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Der Verkehrsmarkt befindet sich im Spannungsfeld maßgeblicher Einflüsse wie Kosten- und Einkommensentwicklung, Verkehrsangebot, Verkehrsnachfrage und Infrastruktur. Diese Einflussfaktoren sind bereits heute dabei, sich zum Teil dramatisch zu verändern; dies wird in der Zukunft noch verstärkt der Fall sein. Die Einflussfaktoren werden dabei durch das Zusammenwirken verschiedener Leittrends (Megatrends) maßgeblich geprägt. Beispielhaft genannt seien etwa die Schrumpfung und Alterung der Bevölkerung, die Folgen der Globalisierung und des Klimawandels, die weltweite Ressourcenverknappung oder die finanziellen Restriktionen privater und öffentlicher Haushalte. Mit diesem InnoZ-Baustein werden die mobilitätsrelevanten Megatrends analysiert und ihr Einfluss auf die Indikatoren des Verkehrsmarkts in einem Gesamtzusammenhang dargestellt. Unser interdisziplinärer Ansatz integriert ökonomische, sozial- und raumwissenschaftliche Erkenntnisse. Es zeigt sich dabei unter anderem, dass … • … die für die Bevölkerungsmehrheit nur noch moderat steigenden Realeinkommen und die gleichzeitig steigenden Ausgaben für elementare Lebensbereiche dämpfend auf den Verkehrsmarkt wirken. Die Spreizung in hohe und niedrige Einkommen nimmt zu und führt zu einer wachsenden Differenzierung der Nachfrage nach hochund niedrigpreisigen Angeboten. • … die Kosten für Mobilität in den letzten Jahren stark angestiegen sind und dass diese in den kommenden Jahren sehr wahrscheinlich weiter ansteigen werden. Dies gilt für alle motorisierten Verkehrsträger und insbesondere für den motorisierten Individualverkehr. Die Simultanität von kaum noch steigenden Realeinkommen und einer sich stetig verteuernden Gesundheits- und Altersvorsorge sorgt dafür, dass die Mobilitätsbudgets der Verbraucher deutlich eingeengt werden. • … durch die demografisch bedingte Verkleinerung wichtiger Nachfragegruppen die Nachfrage am Gesamtverkehrsmarkt tendenziell sinkt – trotz regional zum Teil gegenläufiger Tendenzen. • … Verkehrsunternehmen und Fahrzeughersteller auf die sich verändernden Kundenanforderungen – z.B. bedingt durch die massive Alterung der Bevölkerung – mit differenzierten Angeboten reagieren. Voraussichtlich kann jedoch die zurückgehende Gesamtverkehrsnachfrage nicht vollständig kompensiert werden. Der vorliegende InnoZ-Baustein schließt mit einem Ausblick auf die auf dieser Grundlage hergeleiteten und regional ausdifferenzierten Umfelddaten, die Eingang in modellbasierte Prognoserechnungen zur zukünftigen Verkehrsnachfrage und dem entsprechenden Infrastrukturbedarf finden werden. / he transport market is influenced by various and sometimes competing factors such as cost development and income growth, transport options offered, transport demand and infrastructure. These influencing factors are already to some extent under dramatic change, and these changes will increase in the future. The influencing factors themselves are affected by different leading trends (megatrends) interacting with each other. Examples for such megatrends are a declining and ageing population, the impacts of globalization and climate change, worldwide resource shortages, or increasing constraints on public finances and on disposable incomes. This paper analyzes the megatrends relevant for the mobility sector and describes their impact on transport market indicators in a general context. The underlying interdisciplinary approach integrates economic, sociological and spatial scientific knowledge. The analysis shows, among other things, that … • … only moderately increasing real earnings for most of the population, and simultaneously rising expenditures for basic needs will result in decreasing effects on the transport market. Income inequality will increase and lead to a growing differentiated demand for high- and lowpriced products and services. • … mobility costs have risen dramatically over the past years and they will very likely continue to increase over the next years. This applies for motorized transport on the whole, and especially for individual motor car traffic. A minimal rise in real earnings along with a permanent increase in health care and retirement provision costs lead to noticeable restrictions on individual mobility budgets. • … a decrease of important customer groups, caused by demographic change, will tend to result in a shrinking transport market, in spite of opposing trends in some regions. • … transportation companies and vehicle manufacturers will respond to changing customer needs, brought along for instance by a drastically aging population, with differentiated products and services. But in all likelihood, such developments cannot wholly compensate for the declining overall transport demand. The paper concludes with an overview of the regionally differentiated context data derived from the described approach. The context data constitutes the input data for the model-based forecasting, with which future transport market demand and the according infrastructure demand in Germany will be estimated.

