scholarly journals Goods road transport sector facing pandemic crisis

Author(s):  
Piotr Banaszyk ◽  
Sylwia Konecka ◽  
Anna Maryniak

Purpose: The aim of the study is to indicate the scope and intensity of the COVID-19 pandemic impact on the goods road transport companies’ performance and to indicate how the dedicated “support system” should work. Design/methodology/approach: The research was conducted with the use of a structured electronic questionnaire, primarily via the Intranet. In order to obtain high-quality research, the respondents were guaranteed anonymity and the data was presented in a collective agreement. Findings: On the basis of the conducted research, we found that as a result of the crisis situation the most destabilized became the transport carried out in the international space. The most important problems – out of the eighteen assessed – include a decrease in orders and a reduction in shipping rates, which with the low profitability of the industry, resulted in: serious problems in financial liquidity; retaining employees; and low levels of cooperation in the supply chain, especially concerning smaller service providers. In order to strengthen the competitiveness on the market, future strategies will focus more on the differentiation of transport services in terms of products and geography and on the regionalization of activities. We should assume that all previous predictions from month to month will be increasingly optimistic, and there will be anoticeable dynamic increase in road transport, driven by the growing demand of all sectors of the economy in need of logistics services and resulting also from the broader entry of non-European markets. Research limitations/implications: The research was conducted using the survey method, i.e. based on the opinions of respondents. The responses were often emotional in nature. Practical implications: The text includes proposals for the expected external support for the transport industry. Originality and value: The results are one of the first studies of the transport industry in Poland during the pandemic crisis. Information may be important to industry and central government representatives.

2018 ◽  
Vol 7 (4.35) ◽  
pp. 823 ◽  
Author(s):  
Mustapa S.I ◽  
Bekhet H.A

The rapid urbanisation and economic growth has led to unprecedented increase in CO2 emissions, which led to a vital global issue due partly to the rise in demand from the transport sector. In the years ahead, the transport services demand is likely to increase further, which lead to intensification in CO2 emissions as well. The transportation sector in Malaysia contributes for about 28% of total CO2 emissions, of which 85% of it goes to road transportation mode. This has led to a great interest in how the CO2 emissions in this sector can effectively be reduced. Using a multiple regression model and datasets from 1990 to 2015, this study aimed to examine factors that influence the CO2 emissions in Malaysia. Key factors of CO2 emissions, i.e., fuel consumption (FC), distance travel (DT), fuel efficiency (FE), and fuel price (FP) were investigated for the road transport sector. The findings demonstrated that the impact of factors on CO2 emissions were varies in each technology vehicles. These findings not only contributes to enhancing the current literature, but also provide insights for policy maker in Malaysia to design policy instruments for road transport sector.


