in English A shipment of waste in European Union is really important part of the waste economy. A need of its control raised with the free movement of goods in the EU, because the unlimited shipment of waste would lead to irreplaceable damage on the environment. Regulaton No. 1013/2006, which is the most important document in this area, had to be properly adapted, that it could be its applicaton secured. The main topic of my thesis is just not only the analysis of the Regulaton No. 1013/2006, but also the comparison of its adaptaton in the Czech Republic and Germany.

Cutting and packing problems are combinatorial optimisation problems. The major interest in these problems is their practical significance, in manufacturing and other business sectors. In most manufacturing situations a raw material usually in some standard size has to be divided or be cut into smaller items to complete the production of some product. Since the cost of this raw material usually forms a significant portion of the input costs, it is therefore desirable that this resource be used efficiently. A hybrid general genetic algorithm is presented in this work to solve one and two dimensional problems of this nature. The novelties with this algorithm are: A novel placement heuristic hybridised with a Genetic Algorithm is introduced and a general solution encoding scheme which is used to encode one dimensional and two dimensional problems is also introduced.

This diploma thesis describes ocean freight LCL export shipment from the Czech republic to USA. Freight forwarder not only arranges the transportation, he can also offer complementary services like warehousing, packing or customs clearance of shipment. After definition of freight forwarding I described current situation on the ocean freight transportation market, especially infrastrucuture and means of transportation. There are more strict rules for shipments imported to USA. In cooperation with customs declaration I tried to describe all the steps, that are necessary to start arranging export shipment. The last part of diploma thesis describes specific business case of arranging LCL export shipment to USA.

The purpose of this study was to determine the effectiveness of an intervention designed to eliminate damage notification failures in a customer-specific standard operating procedure used by a global logistics company. Process maps identified locations in the process where damage notification failures could most likely occur. A revised process was designed overnight to eliminate as many notification failure points as possible. In addition, a job aid was included to help facilitate the process change for the drivers. The results of the intervention showed a rapid and profound decrease in damage notification failures leading to the retention of a large, profitable account with a minimal initial investment of time and money.

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.

The classical economic lot-scheduling problem (ELSP) involves the batch sizing and scheduling of multiple products in a single facility under deterministic conditions over an infinite planning horizon. It is assumed that the products are delivered to customers at continuous rates. In today's supply chains, however, often employing complex delivery networks, the finished goods are usually transported in discrete lots to succeeding stages along the distribution process, in order to take advantage of economies of scale in transportation. In this paper, we formulate mathematical models that attempt to integrate the production lot scheduling problem with outbound shipment decisions. The optimization objective is to minimize the total relevant costs of a manufacturer, which distributes a set of products to multiple retailers. In making the production/distribution decisions, the common cycle approach is employed to solve the ELSP, for simplicity. Two different shipping scenarios, i.e. periodic full truckload (TL) peddling shipments and less than truckload (LTL) direct shipping, are integrated with and linked to the multiproduct batching decisions. We consider these two shipment policies for both coordinated and uncoordinated scenarios. The resulting mixed-integer, non-linear programming models (MINLPs) are solved by the BONMIN solver. Finally, a set of numerical examples illustrate and evaluate the relative efficacies of these policies.

Recent interest in logistics and physical distribution has fueled a move to position such activities as mainstream marketing functions. Transportation has been of particular interest due to the changes in the regulatory environment in the United States in the last decade. The changes have resulted in an extremely competitive market facing the carriers, and have provided shippers with a strategic opportunity to use physical distribution as a competitive tool in the marketplace. Research in the past in the area of transportation purchasing has focussed on identification of carrier characteristics that are considered important in the selection process. The present study viewed purchasing of transportation as an organizational service buying phenomenon. The carrier selection decision was viewed within the framework of the Sheth (1973) model of industrial buying behavior. Organizational characteristics, environmental variables and source loyalty toward existing Carriers were empirically investigated to determine their influence on the locus of the shippers carrier selection decision. The impact of the variables above on the development of criteria for carrier selection was also investigated. The impact of shippers' source loyalty toward existing carriers on the buyclass variable, and the decision outcome were also investigated. Organizational variables such as terms of shipment used, nature of firms business, and usage of intermodal carriage were found to have significant relationship to the locus of the carrier selection decision. Among environmental variables, sources of information that were utilized had a significant relationship to the locus of the carrier selection decision. Source loyalty toward existing carriers was found to be positively related to the frequency of purchase situations that were classified as routine purchase. Carrier selection criteria used by shipper firms were found to differ as the firms differed in their organization characteristics and environmental variables facing them. The results of the study provide an empirical test of a portion of the industrial buyer behavior model (Sheth 1973). The results provide carrier companies with tools to segment their potential market, and knowledge of the shippers carrier selection decision process. / Ph. D.