京都大学 / 0048 / 新制・課程博士 / 博士(経済学) / 甲第19466号 / 経博第535号 / 新制||経||277(附属図書館) / 32502 / 京都大学大学院経済学研究科経済学専攻 / (主査)教授 文 世一, 教授 森 知也, 教授 依田 高典 / 学位規則第4条第1項該当 / Doctor of Economics / Kyoto University / DFAM

This study aims to provide a complete overview of intermodal rail connections in Germany and identify the market players involved in their operation. The lack of a comprehensive overview is attributed to the difficulty of summarizing empirical data of intermodal rail transport, combined with the many rapid changes in the dynamic open market. The study uses a dataset compiled through online research and interviews with market players. The identified market players include intermodal operators, railway carriers, terminals, and ports.

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This study investigates the extent and nature of the interaction between the political, institutional andeconomical development in the Swedish railway sector 1920-1980. The work deals with two main issuse,which may be summarized in the following question: has the Swedish railway policy contributed to orcounterbalanced the stagnation of the railways, especially in the post-war period? The basic premise has beenthat the institutional framework from the 19th century, was well adjusted to the requirements in thecontemporary industrialization process. The adaption of the regulations, obligations and economic principlesfrom the inter-war years and henceforth was more problematic. A growing discrepancy between economicconditions and policy goals emerged. Ulis affected the function of the Sate Railways (SJ).The interesting issue is to explain the process of renewal and abandonment of the original institutionalarrangements. There are two distinctive driving forces in this process. Firstly the demand for transport in theeconomy of the society changed. This interacted with the expansion of motorvehicles. Motor vehicles, and lateron civil aviation, have taken over parts of traditional railway transports. Of greater significance though, is thefact that railways have not been able to compete with motorvehicles on a number of growing markets in theeconomy of society. This has been of major importance to the diminishing economic returns and the decliningcompany profitability in the railway sector. The second driving force is to be found in the institutional setting inthe railway sector. The institutional principles and the railway policy gave social and economic responsibilitypriority over business profitability as the managerial strategy for SJ. SJ was used to fulfil regional and generaleconomic policy goals. As a consequence the unprofitable private railways were nationalized to save theregional transport system. To succeed on the competitive transport market in the post-war period it becamenecessary for SJ to act as a profit-seeking company. This created a long period of political struggle inParliament concerning the institutional principles. In order to keep the social economic principles, the monetaryclaims were reduced. Subsidies were given to try to save SJ s profitability as a business company. The mixtureof social and monetary principles from 1960 and onwards, could neither solve the railway's market problems,nor could they keep the regional railway system intact. This failure led to the abandonment of the originalinstitutional framework. In the late 1980 s it was totally replaced. Hie guiding rules for the State Railways arenow concentrated on competition and company profitability. / digitalisering@umu

No description available.

The evolution of third-party logistics has sparked much academic interest over the years, with researchers looking at how the industry has grown and the factors that have contributed to it. The primary goal of this thesis is to examine the factors that have driven third-party logistics companies’ growth in Sweden for eighteen years (2002–2020). Growth in this thesis is considered as the growth of net sales. A total of 924 observations of ninety-five active third-party logistics companies operating in the Swedish market are analyzed in this thesis. An Ordinary Least Squares (OLS) linear regression analysis is carried out to examine the growth factors of third-party logistics companies in Sweden, taking into consideration the direct effect of the variables, number of employees, liabilities, operating profit, Earnings Before Interest and Taxes (EBIT), accessibility, technology, reverse logistics, service offer, customer relationship management (CRM), marketing, and distribution systems on the growth of net sales. Results from the OLS model shows that the size of the company, profitability, and the company's level of competence, has a significant positive influence on third-party logistics (3PL) company's growth.

