours with a mean of 1 hour. The average residence time inside the rail terminal is about 20 minutes but observations varied from as little as 2 minutes to a high of 2.5 hours. In addition, about 85 percent of container residence time in the port is spent idle. This research thesis demonstrates that it is possible to dynamically couple the different sub-models of the multimodal freight transportation system. However, there are challenges that need to be addressed by future research. The principal challenge is the development of a more efficient train movement algorithm that can incorporate the actual Direct Traffic Control (DTC) and / or Automatic Block Signal (ABS) track segmentation. Such an algorithm would likely improve the capacity estimates of the railroad network. In addition, future research should seek to reduce the high computational cost imposed by a discrete process modeling methodology and the adoption of single container resolution level for terminal operations. A methodology combining both discrete and continuous process modeling as proposed in this study could lessen computational costs and lower computer system requirements at a cost of some of the feedback capabilities of the model This tradeoff must be carefully examined.

Addis-Abeba, qui s’étend sur 540 km2 et compte 3,1 millions d’habitants, connait aujourd’hui des transformations socio-économiques et spatiales rapides. Elle n’est pas seulement le coeur politique, commercial, économique et financier du pays mais aussi une ville internationale accueillant le siège de l’Union africaine et d’autres institutions internationales. Comme d’autres villes africaines, elle connait un rythme élevé d’urbanisation. Ce processus a impliqué la croissance du nombre d’habitants mais aussi une extension spatiale accrue. En conséquence, la demande de déplacements et la longueur des parcours ont augmenté. Le transport joue ainsi un rôle clé, pesant sur le développement socio-économique et la configuration de l’espace urbain. Tout aussi important, en tant que demande dérivée, il joue sur la capacité des citadins à accomplir leurs diverses activités. La motorisation des ménages restant faible en dépit d’une lente progression, le transport public constitue le principal moyen d’accès à une mobilité motorisée pour la majorité de la population. L’offre est constituée d’une multitude d’opérateurs formels et informels, travaillant selon un schéma artisanal. On estime à plus de 18 000 les véhicules de transport public, la plupart de faible capacité, qui parcourent chaque jour les rues d’Addis-Abeba. En dépit de son importance, le transport public souffre de capacités d’investissement insuffisantes ainsi que, jusqu’à récemment, du manque d’une politique publique claire et affirmée. Il pâtit également de l’absence d’une approche intégrée, pour sa planification, sa gestion et sa mise en oeuvre. De nombreuses villes du Nord, parfois depuis près d’un demi-siècle, ont choisi de construire un service intégré de transport public. L’intégration y est vue comme un outil viable pour offrir un transport urbain de haute qualité et « sans couture », permettant un développement urbain durable. Par contre, les villes africaines, caractérisées par une urbanisation rapide, des taux d’équipement automobile faibles, un système de transport public déficient et des contraintes financières majeures manquent de telles expériences d’intégration du transport public. Notre question est donc : « Comment les villes africaines peuvent-elles reproduire et mettre en oeuvre des politiques d’intégration du transport public ? », originellement développées dans les villes du Nord. La thèse essaie d’apporter des éléments de réponse à cette question. Elle s’appuie sur une analyse des différentes formes d’intégration du transport public. Puis elle propose un schéma de conception et de mise en oeuvre d’un système de transport public intégré, appréhendé comme un outil de mobilité urbaine durable pour Addis-Abeba
Addis Ababa, with an area of 540 km2 and with population of 3.1 million people is experiencing a rapid pace of socio-economic and physical transformation. The city is not only the political, commercial, economic and financial hub of the country but also an international city serving as the seat of the African Union and various international organizations. Alike many African Cities, Addis Ababa has been undergoing a high rate of urbanization. This process of rapid urbanization has resulted in the increase in the size of the population and the physical expansion of the city. As a consequence, travel demand and length of the trip are increasing. Transportation plays a key role in determining the socioeconomic development and shaping the spatial development framework of the city. Equally important, transportation as derived demand is also a fundamental means for residents to fulfill their various activities. In Addis Ababa motorization, although on the increase, is low and public transportation is the most important mode of motorized mobility for the large majority of the city’s population. There are various formal and informal operators of the public transport mainly operating on individual basis. It is estimated that there are over 18,000 public transport vehicles that are daily running in Addis Ababa, most of them low capacity vehicles. Despite its importance, the public transport sector not only suffers from shortage, insufficient capital investment, and until recently lack of clear governmental policy and leadership but also from the absence of integrated approach to its operation, planning and management.Many cities in the North have embarked on integrating the provision of public transportation for nearly half a century now. In these cities, integration in public transportation has been recommended as a viable instrument for providing high quality and seamless urban transport and enhancing sustainable urban development. African cities which are characterized by their high urbanization rate, low level of private car ownership, deficient public transportation system and significant financial constraints lack public transportation integration experiences. The question is then ‘how do African cities replicate and implement public transport integration practices?’ that have been originally developed for the Cities of the North. The thesis attempts to answer this question and analyses the different forms of public transport integration. It then proposes a framework for implementing integrated public transport as a sustainable means of urban mobility in Addis Ababa

The Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea was adopted by the United Nations General Assembly on the 11th of December 2008. Shortly afterwards, a signing ceremony in Rotterdam was authorised and a recommendation was made for the new Convention to be known as the 'Rotterdam Rules.' The signing ceremony took place on the 23rd of September 2009 and the Convention has thus far found wide acceptance with over 19 States having signed it. Given that the Convention requires only 20 ratifications to come into force the number of signatories seems a fair indication that the Convention will come into force and, perhaps, in the near future.

