Search

El informe del proyecto de práctica empresarial, evidencia el trabajo realizado en el área de ventas de la empresa PANALPINA SA, en el cargo asignado como Practicante del departamento de Sales and marketing, dentro del portafolio de productos, donde se cumplen funciones muy puntuales, que involucran actividades orientadas en el servicio al cliente, cumpliendo estándares de alta calidad, en la realización de procesos relacionados con: Cotizaciones y ofertas de operaciones aduaneras, logísticas, transporte internacional, reservas de carga, autorizaciones de embarque, generación de documentos y monitoreo en la movilidad de carga internacional para importaciones y exportaciones. De la misma forma tiene como propósito dar a conocer las funciones y actividades desarrolladas asignadas en el cargo, teniendo en cuenta los objetivos generales y específicos propuestos en el proyecto, la disponibilidad y aportes significativos de la empresa Panalpina S.A. como un aliado estratégico de la Universidad Santo Tomas mediante el convenio interinstitucional con un solo fin: Compartir conocimientos y experiencias significativas con el practicante, para mejorar las competencias, adquirir, habilidades y destrezas en campo personal y profesional para poder asumir cargos de mayor responsabilidad en campo laboral. Profesional en Negocios Internacionales http://www.ustabuca.edu.co/ustabmanga/presentacion Pregrado

The maritime transport is an element of the intermodal transport, which makes the distribution process of automotive industry more efficient. The article presents possibilities of using the sea transport and seaports in the logistic chain of car distribution on the example of the Toyota company. Toyota is one of the largest car manufacturers in the world, having (among others) its logistic centers of distribution in seaports of Grimsby (Grimsby Logistic Centre in North East Lincolnshire – England) and Sagunto (Sagunto Logistic Centre in Valencia – Spain).

Since the beginning of the 20th century, logistics has undergone a huge technological development, which has, however, resulted in many negative effects as well. The industry, particularly in the packaging industry has been a massive waste producer, although recently it has forced the use of new materials and it started to focus on environmentally friendly technologies. During the transportation of finished and semi-finished Electrostatic Discharge (ESD) sensitive products, the product packaging system has a vital role. These kind of packaging materials must be suitable to both logistic (protection against mechanical and environmental stresses) and special ESD protection requirements. During the transportation of printed-circuit electronic products, ESD defense is then of primary significance. However there is a huge disadvantage for the use of various shield bags. Namely, this kind of associated packaging is particularly pollutant, it causes a lot of inconvenience in the form of waste. In order to rule out these materials from the packaging system, new innovative solutions have to be found. The investigated TPS (thermoplastic starch biodegradable foam) is subjected to a validation, a long process to certify that this material unites properties of two types of packaging materials at the same time. On the one hand, this packaging foam has to meet the requirements product defense. On the other hand, the material must be anti-static under the logistic stress effects. In case it is found suitable, it can be an alternative of the conventional materials. In this article, we investigate the ESD characteristic of TPS foam. As this material sensitive for environmental parameters during transportation, we make the relevant Surface Resistance (Rs) tests on different temperature and humidity conditions. Based on result, the decision of the application can be done, as an ESD packaging material.

In article system approach to the analysis of logisticstreams is offered: material, fi nancial, information, manpower. For functional dependence of streams production function, model of influence of scientific and technical progress, model of infl uence of information on a consumer demand is used. The received model of interrelation of logistic streamscan be used both for the analysis, and for synthesisof logistic chains, providing achievement of thedemanded result, for example, of a cash fl ow.

1 TÍTULO DE LA INVESTIGACIÓN 2 PROBLEMA DE INVESTIGACIÓN 2.1 DESCRIPCIÓN DEL PROBLEMA 2.2 FORMULACIÓN DEL PROBLEMA 3 OBJETIVOS DE LA INVESTIGACIÓN 3.1 OBJETIVO GENERAL 3.2 OBJETIVOS ESPECÍFICOS 4 JUSTIFICACIÓN Y DELIMITACIÓN DE LA INVESTIGACIÓN 4.1 JUSTIFICACIÓN 4.2 DELIMITACIÓN 5 REFERENTES TEÓRICOS 5.1 TENDENCIAS DEL COMERCIO INTERNACIONAL 5.2 PROTAGONISMO DE LAS AGENCIAS DE CARGA 5.3 SERVICIO DEL TRANSPORTE INTERNACIONAL 5.3.1 Clasificación 5.3.2 Determinantes y variables para la prestación del servicio de transporte 6 ESTRATEGIA METODOLÓGICA 6.1 PROCESO MUESTRAL 6.2 ESTRUCTURA DEL INSTRUMENTO 7 RESULTADOS DE LA INVESTIGACIÓN 8 DISCUSIÓN Y CONCLUSIONES 9 ANEXOS 10 BIBLIOGRAFÍA Pregrado Profesional en Comercio Internacional Comercio Internacional