1969 ◽  
Vol 17 (2) ◽  
Author(s):  
Yali Friedman

Last fall I was invited to an international workshop with the aim of helping develop a research university in Okinawa, the Okinawa Institute of Science and Technology (OIST). It was an enlightening experience to observe the creation of a new knowledge infrastructure. Although I cannot comment on the workshop discussions, I will share some of my personal thoughts and observations.To understand the development of a research university in Okinawa, it is necessary to first understand Okinawa. Historically a separate nation, Okinawa became a prefecture of Japan in 1879. Following the Second World War, Okinawa was under United States administration until 1972, when it was transferred to Japanese administration. It comprises less than 1% of Japan's landmass, but is home to more than 75% of Japan's US military bases. While under US administration, Okinawa's economy was largely comprised of direct and indirect revenues from the US military bases. Since the transfer to Japanese control, concerted efforts have been underway to diversify and develop an independent economy. The main industries are currently tourism, functional foods and information and communication industries. Okinawa's dependence on revenues from the US military bases has decreased, but unemployment remains high – twice the rate of any other prefecture – and per capita income is the lowest in Japan.My first observation on arriving at OIST was its isolation. The institute was built into a dense forest at the top of a mountain, in wonderful harmony with nature. Yet, as I looked out at the rich forests, I wondered where all the supportive infrastructure was. Where were the office parks, incubator spaces and the cafes and restaurants where innovators could work and interact? It became immediately apparent that beyond building a state-of-the-art research institute, much effort would be needed to attract and retain complementary assets. If scientists seeking to develop innovations from OIST laboratories had to leave the area, or leave Okinawa, to develop them, then they might never return, or worse, not elect to initiate research in Okinawa.Beyond simply having the necessary resources for development and commercialization of innovations, Okinawa and OIST also need a compelling pitch if they are to attract interest; given the numerous global locations to engage in research and development, what are compelling reasons to select Okinawa? The founders of OIST established it as an English-speaking institute – a decision which potentially places it as a gateway for Japanese seeking to reach outwards, and a gateway for foreigners seeking access to Japan markets and minds. They have also been strongly involved in supporting local schools, helping build an innovative mindset among the next generation of Okinawans.I feel that more aggressive tactics should also be applied. Okinawa's unique situation – the relative abundance of foreign military bases and the weak economy – enable it to make special requests of the central government. I strongly encourage OIST and Okinawa to seek special status to bolster development. Just as Puerto Rico's strategic tax abatements led it to become the dominant location for pharmaceutical manufacturing for the US market, Okinawa can employ policy measures unavailable to other prefectures to drive development. Reducing the tax burden for eligible start-ups and reducing payroll taxes for start-up employees are good ideas which have been implemented elsewhere, but Okinawa can also become a test-ground for greater innovation policies. Article 35 of Japan's Patent Law, similar to the US Bayh-Dole Act, grants ownership of employee inventions to the employer (including research institutes and universities). Although this automatic grant of ownership to universities has been successful in the leading American universities, an alternative model has been working very well in other countries. Some universities, such as Canada's University of Waterloo (home to more high-tech and knowledge-based spin-offs than any other Canadian school) opt to grant intellectual property ownership to the inventor. Although the university might lose millions of dollars in potential patent royalties, it is able to attract and retain leading researchers at lower cost and also gains all the spillover benefits from development and commercialization. By granting OIST a waiver from Article 35, the institute could attract global research leaders who seek to own their inventions. Venture capitalists and service providers could follow these researchers, helping develop a local supportive infrastructure at no direct cost.The development of a new research university is a complex undertaking. Diverse inter-connected and mutually dependent elements must be laid down, often with external support to sustain them until they can be self-sufficient. The leadership at OIST realizes the need for long-term thinking and sustained support. I look forward to following their progress.


2016 ◽  
Vol 11 (4) ◽  
pp. 430-451 ◽  
Author(s):  
Sini Laari ◽  
Tomi Solakivi ◽  
Juuso Töyli ◽  
Lauri Ojala

Purpose Firms that need to address growing concerns about the environmental impact of their activities could benefit from collaborating internally and externally. The purpose of this paper is to develop and empirically test a theoretical model of the effects of internal and external environmental collaboration with customers on the firm performance of logistics service providers (LSPs). Design/methodology/approach Hierarchical multiple regression and generalised linear modelling are utilised to analyse 311 LSPs offering road transport services in Finland. The data set was collected from a Finnish nationwide logistics survey in 2012 and financial reports-based data. Findings External environmental collaboration with customers seems to be the most effective way to improve operational and financial performance, while internal environmental collaboration does not yield similar benefits. Research limitations/implications Research limitations include the concentrated geographic origin of the respondents and the exclusion of potential indirect effects of environmental collaboration on operational and financial performance through environmental performance. Practical implications Managers planning to implement environmental initiatives should extend their focus from internal operations to external partners in the supply chain. Originality/value This research is one of the first attempts to focus on performance outcomes with regard to the environmental activities of LSPs. The research provides quantified insights using both self-reported and financial reports-based data.


2020 ◽  
Vol 8 (2) ◽  
pp. 70-88
Author(s):  
Przemysław Żukiewicz

AbstractIn this article, we compare the solutions which the largest Polish cities apply to effectively manage and administer public urban transport. We pay attention to the legal, administrative, and political limitations of current activities; we also analyse public transport strategies in terms of plans for the future. We state that large Polish cities prefer to entrust public transport services to fully dependent companies, do not seek to diversify service providers and do not allow the coexistence of public and private operators. Our research is the first comparative study which has used the eleven largest Polish cities as a research sample. Its results are important not only for decision-makers, but also for entrepreneurs in the transport industry. Not only does our analysis prove that, currently, urban transport in the largest Polish cities is carried out mostly by companies which fully belong to cities, but also that the future strategies of the target state will not be determined by political decision makers at all, or no significant changes are foreseen. In the largest Polish cities in the future, the tramway sector will be fully controlled by municipal companies; in the bus transport sector, private carriers will be able to count on a maximum of 20–30% share of transport work while the railway sector will remain under the control of regional administration, not local urban administration.


