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Logistyka zaopatrzenia linii lotniczej w części zamienne
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This work includes calculations of the cumulative CO2 emissions of two comparable cars—the VW Golf VII—one with a combustion engine and the other with an electric motor. Calculation of CO2 emissions was performed, taking into account the stages of production, utilization and use of the above-mentioned vehicles. For the use phase, it was assumed that the total mileage of the car will be 150,000 km over 10 years. For the electric vehicle, calculations were made assuming five different sources of electricity (from coal only, from natural gas only, from PV and wind turbines, an average mix of European power sources and an average mix of Polish power sources; W1–W5 designations, respectively). For individual sources of electricity, cumulative CO2 emissions were taken into account, that is, resulting both from the production of electricity and the use of the resources (for example, technical service per 1 kWh of electricity produced). The obtained results of the analysis show that for the adopted assumptions regarding operation, for variants W2–W5, the use of an electric car results in lower cumulative CO2 emission than a the use of a combustion car. For a combustion car, the value was 37,000 kg-CO2, and for an electric car, depending on the variant, the value was 43, 31, 16, 23 and 34 thousand kg-CO2 for variants W1 to W5, respectively. Based on the emissions results obtained for individual stages of the use of selected vehicles, a comparative analysis of cumulative CO2 emissions was performed. The purpose of this analysis was to determine whether the replacement of an existing combustion car (that has already been manufactured; therefore, this part of the analysis does not include CO2 emissions in the production stage) with a new electric car, which has to be manufactured, therefore associated with additional CO2 emissions, would reduce cumulative CO2 emissions. Considering three adopted average annual car mileages (3000, 7500 and 15,000 km) and the previously described power options (W1–W5), we sought an answer as to whether the use of a new electric car would be burdened with lower cumulative CO2 emissions. In this case we assumed an analysis time of 15 years. For the worst variant from the point of view of CO2 emissions (W1, electricity from coal power sources only), further use of a combustion car is associated with lower cumulative CO2 emissions than the purchase of a new electric car over the entire analyzed period of 15 years. In turn, for the most advantageous variant (W3, electricity from PV or wind power sources) with an annual mileage of 3000 km, the purchase of a new electric car results in higher cumulative CO2 emissions throughout the analyzed period, whereas for an annual milage of 7500 or 15,000 km, replacing the car with an electric car “pays back” in terms of cumulative CO2 emissions after 8.5 or 4 years, respectively.
In the last century the territory and the layout of the cities have undergone important changes with an enlargement in the space of human settlements. It deserves attention in terms of the principles of sustainability, limitation of soil consumption, environmental impacts and social needs. Then, a holistic vision for the definition of city and its mobility is needed. This paper introduces a systemic conceptual framework for the urban planning by combining different definitions and illustrating a review of the main themes of modern urban planning. This study analyzes the relationship between urban sprawl and upward mobility. Territorial dynamics, transport issues, and effects of the urban decentralization are examined. Moreover, the TOD (transit oriented development), based principally on the presence of central transport stops in a medium-high density area, and the smart growth models, focusing on a compact city improving sustainable transports like pedestrian mobility and bicycles, are also illustrated. The analyzed criteria for city management and organization could be applied to the present emergency due to COVID-19 and its new challenges. The recent pandemic has highlighted the need to reorganize and adapt public services to obtain self-sufficient neighborhoods, where short distances are preferred and mobility is limited: f smart cities, defined as compact and green, could answer COVID-19 related necessities.
The article presents the current situation with the implementation of electric cars in Poland against the background of pan-European trends and the current energy sector condition in Poland. The aim of the study was to show the ecological, economic, social, and technical difficulties and controversies related to the use of electric cars in Poland. The authors used statistical analysis and identified the main factors of electromobility development in Poland. Despite the declared electromobility in the Strategy of Responsible Development program, the degree of its implementation is far from the previously established goals. The article analyzes the feasibility of the above plan and indicates the factors inhibiting the development of electromobility in Poland. The strategy and decisions to further implement electric cars cannot be purely political. In justifying the need to promote the use of electric cars in Poland, one should take into account the specificity of the Polish economy, its energy system, the condition of its infrastructure, and real social needs. The authors formulated a hypothesis that the aforementioned program is based on simplistic assumptions and marginalizes or ignores significant barriers to the development of electricity-based transport in Poland. The successful implementation of that program is conditioned by comprehensive and costly activities aimed to transform the whole energy system and introduce an effective system of incentives for the buyers of electric cars.
The real driving emission (RDE) testing for certification of vehicles is performed in conditions that are well defined in legislation. For emissions inventories and for research, the influences of some extended driving conditions on emissions are an interesting issue. In the present work, some examples of RDE results from two common passenger cars with gasoline and diesel propulsion are given. The varying driving conditions were “winter/summer”, “mild/aggressive”, and “higher altitude/slop”. The driving conditions: “winter”, “aggressive”, and “higher slope/altitude” generally require more energy, cause higher fuel consumption, and therefore, higher CO2-emissions. The condition of “winter driving”, especially in the urban type of operation, may cause some longer phases with not enough warmed-up exhaust aftertreatment and consequently some increased gaseous emissions. The DPF eliminates the nanoparticles (PN) independently on the driving conditions. Nevertheless, the DPF regeneration has an influence on the CO2-normality of the trip. The CO2-normality primary tolerance range can also be exceeded with aggressive driving. The elaborated results confirm the usefulness of the existing legal limits for the driving conditions of RDE homologation tests.