In the present study, the documentation and analysis of processes involved in the supply chain is carried out in the first place. In this way, the ordering and inventory management are identified as the processes with the greatest influence on the exhaustion of products that have areas of opportunity executable in store. It also takes into account the problem of unavailability of products as a cause of exhaustion, which does not fall within the scope of the proposed solutions, as it is caused by national exchange controls in India. Then, strategies are developed that allow to reduce the levels of exhausted and to improve the sales. These strategies are structured in a project that consists of three pillars (ordering, inventory management and execution in marketing strategies store). The project is then implemented for three months in a pilot group of 12 stores in the pharmaceutical chain. As a result, it was noted that during the months influenced by the project, the exhausted levels of the pilot stores remained consistently below the levels of non-pilot stores, unlike previous months. In addition, the pilot group improved sales volume during the months of the project by 31% versus 2016, a valuable result since the problems of lack of product availability continued in 2017.

The expansion of customer orientation of entities operating in the logistics chain is the primary objective in the market of cargo transport services. Focusing on specific customer processes is one way how to adapt the offered services to the customer’s requirements. The aim of the study is to introduce the possibilities of application of the Customer Relationship Management (CRM) in logistics chains, in that the main role plays the relation between customer and forwarder or cargo operator. The definition of the CRM and its enforcement as philosophy of way of providing the services in the transport market leads to the implementation of process portal that supports the full range of processes generating a comprehensive transportation product. It means create an operational and economic concept that combines the potential of CRM and Internet portals cooperating with the concept of operating systems. To promote the CRM concept with the process portal is proposed effective process architecture on the customer interfaces. This includes processes of marketing, sales and service, as well as the operation of the portal and customer support process. To support these processes are characterized the main features of information systems, adapted to different process tasks. This way are integrated the own services as well services provided by the cooperating partners. In these relationships, it is necessary to specify the coordinator of the logistics chain, which may be a freight forwarder, intermodal transport operator, perhaps even cargo operator. The coordinator has the status of the portal operator and is an integrator of these processes. The realization of process portal implementation in the context of CRM allows to the supply chain coordinator to focusing on individual customer needs as well supporting the entire customer process of transport and logistics using the modern IT. Specific feasibility of the process portal for transport and logistics will depend on the operator and the environment. The decision- makers are customers, partners, accessibility and existing IT infrastructure. The process portal is a means to promote a coordination of freight transport in order to use sustainable transport modes and providing services at the required quality level.

The bachelor´s thesis focuses on analysis of logistic processes in CSI DISTRI s.r.o., which is provider of logistic services for the Swiss brand of sports clothing called Compressport Int. SA. The aim of this thesis is to analyse process chain in the company by the method SIPOC together with the evaluation of potential faults during set processes by the analytic method FMEA. The output of this thesis is rate of failure for the defects which are founded together with suggested arrangements which would eliminate defects during logistic processes chain inside the company. The results of this thesis are evaluation of set logistic process with the suggestion for their improvement. This thesis would be suitable as suggestion for more efficient internal logistic processes which should lead to more satisfied customers.

This thesis focuses on the functioning of reverse logistics in the food business whose processes are in practical part shown on a particular example. The aim of this work is to approach optimization in the food supply chain in a chosen company in terms of reverse logistics flows.

New developments in livestock transport within the pre-slaughter chain are discussed in terms of three logistic nodes: origin, stopovers and slaughterhouse. Factors as transport cost, haulier, truck specifications, micro-environment conditions, loading density, route planning, vehicle accidents and journey length are discussed as well as causes of morbidity, mortality, live weight and carcass damage. Taking into account current trends towards increased transport times, logistics stopovers and mixed transport, there is a need to develop systems of evaluation and decision-making that provide tools and protocols that can minimize the biological cost to animals, which may have been underestimated in the past.

