The aim of this work is to analyse the transport of live animals as a very specific type of transport. The first part of work is about legislation, which is related to the transport of live animals. There is the description of the requirements for the carrying on the transport of live animals, necessary documents, permissions and equipment of the means of transport. In the next part of work the statistics related to the transport of live animals are given. For example there are the numbers of transported live animals, the numbers of checking or the numbers of the infringements of the rules. Then a description of two specific international transports of live animals implemented by Czech zoological gardens is presented. The final part of work is about the company Boby-Fleisch, which is specialised in the transport of live animals.

The dissertation has focused its attention on rail freight transport in the EU where it tried to identify trends that have accompanied that transport in the last decades. The identified trends are: intermodality, interoperability, creation of railway corridors and harmonization of legal norms for transport of goods. Each trend has been judged from the perspective of the so-called "common transport policy". The complexity of the analyzed environment as well as the interest in the depiction of the situation in the Czech Republic have led to the setting of three goals and three scientific questions. The result of the author's scientific investigation is a completely original work that should contribute to better understanding of changes of structural-systemic nature that happen in the rail cargo transport in the territory of the EU. Such a work is also an evaluating mirror for the reform of the railway sector undertaken by the same institution.

The internalization of external costs is a prioritized task of the European Union, aiming for an implementation until 2020. This study wants to provide an estimate of the expected reactions of the freight traffic market in Germany. For this purpose, the earnings from and expenses for the traffic system in Germany including external costs are analyzed to obtain a valid financial balance for each means of transport. In case of missing cost coverage, adequate internalization measures are defined to counteract the different causes of external costs. With this data, a computational model is created to assess the resulting effects on modal shift, traffic avoidance and efficiency gains in the transport market. Using prices of transport services, average transport distances and attributes of the means of transport and the transported goods, a detailed estimation of the expected market reactions is given. The results are then evaluated considering both risks and chances for the transport market as well as the national economy. Consequently, advice for politics and research is presented to facilitate the execution of the chosen internalization measures. Eventually, a SWOT analysis is conducted to judge the validity of the found results.

Freight demand models have not been developed that much as passenger demand models. The reason is existence of too many complexities in this area. To estimate a disaggregate freight transport models large input data is required. The Swedish Flow Commodity survey 2004/2005 (CFS) which is a unique data source at the level of individual firms made it possible to estimate a disaggregate model to analyze the choice of transport chains and shipment size for the domestic metal products. The output of logistics module of the Swedish national freight transport (SAMGODS) is used as an auxiliary database to incorporate logistics decisions which CFS lacks in the model. The model comprises logistics perspective by considering both shipment size and transport chains as endogenous choices. Characteristics of shippers, shipments and transport chains are included in the model to analyze the choice of transport chain and shipment size. It has been tried to include as many transport chains as possible in the choice sets to consider their effects on decision making. Transport costs have been included in the model as shipment size specific to incorporate the concept of logistics more precisely in the model. From the results it can be seen that the freight transport demand is almost inelastic to the cost. The model gives a positive sign for the coefficient of the transport time which can be explained as the storage cost is so high that shippers prefer to use transport modes as the moving inventories instead. Finally, it is suggested to estimate panel discrete choice models on this dataset.