2021 ◽  
Author(s):  
Yuliia Sorokun

In the article considered the current state of the transport industry of Ukraine. The existing strategic direction of development of the transport industry is analyzed on the basis of the document "National Transport Strategy of Ukraine for the period up to 2030". Determined main measures and directions of strategic development of the transport sector of Ukraine. Analyzed world recognition of the transport industry of Ukraine on the basis of the logistics efficiency index (LPI - logistics performance index) of the World Bank. Carried out analysis of the LPI indicator and its elements influencing the calculated value of the logistics efficiency index. The effective values of the logistics efficiency index and its elements are grouped according to the research conducted in 2007, 2010, 2012, 2014, 2016, and 2018 in relation to Ukraine. Researched index of logistics efficiency as a tool for measuring the rating position of the transport industry development among the world countries. Identified main directions and prospects of development of the transport sector of Ukraine in order to achieve the goals in accordance with the strategic document for the development of the transport sector of Ukraine "National Transport Strategy of Ukraine for the period up to 2030". A methodological approach to the statistical calculation of the Logistics Performance Index and its application as an adequate tool for measuring the level of logistics development in different countries is proposed by the World Bank. Increasing the efficiency and competitiveness of the transport sector is an important element for improving the legal mechanism of public-private partnership, strengthening cooperation between the state and the private sector, public authorities, and local governments, carrying out necessary reforms, including decentralization, especially through coordinated initiatives of state policy. Implementation of the National Transport Strategy of Ukraine for the period up to 2030 will provide a solid foundation for sustainable development of the transport sector and the creation of a free and competitive market for transport services.


2007 ◽  
Vol 46 (4II) ◽  
pp. 779-802 ◽  
Author(s):  
Rizwana Siddiqui

An efficient transport system is not only a pre-requisite for economic development but is also important to achieve the objective of economic integration in the world economy. Insufficient transport infrastructure results in congestion, delay delivery time, fuel waste, pollution and accident1 which built inefficiencies in the economy and costs the economy 4 to 6 percent of GDP each year [Shah (2006)and World Bank (2007)], which can be saved by investing in transport services. Realising its importance, the government of Pakistan has initiated National Trade Corridor Improvement Programme (NTCIP) in 2005 to improve logistic and transport infrastructure so that it can fulfill the demand of economy more efficiently. This five years programme includes all sectors that improve performance of corridor-high way namely, road transport, railways, airports, and ships etc. The objective of the programme is to reduce the cost of doing business and improve quality of services. The study quantifies the efficiency of transport sector by evaluating the impact of public investment to improve transport services on the economy in general and on cost of land transportation in particular; i.e., cost of freight and passenger movement and cost of externalities such as congestion, air pollution and accident. The outcome of the study depends on how improved facility is achieved, i.e., who bears the cost and who benefits etc. This paper assumes tax financed public investment that not only change domestic price and demand, but also welfare and poverty. The issue is analysed in computable general equilibrium framework taking into account inter linkages of transport sector with rest of the economy. First, a social accounting matrix (SAM) is developed with a detailed transport module. Then, a dynamic CGE model is developed around this SAM and simulations are conducted for short run and long run analysis of public investment in trans port sector.


Author(s):  
Olena Khachaturyan ◽  
◽  
Serhiy Khachaturyan ◽  

Recently, the sphere of providing motor transport services has become more and more widespread and developed. The number of enterprises and sole proprietors in the market of motor transport services is constantly increasing. At the same time, the level of competition between motor transport service providers is growing, which makes it necessary to improve the quality of motor transport services. After all, a high level of quality allows us to occupy a leading position in this sector of the economy. There is an urgent need to assess the quality of motor services, and it is important to assess their quality from the standpoint of consumers of these services. Distinctive features of methodical bases of carrying out quality assessment at the enterprises of motor transport are defined. In the course of research both group, and individual indicators of quality assessment are established. Quality assessment is the result of the course of perception of quality, which is formed in the process of providing services to the user and is accompanied by a specific assessment of the quantitative degree of compliance of the received service with his expectations. Analysis of existing indicators revealed assessment of service quality. The stages of quality assessment, consistent provision of their implementation and the main basic provisions are determined, based on which a set of methodological approaches to assessing the quality of road transport services can be improved. The levels of evaluation of motor transport services and their content are established. An approach to assessing the quality of road transport service and the implementation of the course of providing services to users, which is based on its identified values in three stages: standardized, consolidated and expanded. The signs of the quality of the course of providing services to users on the basis of "points of conflict" with them are substantiated by two classes of signs: "effective" and "instrumental".