Restrictions on the circulation of trucks are becoming increas ingly frequent in Brazilian cities. Population growth, lack of appropriate urban infrastructure, and concern for the environment compel governments to adopt attitudes to reduce the problems of externalities in large urban centres. Traffic restrictions affect the full logistic chain, from the providers of consumer goods and services to the final consumers. Such restrictions usually apply to city centres, particularly during the peak hours, and for larger vehicles. This paper aims to identify Brazilian cities that have traffic restrictions and to estimate the odds of implementing certain types of traffic restrictions. © 2014 The Authors. Published by Elsevier Ltd. Selection and peer -review under responsibility of the Organising Committee of the 8 th International Conference on City

AIMS Timely reperfusion with primary percutaneous coronary intervention (pPCI) in ST-segment elevation myocardial infarction (STEMI) patients is associated with superior clinical outcomes. Aiming to reduce ischaemic time, an innovative system for home-to-hospital (H2H) time monitoring was implemented, which enabled real-time evaluation of ischaemic time intervals, regular feedback and improvements in the logistic chain. The objective of this study was to assess the results after implementation of the H2H dashboard for monitoring and evaluation of ischaemic time in STEMI patients. METHODS AND RESULTS Ischaemic time in STEMI patients transported by emergency medical services (EMS) and treated with pPCI in the Noordwest Ziekenhuis, Alkmaar before (2008-2009; n=495) and after the implementation of the H2H dashboard (2011-2014; n=441) was compared. Median time intervals were significantly shorter in the H2H group (door-to-balloon time 32 [IQR 25-43] vs. 40 [IQR 28-55] minutes, p-value

The bullwhip effect generally refers to the phenomenon where order variability increases as the orders move upstream in the supply chain. It is serious problem for every member of the supply chain. This effect begins at customers and passes through the chain to producers, which are at the end of the logistic chain. Especially food supply chains are affected by this issue. These chains are unique for problems of expiration of goods (particularly perishable goods), variable demand, orders with quantity discounts and effort to maximize the customer satisfaction. This paper will present the problem of the bullwhip effect in the real supply chain in the food industry. This supply chain consists of approximately 350 stores, four central warehouses and more than 1000 suppliers, but the case study will examine 87 stores, one central warehouse and one supplier in 2015. The aim of this paper is the analysis of the order variability between the various links in this chain and confirmation of the bullwhip effect in this chain. The subject of the analysis will be perishable goods. Efekt biče obecně odpovídá jevu, kdy se variabilita objednávek zvyšuje proti směru v dodavatelsko-odběratelském řetězci. Jedná se o závážný problém pro každého účastníka dodavatelsko-odběratelského řetězce. Tento efekt začíná u koncových zákazníků a prochází jednotlivými články řetězce až k výrobcům, kteří jsou na konci logistického řetězce. Potravinářské dodavatelsko-odběratelské řetězce jsou zejména ovlivněny tímto problémem. Tyto řetězce jsou specifické díky problémům s expirací zboží (zejména rychlezkazitelné zboží), variabilní poptávkou, objednávkami s využitím množstevních rabatů a maximalizací snahy o uspokojení zákazníků. Tento článek bude prezentovat problém efektu biče v reálném dodavatelsko-odběratelském řetězci potravinářského průmyslu. Tento logistický řetězec se skládá z přibližně 350 prodejen, čtyř centrálních skladů a více než 1000 dodavatelů, ale případová studie se bude zabývat pouze 87 prodejnami, jedním centrálním skladem a jedním dodavatelem v roce 2015. Cílem tohoto článku je analyzovat variabilitu objednávek mezi různými články v tomto logistickém řetězci a potvrdit existenci efektu biče v tomto logistickém řetězci. Předmětem analýzy bude rychlezkazitelné zboží.

As an important hub of logistic chain, seaport is a major energy consumer. Therefore, the carbon footprint of container transportation system is studied in the paper. First, the operation process of container transportation system is analyzed. Second, the carbon footprint quantitative method is introduced. Finally, a case study is given as an example. Results indicate that carbon emission of quayside cranes accounts for the largest proportion in the transportation system. So, it's necessary to reduce the carbon emission of quayside crane.

Purpose . The aim of the work is to analyze the problems and prospects of using the technology of transporting grain cargo in containers, as well as assessing the economic efficiency of rail container transportation of grain, as compared with the technology of its transportation in grain-wagons. Methodology . In the research process analysis and synthesis methods were used to study the content and main provisions of scientific publications on the state of the logistic system of transporting Ukrainian grain for export, the experience of multimodal transportation of grain cargoes, methods of technical and economic calculations and determining transportation tariffs. Results. Ukraine is a major producer and exporter of grain. The logistic system for transporting Ukrainian grain from producers to seaports for export has demonstrated its inefficiency. A promising alternative to the traditional technology of transporting grain in grain-wagons or in grain-trucks is its transportation in containers. Such technology provides multimodality of the logistic chain of grain delivery from producers to ports and reduction of transportation costs by 30-60 %, and total logistics costs – by 5-15 %. Scientific novelty . The results obtained make it possible to provide a scientific and economic rationale for the development and improvement of the system of multimodal grain transportation and optimization of the parameters of its individual links. Practical significance . The development of a system of multimodal transportation of grain in Ukraine will improve the efficiency of the logistics of its exports, reduce the cost of the logistics component in the final cost of Ukrainian grain and, accordingly, increase its competitiveness in foreign markets and the currency receipts in the budget.

