The development of logistics infrastructure as a tool for the management of marine transportation
Логістична інфраструктура морегосподарського комплексу України характеризується досить низьким рівнем розвитку, істотними ціновими диспропорціями, високим рівнем монополізації. У зв'язку з цим пріоритетними заходами національної політики в напрямі розвитку галузі повинні стати: розвиток інфраст...
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Інститут проблем ринку та економіко-екологічних досліджень НАН України
2013
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irk-123456789-800692015-04-11T03:01:26Z The development of logistics infrastructure as a tool for the management of marine transportation Minakova, S. Connecting systems Логістична інфраструктура морегосподарського комплексу України характеризується досить низьким рівнем розвитку, істотними ціновими диспропорціями, високим рівнем монополізації. У зв'язку з цим пріоритетними заходами національної політики в напрямі розвитку галузі повинні стати: розвиток інфраструктури, формування рівноправних економічних відносин між його учасниками; інформаційне забезпечення учасників ринкової системи, створення національної маркетингової інформаційної системи. 2013 Article The development of logistics infrastructure as a tool for the management of marine transportation / S. Minakova // Економічні інновації: Зб. наук. пр. — Одеса: ІПРЕЕД НАН України, 2013. — Вип. 56. — С. 150-157. — Бібліогр.: 10 назв. — англ. XXXX-0066 http://dspace.nbuv.gov.ua/handle/123456789/80069 656.656.01 en Економічні інновації Інститут проблем ринку та економіко-екологічних досліджень НАН України |
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Digital Library of Periodicals of National Academy of Sciences of Ukraine |
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Connecting systems Connecting systems |
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Connecting systems Connecting systems Minakova, S. The development of logistics infrastructure as a tool for the management of marine transportation Економічні інновації |
| description |
Логістична інфраструктура морегосподарського комплексу України характеризується досить низьким рівнем розвитку, істотними ціновими диспропорціями, високим рівнем монополізації. У зв'язку з цим пріоритетними заходами національної політики в напрямі розвитку галузі повинні стати: розвиток інфраструктури, формування рівноправних економічних відносин між його учасниками; інформаційне забезпечення учасників ринкової системи, створення національної маркетингової інформаційної системи. |
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Article |
| author |
Minakova, S. |
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Minakova, S. |
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Minakova, S. |
| title |
The development of logistics infrastructure as a tool for the management of marine transportation |
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The development of logistics infrastructure as a tool for the management of marine transportation |
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The development of logistics infrastructure as a tool for the management of marine transportation |
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The development of logistics infrastructure as a tool for the management of marine transportation |
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The development of logistics infrastructure as a tool for the management of marine transportation |
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development of logistics infrastructure as a tool for the management of marine transportation |
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Інститут проблем ринку та економіко-екологічних досліджень НАН України |
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2013 |
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Connecting systems |
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http://dspace.nbuv.gov.ua/handle/123456789/80069 |
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The development of logistics infrastructure as a tool for the management of marine transportation / S. Minakova // Економічні інновації: Зб. наук. пр. — Одеса: ІПРЕЕД НАН України, 2013. — Вип. 56. — С. 150-157. — Бібліогр.: 10 назв. — англ. |
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Економічні інновації |
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UDK 656.656.01
THE DEVELOPMENT OF LOGISTICS INFRASTRUCTURE AS A TOOL
FOR THE MANAGEMENT OF MARINE TRANSPORTATION
CТАНОВЛЕННЯ ЛОГІСТИЧНОЇ ІНФРАСТРУКТУРИ
ЯК ІНСТРУМЕНТУ УПРАВЛІННЯ МОРСЬКИМИ
ТРАНСПОРТНИМИ ПЕРЕВЕЗЕННЯМИ
Svitlana Minakova
Мінакова С.М.
Логістична інфраструктура морегосподарського комплексу України
характеризується досить низьким рівнем розвитку, істотними ціновими
диспропорці-ями, високим рівнем монополізації. У зв'язку з цим пріоритетними
заходами національної політики в напрямі розвитку галузі повинні стати:
розвиток інфраструктури, формування рівноправних економічних відносин між
його учасниками; інформаційне забезпечення учасників ринкової системи,
створення національної маркетингової інформаційної системи.
