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This research summarizes the results of the scientific discussion about the logistic chain and its order penetration point and influences on the costs of stocks. The main goal of this article is to point out determining the order penetration point of the logistics chain and differentiation of stocks according to importance from the point of view of optimizing costs and securing liquid financial resources. The object of the research was the industrial company. In this research, methods focused on using ABC analysis and Pareto analysis. The results of this research show 5 order penetration points (OPP1-OPP5) and a Push and Pull system to manage material flows for order penetration point of the logistics chain at the customer's order point. Cost optimization was solved by classifying the stocks into categories A, B, and C which is an important fact for planning and inventory management. ABC method divided 100 types of inventories with costs €5 million into categories A, B, C. Critical types of stocks in category A represents the group of stocks 38,92,7,52,13,54,90 that were reduced. This reduction of critical stocks led to the release of funds tied up in stocks. This change has a positive effect on the financial side of the company's cash flow - financial flows. [ABSTRACT FROM AUTHOR]

The goal of the article is to analyze forecasts and actual development of Russian logistics on the basis of concrete example, figures, quotations and references to research. Today Russian logistics is passing the stage of active development, however, there are a lot of challenges and problems that should be overcome. A key trend in Russian logistics development is digitalization and introduction of new technologies. According to the research conducted by the Committee on Logistics Development, in 2020 about 78% of logistical market participants in Russia supported introduction of digital innovation in their work. It can cut costs of transportation, raise process efficiency and improve the quality of customer service. However, Russian logistics has not reached its full potential in this field. Key problems are poor introduction of advanced information technologies and undeveloped digital infrastructure. According to the research published by the journal ‘Logistics and Managing Supply Chains’ in 2021 only 25% of logistic companies in Russia use systems of managing storehouses and transport on the basis of artificial transportation, which allows companies to cut delivery period and provide more efficient use of transport infrastructure. According to Rosgosstrakh research in 2020, the volume of multimodal transportation in Russia grew by 15% in comparison with the previous year. However, the Federal Agency on Air Service reports that the development of infrastructure for multimodal transportation is not sufficient. A lot of Russian regions face the absence of connections between various types of transport, which can cause delays and higher delivery cost. We should also point out that Russian logistics still encounters problems with logistical costs. According to the research of ‘The International Journal of Economics and Management’ in 2020 Russia takes the 92nd place by the index of logistical costs among 160 countries. The key reasons for high costs are inefficient use of resources and weak coordination among participants of the logistic chain. The development of Russian logistics supposes introduction of digital technologies, rise in the share of multimodal transportation and cutting logistic costs. Along with this it is necessary to overcome a number of problems, such as low level of digital infrastructure and weal coordination in the logistic chain. It will require joint efforts on the part of government, business and education institutions.

Simulation is one of the methods in which a real system is substituted with a computer model where experiments are practiced and then subsequently analyzed and evaluated. After the application of the results of simulation and verification of its effects the results are applied in the real system with the aim to optimize processes. It seems that simulation is appropriate tool which offers all useful information about how model system works in given conditions. Simulation in planning and optimizing allows better and faster understanding of processes and guarantees that operational devices will work at the top of their effectiveness. Simulation plays an important role in optimization of logistic chains organization. There is a need to analyze strictly, find narrow places, remove them and consequently to repeat simulation with the new data. It is also very profitable to parallelly simulate more possible alternatives when there is a change in input data and consequently to compare them. The model of logistic chain created by simulation will considerably influence right decisions in process solving related to distribution. Subsequent optimization of logistic chain management can be aimed at the organization where the sum of final costs for transport and warehousing is minimum in compliance with basic parameters of customers' service level. In the paper classic systems of the management of logistic chains are compared, namely direct distribution and indirect distribution made by technology Cross-Dock canter. Final comparative analysis of both systems simulation points out not only to their advantages and disadvantages but also to the possibilities of their optimization and application in particular operational conditions. [ABSTRACT FROM AUTHOR]

This article proposes a model of systems dynamics for the analysis and study of physical flows in a distribution logistics chain. The proposed model is a decision support tool that allows testing several scenarios in order to study the behavior of physical flows within a supply chain depending on the inventory and transport costs and taking into consideration the environmental issues through the integration of a CO2 tax in transport costs. The developed model can be used to analyze various scenarios and perform various “what-if” analyzes, as well as to answer questions about the long-term operation of distribution chains. The results show that logistic decisions and strategies taken at the supply chain level influence inventory and transport costs. They show also that the model is a well decision-support tool for calculating and analyzing transport and inventory costs. We first expose the methodology and the literature review. Next, we present in detail the structure of the model consisting of the causal loops diagram and stock and flow diagram. Finally, we discuss the results of the model.