Niniejszy artykuł ma charakter badawczy, a jego głównym celem jest omówienie wpływu pandemii COVID-19 na codzienną mobilność mieszkańców Warszawy. Ponadto w artykule poruszono zagadnienie sposobu postrzegania problemu kongestii w mieście przez jego mieszkańców. Podstawę źródłową pracy stanowią wyniki badań ankietowych przeprowadzonych na celowo dobranej próbie 300 mieszkańców stolicy, a także statystyki gromadzone przez Zarząd Dróg Miejskich, Zarząd Transportu Drogowego oraz Urząd Statystyczny w Warszawie. Przeprowadzone badania stanowią potwierdzenie i rozwinięcie wcześniejszych badań oraz potwierdzają istotność wpływu pandemii COVID-19 na mobilność mieszkańców miasta. Warszawską sieć drogową cechuje wysoki poziom kongestii, którego najczęściej wskazywaną przyczyną jest zbyt duża liczba samochodów osobowych oraz zbyt niska przepustowość sieci drogowej.
From the early 2000s, with the rapid expansion and increasing complexity of supply chains, the logistics literature has frequently referred to "the seven rights of logistics (7Rs)" that linked business logistics to the key strategic objectives of cost competitiveness, quality, flexibility, and agility. The 7Rs are described as to deliver the “right product”, in the “right quantity”, in the “right quality”, at the “right place”, at the “right time” for the “right customer” and at the “right cost”. The 7Rs suggest a generic roadmap for achieving efficiency, effectiveness, and a higher level of customer satisfaction in logistics services. However, within the last decade, customers' demand for customized products and services has increased dramatically. The generic 7Rs of logistics tend to differ for almost every individual customer, so the new focus is “the customized rights of logistics". This new paradigm forces businesses to explore and experience new methods and tools to transform logistics processes to be faster, more flexible, and more customer-oriented than ever before. The aim of this paper is to explore the benefit of adopting novel technologies in business processes to achieve the customized rights of logistics. Our research findings reveal that the adoption of novel technologies in logistics processes significantly leverages the ability of logistics service providers to offer customized solutions for their customers.
Keywords: customized logistics, novel technologies, the seven rights of logistics
Purpose: Agricultural e-commerce can assist in overcoming notable challenges and inefficiencies in the agriculture supply chain especially in developing countries. The aim of the study is to identify barriers to sustaining and further developing an E-marketplace in the agricultural sector in Sri Lanka. Design: An exploratory qualitative research approach was used to provide an in-depth overview of adopting and sustaining an e-marketplace. Data collection was carried out using semi-structured individual interviews amongst mass producers and buyers of fruits and vegetables as well as an e-marketplace developing institution in Sri Lanka. As this is a qualitative study, non-probability sampling techniques were used. Sample for mass producers was selected using the snowball sampling approach. Criterion sampling approach was used for the selection of bulk buyers of fruits and vegetables and the e-marketplace developing institutions. Thematic analysis was employed. Findings: The study found that while farmers and buyers both expressed an interest in joining an e-marketplace in the future, they had expectations that must be fulfilled to do so. Unawareness Original Research Article Ellawala and Sachitra; AJAEES, 39(6): 44-58, 2021; Article no.AJAEES.69781 45 about its existence and the processes behind an e-marketplace was a major barrier common to both farmers and buyers. Further, both farmers and buyers were satisfied with their current process and therefore felt no need for an alternative and therefore would not join an e-marketplace unless that process is supported to an extent. Further, quality, transportation, certifications, and low mobile phone signal were considered major concerns and barriers. Developers face difficulty in acquiring necessary funding to invest in sustaining and further developing the platform. They also believe the absence of a method to guarantee quality and to resolve problems between participants requires an immediate solution. Further, as majority of the farming community is technologically illiterate, developers must account for this issue when developing the platform. Research Implications: The findings of this study provide valuable knowledge necessary to increase the farmers' and buyers' adoption of an e-marketplace in agriculture which has been named as a high priority solution, by the Department of Agriculture in Sri Lanka, to solve the agricultural problems currently being faced. Originality: The literature scores in developing context are limited to exploring the e-marketplace adoption in the agriculture sector. This study has deepened the authors' understanding by investigating farmers' and buyers' perspective on the adoption of an e-marketplace for agriculture.
Vegetables industry plays an important role especially in providing the abundant fresh agricultural products. Forecasting the vegetable price is vital in agriculture sector for effective decision making. In Malaysia, the problems faced by the farmers are not only their age, but also their competitive skill where the wholesale market and the hypermarket/supermarket are prioritized by the consumers in Malaysia for the fresh vegetables and fruits. This review article helps to recognize the current problems faced by the agricultural sector of Malaysia and study the relationship between the agriculture and E-Commerce. Recent researchers have mentioned the growth of the E-Agribusiness and the authors found the potential of an Agricultural E-Commerce platform with price forecasting model in solving the current national issue. This research reviews the existing agricultural E-Commerce platforms in worldwide and try to compare with the local one. After the reviews have been done, the authors bring up an idea in constructing the time analysis model in hybrid approach for veggies price forecasting in an agricultural E-Commerce platform which can be used by the government in deriving their policies.
Fresh e-commerce appeals to consumers with its fast speed, easy operation, low price and various types in the field of fresh. However, the fresh e-commerce market is facing unprecedented competitive pressure. The repeat purchase behavior of consumers has become the focus of fresh e-commerce enterprises. Based on the literature research of consumer satisfaction and fresh e-commerce repeat purchase behavior, through the investigation of online shopping experience of consumers using fresh e-commerce and empirical research on the relationship between consumer satisfaction and fresh e-commerce repeat purchase, this paper puts forward some suggestions to improve consumer satisfaction and increase fresh e-commerce repeat purchase rate.