Dans le contexte des environnements urbains modernes et densément peuplés, la gestion efficace des transports et la structure des Systèmes de Transport Intelligents (STI) sont primordiales. Le secteur des transports publics connaît actuellement une expansion et une transformation significatives dans le but d'améliorer l'accessibilité, d'accommoder des volumes de passagers plus importants sans compromettre la qualité des déplacements, et d'adopter des pratiques respectueuses de l'environnement et durables. Les avancées technologiques, notamment dans l'Intelligence Artificielle (IA), l'Analyse de Données Massives (BDA), et les Capteurs Avancés (CA), ont joué un rôle essentiel dans la réalisation de ces objectifs et ont contribué au développement, à l'amélioration et à l'expansion des Systèmes de Transport Intelligents. Cette thèse aborde deux défis critiques dans le domaine des villes intelligentes, se concentrant spécifiquement sur l'identification des modes de transport utilisés par les citoyens à un moment donné et sur l'estimation et la prédiction du flux de transport au sein de divers systèmes de transport. Dans le contexte du premier défi, deux approches distinctes ont été développées pour la Détection des Modes de Transport. Tout d'abord, une approche d'apprentissage approfondi pour l'identification de huit médias de transport est proposée, utilisant des données de capteurs multimodaux collectées à partir des smartphones des utilisateurs. Cette approche est basée sur un réseau Long Short-Term Memory (LSTM) et une optimisation bayésienne des paramètres du modèle. À travers une évaluation expérimentale approfondie, l'approche proposée démontre des taux de reconnaissance remarquablement élevés par rapport à diverses approches d'apprentissage automatique, y compris des méthodes de pointe. La thèse aborde également des problèmes liés à la corrélation des caractéristiques et à l'impact de la réduction de la dimensionnalité. La deuxième approche implique un modèle basé sur un transformateur pour la détection des modes de transport appelé TMD-BERT. Ce modèle traite l'ensemble de la séquence de données, comprend l'importance de chaque partie de la séquence d'entrée, et attribue des poids en conséquence en utilisant des mécanismes d'attention pour saisir les dépendances globales dans la séquence. Les évaluations expérimentales mettent en évidence les performances exceptionnelles du modèle par rapport aux méthodes de pointe, soulignant sa haute précision de prédiction. Pour relever le défi de l'estimation du flux de transport, un Réseau Convolutif Temporel et Spatial (ST-GCN) est proposé. Ce réseau apprend à la fois des données spatiales du réseau de stations et des séries temporelles des changements de mobilité historiques pour prédire le flux de métro urbain et le partage de vélos à un moment futur. Le modèle combine des Réseaux Convolutifs Graphiques (GCN) et des Réseaux Long Short-Term Memory (LSTM) pour améliorer la précision de l'estimation. Des expériences approfondies menées sur des ensembles de données du monde réel du système de métro de Hangzhou et du système de partage de vélos de la ville de New York valident l'efficacité du modèle proposé, démontrant sa capacité à identifier des corrélations spatiales dynamiques entre les stations et à faire des prévisions précises à long terme
In the context of modern, densely populated urban environments, the effective management of transportation and the structure of Intelligent Transportation Systems (ITSs) are paramount. The public transportation sector is currently undergoing a significant expansion and transformation with the objective of enhancing accessibility, accommodating larger passenger volumes without compromising travel quality, and embracing environmentally conscious and sustainable practices. Technological advancements, particularly in Artificial Intelligence (AI), Big Data Analytics (BDA), and Advanced Sensors (AS), have played a pivotal role in achieving these goals and contributing to the development, enhancement, and expansion of Intelligent Transportation Systems. This thesis addresses two critical challenges within the realm of smart cities, specifically focusing on the identification of transportation modes utilized by citizens at any given moment and the estimation and prediction of transportation flow within diverse transportation systems. In the context of the first challenge, two distinct approaches have been developed for Transportation Mode Detection. Firstly, a deep learning approach for the identification of eight transportation media is proposed, utilizing multimodal sensor data collected from user smartphones. This approach is based on a Long Short-Term Memory (LSTM) network and Bayesian optimization of model’s parameters. Through extensive experimental evaluation, the proposed approach demonstrates remarkably high recognition rates compared to a variety of machine learning approaches, including state-of-the-art methods. The thesis also delves into issues related to feature correlation and the impact of dimensionality reduction. The second approach involves a transformer-based model for transportation mode detection named TMD-BERT. This model processes the entire sequence of data, comprehends the importance of each part of the input sequence, and assigns weights accordingly using attention mechanisms to grasp global dependencies in the sequence. Experimental evaluations showcase the model's exceptional performance compared to state-of-the-art methods, highlighting its high prediction accuracy. In addressing the challenge of transportation flow estimation, a Spatial-Temporal Graph Convolutional Recurrent Network is proposed. This network learns from both the spatial stations network data and time-series of historical mobility changes to predict urban metro and bike sharing flow at a future time. The model combines Graph Convolutional Networks (GCN) and Long Short-Term Memory (LSTM) Networks to enhance estimation accuracy. Extensive experiments conducted on real-world datasets from the Hangzhou metro system and the NY City bike sharing system validate the effectiveness of the proposed model, showcasing its ability to identify dynamic spatial correlations between stations and make accurate long-term forecasts

Thus, the risks arising in the course of transportation depend on how much the carrier thought out, professionally designed and organized the transportation. At each stage of the transport process planning, the multimodal transport operator has the ability to manage the very specific and specific format of the transportation process by risks.
Modern trends in the global economy assume the construction of complex and cumbersome supply chains, where there is interaction between participants who are not only in different countries, but also in continents. The material flow of the supply chain crosses the borders of states, continents, seas and oceans. At the same time, each territory that is crossed by the material flow of the supply chain has its own distinctive features in the legal, economic, geographical area. At the same time, all operations were subject to risk in connection with the lack of knowledge of all the features of legislation and business rules in foreign countries. All this led to the fact that the goods were lost on the way, the carriers were mistaken with the execution of documents, there were fines in connection with the failure of deliveries