The development of business activities in Ukraine today is influenced by globalization processes, in the conditions of the formation of an information society, the spread of the knowledge economy and a single information space. That is why consideration of modern marketing and logistics instruments, formation of logistic and marketing systems become so relevant. The article discusses the basics of logistics and logistic system. Logistics is seen as a direction of economic activity, which consists in the efficient management of material and the related information and financial flows in the spheres of production and marketing, and which is becoming increasingly demanded in modern conditions in Ukraine. Today, when a logistic system is formed, the enterprise can get the following results: detailed consistency of production and marketing systems; optimizing marketing organizational structures; formation of information provision (accelerating information processing, introducing the latest information technologies, using the best Internet marketing tools); making the best use of human resources; legal provision of the system and the establishment of reliable economic ties between all its participants; absence of disagreements between the interests of the participants in the system or achieving parity on the basis of mutual compromises; continuous improvement of marketing and management decision-making systems in the enterprise.

Distribution of dairy products is one of the most important activities in the production process deciding about the organization of production and the course of technological processes. Such products should be provided with suitable containers with protective coatings, maintain the appropriate temperature during transport, and most importantly, the sterility of the means of transport. Choosing the right packaging for perishable products is not an easy matter, as it has to fulfil many functions. The article presents some aspects of the packaging system and legal conditions for the distribution of selected dairy products. In the first chapter, short introduction for the issue of packaging market of dairy products is presented. Second chapter outlines the selected legal acts regarding food transport in Poland. Selected aspects in terms of choosing the type of packaging and used materials are described in chapter 3. The last chapter contains conclusions and final remarks for the distribution of selected dairy products.

Introduction-- An increasingly accelerated world brings constant changes in customer requirements and high market demands. Therefore, companies today need to worry about their current situation and be at the forefront of markets by constantly updating their processes. Currently, being competitive is more complex, as market demands behave dynamically, demanding a lower cost, decrease in responsiveness time while ensuring the quality of your products and services. Objective-- The objective of the research is to identify the critical factors that affect the logistics chain of container reception and dispatch processes at a Shipping Company. Methodology-- The methodology applied were the operational and monitoring tools of Lean Manufacturing. The techniques applied for data collection consisted of observation and surveying through field visits. Results-- Results expose that within the critical factors include absences, mechanical failures due to non-preventive maintenance, hours lost due to preventive or corrective maintenance, lack of material for repairments, non-compliance of suppliers in inputs among other factors that directly affect the company's capacity; identifying the maintenance stage of containers as the one with the bottleneck that hinders the company's goals. [ABSTRACT FROM AUTHOR]

A prototype of shipping container equipped with controlled atmosphere (CA) system (CA-prototype), was used for the simulation of the cold transport of table grapes (cv Italia). The CAprototype was realised by IFAC SPA, within the Research Project Continnova. It is equipped with a cooling system in order to work at a temperature between -20°C and +15°C. The CA management is realised through the control system and the connections with the remote application. The experimental simulation of the cold transport was realised putting 20 boxes of table grapes inside the CA-prototype (set at 20% O2 + 10% CO2 in nitrogen), other 20 in a refrigerated room using a SO2 pad inside each box, the remaining 20 in a cold room (Control) without SO2 pad for 12 days at 5°C. At the end of the simulated transport, for each postharvest solution, 10 table grapes boxes were analysed, while the remaining 10 were stored for 3 days at 20°C in air with the aim to simulate a shelf-life period. CA-prototype allows preserving table grapes visual quality, delaying browning and maintaining berry turgidity, extending the shelf-life until 12 days at 5°C. Finally, CA-prototype resulted a valid alternative to the commonly used SO2 pads, which are under constant revision because of its potential allergenic effects. [ABSTRACT FROM AUTHOR]