Branża turystyczna stanowi jedną z głównych gałęzi polskiej gospodarki mają-cych duży udział w wytwarzaniu wartości dodanej brutto i utrzymywaniu miejsc pracy. Pan-demia SARS-CoV-2 negatywnie oddziałuje na branżę turystyczną, obciążając ją coraz now-szymi obostrzeniami dotyczącymi m.in. zamykania obiektów hotelowych. Finalna wielkość poniesionych strat będzie zależna od scenariusza rozprzestrzeniania się wirusa w Polsce, a także od skuteczności podjętych działań zaradczych. Celem opracowania jest przeprowa-dzenie ewaluacji zmian zachodzących za sprawą wpływu pandemii koronawirusa na branżę turystyczną. Przedmiotem przeprowadzonego badania są przedsiębiorstwa funkcjonujące w sektorze turystycznym według PKD. Zakres czasowy natomiast został zdeterminowany okresem trwania pandemii. Na podstawie dostępnych danych statystycznych przeprowadzo-no krytyczną analizę danych źródłowych przedmiotu badania, przeanalizowano wielkość strat na podstawie analizy bazy noclegowej oraz poziomu zadłużenia
In recent years, policymakers of urban agglomerations in various regions of the world have been striving to reduce environmental pollution from harmful exhaust and noise emissions. Restrictions on conventional vehicles entering the inner city are being introduced and the introduction of low-emission measures, including electric ones, is being promoted. This paper presents a method for scenario analysis applied to study the reduction of exhaust emissions by introducing electric vehicles in a selected city. The original scenario analyses relating to real problems faced by contemporary metropolitan areas are based on the VISUM tool. For the case study, the transport model of the city of Bielsko-Biala (Poland) was used to conduct experiments with different forms of participation of electric vehicles on the one hand and traffic restrictions for high emission vehicles on the other hand. Scenario analyses were conducted for various constraint options including inbound, outbound, and through traffic. Travel time for specific transport relations and the volume of harmful emissions were used as criteria for evaluating scenarios of limited accessibility to city zones for selected types of vehicles. The comparative analyses carried out showed that the introduction of electric vehicles in the inner city resulted in a significant reduction in the emission of harmful exhaust compounds and, consequently, in an increase in the area of clean air in the city. The case study and its results provide some valuable insights and may guide decision-makers in their actions to introduce both driving ban restrictions for high-emission vehicles and incentives for the use of electric vehicles for city residents.
The World Health Organization (WHO) suggests people to eat at least five portion of fruits and vegetables a day, but the level of consumption of this category is far from been reached. Considering that the majority of food purchases occurs in grocery context, increasingly in e-commerce channels, understanding how retailers could improve food choice, both in physical and digital stores, is paramount to healthier living. This paper aims to understand which are the most effective retail marketing’ levers in stimulating impulse buying in fruits and vegetables category, therefore in promoting healthier shopping behavior. Since fruit and vegetable is known for its healthy vocation and its role in differentiating and enhancing the perceived image of retailers, this category is the ideal place to host nutritional marketing initiatives. We used a quantitative survey method to explore shoppers’ behaviour in an online setting, focusing on fruit and vegetables’ category. Respondents were exposed to nine marketing stimuli, according to different communication contents (price versus non price). All the data was considered for linear regression analysis. Our results show that the pre-shopping preparation has an effect on purchasing behaviour, limiting its impulsiveness. Furthermore, price levers and communication levers influence the intention to buy impulse in the online channel, with the latter more effective than the other ones. Therefore, as this process takes place in the digital context, marketing efforts need to focus on dimensions that increase the propensity to make impulse purchases online: communicative and price stimuli.
The COVID-19 pandemic led to restrictions on activities and mobility in many parts of the world. After the main peak of the crisis, restrictions were gradually removed, returning to a new normal situation. This process has impacted urban mobility. The limited information on the new normal situation shows changes that can be permanent or reversible. The impact on the diverse urban transport modes varies. This study analyzes the changes in transit ridership by line, the use of stops, the main origin-destination flows, changes in transit supply, operation time, and reliability of the city bus network of A Coruña. It is based on data from automatic vehicle location, bus stop boarding, and smart card use. Data from the first half of 2020 were compared to similar data in 2017-2019, defining suitable baselines for each analysis to avoid seasonal and day of week effects. The impact on transit ridership during the lockdown process was more significant than that on general traffic. In the new normal situation, the general traffic and the shared bike system recovered a higher percentage of their previous use than the bus system. These impacts are not uniform across the bus network.
: The main sources of greenhouse gas emissions and air pollution from the transport sector are diesel- and gasoline-powered passenger cars. The combustion of large amounts of conventional fuels by cars contributes to a significant release of various compounds into the atmosphere, such as solid particles, nitrogen oxides, carbon monoxide, and carbon dioxide. In order to reduce these pollutants in places of their high concentration (especially in urban agglomerations), the use of ecological means of transport for daily driving is highly recommended. Electric vehicles (EV) are characterized by ecological potential due to their lack of direct emissions and low noise. However, in Poland and many other countries, electricity production is still based on fossil fuels which can significantly influence the indirect emissions of carbon dioxide into the atmosphere associated with battery charging. Thus, indirect emissions from electric cars may be comparable or even higher than direct emissions related to the use of traditional cars. Therefore, the aim of the work was to analyze the amount of carbon dioxide emissions associated with the use of electric vehicles for daily driving (City, Sedan, SUV) and their impact on the environment on a local and global scale. Based on the assumed daily number of kilometers driven by the vehicle and the collected certified catalog data (Car Info Nordic AB), the direct emissions generated by the internal combustion engines (ICE) were calculated for specific cars. These values were compared to the indirect emissions related to the source of electricity generation, for the calculation of which the CO2 emission coefficient for a particular energy source and energy mix was used, as well as reference values of electricity generation efficiency in a given combustion installation, in accordance with the KOBiZE (The National Centre for Emissions Management) and European Union regulation. Indirect emissions generated from non-renewable fuels (lignite, hard coal, natural gas, diesel oil, heating oil, municipal waste) and renewable emissions (wind energy, solar energy, hydro energy, biomass, biogas) were considered. The results indicated that for the Polish case study, indirect carbon dioxide emission associated with the daily driving of EV (distance of 26 km) ranges 2.49–3.28 kgCO2∙day−1. As a result, this indirect emission can be even higher than direct emissions associated with ICE usage (2.55–5.64 kgCO2∙day−1).