Les travaux effectués dans cette thèse industrielle concernent l'amélioration du calculateur d'itinéraire de Cityway, société spécialisée dans les technologies de l’information appliquées à la mobilité.Nous avons d'abord établi un état de l'art exhaustif, accompagné d'une mise en perspective de l'existant Cityway avec celui-ci. Cela nous a permis d'aider l'entreprise à prendre du recul sur son produit et de justifier les axes de recherche choisis pour nos travaux.Nous nous sommes ensuite intéressés à l'aspect multicritère du problème. En effet, le calculateur, basé sur l'algorithme de Dijkstra, permet de trouver des trajets minimisant une somme pondérée de critères. Nous avons développé un algorithme multilabel permettant de conserver et étendre plusieurs labels au même nœud. Malgré une légère augmentation des temps de calculs, des résultats satisfaisants ont été obtenus dans une application bicritère de ce nouvel algorithme.Nous avons également travaillé sur la génération et la sélection de trajets alternatifs. La génération s'appuie sur les algorithmes monolabel ou multilabel. La sélection s'appuie quant à elle sur la définition d'une distance entre les solutions et des méthodes de regroupement.Enfin, nous nous sommes intéressés à l'optimisation du calcul du critère lexicographique de durée minimale dans le cas bicritère. Pour qu'un trajet soit intéressant, il faut qu'il soit optimal sur les critères usuels, mais aussi qu'il dure le moins longtemps possible. L'utilisation de certaines propriétés sur ce critère permet de réduire des temps de calcul initialement trop longs
The work carried out in this industrial PhD aims at improving the route planner of Cityway, a company specialized in information technologies applied to mobility. We first established an exhaustive state of the art, and compared it to the existing Cityway product. This allowed us to help the company take a step back from its urgent needs, and justify the research guidelines chosen for our work.We then looked at the multi-criteria aspect of the problem. Indeed, the trip planner, based on the Dijkstra algorithm, makes it possible to find paths minimizing a weighted sum of criteria. We have developed a multilabel algorithm to maintain and extend multiple labels at the same node. Despite a slight increase in computation time, satisfactory results were obtained in a bicriteria application of this new algorithm.We also worked on the generation and selection of alternative routes. The generation algorithm relies on the existing monolabel or newly developed multilabel algorithms. The selection algorithm is based on the definition of a distance between trips and adaptations of existing clustering algorithms to this specific case.Finally, we were interested in what we called the lexicographic criterion. For a trip to be interesting, it must be optimal on the usual criterion of earliest arrival, and, for trips arriving at the same time, on the latest departure criterion. The use of certain properties on this criterion makes it possible to reduce computation times on the bicriteria case

Thesis (S.M.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2004.
Includes bibliographical references (leaves 100-101).
Unsustainable transportation systems have been the cause of many problems facing urban areas around the world. Lack of regard for sustainable development considerations by those responsible for planning and implementing transportation systems has caused unhealthy air quality, noise pollution, traffic congestion, loss of green spaces and biodiversity, disruption of neighborhoods, equity problems, resource use etc. Many factors could potentially cause unsustainable transportation systems to persist. Transportation planning and decision-making is crucial in determining the structure and operation of transportation systems and hence also its sustainability. This thesis explores the idea of transportation planning institutions with the capability to design and implement sustainable transportation systems and how these institutions can be developed. The Regional Strategic Transportation Planning/CLIOS Process and Regional Planning Architecture Protocol were combined to form a Regional Planning Architecture Strategic Design Framework. To illustrate the use of the framework, it was applied in developing a RPA for planning a sustainable APTS-enabled regional multimodal public transportation system for the rapidly developing Kuala Lumpur Metropolitan Region in Malaysia.
by Zulina Zakaria.
S.M.

Доступ до роботи тільки на території бібліотеки ОНЕУ, для переходу натисніть на посилання нижче
У роботі розглядаються теоретичні основи організації мультимодальних перевезень вантажів, розглянуто логістичні аспекти організації мултимодальних перевезень підприємством, надана характеристика способам організації та управління мультимодальними перевезеннями та визначено стан нормативно-правової бази мультимодальних перевезень у ринкових умовах. Проаналізовано логістичну діяльність підприємства ТОВ «Стар Шайн Шипінг»: надано техніко-економічну характеристику діяльності підприємства, досліджено логістичне середовище компанії, проаналізоване конкурентне сепредовище на логістично-транспортному ринку, де працює ТОВ «Стар Шайн Шипінг». Запропоновано шляхи удосконалення організації мультимодальних вантажів підприємством ТОВ «Стар Шайн Шипінг» : розроблено заходи з впровадження у структуру організації мультимодальних вантажів підприємством ТОВ «Стар Шайн Шипінг» можливість транспортування авіатранспортом.
The qualifying work consists an introduction, three chapters, conclusions, list of sources used and applications. The object of research is the process of building multimodal transportation of goods. The subject of research is the organization of multimodal transportation of goods at the enterprise «Star Shine Shipping». The purpose of the work is to study the features of the organization of multimodal transportation at the enterprise «Star Shine Shipping». The logistics activity of «Star Shine Shipping» LTD was analyzed: the technical and economic characteristics of the enterprise activity were given, the logistics environment of the company was studied, the competitive environment in the logistics and transport market where «Star Shine Shipping» LTD operates was analyzed. Ways to improve the organization of multimodal cargo by the company «Star Shine Shipping» LTD are proposed: measures are developed to introduce into the structure of the organization of multimodal cargo by the company «Star Shine Shipping» LTD the possibility of transportation by air.