The ever increasing demands of beneficiaries have led to the development of the transport system and automatically to an increase in the volume of freight transported. The increased performance of the transport system is one of the objectives of the decision makers, who seek to make efficient use of the modes of transport but also to increase the level of cooperation between them. Service quality is an attribute describing the performance of the transport system. Thus, flexibility, reliability, journey duration or security are criteria that allow for quality assessment for all transport modes. The process of choosing transport modes in a logistic chain depends on the particular interests of the decision maker, but also on the complexity of the chain. In a transport process, there are several partners who carry out activities that require careful planning to meet all the logistical requirements, tasks and related responsibilities. The decision for the modal choice as well as the selection of the carrier is an important part of the decision making process in the transport activity. Within our study we have tried to highlight and analyse some important factors that influence the process of choosing transport modes. [ABSTRACT FROM AUTHOR]

In the current situation, highly competitive time when the emphasis is on shortening delivery schedules, streamlining the production cycle and, ultimately, reducing the total cost businesses are forced to optimizations and innovations. The article deals with the inventory of the selected transport units in warehouses. The inventory is currently being carried out through manual labor of employees. This paper proposes a possible implementation of new and innovative approach to inventory control, with the help of an automated inventory realized by the drones.

Using a survey, we aimed to investigate Mexican transporter knowledge toward preslaughter logistic chain and occupational risks and secondly, to quantify how transport can affect sheep welfare. We used univariate and multivariate statistics based on cluster analysis. According to a cluster analysis, the incidence of risks varied with the association between transport, preslaughter logistic operations and journey distance. Cluster 1 included long-distance journeys (LDJ), cluster 2 medium-distance journeys (MDJ) and cluster 3 short-distance journeys (SDJ). In MDJ, the collection points were quite varied compared with the LDJ and SDJ groups, which were always in the north or central regions, respectively. The LDJ group used pot-belly trailers or 10 ton (t) to 16 t lorries, the MDJ group preferably used 10 t to 16 t lorries, and group SDJ used 3.5 lorries or pickups. Most of the accidents were grouped in SDJ, which also included transporters who smoked most and drank coffee as a countermeasure for sleepiness. The MDJ group loaded more animals at the farm, whereas the other two groups mostly collected animals at assembly centers or auction markets. In addition, night journeys, aversive and violent handling (shouting and the use of electric prod), loading times greater than 2.5 hours can also increase live weight losses and mortality rates. Journeys greater than 8 hours imply a greater probability of suffering an accident on the road. It is critical for everyone engaged in welfare promotion along the preslaughter logistic chain to recognize the links between workers well-being, animal welfare, and the environment, and to know that the way sheep are transported can have broader One-Welfare implications. [ABSTRACT FROM AUTHOR]

The solution of both the military and non-military phenomena requires a massive logistic support. It is impossible to cope successfully with any loss, and to minimise the damages and losses without sufficient material and technical provision of the emergency and security units and the affected citizens as well. The history proves that the preparation for solving the crisis phenomena was neglected and the logistic support of the emergency activities was insufficient. [ABSTRACT FROM AUTHOR]

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.

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.

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.

The paper describes the issue of supporting the connection of logistics centers to rail transport. The transitive economics like Slovak Republic and Czech Republic are very open to the development of logistic technologies as well as to build new logistic chains. The problem is the decreasing share of modal split for rail transportation what does not meet with the transport policy of EU. This could be further increased by constructing private siding in logistics areas. The key issue is how to connect these centers to the rail network, to analyze the legislation and others obstacles for their connection to the rail network. The proposal could also be an answer for how to increase the level of support of rail transport usage in logistic chains. [ABSTRACT FROM AUTHOR]

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The aim of the paper is to present the approach and results of the questionnaire research focused on the frequencies of occurrence and impact of severe events in logistics, then on risk factors as well as the approach to risk management in logistics. With the support of SPSS Statistics software, measures of location and variability of answers were analyzed. After the analysis, the phenomena recognized were classified according to the importance and then evident relationships were also researched. The results of the research analysis are in the ordering of the severe events into the matrix ”occurrence – impact”, positional map of the risk factors, expected progression of logistics risks and finally overview of the use of preventive measures and techniques in logistic chain risk management. In the end, the directions of further risk research are specified.