Este trabalho buscou identificar as mudanças ocorridas na Cadeia Logística da Soja bem como os impactos aos elos que a compõem (produtores, armazenadores/processadores, transportadores rodoviários, operadores ferroviários e portuários), em decorrência do advento e da difusão da soja transgênica, sob uma ótica sistêmica dos problemas que envolvem sua segregação. Para isso, foram identificados os pontos críticos e os cuidados e procedimentos necessários para a não contaminação da soja ao longo da Cadeia, garantindo assim a pureza do produto e o recebimento do prêmio pela segregação. O estudo foi de natureza exploratória, com abordagem qualitativa. Os resultados permitiram concluir que o elo armazenador/processador assume papel fundamental na coordenação de toda a logística da cadeia da soja, ampliando os seus limites no sentido “coaseano”, pagando os prêmios para os agentes que conseguem fazer a segregação, passando a ser visto com um coordenador de contratos.

In the present article, the author aims to find solutions to optimize the supply chain for the cash flow – a flow of products reversed from the physical one and the two-ways flow of information. In the last 15-20 years, academics and practitioners were oriented towards increasing the speed, cost reduction on supply chain material’s flow, oriented towards 3RP (3 Resource Planning) logistics solutions and management solutions such as outsourcing or collaborative management. In terms of information flow, there has been a real revolution with the rise of the Internet and information technology standards introduced by the VICS (Voluntary Interindustry Commerce Standards), CSCMP (Council of Supply Chain Management Professionals), SCC (Supply Chain Council) şi ECR Europe (Efficient Consumer Respons). The objective of this paper is to identify new ways of working together on supply chain financial flows. Methods used are the documentation in the literature and the practices of transnational companies under recession. Results refer to the identification of new solutions such as reverse factoring. A comparative analysis regarding the european and national regulations gets us to the conclusion that Romania is still tributary to traditional commercial credit. We propose that the Collaborative management, as a modus vivendi in a globalized and super computerized world, must be included within all Romanian organizations life, within the Supply Chain, but also those which are 3PL (Third Part Logistics) and 4PL (Four Part Logistics) organizations, where not only information services are included, but also financial services (banks and specialized financial institutions).

The logistic chain that connects the capital of Spain (Madrid) with the Canary Islands has the Port of Seville as the port node. This port node makes possible to switch from one transport mode (railway) to another (maritime) at the container terminal of the port. Some constraints, such as the operational time window that restricts the freight train access into the port in a certain time-slot or the need of the reversal of the train before entering into port, lead to generate important time delays in the intermodal chain. A time analysis of the process is necessary in order to check the critical points. A simulation of the whole process from the goods departing the origin station by train until they leave the port of Seville by ship to the Canary Islands is performed. To this aim, a queuing model network was developed in order to simulate the travel time of the cargo. The database is composed of daily departures of goods train and daily departures of vessels (including times of docking, berthing or load/unload cargo). The final objective of this work is twofold: firstly, to provide a validated model of the containerized cargo flow and secondly, to demonstrate that this kind of queuing models can become a powerful supporting tool in making decisions about future investments.

We study the management of containers in a logistic chain between a supplier and a manufacturer in a ramp-up scenario where the demand is stochastic and expected to increase. This paper extends our previous study with deterministic demand. We consider a periodic review system with T periods of R time steps. The supplier sends full containers at every step and receives empty containers every period. We consider positive lead times. To face demand increase, the manufacturer can purchase reusable containers at a setup cost while the supplier can buy single-use disposables. Using a dynamic programming framework, we develop an online exact algorithm and an offline heuristic.

The food industry is more complicated and interweaves become, so that more coordination efforts in the area of the quality and amount of meat exports are necessary. The trade success depends on the as strongly interweaving between the links of the logistics chain are. In the case of the organic meat means to understand the logistic exports process in order to suggest improvements in certain rings of the logistics chain. The cattle is under thrown during the load, traffic, unloading and slaughter in stress factors, so that the animal prosperity and the meat quality are more concerned. As economic consequences one counts important losses on macroeconomic as well as microeconomic levels (plain) (i.e. the cattle breeder). This work presents an overhaul about the animal prosperity during the traffic and the slaughter as well as its connection with amount and quality of the manufactured meat what concern the decision about its exports.The conquest other markets is possible only if the industrial procedure is seen of the point of view of the consumer: what is searched for product; which are the attraction factors and why becomes (or the decision is not met) to ask organic meat from Argentina. The result depends on the production capacity others sectors within de value chain in order to supply products with lasting application of limited resources. Fil: Dichiara, Raul Oscar. Consejo Nacional de Investigaciones Científicas y Técnicas. Centro Científico Tecnológico Conicet - Bahía Blanca. Instituto de Investigaciones Económicas y Sociales del Sur. Universidad Nacional del Sur. Departamento de Economía. Instituto de Investigaciones Económicas y Sociales del Sur; Argentina. Universidad Nacional del Sur; Argentina Fil: Viceconte, Maria Angelica. Universidad Nacional del Sur; Argentina Fil: Castro, Nicolás. Universidad Nacional del Sur; Argentina