Transportation networks constitute a critical infrastructure enabling the transfers of passengers and goods, with a significant impact on the economy at different scales. Transportation modes, whether air, road or rail, are coupled and interdependent. The frequent occurrence of perturbations on one or several modes disrupts passengers' entire journeys, directly and through ripple effects. Collaborative Decision Making has shown significant benefits at the airport level, both in the US and in Europe. This dissertation examines how it could be extended to the multimodal network level, discusses the supporting qualitative and quantitative evidence, and provides recommendations for implementation. A case study on the crisis management following the Asiana Crash at San Francisco International Airport in July 2013 is presented. The resulting propagation of disturbances on the transportation infrastructure in the United States is examined. The perturbation takes different forms and varies in scale and time frames : cancellations and delays snowball in the airspace, highway traffic near the airport is impacted by congestion in previously never congested locations, and transit passenger demand exhibit unusual traffic peaks in between airports in the Bay Area. The crash led to a large number of domestic and international flight diversions to many airports, such as Oakland, San Jose, Los Angeles, but also Denver, Salt Lake City and Seattle for instance. Thousands of passengers found themselves struggling to reach their original destination. Passenger reaccommodation varied greatly from airline to airline and airport to airport.First a passenger-centric reaccommodation scheme is developed to balance costs and delays, for each diversion airport. Second, assuming better information sharing and collaborative decision making, we show that there was enough capacity at the neighboring airports, Oakland and San Jose, to accommodate most of the diverted flights and reoptimize the allocation of flight diversions to the Bay Area airports. The present research paves the way further data-driven research on interdependent infrastructure networks for increased resilience. The end goal is to form the basis for optimization models behind providing more reliable passenger door-to-door journeys and improved transportation performance.

Demand for intercity transportation has increased significantly in the past decades and is expected to continue to follow this trend in the future. In the meantime, concern about the environmental impact and potential climate change associated with this demand has grown, resulting in an increasing importance of climate impact considerations in the overarching issue of sustainability. This results in discussions on new regulations, policies and technologies to reduce transportation's climate impact. Policies may affect the demand for the different transportation modes through increased travel costs, increased market share of more fuel efficient vehicles, or even the introduction of new modes of transportation. However, the effect of policies and technologies on mobility, demand, fleet composition and the resulting climate impact remains highly uncertain due to the many interdependencies. This motivates the creation of a parametric modeling and simulation environment to explore a wide variety of policy and technology scenarios and assess the sustainability of transportation. In order to capture total transportation demand and the potential mode shifts, a multimodal approach is necessary. The complexity of the intercity transportation System-of-Systems calls for a hybrid Agent-Based Modeling and System Dynamics paradigm to better represent both micro-level and macro-level behaviors. Various techniques for combining these paradigms are explored and classified to serve as a hybrid modeling guide. A System Dynamics approach is developed, that integrates socio-economic factors, mode performance, aggregated demand and climate impact. It is used to explore different policy and technology scenarios, and better understand the dynamic behavior of the intercity transportation System-of-Systems. In order to generate the necessary data to create and validate the System Dynamics model, an Agent-Based model is used due to its capability to better capture the behavior of a collection of sentient entities. Equivalency of both models is ensured through a rigorous cross-calibration process. Through the use of fleet models, the fuel burn and life cycle emissions from different modes of transportation are quantified. The radiative forcing from the main gaseous and aerosol species is then obtained through radiative transfer calculations and regional variations are discussed. This new simulation environment called the environmental Ground and Air Mode Explorer (eGAME) is then used to explore different policy and technology scenarios and assess their effect on transportation demand, fleet efficiencies and the resulting climate impact. The results obtained with this integrated assessment tool aim to support a scenario-based decision making approach and provide insight into the future of the U.S. transportation system in a climate constrained environment.

Made available in DSpace on 2014-06-11T19:31:38Z (GMT). No. of bitstreams: 0 Previous issue date: 2007-02-15Bitstream added on 2014-06-13T20:42:12Z : No. of bitstreams: 1 bovolenta_fc_me_botfca.pdf: 865517 bytes, checksum: 9e87bc5db77a17bb3fd0db1388332215 (MD5)
O presente trabalho objetivou analisar o fluxo energético considerando as rotas atualmente existentes para o escoamento de soja da região centro-oeste do Brasil, mais precisamente, do município de Rio Verde (GO) até o porto de Santos (SP), visto que, é um grande pólo exportador de granéis sólidos. Foram selecionadas duas rotas para a análise, uma contemplando a multimodalidade, ou seja, os modais rodoviário, ferroviário e hidroviário, e outra, uma única modalidade, o modal rodoviário. A conversão dos fatores físicos e operacionais envolvidos nos sistemas logísticos, multimodal e unimodal de transportes estudados se deu por meio de coeficientes energéticos levantados junto à literatura. Os resultados obtidos indicaram, pela rota 1 multimodal, com gasto energético específico maior o modal rodoviário (0,50 MJ.km-1.t-1), seguido pelo modal ferroviário (0,42 MJ.km-1.t-1) e, em terceiro, o modal hidroviário (0,22 MJ.km-1.t-1). Pela rota 2 unimodal rodoviário, o resultado indicou 0,50 MJ.km-1.t-1. Nas participações de energia apresentadas, comparando as rotas 1 e 2, a que apresentou maior gasto energético específico foi a rota 2 (0,50 MJ.km-1.t-1), seguida pela rota 1 (0,34 MJ.km-1.t-1).
The present work objectified to currently analyze the energy flow considering the existing routes for the draining of soy of the region center-west of Brazil, more necessarily, of the city of Rio Verde (GO) until the port of Santos (SP), since, it is a great exporting polar region of solid granaries. Two routes for the analysis had been selected, one contemplating the multimodality, that is, modal the road, together railroad worker and water road, and another one, an only modality, the modal road. The conversion of involved the physical and operational factors in the systems logistic, multimodal and unimodal of studied transports if gave by means of raised energy coefficients next to literature. The gotten results had indicated, for multimodal route 1, with energy expense specific greater the modal road (0,50 MJ.km-1.t-1), followed for modal railroad worker (0,42 MJ.km-1.t-1) e, in third, the modal water road (0,22 MJ.km-1.t-1). For route 2 road unimodal, the result indicated 0,50 MJ.km-1.t-1. In the presented participation of energy, comparing routes 1 and 2, the one that specific energy expense presented greater it was route 2 (0,50 MJ.km-1.t-1), followed for route 1 (0,34 MJ.km-1.t-1).