Poland is one of the five largest EU producers of horticultural commodities. The
condition of Polish agriculture affects the economic situation of a significant number
of citizens. More than 12.6% of the total working population are employed in the agricultural
sector. The second feature that characterizes Polish horticulture is its regional
diversity. An important element of the institutional infrastructure of the horticultural
market in Poland are the wholesale markets. The term wholesale markets for fruit and
vegetables refers to the network of entities that organizes trade in agri-food and horticultural
products. Wholesale markets in Poland were established after 1990. Due to
the fragmentation of Polish agriculture, wholesale markets are an important element
of buying and brokering agricultural products. Wholesale markets affect: increase
of competitiveness, price stabilization and improvement of the quality of offered
products. Wholesale markets are a place for establishing business contacts. Unfortunately,
what is stressed more often, there is a lack of interest among scientists in the
subject of wholesale markets. This is indicated by scientists as well as representatives
of wholesale markets. In the face of changes on the retail market, the analysis
of the functioning and role of the wholesale market becomes important. Trade chains
in large-area stores have an increasing impact on trade in the food sector. The development
of wholesale markets in Poland took place at the beginning of the 1990s in accordance
with the objectives of the “Wholesale markets development program”, which
assumed the establishment of a network of wholesale markets located throughout the
country. In connection with the above, the subject of the functioning of horticultural
products wholesale markets was undertaken. An important element to understand
the functioning of wholesale markets is to characterize the fruit and vegetable sector
in Poland as well as distribution channels of these products. The work covers the area
of Poland, and in justified cases the area of selected European Union countries. The
study uses primary and secondary data.
The aim of the study is to evaluate the importance of wholesale markets in the
distribution of horticultural products in selected European countries.
The assessment of energy flow through electric vehicle systems makes estimating their energy consumption possible. The article presents analyzes of the energy consumption of electric vehicles in selected driving tests (NEDC, WLTC and in real traffic conditions – RDC test) in relation to the vehicles different curb weight. The use of electric motors was also analyzed, providing their operating ranges, data of the energy flow in batteries and the change in their charge level. Simulation tests and analyzes were carried out using the AVL Cruise software. It was found that despite similar vehicle energy consumption values in NEDC and RDC testing, there are significant differences in energy flow in vehicle subsystems. The changes in the battery charge level per 100 km of test drive are similar in both the WLTC and RDC tests (6% difference); for the NEDC test, this difference is the greatest at 25% (compared to the previous tests). The energy consumption of electric vehicles depends significantly on the test itself; the values obtained in the tests are in the ranges of 10.1–13.5 kWh/100 km (NEDC test); 13–15 kWh/100 km (WLTC test) and 12.5–16.2 kWh/100 km in the RDC test. The energy consumption values in the NEDC and WLTC tests, compared to the RDC test, are approximately 20% and 10% lower, respectively. Increasing the vehicle mass increases the energy consumption (increasing the vehicle mass by 100 kg was found to increase the energy consumption by 0.34 kWh/100 km).
Artykuł opublikowany na łamach czasopisma "Gospodarka Materiałowa & Logistyka".
The article is a contribution to taking a stand in the discussion about the place of intelligent technological solutions in logistics management and supply chain management. On the basis of the theory, the aim of the article was determined to indicate changes in the management centre on the strategic level in the supply chain management. Areas of changes in logistics management due to the use of intelligent technologies were indicated. The role of intelligent logistic applications in managing the contemporary supply chain as a result of changing the classical approach to management towards changes in competences of managers at the strategic level in the supply chain has been defined. The assumptions determining the supremacy of managing the contemporary supply chain over the classical approach to logistics management in the light of intelligent logistics were also established.
The paper presents the characteristics and classification of autonomous vehicles, detailed analysis of the advantages and disadvantages of using this technology on Polish roads.
Thanks to the development of technology, the presence of electric vehicles (EVs) on the roads is no longer a purely theoretical issue. Also in Poland, electric cars are already visible on the streets, and charging stations (EVCS) are increasingly being installed near newly emerging buildings and housing estates. The article attempts to determine to what extent the use of electric cars will affect the demand for power and energy in the Polish electric power system (PEPS). The basis for PEPS modernization plans should be a detailed analysis of the technical adequacy of all its subsystems: generation, transmission and distribution, on the basis of which it will be possible to assess the potential impact of EVCS infrastructure operation on the Polish electric power system. This publication presents an example of such analysis for the distribution sub- sector, most exposed to potential negative interactions with the future, extensive infrastructure of EVCS.