Study project (MPhil)--University of Stellenbosch, 2000. / ENGLISH ABSTRACT: Liner shipping supplies a frequent scheduled transport service between designated ports to meet the needs of importers and exporters. Those needs are becoming more specific as a result of increasing competition attributable to globalisation of trade while importers and exporters are requiring more exacting services from the liner operators. The elements of service which most concern the importers and exporters are obviously the costs they must bear for the conveyance of the cargo and the time taken for its delivery. In order to meet the requirements of importers and exporters and at the same time enable the operators of the services to remain in business in the face of increasing competition within the industry, liner shipping worldwide is undergoing major changes. These changes are intended to increase the economies of scale and to extend control of the liner operators over the landside transport services. A discussion on liner shipping and current developments is contained in Chapter 3. Liner shipping plays an indispensable role in the economy of South Africa because almost 50% by value of South African imports are containerised. That equates to 8% of South African imports by volume (Moving South Africa: 1998), although it must be borne in mind that some of the cargo moving through South African ports is ultimately destined for countries in SADC (Southern African Development Community). According to Drewry Shipping Consultants, containerised cargo worldwide has been growing at the rate of about 8% per annum since 1980 and the South African trade has experienced a similarly high growth. The actual transport of containers, by sea is only one of the elements in the transport logistics supply chain (TLSC) between exporters in one country and importers in another with which liner operators must concern themselves. A conceptual background explaining the entire TLSC is provided in Chapter 2. In that chapter, the TLSe is defined and two models are used to identify key elements of the TLSC as well as interaction between them. Inefficiencies existing in individual elements of the TLSC as well as suggested solutions to the underlying problems are discussed in Chapter 4. Emphasis is placed on the need to use information technology as a vehicle to integrate the individual elements of the TLSe and as a means of saving costs and time. A discussion of the economic benefits of an efficient TLSe is contained in Chapter 5, while Chapter 6 includes a discussion on local and regional developments that have a bearing on the efficiency of the TLSe. The conclusions of the study together with recommended action are contained in Chapter 7. / AFRIKAANSE OPSOMMING: Lynvaart bied 'n gereeld geskeduleerde vervoerdiens tussen bepaalde hawens om in die behoeftes van in- en uitvoerders te voorsien. Weens toenemende mededinging voortspruitend uit die globalisering van handel, raak hierdie behoeftes egter al hoe veeleisender, terwyl in- en uitvoerders ook al hoe meer eise begin stel aan die gehalte van die diens wat deur lynvaartoperateurs gelewer word. Die elemente van hierdie diens waarby in- en uitvoerders die grootste belang het, is uiteraard die koste en die tyd verbonde aan vragverskeping. Om aan die vereistes van in- en uitvoerders te voldoen en dit terselfdertyd vir operateurs moontlik te maak om hul besighede te midde van toenemende mededinging in die industrie te bly bedryf, is die lynvaartbedryf wereldwyd besig om groot veranderinge te ondergaan. Hierdie veranderinge is bedoel om skaalvoordele te verbeter en lynvaartoperateurs se beheer oor vervoerdienste aan land uit te brei. Lynvaart en huidige ontwikkelinge in die bedryf word in Hoofstuk 3 bepreek. Lynvaart speel 'n onontbeerlike rol in Suid-Afrika se ekonomie omdat ongeveer 50% van die waarde van Suid-Afrika se invoere in houers vervoer word. Dit is gelyk aan 8% van Suid-Afrika se invoere per volume (Moving South Africa: 1998), alhoewel daar ook in gedagte gehou moet word dat 'n gedeelte van die vrag wat deur Suid-Afrikaanse hawens beweeg, uiteindelik bestem is vir lande in die SAOG (Suider-Afrikaanse Onwikkelingsgemeenskap). Volgense Drewry Skeepskonsultante, groei die vervoer van houerverskeping sedert 1980 teen 'n tempo van ongeveer 8% per jaar, en het die Suid-Afrikaanse handel 'n soortgelyke hoe groeikoers ondervind. Die werklike verskeping van houers is net een van die elemente in die vervoerlogistiekvoorsieningsketting (VL VK) tussen uitvoerders in een land en invoerders in 'n ander land waarmee lynvaartoperateurs rekening moet hou. 'n Konseptuele raamwerk wat die VLVK in die geheel verduidelik, verskyn in Hoofstuk 2. Die VLVK word ook in hierdie hoofstuk gedefinieer en twee modelle word gebruik om elemente daarvan asook die interaksie tussen daardie elemente te identifiseer. Die ontoereikendheid van individuele elemente van die VLVK asook moontlike oplossings vir die onderliggende probleme word in Hoofstuk 4 bespreek. Klem word geplaas op die noodsaaklikheid om informasietegnologie te gebruik om die individuele elemente van die VLVK te integreer ten einde tyd en koste te bespaar. Die ekonomiese voordele van 'n doeltreffende VLVK word in Hoofstuk 5 bespreek, terwyl Hoofstuk 6 handel oor plaaslike en streeksonwikkelinge wat die VLVK se doeltreffendheid beinvloed. Die gevolgtrek