This case-study addresses the cost of occupational safety and the prevention of materials damage throughout the entire course of a logistic chain. The data and observations are drawn from the paper industry in Finland which represents a significant part of all of logistics there. In the course of the study detailed information on materials damage and occupational safety was collected in order to calculate the actual costs throughout the logistics chain. It was found that most of the material damage to the paper reels took occurred in the harbor operations, but often the damage was not noticed until the paper reached the final customer. The flow of information, co-operation between the various parties of the chain, and the training of employees have proven to be important in improving the safety of a logistic chain as well as the need to not only examine safety risks within isolated organizational units, but to consider the interactions between causes and effects across the entire chain.

This study identifies critical points of lamb transport to slaughter in Spain with regard to handling before, during and after transport. Special emphasis was given to the effect of classification centres (i.e. temporary feedlots). Farmers (n = 60), hauliers (n = 30), abattoirs (n = 20) and classification centres (n = 11) were surveyed. Data were collected on methods and facilities used for loading and unloading, transport times, types of vehicle(s) and abattoir practices. The average journey time was 131 ± 74 min, with a mean transport distance of 110 ± 79 km. In general, the logistic transport chain for lambs seems to be acceptable. This is partly demonstrated by the low incidence of DFD meats

Container transport has grown very rapidly worldwide and in the coming decades also a substantial, above average, growth is foreseen in this type of freight transport. Container transport is also one of the least captive cargo types, and ports and governments are responding to this with large investments to improve the market share of their port in this competitive market. The purpose of this paper is to present a new port forecasting approach that models port competition explicitly. The model follows a logistic chain approach and is designed to calculate the impacts of a wide range of policy measures (e.g. infrastructure, pricing) in the port itself, its maritime access and its hinterland connections. The functioning of the model is demonstrated for the ports of Antwerp, Rotterdam, Bremen and Hamburg.

The present study analyzed the effects of the pre-slaughter logistic chain on some indicators of welfare and meat quality in commercial light lambs at two different seasons. A total of 144 male lambs of the Rasa Aragonesa breed were sampled in a 3 × 2 factorial design, testing three different stay times at a classification centre (CC). The CC had a central barn for weight classification with a curved race system and scale. Lambs at (or at times over) the correct commercial weight were kept in holding pens in the central barn. Lambs below commercial weight were sent to fattening pens in two large lateral barns (with 50 pens of approximately 18 m2 each for about 40). The groups were classified as G0 (only a few hours at the CC), G7 (7 days of fattening at the CC) and G28 (28 days of fattening at the CC). Two replicates were performed per treatment and two replicates were carried out in the different seasons (summer and winter). The approximate age and weights of the lambs were 100 days and 28.3 ± 0.25 kg (G0), 93 days and 25.5 ± 0.25 kg (G7), 72 days and 17.3 ± 0.25 kg (G28). The physiological stress response variables measured were cortisol, lactate, glucose, creatinine kinase (CK), non-esterified fatty acid (NEFA), white blood cells (WBC), red blood cells (RBC), haematocrit and ratio of neutrophil:lymphocytes (N/L). The ultimate pH on Longissimus dorsi (pH24) and bruising score of the carcass were assessed. Stay time and season had a significant effect on stress variables. Cortisol and lactate levels were highest for G28 (p < 0.01) while haematocrit was highest for G0 (p < 0.05). The G0 and G7 lambs had higher levels of glucose than G28 (p < 0.05). The highest WBC count was observed for G28 (p < 0.001). In winter, cortisol and glucose levels were higher, while in summer CK was highest (p ≤ 0.001). In summer, N/L was significantly higher in G28 (p ≤ 0.001). Cold temperatures had a significant effect on pH24 and bruising score (p ≤ 0.001). The results of our study suggest that the pre-slaughter logistic chain was a source of stress for the lambs, affecting their physiological state, even under optimal commercial conditions. This effect may represent the cumulative effects of all factors associated with the classification centre.