Rare metals (RMs) are becoming increasingly important in high-tech industries associated with the Fourth Industrial Revolution, such as the electric vehicle (EV) and 3D printer industries. As the growth of these industries accelerates in the near future, manufacturers will also face greater RM supply risks. For this reason, many countries are putting considerable effort into securing the RM supply. For example, countries including Japan, Korea, and the USA have adopted two major policies: the stockpile system and Extended Producer Responsibility (EPR). Therefore, it is necessary for the manufacturers with RMs to establish a suitable supply chain plan that reflects this situation. In this study, the RM classification matrix is created based on the stockpile and recycling level in Korea. Accordingly, three different types of supply chain are designed in order to develop the closed-loop supply chain (CLSC) planning model of RM, and the CLSC planning models of RM are validated through experimental analysis. The results show that the stockpiling and the EPR recycling obligation increase the amount of recycled flow and reduce the total cost of the part manufacturing, which means that these two factors are significant for obtaining sustainability of the RMs’ CLSC. In addition, the government needs to set an appropriate sharing cost for promoting the manufacturer’s recycling. Also, from the manufacturer’s perspective, it is better to increase the return rate by making a contract with the collectors to guarantee the collection of used products.
Celem opracowania jest charakterystyka modelu gospodarki o obiegu zamkniętym
(GOZ) w kontekście starych i nowych koncepcji w tym zakresie, a także dobrych
praktyk biznesowych (modeli i rozwiązań), przeprowadzona na podstawie analizy desk
research. GOZ polega na zamykaniu obiegu cykli wydłużonego życia produktów i traktowaniu
odpadów jako cennych surowców wtórnych, bazuje zatem na znanych od dawna koncepcjach,
takich jak: 3R, LCA, czystsza produkcja, ekologia przemysłowa czy zrównoważone
zarządzanie łańcuchem dostaw. Jednak istotnym czynnikiem, stymulującym wzrost zainteresowania
GOZ w ostatnich latach, jest rozwój ICT oraz bazującej na nim ekonomii współpracy,
bowiem umożliwiają one fundamentalne zmiany zarówno na poziomie produkcji, jak
i konsumpcji. Problematyka GOZ jest przede wszystkim działaniem praktycznym, czego
dowodzi zarówno realizowana polityka UE, jak i coraz liczniejsze dobre przykłady działań
przedsiębiorstw w tym zakresie.
W artykule przedstawiono dwa wyróżniające się obszary procesów logistyki zwrotnej związane ze sprzedażą i wykorzystaniem produktów oraz procesów po ich zużyciu. Dokonano analizy zwrotów i form logistyki zwrotnej oraz przedstawiono wyniki badań, które dają obraz rozpowszechnienia różnego rodzaju zwrotów produktów pomiędzy uczestnikami łańcucha dostaw (business-to-business) a użytkownikiem końcowym (firma – konsument). Szczególną uwagę zwrócono także na główne problemy zarządzania powrotami wynikające z różnorodności produktów.
Studies of the scale of unemployment in Poland and in Europe conducted in recent years lead to the conclusion that one of the largest and growing problems of the modern labour market is the unemployment rate among young people. An unfavourable phenomenon related to the problem that is increasingly appearing in public debate is the rising unemployment of graduates. Therefore, it is important to attempt to identify the phenomena in today's job market and one of them is the formation of a new type of employee on the labour market, the member of the precarious class. The analysis aims to present the origins, nature and scale of the precariat phenomenon in Poland. The problem is described from the perspective of the labour market position of a selected social group, i.e. young people entering the labour market after finishing their education. The study attempted to identify factors that affect this phenomenon and the characteristics confirming the sense of its separation on the labour market.
Skomplikowany system gospodarczy współczesnego świata jest bardzo wrażliwym układem wspólnych powiązań systemowych i funkcjonalnych. Dlatego też kryzysy ekonomiczne są odczuwalne w różnych sektorach gospodarczej działalności człowieka oraz w różnych regionach świata. Przykładem sektora, który odczuł pośrednie skutki ostatniego kryzysu finansowego na świecie, jest transport lotniczy. Ogólnoświatowy kryzys finansowy spowodował zmniejszenie liczby pasażerów korzystających z tego rodzaju transportu oraz wzrost cen paliw na rynkach światowych zwiększających koszty operowania. Rozważania na temat wpływu kryzysu ekonomicznego na wielkość ruchu pasażerskiego wybranych linii lotniczych omówiono na podstawie danych przewozowych dużych przewoźników lotniczych z różnych części świata i prezentujących dwa odmienne modele operowania (linie tradycyjne i typu low cost). Rynek europejski reprezentuje Lufthansa – największy przewoźnik europejski oraz jeden z jego największych rywali, British Airways. Z kontynentu północnoamerykańskiego wybrano dwie wiodące linie lotnicze: American Airlines oraz Continental Airlines, które po połączeniu z innym „flagowcem” amerykańskim (United Airlines) stworzyły w 2010 r. największą na świecie pod względem liczby maszyn spółkę lotniczych przewozów pasażerskich, dysponującą flotą blisko 1000 statków powietrznych. Z rynku południowoamerykańskiego uwzględniono dane chilijskich narodowych linii lotniczych LAN, jednego z największych przewoźników w tej części świata. Singapore Airlines, uznaną za jedną z najlepszych linii lotniczych pod względem jakości świadczonych usług, posłużono się jako przykładem w celu zaprezentowania rynku przewozów pasażerskich na kontynencie azjatyckim. Grupę przewoźników działających według modelu typu low cost omówiono na podstawie danych niemieckiej spółki Germanwings.
Business experts have enthusiastically projected a seamless, retail world where customers can shop across channels, anywhere and at any time. This type of multiple channel retailing is often referred to as Omni-Channel Retailing. Within academia, by contrast, there have been proportionately fewer attempts to systematically categorize the diversity of multiple channel retailing that currently exists. Hence, the concepts Multi-, Cross-, and Omni-Channel are used indistinctly. This article proposes a categorization of Multi-, Cross-, and Omni-Channel Retailing for retailers and retailing by means of a literature review, a taxonomy of multiple channel retailing, a literature classification table, and by way of illustration, a mobile Click and Collect shop.