With congestion, environmental Impact, and the price of oil becoming topics that influence businesses and individuals in a daily basis, measures need to be undertaken in order to accommodate the growing demand for freight transportation. By directing many of the trucks travelling along the National Highways Systems to the Marine Highway corridors developed by the U.S. Maritime Administrations, many of the problems can be addressed in the Short and Medium terms. In order to do so, Short Sea Shipping, through the use of Ro/Ro (Roll-on/Roll-off) Vessels, needs to be implemented. Although the environmental and congestion reducing benefits are considerable, the profitability of this transportation mode needs to be considered. A cost benefit analysis can determine the margin of profit, and attract investors and businesses. By developing a mathematical model that accounts the costs associated with transporting trucks along a particular corridor, the competitiveness of Short Sea Shipping can be determined. / by Alvaro Galletebeitia. / Thesis (M.S.C.S.)--Florida Atlantic University, 2011. / Includes bibliography. / Electronic reproduction. Boca Raton, Fla., 2011. Mode of access: World Wide Web.

In this thesis, we investigate synergies between participants in transportation and distribution systems and we explore collaborative approaches to exploit these synergies to reduce transportation and distribution costs. We study collaboration in two environments: truckload transportation and vendor management inventory replenishment. The first part of the thesis addresses the cost allocation problem of a collaborative truckload transportation procurement network. We study a logistics network where shippers identify collaborative routes with few empty truck movements to negotiate better rates with a common carrier. We investigate how to allocate the cost savings of these routes among the members of the collaboration. In the second part of the thesis, we investigate collaboration opportunities among carriers. When several carriers have to satisfy truckload transportation requests from various shippers, they may reduce their transportation costs by exchanging requests. First, we focus on computing the minimum cost to satisfy all requests. Next, we develop and analyze various exchange mechanisms that allow carriers to exchange requests in order to realize some of the potential costs savings. In the last part of the thesis, we study VMI replenishment. Simple cost allocation methods ignore synergies between the customers, due to their locations, usage rates, and storage capacities. As a result, the price charged to a customer for distribution does not represent the actual cost of serving that customer. We design a mechanism capable of computing a cost-to-serve for each customer that properly accounts for the synergies among customers.