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.

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.

The freight transport industry accounts for a large and, moreover, an increasing share of the global greenhouse gas emissions. Despite this, previous studies point to the fact that freight transport purchasing companies (TPCs) do not take sufficient action to reduce emissions from the freight transports they buy. Previous research has not thoroughly explored the variables that might alter this pattern found in company behavior. This thesis therefore aims to investigate what current opportunities and barriers TPCs experience and what practices these companies are utilizing to reduce freight transport emissions, in order to investigate how companies in general can be motivated to become greener. To fulfill this goal, a multiple case study was performed where qualitative data, collected through interviews, was gathered from 13 companies that are actively working to reduce their climate footprint. A theoretical framework, namely the PESTEL analysis, was furthermore utilized to analyze the macro-environment of the phenomena. The collected data was analyzed in accordance with the research questions, where the main research question concerns the role of TPCs in affecting environmental advancements and the opportunities and barriers TPCs face from a PESTEL perspective. The sub-research questions concern what motivational factors companies experience regarding the implementation of sustainability targets regarding purchased transport, and what practices companies are utilizing to decrease the emissions from purchased transport. The findings of this thesis show that TPCs play a large role in the process of affecting the environmental advancements in freight transport. Furthermore, by using the theoretical framework, fewer opportunities than barriers for affecting emissions from freight transport were identified. In two perspectives, the political and social, several opportunities were found. For instance, within the political perspective it was deduced that incentives such as the Swedish greenhouse gas reduction mandate act as opportunities for TPCs. Moreover, one of the most important barriers discovered in this thesis include the need for long-term policies by Sweden and the EU to enable investments in sustainable fuel types and vehicles. / Industrin för godstransporer står för en stor och framförallt, stigande andel av de globala utsläppen av växthusgaser. Trots detta pekar tidigare studier på att transportinköpande företag inte tar tillräckligt med initiativ för att minska utsläpp från de godstransporter som de köper in. Tidigare forskning har inte tillräckligt utforskat variablerna i företagens beteende, som skulle kunna ändra på detta mönster. Den här avhandlingen syftar till att utreda vilka nuvarande möjligheter och barriärer transportinköpande företag upplever och vilka metoder dessa företag använder för att minska utsläpp från godstransporter, för att utreda hur företag i allmänhet kan motiveras till att bli grönare. För att uppnå detta mål genomfördes en multipel fallstudie där kvantitativ data, insamlad genom intervjuer, samlades in från 13 företag som aktivt jobbar med att minska sitt klimatavtryck. Ett teoretiskt ramverk, PESTEL-analys, användes därtill för att analysera makromiljön av studien. Den insamlade datan analyserades i enlighet med forskningsfrågorna, där den huvudsakliga forskningsfrågan berör transportinköpande företags roll i att påverka miljömässiga framsteg, samt de möjligheter och barriärer företag ställs inför, från ett PESTEL-perspektiv. Delforskningsfrågorna berör vilka motiverande faktorer som företag upplever när det kommer till att implementera hållbarhetsmål rörande inköpta godstransporter, samt vilka metoder företag använder för att minska utsläppen från inköpta godstransporter. Resultatet av denna avhandling visar att transportinköpande företag spelar en betydande roll i processen att påverka de miljömässiga framstegen inom godstransporter. Vidare fann man, genom att använda det teoretiska ramverket, att färre möjligheter än barriärer som påverkar utsläpp från godstransporter kunde identifieras. Inom två perspektiv, det politiska och det sociala, identifierades flera möjligheter. Det kunde exempelvis urskiljas att incitament som den svenska reduktionsplikten verkar som möjligheter för transportinköpande företag. En av de viktigaste barriärerna som identifierades i denna avhandling berör behovet av långsiktiga policys i Sverige och på EU- nivå för att möjliggöra för investeringar i hållbara bränsletyper och fordon.