The experience of organizational and management innovations at the domestic enterprises is represented; also areas and forms of players' of the building materials market cooperation within diversified groups and associations are covered.

The goal of this work was to test a patented pruning harvester and a mobile pelleting system specifically designed for the vineyard agripellet chain. Biomass was characterized before and after storage and after the pelleting stage. The performance, the fuel consumption, and the work quality of the harvester were assessed together with the productivity and the power consumption of the mobile pelleting system. Production costs of pellet were estimated for the whole logistic chain, considering two scenarios: Storage and pelleting directly at the farm site or at a dedicated location at variable distance from the fields. For comparison, the direct production of chips without pelleting was considered. Results indicate that harvester performance was quite good and comparable with commercial solutions; the chips produced exhibited excellent storage performance, allowing direct pelleting without forced drying; the pellet quality was good comparable with that produced from forestry biomass. From an economic point of view, in-field pelleting was the most cost-effective solution, with a good margin of profit up to 57€ t−1; on the other hand, when transport to an intermediate storage center is necessary, profit margin reduces gradually and fades off at an average 50 km distance from the fields.

U radu je pregledno prikazano na koji način se u savremenoj naučnoj praksi definiše pojam transportnog lanca i njegova optimizacija. Radi pojašnjenja dato je poređenje sa logističkim i snabdevačkim lancem, i definisane su razlike i sličnosti u ovim pojmovima radi razgraničenja različitog definisanja pojmova. Takođe, upoređeni su pojmovi optimizacije transportnih i optimizacije logističkih lanaca i danas vrlo prisutnog pojma upravljanja snabdevačkim lancima - supply chain management (SCM). / INTRODUCTION This paper describes a few different approaches to define the terms 'transport chain' and 'supply chain' aiming at their clarification. TERM TRANSPORT CHAIN The author gives a survey of 'transport' definitions from international, civilian and military, and national literature. Then he gives his definition of a transport chain as a sequence of overall operations, necessary for exchange of goods in time and space within the framework of goods flow during transit from the source to the consumption point. The transport chain is connected neither with the limits of production organizations, particular industrial branches nor other structures of national economy. Transport chains also exist in the Army of Serbia (AS). Optimization of transport chains during peace time has a goal to enable easy and fast selection of an optimal transportation chain. DIFFERENCES AND SIMILARITIES IN DEFINING THE TERMS OF LOGISTIC, SUPPLY AND TRANSPORT CHAIN Modern authors define differently the terms which generally represent similar processes and activities while having almost an identical function. These terms are logistic chain, supply chain and transport chain. For better clarification, these terms are compared herein. Term supply chain The terms supply and supply chain dominate in world literature, as well as supply chain management (SCM), as a specific scientific field. This field is subject to special attention due to its importance in decision-making processes, both strategic and tactical, in companies of all sizes. The Army of Serbia uses the old definition of the term supply, previously used in logistic support, although the AS system of supply with goods and services has moved to logistics principles. The old definition itself, being general and wide enough, is not outdated, so it can be accepted as valid. Term logistic chain The definition of the concept of logistics is followed by the definition of the term logistic chain. Contemporary world literature operates predominantly with the terms supply chains and supply chain management - SCM, rarely with the term logistic chain, which is defined in national literature by several authors. Differences and similarities of notions of transport chain, supply chain and logistic chain It can be noticed that in all chains there are processes such as ordering, packaging, handling (loading, unloading or reloading), transport and storage, with all the activities that are necessary in the implementation of such processes. Also, the elements that realize the processes are similar or the same in all these forms of chains. The objective of all these chains is distribution of goods from the source to the abyss of goods that may be of different forms. However, differences exist when comparing realization subjects as well as organizations that deal with chains. The primary division concerns structures and hierarchy of organizations dealing with chains as well as quantity and quality of information they have at their disposal. The term transport chain is more often applied for physical distribution while the terms of supply and logistic chains are applied from the system, i.e. company's, point of view. The term SCM applies when dealing with overall network of a country/ region, especially with and within international companies. ORGANIZATION AND OPTIMIZATION OF TRANSPORT CHAINS Transport chains are characterized by two main features-technical technological and organizational connection. These two features also characterize the distinction between transport systems and subsystems of the transport chain. Technical-technological connecting of activities in the chain conditions the compatibility of technical resources engaged. Organizational connecting of procedures is carried out by the coordination of information management systems as well as by the coordination of legal and commercial work areas. Transport chains are connected to neighboring systems and the production and consumption of goods. Transport chains optimization Research and identification of optimal transport chain design methods is of considerable significance for the optimization of transport processes. Procedures and means necessary for transport chain functioning are considered as elements while the relations among these elements are conceived as technological and economic relations within a system. Therefore, harmonization of system elements represents the basic function of determining optimal solutions for the implementation of the transport chain. Minimal costs and sometimes minimum time are the optimality and cost-effectiveness criterion for transport chains. Supply chain management (SCM) - explanation of the term Supply chain management is actively managing the activities and relationships of a supply chain to maximize product value and to achieve competitive advantage for a reasonable buyer. It represents constant efforts of companies, or groups of companies, to develop and realize supply chains in the most efficient and most effective way possible. Optimization of logistic chains Optimization of the logistic chain is inseparable from the optimization of logistic systems that are bearers of its realization. Tendencies in optimization of logistic chains and systems change. The projected goal is not any more to better exploit storage capacity, motor pools, loading and transportation systems, but to offer logistic service at request, with the least amount of costs, investments, logistic system capacities, with the shortest reaction time possible and the highest possible quality. CONCLUSION It can be therefore concluded that there are no major differences in the definitions of transport, logistic or supply chains, and that the key difference is in the level of hierarchy, which requires different information when making decisions. Hence the difference in these terms, but in principle the need for optimization is the same. The same or similar methods of optimization are used, and a key premise in optimization is that chains must be considered and optimized in their entity, not by elements, i.e. segments. If all the individual chain elements are optimized, it does not mean that the whole chain is optimized.