Transportsektorn är en av de sektorer som står för en stor andel utsläpp. Transporter står för cirka en tredjedel av Sveriges utsläpp av växthusgaser. För att minska denna siffra har flera kommunala samt privata initiativ startats. Ett av dem är företaget i fråga som detta arbete är gjort tillsammans med.Huvudsyftet med vårt arbete var att ta fram faktisk data i form av en simulering för att kunna styrka att detta privata initiativ faktiskt var ett grönare alternativ samt att kunna förmedla detta på ett bra och metodiskt sätt för användaren via en prototyp. Simuleringen gjordes på äldre data från företaget på faktiskt körda transporter. Prototypen är ett interaktivt verktyg för användaren för att se vilka effekter deras tänkta agerande kan åstadkomma. Kan man nu med denna prototyp få användare att bli mer villiga att använda sig utav tjänsten? Och är de beredda att betala mer när de ser vilka effekter det skulle ge? Detta undersöktes i form utav en användarundersökning. Vad simuleringen visade var att samlastning av gods är avsevärt mycket bättre gällande Co2-utsläpp, än att transportera godset själv. Utöver detta visade prototypen i samarbete med användarundersökningen att slutanvändare tyckte om utformningen utav prototypen samt att budskapet förmedlades, dvs vilka minskade Co2 utsläpp som kunde göras. Våra resultat visar på att budskapet om Co2:s påverkan hade tagit emot av användarna. Samt att de var villiga att betala 21% högre belopp för dessa typer av tjänster, med motivering att det skulle vara bra för miljön. / The transport sector is one of the sectors that accounts for a large proportion of emissions. The transport sector accounts for about one third of Sweden's greenhouse gas emissions. To reduce this figure, several municipal and private initiatives have been started. One of them is the company in question with which this work has been written.The main purpose of our work was to produce actual data in the form of a simulation in order to prove that this private initiative was actually a greener alternative, and to be able to convey this in a good and methodical way for the user via a prototype. The simulation is done on older data from the company on actual transports. The prototype is an interactive tool for the user to see what effects their intended actions can bring. With this prototype, can users now be more willing to use the service? And are they prepared to pay more when they see what effects it would give? This was tested in the form of a user survey. This meant that the user was first asked about why they would like to use this form of service and what sums they were prepared to pay for a specific transport.Then they sat down and tested the prototype and entered various transports and goods to transport then saw what effects they had. Then they were asked what they thought of the prototype and the information they received, and what motivations they had to use the service or similar services. Lastly they were asked what amounts they were prepared to pay for this form of service.What the results show is that the simulation resulted in the collective transportation of goods being considerably much better with respect to Co2 emissions, than if it were to be transported by itself. In addition to this, the prototype in collaboration with the user survey showed that end users liked the design of the prototype and that the message that was conveyed, ie which reduced Co2 emissions could be done. This ended with the users' motivations for using this or similar services were similar to before, but this turn Co2 jumped up to one of the leading reasons, even when it wasn't a motivation at all before when they stated before they tested the prototype. As well as they were now willing to pay up to 21% higher amount for these types of services, justifying that it would be good for the environment.

京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第17871号 / 工博第3780号 / 新制||工||1578(附属図書館) / 30691 / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 谷口 栄一, 教授 藤井 聡, 准教授 宇野 伸宏 / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

Freight transport of goods is an indispensable part of everyday life. Without it there would be no delivery of products such as food, water, construction material, technology, furniture, clothes and society, as we know it today, would collapse.  However, there are more and less sustainable ways of transporting goods. Today, the number of freight transport vehicles in cities is increasing steadily which contributes to traffic congestion, unsafety, insecurity, air pollution, noise pollution and climate change. Moreover, as the e-commerce flows are increasing, the importance of sustainable last-mile deliveries increases as well.   The research methods used were literature study and interviews. Firstly, the literature study was realized before two pre-knowledge interviews were conducted. Finally, ten semi structured interviews were conducted with experts, strategists, logisticians,  project managers and consultants.   The data suggests that sustainable urban freight transport can be accomplished with UCCs in combination with cargo bikes to reduce cars in the city. This can be done with the help of four ideas - collaboration, incentives, research and developed bicycle infrastructure.  UCCs are not a new concept but there are few centers that endure due to several factors; flawed business models, lack of expertise or research, subvention dependency and stakeholders’ various engagement and involvement levels. Also, a certain percent of freight that is transported by trucks can be substituted by cargo bicycles but in order to enhance the development of utilizing cargo bicycles as a last-mile delivery option, research and knowledge gap need to be addressed. The conclusion indicates that collaboration between stakeholders, specifically between the private and public sector, is integral. The results also highlight that off-peak deliveries and sustainable last-mile deliveries are feasible solutions. There are knowledge gaps in how UCCs and cargo bikes operate which are potential opportunities for areas of improvement and development. Lastly, policies and regulations set by the local authorities play an integral role to guide the freight industry development towards a more sustainable freight transport. / Godstransport av varor är avgörande i vardagen. Utan fungerande godstransporter skulle det inte finnas leveranser av produkter såsom mat, vatten, byggmaterial, teknik, möbler och kläder, och samhället, som vi är vana vid idag, skulle kollapsa.  Det finns emellertid mer och mindre hållbara sätt att transportera varor på. Idag ökar antalet godstransportfordon i stadskärnor stadigt vilket bidrar till trafikträngsel, osäkerhet, otrygghet, luftföroreningar, buller och klimatförändringar. Dessutom ökar e-handelns flöde i rask fart vilket leder till att betydelsen av hållbara last-mile leveranser ökar likaså. Forskningsmetoderna som användes var en litteraturstudie och intervjuer. Först genomfördes litteraturstudien, följt av två intervjuer för att få en förståelse och en gedigen bakgrund i ämnet. Slutligen genomfördes tio semistrukturerade intervjuer med experter, strateger, logistiker, projektledare och konsulter för att få en fördjupad kunskap om bl.a. problem och utvecklingsmöjligheter inom ämnesområdet.  Resultaten antyder att godstransporter kan utföras med hjälp av samlastningscentraler (UCC) i kombination med lastcyklar för att minska antalet bilar i staden. Effektiva samlastningscentraler ställer krav på väl utvecklat samarbete, incitament, forskning och cykelinfrastruktur. UCC är inget nytt koncept, men det finns få center som överlever på grund av flera faktorer: bristfälliga affärsmodeller, brist på expertis eller forskning, subventionsberoende samt olika nivåer av engagemang och deltagande från intressenter. En viss andel av godstransporterna som utförs med lastbilar kan ersättas av lastcyklar. För att främja utvecklingen av användningen av lastcyklar som last-mile lösning krävs dock forskning och ökad kunskap.  Slutsatsen pekar på att samarbete mellan intressenter, särskilt mellan privata och offentliga sektorer, är avgörande. Resultaten belyser också att off-peak leveranser lågtrafikperioder och hållbara last-mile lösningar är genomförbara alternativ. Det finns kunskapsluckor när det gäller drift av UCC och lastcyklar, vilket kan ses som en möjlighet till förbättring och utveckling. Slutligen spelar lokala myndigheters policys och regler en viktig roll för att styra godstransportindustrins utveckling mot en mer hållbar transport av gods.