This paper establishes the system for termining the production of wooden chairs which is the consisting part of the system for production planning. It particularly discusses the termination of the production according to the structural components of the product in thermic units. It defines the simulation programme for the solution of the problem, which is projected in the way that it provides a continuous realization of the logistic chain from the moment of the purchase of repromaterial, through the realization of the working errand in the workshop, to the delivery of the product to the buyer. The simulation experiment starts with the assumption that the necessary repromaterial is opportunely accessible in the entrance storehouse. The programme, which is managed by the automatically calculated priorities of the working errands, completely describes what happens in the workshop.

Detailed investigations into the time-dependent changes of pork meat quality and composition have been carried out using standard analytical techniques and Raman and fluorescence spectroscopy. Characteristic changes in soluble protein content, microbial load and biogenic amine content have been measured in the time period from slaughter up to 20 to 30 days post mortem on samples of porcine musculus longissimus dorsi. Characteristic behaviour indicative of a deterioration of meat quality and an increase in microorganism population on the meat surface has been observed. Fluorescence and Raman optical signals have been identified which change over this time period, correlating with the standard measurements and these can be used as indicators of meat properties. These signals can be measured rapidly and without the destruction of the meat sample allowing non-invasive testing. The combination of these two powerful measurement techniques provides a pathway to comprehensive meat quality monitoring. Furthermore we have developed a hardware concept for carrying out these spectroscopic measurements using a compact and light handheld device and we present concepts for the use of such a device in the logistic chain in combination with a transponder chip and integrated sensors which provide product identification and information about storage conditions along the entire logistic chain to the supermarket shelf.

Quality of game is more and more important for customers. How can we supply customers with good quality meat? Logistics process of meet of wild animals is a special field of foodstuff. We use it for supply chains, buy and sell products, for information and our knowledge. I try to understand the logistic methodology for a special process. In agri-business sector we can speak, talk a lot about necessity of well organized networks, chains but there are not enough experts, workers organizing and doing this. You can find many parts of business activities using logistics at acceptable level and quality, but some area is not written in scientific style. In my paper I would like to speak about a very special segment of agri-business sector, which is game in logistics process. I mention some information about quality and food safety aspects of it.

This paper presents the possibility of applying the modeling and simulation technique in designing of a logistic chain in production enterprises. The cooperation in production is the main element of the realized analyses. Development of methods and ways of data exchange in cooperation enables creation of aiding computer systems of production cooperation. The possibilities of simulation technique are illustrated by practical examples.

Logistics forwarder, as organizer and planner of coordination and integration of all the transport and logistics chains elements, uses adequate ways and methods in the process of planning and decision-making. One of these methods analysed in this paper, which could be used in optimisation of transport and logistics processes and activities of logistics forwarder, is the multicriteria optimisation method. Using that method, in this paper is suggested model of multicriteria optimisation of logistics forwarder activities. The suggested model of optimisation is justified in keeping with method principles of multicriteria optimization, which is included in operation research methods and it represents the process of multicriteria optimization of variants. Among many different processes of multicriteria optimization, PROMETHEE (Preference Ranking OrganizationMethod for Enrichment Evaluations) and Promcalc& Gaia V. 3.2., computer program of multicriteria programming, which is based on the mentioned process, were used. Logistički špediter, kao glavni organizator i planer koordiniranosti i integriranosti svih elemenata unutar transportnih i logističkih procesa koristi primjerene načine i metode planiranja i odlučivanja. Jedna od metoda koja može naći svoju primjenu u optimizaciji predmetnih transportnih logističkih procesa i djelatnosti logističkih špeditera, a koja je analizirana u ovoj raspravi je metoda višekriterijske optimizacije. Korištenjem te metode u ovoj raspravi je predložen model višekriterijske optimizacije aktivnosti logističkoga špeditera. Predloženi model osmišljen je u skladu s temeljnim principima metode višekriterijske optimizacije, koja spada u metode operacijskih istraživanja, a predstavlja postupak višekriterijskog rangiranja varijanti. Između više različitih postupaka višekriterijske optimizacije, korišten je postupak PROMETHEE (Preference Ranking Organization Method for Enrichment Evaluations) te računalni program višekriterijskog programiranja Promcalc & Gaia V 3.2., koji se temelji na navedenom postupku.

According to these sources, the western side of the Black Sea appears to be in general more energetic and in the same time this part of the sea is usually subjected to a higher navigation traffic. This is because of the enhanced offshore activities in this area but also because in this side are located the two southern entrances in the Seventh Pan European transportation corridor, the RhineMain-Danube Canal that is part of a trans-European waterway from Rotterdam on the North Sea to Sulina on the Black Sea (3500 km). Hence the navigation in this area represents a key issue in the development of the logistic chain related to the inland navigation in Europe and links the harbors from the Black and the Mediterranean seas with those from the northern part of Europe.

