Seaports are major intermodal structures in the global supply chain, where multiple stakeholders search for profitable and resilient maritime lines. Shipowners reduce the distance between the northern and southern hemispheres by connecting hub ports. Hosting a global hub port implies competitive advantages to the municipality. However, operational bottlenecks loosen the port-city relationship. One of the main conflicts in this relation is the land port access, a hard-to-be-mapped, random operation. The traffic flow rise noticed in developed countries' ports and, more recently, in emerging markets, causes congestion and air pollutant emissions in terminal surroundings. Current models for road port access are static, single-window non-synchronized truck appointment systems. As a contribution, this case study develops a dynamic model of road port access. Also, it verifies the effectiveness of its application in the port-city relationship indicators in an emerging market global hub port, the Port of Santos, faced with ports of developed countries, prospecting optimal conditions to its implementation in an environment with significant institutional obstacles.

海港是全球供应链中的主要多式联运结构，多个利益相关者在这里寻找有利可图且有弹性的海运线路。船东通过连接枢纽港，缩短了南北半球之间的距离。拥有一个全球枢纽港意味着市政当局的竞争优势。然而，运营瓶颈使港城关系变得松散。这种关系中的主要冲突之一是陆地端口访问，这是一种难以映射的随机操作。发达国家港口以及最近新兴市场的交通流量上升导致码头环境拥堵和空气污染物排放。当前的公路港口访问模型是静态的、单窗口非同步卡车预约系统。作为贡献，本案例研究开发了公路港口准入的动态模型。此外，它还验证了其在新兴市场全球枢纽港桑托斯港面对发达国家港口的港城关系指标的应用有效性，在具有重大制度障碍的环境中寻找其实施的最佳条件。