According to analysis of the supply chain process of agricultural products, the IT application requirements of the market entities participating in the agreement based circulation of fruits and vegetables have been discussed. The strategy of supply chain management basing on E-commerce service platform for fruits and vegetables has been proposed in this paper. The architecture and function composing of the service platform have been designed and implemented. The platform is constructed on a set of application service modules User can choose some of the application service modules and define them according to the business process. The application service modules chosen and defined by user are integrated as an application service package and applied as management information system of business process. With the E-commerce service platform, the supply chain management for agreement based circulation of agricultural products of vegetables and fruits can be implemented.
Streszczenie. Przedstawiono główne źródła powstawania odpadów z opakowań, sposoby składowania i utylizacji opakowań a także poziom zjednostkowania produkcji.. Zakresem ba-dań objęto 30 gospodarstw rolniczych. Stwierdzono m.in.: głównym źródłem powstawania odpadów jest działalność bytowa i produkcyjna, a średnia masa kształtuje się na poziomie 0,9 t⋅ha -1 . Najczęściej wykorzystywanym sposobem utylizacji było wyrzucanie odpadów do kontenera zbiorczego. Największy poziom zjednostkowania ładunków w badanych gospodar-stwach odnotowano w gospodarstwach od 5-10 ha -84,2%, natomiast najmniejszy w gospo-darstwach do 5 ha -71,2%. Słowa kluczowe: gospodarstwo, opakowania, logistyka, utylizacja, odpady Wprowadzenie i cel badań Pod pojęciem gospodarki opakowaniowej należy rozumieć całokształt działań technicz-nych, ekonomicznych i organizacyjnych związanych z pakowaniem dóbr materialnych, prowadzonych w celu zapewnienia właściwej działalności gospodarczej dotyczącej pro-dukcji, zużycia i poużytkowego zagospodarowania opakowań [Lisińska-Kuśnierz, Ucherek 2003]. Gospodarka opakowaniami stanowi jeden z najbardziej istotnych odcinków działalności logistycznej przedsiębiorstwa. O skali problemu świadczy fakt, że aż 99% wszystkich to-warów sprzedawanych w sieci detalicznej wymaga stosowania opakowań [Gołembska 1999]. Wraz ze wzrostem produkcji i zużycia dóbr materialnych wzrasta także problem zagospodarowania odpadów opakowaniowych [Korzeniowski, Skrzypek 1996]. W działalności produkcyjnej odpady pełnią podobną rolę jak zapasy – są gwarantem ciągłości procesów i implikują określone koszty, które powinny być redukowane. Powstają we wszystkich sferach działalności – zaopatrzeniu, produkcji, dystrybucji – i jako fizyczne procesy przepływów wymagają stosowania odpowiednich technologii logistycznych [Ficoń 2001]. Logistyka jako jedna z pierwszych technologii gospodarczych czynnie włączyła się do racjonalnego gospodarowania odpadami, oferując dojrzałe i nowoczesne koncepcje organizacyjno-techniczne. Głównym zadaniem logistyki odpadów jest budowa i wdrażanie logistycznych łańcuchów dostaw łączących miejsca ich powstawania z miejscami ich utyli-zacji [Graczyk 1996].
The proper identification of airline hubs requires both accurate definitions and appropriate data. Standard information sources do not feature the actual routes flown by passengers, and therefore a new and previously untapped database is introduced. The employed data are transnational and feature origin/destination statistics with additional information on intermediate stops (if any), which allows a thorough assessment of hub structures in the global airline network. A threefold analysis is presented, i.e. (i) an overview of the major hubs in absolute terms, (ii) a similar overview of hubs in relative terms, and (iii) a more refined analysis of the spatiality of some important hubs.
The problem tackled in this paper is as follows: consider a set of n interacting points in a two-dimensional space. The levels of interactions between the observations are given exogenously. It is required to cluster the n observations into p groups, so that the sum of squared deviations from the cluster means is as small as possible. Further, assume that the cluster means are adjusted to reflect the interaction between the entities. (It is this latter consideration which makes the problem interesting.) A useful property of the problem is that the use of a squared distance term yields a linear system of equations for the coordinates of the cluster centroids. These equations are derived and solved repeatedly for a given set of cluster allocations. A sequential reallocation of the observations between the clusters is then performed. One possible application of this problem is to the planar hub location problem, where the interacting observations are a system of cities and the interaction
effects represent the levels of flow or movement between the entities. The planar hub location problem has been limited so far to problems with fewer than 100 nodes. The use of the squared distance formulation, and a powerful supercomputer (Cray Y-MP) has enabled quick solution of large systems with 250 points and four groups. The paper includes both small illustrative examples and computational results using systems with up to 500 observations and 9 clusters.
Since the Airline Deregulation Act of 1978, the hub-and-spoke network model has been adopted by airlines as the primary strategy for organizing their route structures. The hub location models, however, have not been able to capture completely the realities of the hub network design problem for passenger airline networks. This study examines the hub structures of six major US airlines based on three different measures of the intensity of hubbing at network nodes. Implications of the analysis results for the hub location models are discussed.
The Internet provides new opportunities and challenges for agricultural product marketing. B2B E-marketplace is a model of E-commerce, which has been used to trade a wide range of goods, including agricultural products. The paper attempted to analyze the benefits and critical factors of B2B e-marketplace in agriculture product marketing case study by Shandong Shouguang Vegetable Trading Market Online (SSVTMO), which is a integral system including information publish system, visual digital transaction system and online auction system based on medium long-term spot trading. SSVTMO can implement value creation by personalized information services, control of the fulfillment process, Strategic partners network and controlling complexity. Furthermore, E-marketplace adoption in agriculture still faces technology and collaboration barriers.