Este trabalho está voltado à avaliação dos problemas do transporte intermodal sob efeito de restrições sazonais que, usualmente, não são consideradas na fase de planejamento e dimensionamento da frota. E, considerando a sobreposição de dois fatores sazonais restritivos ao longo da cadeia de transportes - a variação na produção de grãos ao longo do ano e a sazonalidade das cotas de nível d\'água nas hidrovias -, um modelo de simulação de eventos discretos mostra as impedâncias sofridas no sistema pela junção de fatores restritivos bem fortes. É possível avaliar o impacto dessas restrições não só no nível de utilização dos silos intermediários e silagem do porto, mas também no número de veículos necessários para fazer o transporte de commodities na região Centro-Oeste do Brasil. Em um sistema de transporte composto pelos modais rodoviário, hidroviário e marítimo, no qual o modelo de simulação abrange desde a produção nas fazendas, passando pelo transporte de caminhão até os armazéns intermediários, posteriormente com o transporte fluvial com destino ao porto para exportação. O presente estudo traz uma série de comparações entre cenários para avaliação dos gargalos existentes neste sistema de transporte intermodal, especialmente avaliando cenários com e sem as restrições sazonais, assim como análises de sensibilidade de performance de equipamentos de carregamento e descarregamento, nos quais a frota e os estoques necessários são substancialmente diferentes se a sazonalidade não for considerada.
This work focuses on the evaluation of the intermodal transport problems under the influence of seasonal constraints that are not usually considered on the phase of planning and sizing the fleet. Considering the superposition of two different seasonal factors along the transportation chain - first one the variation on grain production and the second one the level of water in the waterways throughout the year -, a discrete event simulation model was built to show the real effects of those constraints in the grain supply chain. So, it is possible to evaluate the impact of those constraints not only on the usage level of storages in this system, but also the number of vehicles required to transport this commodities from the Midwest of Brazil to the port. In a complex multimodal transportation system, the simulation model in this work includes roadways, waterways and seaways to transport all the cargo from farms to the final costumer. This study is composed by a number of scenarios to evaluate the bottlenecks in this intermodal transportation system, specially analyzing scenarios with and without seasonal constraints, as well as analysis of sensitivity of performance of equipment of loading and unloading, in which the fleet and the required stocks are substantially different if seasonality is not considered. In other words, it is possible to evaluate the risks involved when managers are making decisions if they do not take in consideration any of those seasonal constraints.

Ce travail de thèse s’est intéressé au transport urbain de passagers dans un contexte d’offre de transport multimodale consistant en la coexistence de plusieurs modes de transport. Dans la pratique, un problème de transport multimodal nécessite la prise en compte de plusieurs objectifs et de contraintes spécifiques liées aux modes ou à la séquence de modes utilisés. De telles contraintes sont appelées contraintes de viabilité.Cette thèse CIFRE s’est déroulée en collaboration avec la société MobiGIS, spécialisée dans le conseil et le développement d’applications autour des Systèmes d’Information Géographiques.Le problème étudié dans cette thèse est celui de la recherche d’itinéraires viables multimodaux point à point bi-objectif pour lequel il s’agit à la fois de minimiser le temps de trajet et le nombre de changements de mode. Compte tenu notamment des objectifs considérés, ce problème est de complexité polynomiale.Sur la base d’une modélisation multi-couches des réseaux de transport multimodaux et d’une modélisation par un automate à états finis des contraintes de viabilité nous avons proposé différents algorithmes de résolution de ce problème basés sur le principe de fixation et extension de labels. Nous avons également proposé une règle de dominance basée sur les états de l’automate de viabilité et permettant d’élaguer le nombre de labels explorés par nos algorithmes. Des adaptations en bidirectionnel ou en utilisant le principe de la recherche A_ ont également été proposées.Les algorithmes proposés ont été évalués sur une partie du réseau de transport de la ville de Toulouse et les expérimentations ont mis en évidence l’intérêt de la règle de dominance basée sur les états ainsi que de l’approche bidirectionnelle développée.Un prototype logiciel implémentant différentes fonctionnalités des algorithmes de plus courts chemins a été développé. Il permet notamment de réaliser des calculs d’itinéraires point à point, des calculs d’accessibilité ou des calculs de distancier
This thesis focuses on urban passenger multimodal transportation. In practice, a multimodal transportation problem requires taking into account several objectives and specific constraints related to modes or sequence of used modes. Such constraints are called viability constraints. This work has been carried out in collaboration with MobiGIS, a company specialized in consulting and development of applications around Geographical Information Systems.The problem studied in this thesis is the bi-objective multimodal viable point-to-point shortest path, aiming at minimizing the total travel time and the total number of mode changes. Given the considered objectives, this problem is polynomial.On the basis of a multi-layered graph model of the multimodal transportation networks, and of a finite state automaton model of the viability constraints, we propose various algorithms for solving this problem, based on the principle of label setting and extension.We also proposed a new dominance rule based on the states of the automaton to reduce the number of labels explored by our algorithms. Bidirectional and A* variants are also proposed.The algorithms are evaluated the transportation network of the city of Toulouse and experiments demonstrate the interest of the proposed dominance rules and bidirectional approach. A prototype software implementing different features of the shortest path algorithms has been developed. It notably enables calculations of point-to-point routes, accessibility and origin-destination matrices

