The LCA analysis carried out is intended to answer the question of how many kilograms of CO2 equivalent emissions are generated when supplying the consumer with frozen foods. In order to get comparative results, the most common three scenarios are analyzed: delivery to the final consumer with refrigerated vehicles, delivery by CEP service providers with insulating containers as well as the final consumer’s purchase journey to the stationary dealer. All calculated results refer to the Functional Unit transport and storage of 10 liters of frozen food with a total weight of 3.5 kilograms including packaging. This corresponds approximately to the volume weight ratio of a deep-frozen ready-to-serve meal (e.g. chicken with fried potatoes, 500 grams by FRoSTA). Within the scope of the following analysis a classical three-stage distribution is chosen with pre-run, main run and post-run (Fig. \ref{967483}). Both the transport and the handling are considered. The pre-run describes the transport of frozen foods from the producer to the first transshipping point. The main run represents the section in which the goods are preferably transported by large heavy-goods-vehicles (HGV) over long distances to the second transshipping point. The phase of transport, in which the final consumer comes into contact with the goods, is described with the post-run. The three scenarios differ significantly by their distribution network, whose distances chosen for this analysis are shown exemplary in Fig. \ref{967483}. The different distances between the cooling houses or the package distribution centers result from the assumption that there are ten times as many distribution centers for the standard parcel delivery as cooling houses for the handling of temperature-controlled goods. For all vehicle movements, the fuel consumption is an average value, which is calculated from the respective cargo loading factor and a consumption range for empty and full transports. The values are as far as possible based on the relevant literature values [13].