Proximity logistics represent a counter movement to logistics sprawl – the return of logistics to urban areas. In the case presented, a logistics service provider in the groupage and less-than-truckload (LTL) segment runs an urban consolidation center (UCC), offers receiver-led consolidation and additional service like stockholding to inner-city businesses in the city of Dusseldorf. The case shows that for the development of a UCC or a proximity logistics facility to succeed, no expensive space is necessarily required in immediate inner-city areas. The transfer to other locations of logistics service providers of the same segment shows that these could serve as possible locations for UCC in terms of cargo bike-relevant distances. We therefore conclude that the relevant locations of logistics infrastructure like ports and centrally located logistics facilities should be seen as crucial for the transformation to sustainable freight transport and its initiation by municipal governments.

In Germany identification of logistics land is done rarely, among other things due to anonymization of employment and building data. The paper at hands presents a method for identifying logistics land based on publicly available data, in order to present an image of the existing spatial structure of logistics land. Identified spatial hotspots are mostly located in Metropolises/Regiopolises and their suburbs, along highways in areas with flat relief and in vicinity to large inland teminals/inland harbours. Correlation analyses show, that the area of identified logistics land shows only weak but significant correlations with other variables. In order to identify possible existing types of logistics hotspots, a cluster analysis is carried out for the identified logistics hotspots. The formation of the resulting three clusters is mainly driven by the existing logistics employment and company structure, the accessibility (e. g. of inland terminals) and population density. A comparison of the identified clusters with the remaining potential logistics land shows that extensive land reserves are only available in the low-density sururbs and rural areas cluster. Thus, the appearance of logistics sprawl is therefore to be expected solely due this reason.:1 Introduction 2 Background 2.1 Location factors of logistics facilities 2.2 The phenomenon of logistics sprawl 2.3 Further trends in the spatial distribution of logistics facilities 2.4 Difficulties in the study of spatial patterns of logistics in Germany 3 Study area 4 Identifying logistics land and data preparation 4.1 Used data sets and their preparation 4.2 Identification of logistics land 4.3 Accessibility analyses 4.4 Determination of land values 4.5 Spatial aggregation and further variables 4.6 Excursus: Identifying potential logistics/industrial land 5 Analysis of spatial autocorrelation 5.1 Global spatial autocorrelation 5.2 Local spatial autocorrelation 6 Correlation analysis 7 Cluster analysis 7.1 Prinicipal components analysis (PCA) 7.2 K-means Clustering 7.2.1 Identified clusters 7.3 Comparison of the results of the cluster analysis with other types of land 8 Conclusions Publication bibliography

The goal of the thesis is to sum up the issues of the contract for the international carriage of goods by road and rail comprehensively, from the perspective of the Czech legal system, and to analyze the issues of the electronic consignment notes, to evaluate the advantages and disadvantages of their usage, or to asses the barriers for their usage if they are not widely used yet.