Volumen 17 (2016): Heft 1 (March 2016)

The article analyses theoretical aspects of the qualitative assessment of logistics and transport specialists’ potential, as well as provides research results on competence and capacity-building process in preparation of logistics and transport specialists. The results enabled to identify problematic areas of graduate integration in the labour market and foresee the possible requirements for professional development. In some cases, internal motivation is related to problematic points or negative view from the environment, as well as poor understanding of knowledge benefits in the person’s practical life. Training and education is objectively at the meeting point between research, technological and organisational systems. In such conditions the objective of the education on logistics is to offer the customers the best possible service in the field of the transfer of knowledge in harmony with the trend in logistics programme development. The main problems and perspectives of logistics education and training process are discussed in this article.

EU Directive of MARPOL Annex VI and its economic impact on the Nordic paper industry is theme of this research work. Empirical data for analysis purposes was gained from a large Nordic paper mill that exports bulk products mainly to Europe (70 % of its volume). The study shows that in the end the industry’s location still has an economical effect, and that the location has a distinct impact on competition through rising transportation costs. Environmental regulation continues and fosters long-term upwards trajectory of transportation cost, which has been experienced by the paper mill earlier during years 2001-2009. Sulphur regulation change to cleaner grades of maritime diesel did not turn as heavy cost increase in the 2015, however, possibility to gain cost benefits in rapidly deteriorating oil markets were not reached either. Therefore, in depressed industrial product markets, like paper industry, implications were such that margins of export industry remained low.

This article presents a detailed description and explanation of the methodology for evaluation of quality public transport criteria in terms of passenger satisfaction. In 2011-2014 this method was applied in an assessment of passenger satisfaction with the urban public transport system in Ostrava. In order to assess passengers’ satisfaction, traffic survey has been chosen utilizing questionnaire and student inquirers. The results achieved by application of the method have been processed to evaluate time accessibility criteria of a public transport system. Time accessibility criteria group (accessibility of stops, waiting for a connection and transferability in the public transport network) evaluates physical and psychological aspects of the passenger during his arrival at the station, while leaving the station, in the course of waiting for a connection and during the transfer. The time accessibility criteria are considered the most significant criteria that impact a passenger’s decision to utilise public transport options.

The article deals with the motor vehicle tax in relation with fiscal decentralization, particularly from 2005 with competence delegated to the self-governing regions in the area of motor vehicle tax. The result of this provision in the field of fiscal decentralization is increasing of differences in the motor vehicle tax burden in self-governing regions of Slovakia. The paper is the result of solving a series of impact studies solved by the authors in this field. Gradually over time from the transfer of competences in setting tax rates on motor vehicles to self-governing regions and usage of the incomes of this tax can realistically assess the development and impact of this element of fiscal decentralization in the Slovak Republic as well as propose a solution of resulting situation. The aim is to eliminate differences in motor vehicle tax burden at regional and interstate level while maintaining the current level of tax revenues of self-governing regions.

The main objective of this paper is to analyse user satisfaction with road, maritime, air, and rail transport services in Turkey using four distinctive ordered response models. The estimation results reveal that partial constrained generalized ordered logit model has the best model fit for road and maritime transport services. In addition, ordered logit and generalized ordered logit are the convenient models for air and rail transport services, respectively. Results also indicate that current residence (urban), gender (male), occupational sector (private), and education level (low educated) were the statistically significant variables that are more likely to increase user satisfaction. This paper is probably the first attempt to analyse user satisfaction with all transport services using comparative ordered response models. As a social indicator, the results of this study may provide a valuable evidence for future sustainable transport policies in Turkey.

The paper considers some issues related to different approaches to estimation of transport and logistic(s) operations in supply networks; analysis is made of the methods and models of analytical description of those operations; it is shown that the works under consideration have no single approach to their accounting, which makes it impossible to form a model of a simple logistic network including such basic operations as transportation and storage; based on the classical model of Harris-Wilson, six versions have been obtained for a simple supply network showing, in particular, value added to the product price stemming from the previously performed logistic operations as well as restrictions associated with the load capacity (cargo capacity) of the vehicle. The choice of an optimum version of the supply network is made based on the criterion of minimum total costs; there are supplied the examples of calculations for different versions of the developed models enabling estimation of the influence of transport and logistic operations on the efficiency of the supply network.

In this work we consider a specific problem of optimal planning of maritime transportation of multiproduct cargo by ships of one (corporate strategy) or several (partially corporate strategy) companies: the core of the problem consists of the existence of the network of intermediate seaports (i.e. transitional seaports), where for every ship arrived the cargo handling is done, and which are situated between the starting and the finishing seaports. In this work, there are mathematical models built from scratch in the form of multicriteria optimization problem; then the goal attainment method of Gembicki is used for reducing the built models to a one-criterion problem of linear programming.