Orientador: Marco Antonio Martim Biaggioni
Banca: Osmar de Carvalho Bueno
Banca: Luís Fernando Nicolosi Bravim
Resumo: O presente trabalho objetivou analisar o fluxo energético considerando as rotas atualmente existentes para o escoamento de soja da região centro-oeste do Brasil, mais precisamente, do município de Rio Verde (GO) até o porto de Santos (SP), visto que, é um grande pólo exportador de granéis sólidos. Foram selecionadas duas rotas para a análise, uma contemplando a multimodalidade, ou seja, os modais rodoviário, ferroviário e hidroviário, e outra, uma única modalidade, o modal rodoviário. A conversão dos fatores físicos e operacionais envolvidos nos sistemas logísticos, multimodal e unimodal de transportes estudados se deu por meio de coeficientes energéticos levantados junto à literatura. Os resultados obtidos indicaram, pela rota 1 multimodal, com gasto energético específico maior o modal rodoviário (0,50 MJ.km-1.t-1), seguido pelo modal ferroviário (0,42 MJ.km-1.t-1) e, em terceiro, o modal hidroviário (0,22 MJ.km-1.t-1). Pela rota 2 unimodal rodoviário, o resultado indicou 0,50 MJ.km-1.t-1. Nas participações de energia apresentadas, comparando as rotas 1 e 2, a que apresentou maior gasto energético específico foi a rota 2 (0,50 MJ.km-1.t-1), seguida pela rota 1 (0,34 MJ.km-1.t-1).
Abstract: The present work objectified to currently analyze the energy flow considering the existing routes for the draining of soy of the region center-west of Brazil, more necessarily, of the city of Rio Verde (GO) until the port of Santos (SP), since, it is a great exporting polar region of solid granaries. Two routes for the analysis had been selected, one contemplating the multimodality, that is, modal the road, together railroad worker and water road, and another one, an only modality, the modal road. The conversion of involved the physical and operational factors in the systems logistic, multimodal and unimodal of studied transports if gave by means of raised energy coefficients next to literature. The gotten results had indicated, for multimodal route 1, with energy expense specific greater the modal road (0,50 MJ.km-1.t-1), followed for modal railroad worker (0,42 MJ.km-1.t-1) e, in third, the modal water road (0,22 MJ.km-1.t-1). For route 2 road unimodal, the result indicated 0,50 MJ.km-1.t-1. In the presented participation of energy, comparing routes 1 and 2, the one that specific energy expense presented greater it was route 2 (0,50 MJ.km-1.t-1), followed for route 1 (0,34 MJ.km-1.t-1).
Mestre

The theme of this thesis is the analysis of transportation in the Slovak Republic with a focus on freight transportation. The Output of the thesis is recommendations for improvements of transportation in the Slovak Republic. The theoretical part deals with theoretical knowledge on transportation, transportation infrastructure, principles of SWOT analysis, method for evaluation of alternatives and the general characteristics of the Slovak Republic. The practical part is focused on the analysis of transporation and creation of recommendations based on this analysis.

Orientadores: Akebo Yamakami, Ricardo Coelho Silva
Tese (doutorado) - Universidade Estadual de Campinas, Faculdade de Engenharia Elétrica e de Computação
Made available in DSpace on 2018-08-25T08:18:04Z (GMT). No. of bitstreams: 1 Verga_Juliana_D.pdf: 1085866 bytes, checksum: 6325aac2b413dfa3fc773ecc3791388c (MD5) Previous issue date: 2014
Resumo: A teoria de grafos é comumente utilizada na área da engenharia para resolver problemas que podem ser representados na forma de redes. Dentre diversos problemas abordados, o problema de transporte multimodal é um dos que podem ser modelados por grafos. Este trabalho apresenta três algoritmos para redes de transporte multimodal aplicados ao tráfego urbano. O primeiro algoritmo é de carregamento incremental de fluxo e aborda incertezas nos custos e nas capacidades dos arcos utilizando a teoria dos conjuntos fuzzy. Neste caso, o problema foi modelado através de subgrafos, onde cada modo de transporte considerado é representado por um subgrafo e o grafo total é a união de todos os subgrafos. O segundo é um algoritmo de caminho mínimo para grafos coloridos com custos crisp e é baseado no algoritmo clássico de caminho mínimo de Ford-Moore-Bellman. O terceiro algoritmo é de carregamento incremental de fluxo e utiliza o segundo algoritmo para encontrar os caminhos mínimos multimodais. Neste caso os custos e capacidades são crisp e assim como no primeiro algoritmo, os custos dependem do fluxo. A modelagem com relação ao segundo e ao terceiro algoritmo, foi feita utilizando grafos coloridos, onde cada modo de transporte é representado por uma cor
Abstract: The graph theory is commonly used in the area of engineering to solve problems that can be represented in the form of networks. Among several problems, the multimodal transport problem is one that can be modeled by graphs. This work presents three algorithms for multimodal transport networks applied to urban traffic. The first algorithm is of incremental loading flow and deals uncertainties in costs and in capacities of arcs using the fuzzy sets theory. In this case the problem was modeled by subgraphs, where each mode of transport considered is represented by a subgraph and the total graph is the union of all subgraphs. The second, is an algorithm of shortest path for colored graphs with crisp costs and is based in the classical shortest path algorithm of Ford-Moore-Bellman. The third algorithm is of incremental loading flow and uses the second algorithm to find the multimodal shortest paths. In this case the costs and the capacities are crisp and thus in the first algorithm, the costs depend on the flow. The modeling with respect to the second and third algorithm was done using colored graphs, where each transport mode is represented by a color
Doutorado
Automação
Doutora em Engenharia Elétrica