The aim of this chapter is to set the context of the evolution of the environmental management of port authority operations to the point where credible functional organization of their liabilities and responsibilities requires cognizance of their role in the logistic chain. Having established the role and status of the port in this integrated approach, the research focuses on the environmental performance indicators (EPIs) that may be monitored and reported as evidence of compliance and sustainable development.

The paper discusses the parameters of preservation of perishable goods in cold logistic chains. The key parameters are the intensity of deterioration of goods, the conservation effect of perishable goods and the delay of activation of the conservation effect. The values of these parameters determine the quantity of the product being deteriorated in the logistic chain and the extent to which the deterioration can be alleviated. Econometric estimation thus presents the quantity effects of preservation procedures, whereas the financial effects can be derived using the proper price categories in the calculation of the net present value or the annuity stream. In this way one can determine whether the implementation of preservation procedures is more rational than the purchase of an attainable insurance policy.

In recent years, many of the developments in logistics are connected to the need of information of efficient supply chain flow. An important issue in the logistics system is to find the network strategy that can give the least cost of the physical distribution flow. In this paper, we consider the logistic chain network problem formulated by 0-1 mixed integer linear programming model. The design tasks of this problem involve the choice of the facilities (plants and distribution centers) to be opened and the distribution network design to satisfy the demand with minimum cost. As the solution method, we propose the spanning tree-based genetic algorithm by using Prufer number representation. We design the feasibility criteria and develop the repairing procedure for the infeasible Prufer number, so that it can work for relatively large size problems. The efficacy and the efficiency of this method are demonstrated by comparing its numerical experiment results with those of traditional matrix-based genetic algorithm and professional software package LINDO.

The article analyses the trends of high-tech industries development in the market globalization conditions. The economic growth of high-tech industries largely depends on technological innovations, products and equipment based on usage of the results of applied and fundamental scientific researches. It is shown that characteristics of high-tech productions influence the logistics chain structure. It justifies the importance to include partnering enterprises taking part in creation of intellectual and tangible assets in the logistic chain of the industrial enterprise. It is noted that development of production technologies contributes to formation of innovative logistic chains, which participants are enterprises cooperating for achievement of competitive power. The article offers a model of an industry logistic chain comprising the conventional logistic chain and innovative logistic chains corresponding to the industry market segments. It is proposed to use the customer value of the manufactured products as a criterion of the industrial enterprise’s logistic chains management efficiency. Implementation of the offered model of cooperation between the logistic chain participants is aimed at creation of a continuous innovations flow, reduction of technological development costs and uniting of the participants’ experience.

The aim of this thesis was to propose a system in which green logistics principles would be applied within supply chain for containers which are used for ambulant sale of drinks with the aim of decreasing the impact of logistics processes on the environment. Systems of disposable cups, beer mugs and washable cups were compared. From the long term point of view system of washable cups is the cheapest and creates the least volume of trash.