Transportations role in society is increasingly important and today it has a prominent role in business, citizens lives as well as in the world economy. The increasing globalization and urbanization puts significant pressure on the existing transport system, with increasing demand for high-speed travel. However, this comes with implications on the environment, and the environmental concerns constitutes one of the biggest pressures in transport. And as the contemporary modes are bound by their technologies, enabling marginal rather than radical improvements, a possible window of opportunity for new radical technologies to enter the market can emerge. One new technology emerging within transportation today is called hyperloop, a technology that could prove to meet demand for faster, cheaper, safer and more environmentally efficient transportation. However, the technology is still in an early stage of development and hence surrounded by major uncertainties. Further, the nature of the technology necessitates overcoming several obstacles before it can reach commercial practice. And this together with a limited knowledge of the concept in Sweden makes it difficult to predict if hyperloop can become a viable transport alternative on the Swedish market. Which condensed lays the foundation to the purpose of this paper: "To give an overarching understanding of the Swedish transport market dynamics, together with a comprehensive evaluation of the hyperloop concept. And hence contribute to more inclusive knowledge and understanding of hyperloop’s viability in the Swedish context." Since the phenomenon has not been comprehensively studied previously, the elected research design is that of an exploratory case study, with an inductive, qualitative approach. To address the purpose, a literary review of the theoretical field was conducted. Looking in to previous research on disruptive innovation, diffusion of innovations, technical transitions, transformational pressure as well as window of opportunity. The empirical material gathered during the research process was derived from two main channels. Firstly, an extensive review of scientific articles about the hyperloop technology was conducted, providing insights on the technology and its surroundings. This was complemented by qualitative interviews to obtain material on the dynamics of the Swedish transport market as well as for understanding hyperloop in the Swedish context. The empirical study was further accompanied by a review of news articles and websites to map the most recent progress in the hyperloop development. By analyzing the empirical material through three frameworks; Characteristics of Diffusion, the Multi-Level Perspective (MLP) and Technology Readiness Level (TRL), interesting findings and conclusions were drawn. These together points towards that hyperloop, if the technology reaches its predicted performance, will have significant relative advantages and observable effects in the relation to the contemporary modes of transportation. Further, a noticeable window of opportunity, sprung from capacity shortages and pressure towards environmental sustainability, seems to exist on the Swedish market. A window which could be capitalized upon and justify hyperloop in the Swedish context. The current state of the technology does however come with implications as it so far is insufficient to decrease uncertainty amongst the potential adopters. Factors that likely will prolong the adoption of the technology in Sweden relates to the relative complexity of the system, its limited compatibility with existing practices and the low maturity of the technology. Hence, the hyperloop companies must prove the concept feasible and increase the maturity to gain sufficient acceptance and recognition. This paper contributes to the academic community by assessing the compatibility of hyperloop on the Swedish market, as well as if hyperloop could become a viable alternative transport solution in Sweden. It provides insight to specific perspectives of the Swedish market, its requirements and the demand for alternative transport solutions. Hence, this paper is considered to make both an analytical contribution in terms of evaluating the viability of disruptive technologies. And an empirical contribution by shedding light on new important insights for the potential diffusion of hyperloop. Insights that are significant for hyperloop actors as well as for dominant actors on the Swedish transport