Increasing competition on a global scale is forcing companies to rethink their strategiesconcerning their supply chains, launch new products and services, increase customer serviceoriented activities. When launching a new product on a new or an existing market it is crucial toestimate the market potential. The market for fast consumer goods is one of the mostdemanding markets globally and requires special attention from the logistic service providers.There is a lack of theoretical material written on this topic for starting practitioners and forexperienced specialists. Hence we try in this thesis to shed light on what the necessaryprerequisites that a freight forwarder ought to consider when launching a new product in thecategory of fast moving consumer goods, hereafter named “Fresh” products. Schenker Arkasprovides a good example for building a theoretical framework around their case due to theTurkey’s strategic position in the region and the ideal climate for “Fresh” products market.From empirical findings we can conclude that Turkish exports is experiencing a strong growth,in particular “Fresh” products which is growing at a higher rate that the total. For freightforwarders there is a great opportunity capitalize on the steady growth in “Fresh” exports butto completely take advantage of growth it is essential that freight forwarders convincecustomers of the value they bring by participating in the supply chain.

In September 2008, a consignment of pirated batteries, which were marked with Panasonic’s trademark, were retained by Swedish Customs. Panasonic sent a warning letter to the freight forwarding company, Tavatur, demanding it to destroy the batteries through the simplified procedure in (EC) No 1383/2003. However, since Sweden has not implemented the simplified procedure, Tavatur was unable to destroy the batteries without a court order from Sweden. Panasonic therefore sued Tavatur, the legal dispute being what liability freight forwarders have for pirated goods. Due to technical developments within different modes of transport, freight forwarders’ role has changed over the last few decades, from simple duties where the freight forwarder held an intermediary position, to a more independent role in which they now have to be legally classified as either a carrier or an agent. Unfortunately, legal development within multimodal transport has failed to keep pace with the speed of technical development. Bills of Lading, for example, have historically been working as receipts, but due to modern packing techniques, they have lost the normal evidence function they once had. Although there are some international regulations concerning freight forwarding services, they do not extend beyond the countries in which such conditions are used. When a dispute occurs between transport operators, which follow different regulations, the liability of the freight forwarders is unclear. Therefore, freight forwarders are in the need of harmonised legislation, especially concerning their liability for trademark infringements. Nonetheless, there are ways in which freight forwarder can avoid these disputes with right-holders, namely; by protecting themselves with legal cost insurance and via establish their liability through the use of contracts. However, Sweden and other Member States, which have not implemented the simplified procedure, should reconsider an implementation of it.

The thesis focuses on the Czech regulation of forwarding contract. The aim of this thesis is to answer the question whether planned legislation in The New Czech Civil Code is type of modern legislation, which takes into account the needs of freight forwarders and international developments in the unification and harmonization of forwarding contract. The answer is based on analysis of the current legislation of forwarding contract, jurisprudence and comparison with regulation abroad.

The theme of the Master's Thesis is liner shipping. The main issue concerns the changes in the liner shipping market caused by the economic crisis started in 2008. The first theoretical part of the thesis deals with characterization and classification of the liner shipping. Further the thesis concentrates on the containerization and the international organizations in maritime business. The second part of the thesis considers the development of the liner shipping market since 2008 till present days. The fundamental part aims to the measures taken by liner operators and freight forwarders.

This thesis deals with seaborne transport with emphasis on transport of containerized goods, contract terms and conditions of imports of goods to the European Union. It also describes the current situation of maritime transport on the route the EU - Vietnam. The practical part is focused on the import of goods into the Czech Republic using a freight forwarder services.

In its theoretical -- methodical part, the thesis is focusing on the subject of containerization, characterizes the liner sea transportation (shipping lines), describes the current situation on the sea freight market, characterizes selected shipping lines operating on the trade: Latin America -- EU and describes the ports on the export side: Callao and Paita. In the practical part, it addresses the progression of the transportation chain, beginning with the client's inquiry and ending with delivering the cargo at the consignee's premises. I am also presenting the transportation string through an actual shipment from the Peruvian port of Callao to Prague.

The master thesis deals with the application of delivery conditions in the maritime and air transport which was done in forward company Hellmann Worldwide Logistics Ltd. The theoretical part describes air and maritime transport focusing on development in Europe. The international interpretative rules INCOTERMS 2010 were discussed. The practical part explains application of delivery conditions by using business cases from company Hellmann. This part includes their comparison. Export and import operations were chosen on route Europe and Far East.

The aim of the thesis is to generally characterize the maritime container transport and to describe a complete work agenda of an NVOCC operator. Another aim of this thesis is to introduce the transport chain and the role of the NVOCC. In order to show the range in which prices can move, in my thesis are processed quotes for a specific route from several freight forwarders / NVOCC.