The methodology to measure the performance of urban streets was significantly revised in the latest edition of the Highway Capacity Manual (HCM 2010). Urban Streets, which include urban and suburban signalized arterial highways, typically serve the four modes of transportation (auto, transit, pedestrian and bicycle) and are frequently congested. Analyzing both recurrent and non-recurrent conditions is essential. In this dissertation, the author addressed several urban streets related issues by developing an alternative method to measure recurrent multimodal conditions on urban streets; gathering feedback relating to the key elements of the developed method; and developing a probabilistic method to analyze and measure non-recurrent conditions. Real life sample applications were performed for both developed methods. The developed multimodal method addresses the following: (1) the use of level of service (LOS) step functions; (2) the comparability of LOS results across modes; (3) the impacts of modes on other modes; (4) the establishment of thresholds; (5) accuracy; and (6) user perceptions in measuring multimodal conditions on urban streets. Feedback gathered from transportation professionals through focus group meetings and surveys supported most of the features of the developed multimodal method and provided default values for method application. They were divided on the naming of condition levels and on the number of condition levels to use. Non-recurrent conditions were addressed through the development of a Markovian probabilistic method to analyze and measure the resilience of congested, signalized, arterial highways, for which availability of existing analytical tools is limited. The method results provide a plexiform of information about the rate and speed of recovery of the arterial traffic flow.
Ph. D.

The United Nations Convention on International Multimodal Transport of Goods of 24th May 1980 is an appropriate answer to the legal and political problems raised by through carriage and containerisation.
Traditionally, when goods were transferred from one mode to another they were also transferred to a new legal regime. There was no coherent legal regime governing carrier liability for goods moving in multimodal transport. The Convention creates a new liability system and confer international legal sanction on the responsibilities and immunities flowing from the multimodal transport contract.
The Convention compromises between the needs of developing countries--who called for provisions on regulation and control of multimodal operations at the domestic level--and the demands of developed countries--who wanted the convention to deal primarily with private law matters and pointed to the danger of conflicts with modal conventions.
The Convention is not yet in force but its provisions are the basis of current through carriage 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.

1. Multimodal transport. URL: https://www.plslogistics.com/blog/multimodal-transport-what-is-multimodal-shipping 2. «Door-to-door». URL: https://www.eximlogistics.com/door-to-door-delevery/ 3. Geography of Ukraine. URL: https://www.britannica.com/place/Ukraine 4. Multimodal transportation. URL: http://www.deniint.com.mk/tag/advantages-of-multimodal-transportation/
In our time - the era of continuous technological development and innovations, to imagine the modern world without the participation of transport - is almost impossible. Transport is the key driver of the system, which leads it to movement, creates new market trends, expands the range of services, and adjusts planning strategies. In order to maximize the basic level of the logistics system efficiency, in recent years, incredible efforts have been made to solve the problems of one of the most promising and financially profitable areas, namely - the development of multimodal transportation.
У наш час - епоху безперервного технологічного розвитку та інновацій, уявити сучасний світ без участі транспорту - майже неможливо. Транспорт є ключовим рушієм системи, який веде її до руху, створює нові ринкові тенденції, розширює спектр послуг та коригує стратегії планування. З метою максимізації базового рівня ефективності логістичної системи в останні роки докладаються неймовірні зусилля для вирішення проблем одного з найбільш перспективних та фінансово вигідних напрямків, а саме - розвитку мультимодальних перевезень.

. Multimodal Transport: What Is Multimodal Shipping? [Electronic source] // PLS – Access mode: https://cutt.ly/kcsXArL. 2. Door to Door Delivery [Electronic source] //– Access mode: https://cutt.ly/qcsX5c7. 3. Geography of Ukraine [Electronic source] – Access mode: https://cutt.ly/fcsCM7D. 4. What is Multimodal Transportation? [Electronic source] – Access mode: https://cutt.ly/acsVigg. 5. Multimodal transportation [Electronic source] – Access mode: https://cutt.ly/tcsVRUd. Supervisor - PhD in Economics, Vice Dean of the International Relations Faculty Sydorenko K.V.
In our time - the era of continuous technological development and innovations, to imagine the modern world without the participation of transport - is almost impossible. Transport is the key driver of the system, which leads it to movement, creates new market trends, expands the range of services, and adjusts planning strategies. In order to maximize the basic level of the logistics system efficiency, in recent years, incredible efforts have been made to solve the problems of one of the most promising and financially profitable areas, namely - the development of multimodal transportation.