2019 ◽  
Vol 21 (3(72)) ◽  
pp. 117-123
Author(s):  
A.V. RYBCHUK

Topicality. The relevance of the study is based on the fact that the transport sector of the European Union is at a crossroads today, as it requires a policy that meets the needs of the 21st century and which will contribute to the growth of jobs in the EU. It must avoid constraining mobility, while at the same time responding to a range of social and economic problems that arise. Aim and tasks. The purpose of the article is to develop theoretical, methodological and practical applications, which should justify the optimization of transport services and changes in the design of vehicles and infrastructure of the European Union. In addition, various factors of historical and geographical nature often affect the political merits of States parties. After decades of EU activity, there is currently not a sufficiently compatible and resource saving network of interconnected, trans border transport infrastructure. Reasearch results. The essence of the formation of a united European transport network is the implementation of direct links between the main nodes and the infrastructure that forms the mobility of passengers. Airports, ports, railways, undergrounds and bus stations must increasingly be transformed into multimodal communication platforms for passengers and cargo. Online information, electronic booking and payment systems that combine all vehicles will contribute to multimodal travel. But today legal, administrative and technical barriers multiply and slow down the process of forming a single European transport space. Despite the intensification of rail freight and international passenger transport, access to the transport services market continues to be a serious problem. This is largely due to lack of independence and lack of financial transparency between infrastructure managers and service providers, which can lead to discrimination and distortion of the market. Conclusion. The transport policy of the European Union provides a powerful lever for economic recovery. A new issue for European transport systems is their intermodality, that is, the opportunity for logistic chains to use different consecutive modes of transport according to their specific needs for optimizing costs and environmental impact. This means the implementation of regular, clear efforts at European level country by country, industry by industry, according to different geographical, economic and historical features. An investment strategy in transport infrastructure will make sense only if it is shared by actors in the world market. By means of joint financing of individual objects by business and states, the possibility of creating a single European transport network will be real.


2018 ◽  
Vol 2 (1) ◽  
pp. 52-61
Author(s):  
Shaibu Hasssan Richard ◽  
Emmanuel Okokondem Okon

This paper aimed at finding out what constraint women in transport sector in Lokoja and why employers are reluctant in employing women in the sector? The null hypothesis is that women constraints have no significant effect in transportation sector in Lokoja. Information for the paper was basically from the questionnaire survey method Data generated were analyzed using descriptive statistics such as mean, simple percentages and graphical illustrations. Chi-square analysis was used to test the formulated hypothesis. The result reveals that women constraints have significant effect in transportation sector in Lokoja. Transport business in Lokoja is so dominated by male counterpart and yet some routes are not adequately covered. Based on the aforementioned findings, it is recommended that social attitude in Lokoja, Kogi state and Nigeria in general should be changed in favour of women employment in transport sector. The government of Kogi state should establish driving schools and transport scheme meant to enhance the livelihood of women. The National Union of Road Transport Worker (NURTW) should encourage women to invest in the sector.


Road Transport Sector (RTS) is crucial for the people living in rural areas because other modes of transportation are hardly available in these regions. People are basically dependent on road transport services to run their day to day works in rural areas. Assam is a state of India where majority of the population is living in rural areas. The state comprises different geographical locations such as remotest of the remote locations, flood affected areas etc. and on the other hand, other modes of transportation such as trains, flights etc. are not adequately available in all places of the state. Thus, road transport plays a crucial role in moving goods and services in the state. So far as the welfare states are concerned, Public Road Transport Corporations (PRTCs) play a major role in delivering bus services to the people so all sections of the people can travel comfort journey at reasonable prices. Assam State Transport Corporation (ASTC) is only the Public Sector Road Transport Corporation (PSRTC) in Assam which provides bus services to the people of the state and in its connected regions. Here, the present study has been made to understand the status of services provided to the people living in rural areas of Assam under ASTC. Total 100 respondents from the group of passengers travelled by ASTC’s buses (Lakhimpur Division) have been purposively contacted for collecting primary data and the data collected from passengers would help to understand the availability/unavailability and the quality of services provided by ASTC to the passengers. Apart from the passengers, 8 ASTC’s officials (four from each station) and 2 higher officials from ASTC’s headquarters have been interviewed to understand the challenges faced by them in operating buses. Based on the collected data, the study finds that the corporation has failed to provide quality services to the passengers in many regards. The findings of the study highlight unavailability of push back system in seats in many buses, absence of a/c connections in buses allotted to rural areas, unhygienic bus stations etc. The study also reveals that service delivery is affected by the problems which are related to operation of buses such as rigid official procedures, financial deficiency, dissatisfaction of employees etc. Based on the findings, the study suggests concerned authority to take necessary steps to improve the quality of services regarding different aspects and to introducing such rules and regulations wherein employees feel comfort to discharge their duties. The study also suggests concerned authority to keeping proper surveillance over the properties of ASTC, focusing on proper maintenance of buses and bus stations etc.


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