In 2018, global gross domestic product (GDP) was US$86.3 trillion, and almost a quarter of that value was due to international trade with a value of US$19.6 trillion. Air cargo accounts for about 35 percent of that trade value (approximately US$6.86 trillion). Moreover, from the perspective of the airport sector, air cargo revenue contributes between 20 to 70 percent of airport revenue. The global airport revenue for freight in 2018 was US$250 billion. Despite the interest and research activities surrounding competition and competitiveness of airports and specifically among airlines and passengers, it appears scholars have overlooked research concerning the competitiveness of airports when it comes to air cargo. This study attempts to fill the gap in the supply chain and logistics literature by putting forward a framework and ultimately operationalizing the framework highlighting the pivotal role of air cargo in the supply chain domain and within the global economy. Specifically, the framework is operationalized within the freight forwarding air cargo supply chain domain – providing insight into this important yet understudied phenomenon. The population of interest is freight forwarders from the Dubai International Airport, United Arab Emirates. The Middle East represents 18 percent of the world's air cargo volume and the region's air cargo volume has been growing three times faster than worldwide air cargo making the Dubai International Airport an appropriate and novel setting for the study. A sample frame obtained from the National Association of Freight and Logistics (NAFL) provided the final sample of 187 respondents. The survey was undertaken during the fourth quarter of 2019. The data are analyzed using structural equation modeling. The dissertation contributes to the supply chain and logistics literature by synthesizing and operationalizing a framework that measures freight forwarder satisfaction specific to air cargo. Relying on Porter's theory of industry structure and competitiveness, the results of this study find that freight forwarder satisfaction is composed of three dimensions: infrastructure, operations, and cost. Additionally, the empirical findings reveal that freight forwarder satisfaction has a significant positive effect on both loyalty and airport competitiveness. As well, loyalty partially mediates the relationship between freight forwarder satisfaction and airport competitiveness.

Le transport international de marchandises s’est développé grâce à la conteneurisation et à l’augmentation des échanges internationaux. Pour les organisateurs de transport, ceci a conduit à une plus lourde responsabilité et créé une certaine insécurité juridique.Le commissionnaire de transport français pose moins de problèmes quant au régime juridique qui lui est applicable alors que ses homologues étrangers engagés dans l’organisation du transport n’étaient pas préparés, pour la plupart, à cette évolution et par conséquent, il s’en est suivi de nombreux contentieux concernant leur qualification. En effet, ces organisateurs étrangers que nous désignerons comme intermédiaire de transport ou freight forwarder peuvent, selon leur engagement, agir en tant qu'« agent » ou « principal ». Afin de pouvoir déterminer leur qualification juridique exacte, les critères permettant leur distinction seront analysés à travers la jurisprudence. De plus, l’étendue de leurs obligations et responsabilités légales ou contractuelles sera abordée. En effet, dans tous les pays, des associations nationales de professionnels du transport ont élaboré des conditions générales disparates et variées afin de réguler les activités de leurs adhérents. De ce fait, l’analyse portant sur l’opposabilité des clauses de nature purement contractuelle s’avère nécessaire et donc, toute étude comparative entre les différents régimes légaux ou cadres contractuels permettra une approche pragmatique et juridique aidant à la résolution des litiges.Le développement du transport multimodal, grâce à la conteneurisation, a conduit à de multiples tentatives pour uniformiser le régime applicable à l'entrepreneur de transport, comme cela peut être actuellement le cas pour les transporteurs régis par des conventions unimodales. Ces tentatives d’uniformisation pour instaurer une convention internationale ayant toutes échoué, hormis quelques accords régionaux, la Fédération Internationale des Associations de Transitaires et Assimilés a pris l’initiative d’éditer des règles de nature purement contractuelle, laissant le choix à ses membres de s’y référer lorsqu’ils s’engagent comme entrepreneurs de transport multimodal.Actuellement, une convention internationale connue sous le nom de « Règles de Rotterdam » a été élaborée pour régir un transport transmaritime, celle-ci ayant pour but d’uniformiser les droits et obligations des parties. Nous analyserons son impact sur ceux de l’entrepreneur de transport qu’il agisse comme chargeur ou transporteur. De même, la connaissance de la teneur de la loi applicable, telle que déterminée par les règles de conflit de lois, permettra au praticien de mieux appréhender la résolution des litiges. / The international transport of goods has developed thanks to the containerization and the increase in the world-wide exchanges. For the organizers of transport, this has led to greater responsibility and created some legal unsecurity. The French transport commissioner (Commissionaire de transport) gives less problems regarding the legal system applicable to him while his foreign counterparts engaged in the organization of transport were not prepared for the majority to this evolution, and therefore, many disputes have arisen concerning their qualification. Indeed, the foreign organizers that we shall designate as transport intermediary or freight forwarder can, according to their engagement, act like « agent » or « principal ». In order to be able to determine their exact legal qualification, the criteria allowing their distinction will be analyzed through the jurisprudence. Besides, the extent of their obligations and legal or contractual responsibilities will be tackled. Indeed, in all the countries, national associations of professionals of transport have worked out varied and diversified general conditions to regulate the activities of their members. By this very fact, the analysis of the opposability of purely contractual clauses proves to be necessary, and therefore, any comparative study between the various legal systems or contractual frameworks will allow a pragmatic and legal approach helping the resolution of litigations. The development of multimodal transport, thanks to the containerization, has led to multiple attempts to standardize the system applicable to the transport operator, as it may currently be the case for carriers governed by unimodal conventions. These attempts of standardization for establishing an international convention having all failed, apart from few regional agreements, the International Federation of Freight Forwarders Associations have taken the initiative to publish rules of purely contractual nature, giving their members the choice to refer thereto when they engage as multimodal transport operators.At present, an international convention known under the name of « Rotterdam Rules » has been worked out to govern a transmaritime transport, having for aim to standardize the rights and obligations of the parties. We shall analyze its impact on the transport operator whether acting as shipper or carrier. Likewise, the knowledge of the content of the applicable law, as determined by the rules of conflict of laws, will enable a practitioner to better grasp the resolution of litigations.