Made available in DSpace on 2014-06-11T19:24:42Z (GMT). No. of bitstreams: 0 Previous issue date: 2001-07-24Bitstream added on 2014-06-13T20:32:01Z : No. of bitstreams: 1 bravin_lfn_me_botfca.pdf: 437731 bytes, checksum: 76e60ecd78bce56040361c1fa6425214 (MD5)
A hidrovia Tietê-Paraná foi aqui analisada sob o ponto de vista de seu aproveitamento para a navegação comercial, servindo para o escoamento dos produtos da rica região centro-oeste brasileira com destino ao porto de Santos (SP), com o objetivo de mostrar a vantagem competitiva de se utilizar a multimodalidade de transporte no escoamento de grãos. Considerando que o custo de transporte ou custo logístico chega, em alguns casos, a representar até 30% do valor final de vários produtos agrícolas, verificou-se que a navegação fluvial tornou-se um grande fator de redução no custo dos produtos, que necessitam de transporte em longa distância e, ao mesmo tempo, mantém um fluxo de carga muito elevado. Esta economia no custo de frete pode chegar a valores acima de 30%, quando se utiliza embarcações fluviais de terceiros e uma economia de mais de 40% ao se utilizar embarcações próprias, na fase do transporte hidroviário. Pela metodologia utilizada no trabalho foram identificadas duas regiões distintas: a consumidora e a produtora. Esta condição permitiu que fosse apresentado um estudo logístico específico, com maior detalhamento de rota e melhor especificação de equipamentos a serem utilizados, os quais permitiram obter resultados que possibilitaram otimizar o frete. Comparou-se os resultados desta análise de transporte com finalidade de obter relações entre custos e benefícios observados em outras modalidades de transporte utilizados nesta região, potencialmente rica e carente de transportes eficientes.
The Tietê-Paraná's waterway was analyzed here under the point of view of its use for the commercial sailing; being good for the canal of the products of the rich center-west region of Brazil to Santos' harbour, with objective to show the advance multimodal transporting in grains drainage. Considering that the cost of transporting or logistic's cost reach thirty per cent of the final value of several agricultural products. The fluvial sailing is seen today as a great reduction factor in the costs of products, that need transport of long distance and at the same time it maintains a very high load flow. This reduction of freight may get thirty per cent if used undertaking boat, but forty per cent or more will be get if used self-boat. The work has a sequence that will begin with the general characterization of the area consumer, as well as the location of the producing areas, presenting a specific study where it will consist a larger route specially and the equipments to be it used. This source will show a series of calculations that they will have later as objective to arrive to a freight optimized in this project, which intends to offer the analysis of transport alternative comparable with the costs and benefits of the other modalities of this area, potentially rich and poor of efficient transports.

A Multimodal Seaport Container Terminal (MSCT) is a complex system which requires careful planning and control in order to operate efficiently. It consists of a number of subsystems that require optimisation of the operations within them, as well as synchronisation of machines and containers between the various subsystems. Inefficiency in the terminal can delay ships from their scheduled timetables, as well as cause delays in delivering containers to their inland destinations, both of which can be very costly to their operators. The purpose of this PhD thesis is to use Operations Research methodologies to optimise and synchronise these subsystems as an integrated application. An initial model is developed for the overall MSCT; however, due to a large number of assumptions that had to be made, as well as other issues, it is found to be too inaccurate and infeasible for practical use. Instead, a method of developing models for each subsystem is proposed that then be integrated with each other. Mathematical models are developed for the Storage Area System (SAS) and Intra-terminal Transportation System (ITTS). The SAS deals with the movement and assignment of containers to stacks within the storage area, both when they arrive and when they are rehandled to retrieve containers below them. The ITTS deals with scheduling the movement of containers and machines between the storage areas and other sections of the terminal, such as the berth and road/rail terminals. Various constructive heuristics are explored and compared for these models to produce good initial solutions for large-sized problems, which are otherwise impractical to compute by exact methods. These initial solutions are further improved through the use of an innovative hyper-heuristic algorithm that integrates the SAS and ITTS solutions together and optimises them through meta-heuristic techniques. The method by which the two models can interact with each other as an integrated system will be discussed, as well as how this method can be extended to the other subsystems of the MSCT.

Resumo: A hidrovia Tietê-Paraná foi aqui analisada sob o ponto de vista de seu aproveitamento para a navegação comercial, servindo para o escoamento dos produtos da rica região centro-oeste brasileira com destino ao porto de Santos (SP), com o objetivo de mostrar a vantagem competitiva de se utilizar a multimodalidade de transporte no escoamento de grãos. Considerando que o custo de transporte ou custo logístico chega, em alguns casos, a representar até 30% do valor final de vários produtos agrícolas, verificou-se que a navegação fluvial tornou-se um grande fator de redução no custo dos produtos, que necessitam de transporte em longa distância e, ao mesmo tempo, mantém um fluxo de carga muito elevado. Esta economia no custo de frete pode chegar a valores acima de 30%, quando se utiliza embarcações fluviais de terceiros e uma economia de mais de 40% ao se utilizar embarcações próprias, na fase do transporte hidroviário. Pela metodologia utilizada no trabalho foram identificadas duas regiões distintas: a consumidora e a produtora. Esta condição permitiu que fosse apresentado um estudo logístico específico, com maior detalhamento de rota e melhor especificação de equipamentos a serem utilizados, os quais permitiram obter resultados que possibilitaram otimizar o frete. Comparou-se os resultados desta análise de transporte com finalidade de obter relações entre custos e benefícios observados em outras modalidades de transporte utilizados nesta região, potencialmente rica e carente de transportes eficientes.
Abstract: The Tietê-Paraná's waterway was analyzed here under the point of view of its use for the commercial sailing; being good for the canal of the products of the rich center-west region of Brazil to Santos' harbour, with objective to show the advance multimodal transporting in grains drainage. Considering that the cost of transporting or logistic's cost reach thirty per cent of the final value of several agricultural products. The fluvial sailing is seen today as a great reduction factor in the costs of products, that need transport of long distance and at the same time it maintains a very high load flow. This reduction of freight may get thirty per cent if used undertaking boat, but forty per cent or more will be get if used self-boat. The work has a sequence that will begin with the general characterization of the area consumer, as well as the location of the producing areas, presenting a specific study where it will consist a larger route specially and the equipments to be it used. This source will show a series of calculations that they will have later as objective to arrive to a freight optimized in this project, which intends to offer the analysis of transport alternative comparable with the costs and benefits of the other modalities of this area, potentially rich and poor of efficient transports.
Orientador: Widsney Alves Ferreira
Coorientador: Marco Antônio Martin Biaggioni
Banca: Elias José Simon
Banca: Adilio F. de Lacerda Filho
Mestre