Ukrainian market of macaroni products is a four-sector market. In system vertically adjacent to it markets lower adjacent markets are the markets of flour, grain and seed grain crops. According to the data of logistics commodity balance, in 2015 for production of 94,4 thousand tons of macaroni products were used just 3,73 % of total output of flour and 0,43 % of gross wheat harvest. Dynamics production of macaroni is unstable: in 2010-2011 observed growth, in 2012 - a decrease, in 2013-2014 - stabilization and in 2015 - reducing the volume of macaroni production. Imports and exports account for 8 % and 12,5 % of volume production of macaroni products, the degree of openness of market - 8,4 %. In production sector the relevant market of 6 large enterprises produces over 65 % of macaroni; leader is a LLC «Ukrainian macaroni» with a market share of 17,5 %. Production capacity of domestic macaroni enterprises uploaded by a third. In structure of production is dominated by the curly products (45,6 %) and vermicelli (32,9 %). Macaroni is a socially significant product, the annual consumption per person of which in Ukraine is 3-4 kg. 55 % of macaroni products is realized to population in the markets, and 45% - in the shops and supermarkets. Main problems development of Ukrainian market of macaroni are: (1) lack of durum wheat for the production of group A products; (2) high depreciation of technological equipment of domestic enterprises; (3) intense competition of industrial enterprises with small producers, trade networks and importers of macaroni; (4) low integration of marketing systems of domestic producers, the lack of their own dealer networks and distributors; (5) price dependence of producers macaroni products of policy trade networks; (6) pressure of the state pricing policy. Main reasons for trend of rising prices amid falling profitability of flour and macaroni are, firstly, reduction of effective demand in domestic market, and secondly, threshold level of trade allowances on macaroni products (not higher than 15 %). Cancel this allowance can create the preconditions for increasing profitability of macaroni enterprises provided development their own of a dealer network. To overcome latent disintegration expedient to develop a managed integration mechanism of between Ukrainian producers of seeds, durum wheat, flour and macaroni, which is actuated of stimulant instruments the state to balanced development of relevant system related markets. [ABSTRACT FROM AUTHOR]