market. / Transporters roll i samhället blir allt viktigare och de har idag en framträdande roll inom näringsliv, medborgares liv samt världsekonomin. Den ökande globaliseringen och urbaniseringen sätter dock ett betydande tryck på det existerande transportsystemet, med ökande efterfrågan för höghastighetsalternativ. Detta medför implikationer för miljön, och oron kring transporters miljöpåverkan är ett av de största bekymren för transportsektorn. Eftersom de existerande transportalternativen är bundna av sin teknik, vilket begränsar dem till inkrementella snarare än radikala förbättringar, kan en möjlighet för nya transportsätt att komma in på marknaden öppna sig. En kommande ny teknik som utvecklas inom transport idag kallas hyperloop, en teknik som kan visa sig möta efterfrågan för snabbare, billigare, säkrare och mer miljösmarta transporter. Tekniken är dock i ett tidigt utvecklingsskede och är därav omgärdad av stora osäkerheter. Vidare kräver teknikens natur att flertalet hinder kommer att behöva överkommas innan tekniken kan nå kommersiellt bruk. Detta tillsammans med den begränsade kunskap som finns kring konceptet i Sverige gör det svårt att förutspå om hyperloop kan bli ett möjligt transportalternativ på den svenska marknaden. Kondenserat ligger detta till grund för syftet med den här uppsatsen: "Att ge en övergripande förståelse av dynamiken på den svenska transportmarknaden, tillsammans med en djupgående utvärdering av hyperloop konceptet. Och därav bidra till en mer inkluderande kunskap och förståelse kring hyperloops möjligheter i den svenska kontexten." Eftersom detta fenomen inte tidigare har studerats i större utsträckning valdes en forskningsdesign i form av en undersökande fallstudie med ett induktivt, kvalitativt tillvägagångssätt. För att adressera syftet gjordes en litterär översyn av det teoretiska fältet. Med inblickar i tidigare forskning kring disruptiv teknik, diffusion av innovation, tekniska övergångar, transformationstryck samt möjlighetsfönster. Det empiriska materialet till studien samlades in genom två kanaler i huvudsak. Först, genom en djupdykning i tidigare forskning och vetenskapliga artiklar relaterade till hyperlooptekniken, för att generera insikter kring tekniken och dess omgivning. Detta kompletteras med kvalitativa intervjuer för att erhålla material om dynamiken på den svenska transportmarknaden samt för att ge en förståelse av hyperloop i den svenska kontexten. Den empiriska studien kompletterades ytterligare med en översyn av nyhetsartiklar och webbplatser för att kartlägga de senaste framstegen i hyperlooputvecklingen. Genom att analysera det empiriska materialet med hjälp av tre ramverk; Egenskaper för Spridning av Innovation, Perspektiv i Multipla Nivåer (MLP) och Teknisk Mogenhetsnivå (TRL), kunde flertalet intressanta upptäckter och slutsatser dras. Vilka tillsammans pekar mot att hyperloop, om tekniken lyckas uppnå den predikterade prestandan, kommer att ha betydande relativa fördelar och synliga effekter i förhållande till dagens transportsätt. Vidare kan ett märkbart möjlighetsfönster, sprunget ur kapacitetsbrist och tryck mot miljömässig hållbarhet, identifieras på den svenska marknaden. Detta fönster skulle kunna kapitaliseras på och motivera hyperloop i den svenska kontexten. Teknologins nuvarande tillstånd har emellertid konsekvenser, eftersom den hittills inte är tillräcklig för att minska osäkerheten hos potentiella adopterare. Faktorer som sannolikt kommer att förlänga processen att adoptera tekniken i Sverige härstammar från systemets relativa komplexitet, dess begränsade kompatibilitet med befintliga metoder samt teknikens låga mogenhet. Därav är det essentiellt för hyperloopbolagen att bevisa konceptet möjligt och öka mogenheten för att få tillräcklig acceptans och erkännande. Detta arbete bidrar till det akademiska samhället genom att bedöma kompatibiliteten mellan hyperloop och den svenska marknaden, samt om hyperloop kan bli ett genomförbart transportalternativ i Sverige. Arbetet bidrar med insikter i specifika perspektiv på den svenska marknaden, dess krav samt efterfrågan för alternativa transportlösningar. Därav kan denna uppsats anses utgöra både ett analytiskt bidrag genom dess utvärdering av genomförbarheten av disruptiv teknik. Samt ett empiriskt bidrag genom att belysa viktiga insikter för den potentiella spridningen av hyperloop. Insikter som är viktiga för såväl hyperloopaktörer som de dominanta aktörerna på den svenska transportmarknaden.