The market scenario in present time is not only limited to take a bag and go out for shopping but instead of that the pattern has now shifted towards going digital. Consumers is only away from its requirements by just a click and the goods will be delivered at his door steps. What can be more beneficial than saving time and money without wandering in the market in search of a right product in reasonable price. In today’s world digital marketing has totally changed the buying behaviour pattern of the consumers. Now-a-days consumers don’t want to go physically to purchase the products. They just purchase the products through one click on their laptop or mobile. Same things is happening in perishable goods (fruits and vegetables). Now in India mostly in metropolitan citites people purchase fruits and vegetables by using e-commerce websites. Digital marketing has changed the buying behaviour pattern of the consumers. In present era if urban consumers wants to purchase fruits and vegetables they use search engine and search for the best deal. Digital marketing play an important role over there. The e-commerce companies of perishable goods (fruits and vegetables) compete to each for best search engine optimization result. Every company want to display its website on the top of the first page of google, bing and yahoo search engine. The supply chain management also play an important role for these e-commerce companies. The supply chain management should be based on least possible time to deliver the products to the ultimate customers. Consumers want products as soon as possible. This is the main reason that there is a very high competetion among the service providers. This research papers is based on interconnection among the digital marketing and supply chain management of e-commerce companies (fruits and vegetables). Digital marketing helps the companies to bring the consumers on the portal of the company and supply chain management helps to satisfy the consumers because as the customer uses the online portal for a hazzel free and time saving process for which they are paying through their pocket. Therefore it is must to have an intergration among the digital marketing and supply chain management of e-commerce company for the perishable goods (fruits and vegetables).
Abstract
The aim of this paper is to analyse the results of regulated and unregulated emissions and carbon dioxide (CO2) emissions of passenger cars equipped with compression-ignition engines that meet the emission Euro 6d standards. Both test vehicles featured selective catalytic reduction (SCR) systems for control of oxides of nitrogen (NOx) and one vehicle also featured a passive NOx absorber (PNA). Research was performed using the current European Union exhaust emission test methods for passenger cars (Worldwide harmonized Light vehicles Test Procedures (WLTP)). Emission testing was performed on a chassis dynamometer, within a climatic chamber, at two different ambient temperatures: 23°C (i.e. Type I test) and -7°C (known as a Type VI test - currently not required for this engine type according to EU legislative requirements). Gaseous and particulate emissions limited in the Euro 6 standard were measured using the applicable legislative procedures and the additional components CO2, NH3 (ammonia), NO (nitrogen oxide), NO2 (nitrogen dioxide) and N2O (nitrous oxide) were also measured. The results revealed variable emissions behaviour in response to ambient temperature, for both regulated and unregulated emissions. NOx emissions were subjected to additional analyses, which indicated high performance of the PNA for NOx control. The ratio of NO to NO2 in the exhaust was found to differ for the first phase following cold start at -7°C compared to other periods of engine operation. Some considerations of the powertrain’s warmup behaviour over the 30-minute, 23-km test cycle and the impact on exhaust emissions are briefly discussed.
Purpose
The purpose of this paper is to investigate the role of in-store mobile usage on purchase decision making in order to understand whether and to what extent the use of the device changes the shopper behavior in terms of planned and unplanned purchases even across different retail store formats.
Design/methodology/approach
Data were obtained using a structured questionnaire from 406 respondents interviewed in hypermarket and discount stores, after the checkout. Data were measured through t -tests and the analysis of variance.
Findings
The mobile intensifies a process of preparation making it popular and the same across the different store formats, confirming how the growing convergence, making store formats less distinctive in the eyes of the consumer, has somewhat flattened and standardized the pre-shopping out-of-store preparation.
Practical implications
The pervasiveness and the versatility of the mobile, and its ability to influence the decision-making processes, leads to important managerial questions and implications regarding the effectiveness of in-store marketing initiatives and the need to review the mix of out-of-store and in-store investments, with the knowledge that the consumer will continue to become even more prepared and well informed in the future.
Originality/value
Mobile devices could be used out-of-store, as a tool for shopping preparation, and in-store as a tool for self-regulation. Therefore, it becomes crucial to understand how the mobile influences the decision-making process as well as the buying behavior of shoppers.
The behavioural sciences and individual psychology suggest that many factors should be examined to determine e-commerce adoption. Understanding the individual motives of e-commerce adoption is very important for creating better technologies. Countries with a rapid pace of technological advancement will reap economic benefits in the long run. This study aims to analyse the e-commerce adoption behaviour of gen-Z using 1047 valid data observations. The Smart Partial Least Square (Smart PLS) analysis reveals a strong relationship among self-efficacy, perceived usefulness, attitude, intention, and e-commerce adoption. This study provides important findings with implications for both practical strategies and theoretical research.
Znaczenie kapitału ludzkiego, a także zmiany zachodzące w systemie wartości pracowników, wyrażające się wzrostem wrażliwości na sprawiedliwość społeczną, uzasadniają wzrost zainteresowania analizą sprawiedliwego wynagrodzenia jako kategorii, która wywiera różnorodne konsekwencje dla zarządzania w skali mikroekonomicznej, a więc z perspektywy organizacji i jednostki. Celem artykułu jest eksploracja teoretyczna i empiryczna istoty sprawiedliwości wynagradzania. Złożoność tej kategorii wymaga analizy z kilku perspektyw: jakościowych cech wynagrodzenia za pracę, skuteczności systemu wynagrodzeń w organizacji oraz percepcji indywidualnego pracownika. Artykuł zawiera także ocenę różnych aspektów sprawiedliwego wynagradzania na podstawie opinii osób pracujących w polskiej gospodarce. Na tej podstawie są formułowane zarządcze konsekwencje sprawiedliwego wynagrodzenia w skali organizacji.