Авторами висунуто ідею про доцільність використання показника рентабельності логістичного ланцюга в процесі управління кредитними послугами банку для досягнення компромісу між інтересами банку та його клієнтами і прийняття оптимальних рішень для всього логістичного ланцюга в цілому. Запропоновано формулу розрахунку показника рентабельності логістичного ланцюга R, використання якого однаковою мірою можливе в оцінці рентабельності таких видів короткострокового фінансування обігових коштів клієнта, як факторинг та овердрафт. При цитуванні документа, використовуйте посилання http://essuir.sumdu.edu.ua/handle/123456789/35995 Авторами выдвинута идея о целесообразности использования показателя рентабельности логистической цепи в процессе управления кредитными услугами банка для достижения компромисса между интересами банка и его клиентов и принятия оптимальных решений для всей логистической цепи в целом. Предложена формула расчета показателя рентабельности логистической цепи R, использование которого равной мерой возможно в оценке рентабельности таких видов краткосрочного финансирования оборотных средств клиента, как факторинг и овердрафт. При цитировании документа, используйте ссылку http://essuir.sumdu.edu.ua/handle/123456789/35995 The aim of the article. The aim of the article is the development and improvement of methodical approaches to evaluation of productivity of bank servicing taking into account introduction of the logistic approach to bank’s financial management. These researches suppose to solve such task as the creation of the relative index which application would allow to estimate above-mentioned productivity by using in calculations known indicators of bank’s, client’s and financial market’s activity. The results of the analysis. In modern competitive environment of banking system it is accruing the particular importance of the problem of search of new, perspective and effective approaches to banking services management, which are directed to full satisfaction client’s needs and maximizing bank’s profit and allowed to considerably increase the efficiency and productivity of above-mentioned services in the conditions of financial resources deficiency. One of such approaches is logistic approach which allows to reach optimal management of all bank’s streams, first of all financial streams. The important scientific task represents in scientific and methodical researches of application of the specified approach to management of bank activity. Despite of sufficient scientific researches devoted to the above problems, methods of evaluation of the efficiency of banking services connected with financial resources utilization, and which are considers the general productivity of all deal’s participants, aren't fully studied. According to authors it is expedient the logistic chain profitability index’s application to bank’s credit services management for achievement of compromise between bank’s and its client’s interest and optimal decision-making in logistic chain as a whole. As the logistic chain authors present the sequence of the processes which are assuming the transformation of interconnected financial streams by subjects of bank crediting. Authors offer the formula of calculation of logistic chain profitability index which represents the relation of cumulative profit of bank and client on providing / using the crediting service to cumulative expenses of bank and client connected with providing/using such service. Further mathematical transformations of the specified formula show dependence of cumulative profit primary on increase of client’s sales, caused by client’s usage of the crediting service corrected on cost of sales of deal’s participants. Cost of sales includes increases client’s cost of sales connected with usage of crediting by the client, bank’s interest expenses connected with financial resources utilization and bank’s and client’s administrative expenses, connected with providing / using the crediting service. Thus, the restrictions taken into account at calculation of such index are: profit as bank as client from such crediting service there have to be more than zero; expenses as bank as client, connected with crediting service, can't be negative; profit as bank as client has to be reasonable and appropriable for each party of the deal and have to aim to a maximum, expenses of each of the parties have to aim to a minimum. Conclusions and directions of further researches. Advantages of the index offered in article are: for calculation of index cumulative bank’s and client’s income and expenses are used; profit of a chain depends on client’s sales increases by using crediting service and grows in a case of reduction of cumulative expenses of bank and client, the increase of this index is possible through condition of increase in the income and reduction of expenses of all participants of a chain that completely corresponds to their interests. Application of the index developed by authors can be used in evaluation of profitability of factoring and overdraft as enterprise’s trading capital financing. When you are citing the document, use the following link http://essuir.sumdu.edu.ua/handle/123456789/35995

This paper proposes a technique for estimating the employment impact of a port on its local economy. The topic is important due to the existence of possible imbalances between local and global benefits. Whilst ports represent key nodes in the international logistic chain, several factors have led to decline in port-induced benefits at the local level (re-location of former port-related industries, shifts from local to international inputs, an increase in negative environmental externalities). The proposed methodology overcomes the traditional discretionary distinction between port-related and non port-related industries. As the crucial question is not ‘if’ but ‘to what extent’ an industry is related to a port, this approach focuses on estimating the probability of the relationship. A preliminary phase, using location quotients and control region techniques, compares the employment structure of port economies to that of a standard ‘non-port’ economy; once the probability of an industry being port-related has been estimated, employment data are added in a second phase providing thereby individual ports with an actual assessment of employment impact. The technique is tested by means of a preliminary survey on Italian ports and a specific employment assessment carried out for the port of Genoa.International Journal of Maritime Economics (2000) 2, 283–311; doi:10.1057/ijme.2000.23

Today, technology design, technology use, and organizational structures in enterprises can no longer be regarded as isolated from each other because they are highly correlated in networks, which become increasingly complex and dynamic. Enterprises must be understood as sociotechnical systems that consist of human and technical subsystems and their relations with each other. They can be analyzed by referring to the concept of self-similarity (or fractals). In (re)designing such systems, modeling and simulation methods are needed. This report describes a method that combines two different simulation methods. They can be integrated to model and simulate complex sociotechnical systems as a whole. The method has been developed by modeling and simulating computer-supported cooperation and communication along the logistic chain in intermodal traffic (train–truck freight transportation). © 1999 John Wiley & Sons, Inc.

For many years EDI was considered as costly but excellent for quick and safe exchange of trade information in freight transport operations. Today Internet settlement suggests different business possibilities, in many ways complementary to EDI. For the last couple of years, we can observe that thr Internet is becoming a pervasive technique. Large transport firms are now have a presence on the WEB, and propose direct services through this media. Also most of them use Intranet for their electronic links between their main trade partners. Individuals already apply to the Internet for electronic commerce. However a problem still remains: the gap due to the SMEs which are numerous along the logistic chain. In this paper, we will first explain the gap in the IT use by small transport firms, secondly we will present the use of information technologies in the transport logistics field. Then we will present the new way of indermediation in the transport and logistic, and we will finish by discussing how the role of these concerns would be modified by Internet/Intranet.