The purpose of the research was to determine the quality of after-sales service of agricultural machines on the example of one of the leading sale and service institutions for agricultural machines in Wielkopolska through the measurement of the customer satisfaction. The customers of this institution appreciate, first, professionalism and punctuality of provided services. Accessibility of mobile service and the opening hours are insufficient according to the questioned farmers. Good performance of particular departments results from general requirements that are imposed on stations authorized by the supervising unit.
This study examines the existence of an interrelationship between innovation decisions and exports for food and agricultural firms as such a relationship could be the source of competitive advantages. Thus, taking as a theoretical basis the focus provided by the Resource-Based-View, the innovation and export decisions taken from 2006 to 2011 by 165 agricultural firms and 783 food companies operating in Spain (Europe) are examined here. The results of the bivariate probit and matching models used indicate a bi-directional nature of these decisions in the case of food companies and a positive though not bidirectional one in the case of the agricultural firms. Furthermore, a certain persistence is seen in the use of these decisions in both types of firms. For food companies, capital intensity and size are also determinants of innovation and exports. From the viewpoint of the decisions taken by individual firms, the bidirectional relationship could involve significant pressure in terms of the larger volume of both technological and human resources required. Agricultural and food policy decisions should incentivize these decisions given that in order to operate successfully in the global market it is necessary to acquire these competitive advantages, which also favor the growth of the agriculture and food trades.
This research examines the impact of online–offline channel integration (OI), defined as integrating access to and knowledge about the offline channel into an online channel. Although channel integration has been acknowledged as a promising strategy for retailers, its effects on customer reactions toward retailers and across different channels remain unclear. Drawing on technology adoption research and diffusion theory, the authors conceptualize a theoretical model where perceived service quality and perceived risk of the Internet store mediate the impact of OI while the Internet shopping experience of customers moderates the impact of OI. The authors then test for the indirect, conditional effects of OI on search intentions, purchase intentions and willingness to pay. Importantly, they differentiate between retailer-level and channel-level effects, thereby controlling for interdependencies between different channels. The results of three studies provide converging evidence and show that OI leads to a competitive advantage and channel synergies rather than channel cannibalization. These findings have direct implications for marketers and retailers interested in understanding whether and how integrating different channels affects customer outcomes.
The entire world uses and relies on aviation for leisure and business travel. Aircraft are also relied on to transport millions of tons of cargo every day. Without airlines, the world would come to a grinding halt. Aviation security concerns all unlawful acts connected with civil air transport. The attacks of September 11, 2001, on the United States have caused harm in almost every imaginable area including personal lives, economy and the aviation industry. Airlines were already beginning to experience the effect of a weak economy when the tragic events of 9/11 took place. This paper provides a perspective on the current status of the aviation industry including airlines, airports and passengers. It also sheds some light on the debate of funding aviation security and its implications on the aviation industry. Atef Ghobrial is a professor of Transportation in the Andrew Young School of Policy Studies at Georgia State University. He received his M.S., M.B.A., and Ph.D. in transportation engineering from the University of California at Berkeley. He has published extensively in refereed transportation journals and presented papers in domestic and international conferences. He consults on transportation and aviation projects in the U.S. and abroad.
Since the airline deregulation of 1978, major airlines in the United States have experienced rising competition and consequently placed greater emphasis on hub‐and‐spoke operation. The locations of hub facilities thus are becoming increasingly important to determining the cost‐effectiveness of major carriers. Previous models of multiple‐hub location are limited in empirical applicability. This paper presents a model named the Hierhub model which is based on the hierarchical structure of hub‐and‐spoke networks. An important advantage of this model is that it does not require an exogenous number of hub facilities. The optimal number is derived endogenously. A modified version, the capacitated Hierhub model, can be used to expand hierarchical hub‐and‐spoke networks into more realistic multiple‐hub systems.
This paper is an attempt to provide some information concerning these aspects. The paper may help identifying the position of airports (and airlines) in the main markets within Europe and bewteen Europe and other world regions. The contents of this paper is as follows. Firstly, quality and frequency of fidrect as well as indirect connections are operationalized by variables indicating the 'connectivity' between markets. Secondly, this concept is illustrated by introducing the so-called 'connectivity matrix', which is a simple statistical representation of the performance of any airport in the markets served from and via these airports. Before introducing this concept we have defined a study area, as well as a classification of five airport classes. The study areas is Western Europe, consisting of Benelux, U.K., Ireland, France, Germany, Denmark, Switzerland and Austria. The five airports classes are: The 'mainports in Western Europe: London Heathrow, Paris CDG, Frankfurt and Amsterdam; The 'secondary' airports in Western Europe: Brussels, Luxembourg, London Gatwick, Manchester, Dublin, Paris Orly, Lyon, Berlin Tegel, Munich, Copenhagen, Zurich and Vienna; Regional airports: all other airports in Western Europe; All other airports in Europe, outside Western Europe; All airports outside Europe.
Deregulation of the US domestic air transport market in 1978 brought significant benefits to air travelers. The scheduled airlines have been given the freedom to improve their efficiency through being able to adopt efficient network strategies and more effective operating practices. This study examines empirically the advantages enjoyed by those passengers having access to a major hub airport. These often include more direct services, more frequent services and a wider range of interconnecting destinations. We seek to examine the benefits that local urban areas enjoy as the result of a major airline selecting the region as the fulcrum point for its hub-and-spoke services.