Statement of the problem. The global flow of goods and passengers took too
large a scale, diversity and complexity of supply. Transport in this process plays a
leading role. Sharply tangible and obvious difference between the national regimes of
different countries and opportunities of their citizens. The absence of a common
means of addressing the problems associated with the transport complex in each state,
exclusive approaches to the consideration of individual features not only at the macro
level, but in the Annex to each mode of transport as a subsystem of the whole transport
complex, in fact, play a much bigger role in the effects which may be formed.
If reform in the port sector of Ukraine is accompanied by significant changes
in the economic, social and legal nature. Along with this, in modern conditions the
failure of the national cargo base, the underutilization of port facilities, a dramatic
loss of transit cargo fundamental tools build on-farm mechanisms of functioning and
development of port complexes of Ukraine.
Until recently, port complexes was a pure state structures, but in providing all
kinds of commercial services were based on the use of joint ownership - state,
corporate and private, each of which has advantages and disadvantages, and requires
appropriate production organization.
Where there is economic activity, there is always a problem of property. The
market economy cannot develop and function only when one form of ownership, one
of the objective basis of its functioning is the diversity of the economy, the diversity
of forms of property, regardless of what form of ownership is built production.
Logistics infrastructure of the Maritime complex of Ukraine is characterized
by relatively low the level of development, significant price dispropor-hole, high level
of monopolization. In this regard, priority activities of the national policy on direct
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Економічні інновації
Випуск 56 2013
the development of the industry are: development of infra-structure, formation of
equal economic relations between its participants; the information provided cookies
participants of the market system, the establishment of a national marketing
information system.
Review of recent research and publications. Scientific-theoretical bases of
activity of infra-structures such foreign and Vit-cisnadie scientists: P. Belnick,
O. Borodino, So Bronstein, He Stroked,O. Ermakov, S. Slop-Ko,H. singer, Was
Jochimsen, B. Krasnopolskiy, Century Krasovskiy, that is, Winged,A. Kuznetsova,
S. But the owl, Rosenstein-Rodan, S. Yudin, A. Jansson and others are now of special
importance logistics infrastructure it is in Maritime complex-sea, because of its
functioning is able to provide the unbroken chain, which will be held all the necessary
logistics operations with the material flow kami.
Objectives of the study. Rationale strategy of development of logistics
infrastructure in mo registars.com complex of Ukraine.
The basic material of research. The globalization processes, the feeling of
"the world in the palm", paradoxically, increase the transportation volumes and
demand for commodity exchange. Only those enterprises that are efficient and
flexible, those who move in the direction of a changing world, provided appropriate
technologies and using progressive commercial strategy, will exist in the market and
continue to play an important role there.
The scale and structure of national and world transport systems defined by the
volume and structure of demand for their services, the ability and willingness of
national and foreign investors to Finance the development and modernization of the
transport system, direction and growth in related sectors, which are the material and
technical base of functioning and development of transport, the possibility of
transport enterprises to realize their innovative development. Volume of demand for
transport services and requirements to their quality are determined by the geographical
location of industrial base of the state, its structure, specialization and cooperation,
directions of economic relations, domestic and global, and their intensity, macroeconomic
indicators of activities of the state, business and consumer activity of the population,
and the density of the population on a certain territory, its age structure, the distance
between settlements and locations of production and consumption.
Meanwhile, the demand of the world economy in the improvement of
transport processes and further development of high-tech, highly integrated schemes
of cargo transportation with the guaranteed safety and the observance of strict
rhythmic supply continues to have an impact on the development of transport in the
major countries of the world. Long-term trends in the global transport is still aimed at
expanding the global network of transport communications, increase of their load,
improvement of synchronous operation of various types of transport
Today carriage of goods and passengers is not regarded as a mechanical
process, separated from man. In all countries of the program of development of
transport complex of the show as a top priority is the welfare of the population
directly through qualitative performance of transport services, and indirectly through
the immediate activation of all spheres of economic life of the state.
First of all it is necessary to determine the main factors of global development
and to establish the degree of their influence on the formation UNOCHA mechanism
port enterprises.
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1) Technological change is deep and widespread containerization of freight
traffic and the use of new technologies, first of all information and communication. In
recent decades port industry has undergone rapid growth is technological innovation,
containerization is one of these. This process requires from the sea ports of proper
infrastructure, environment, appropriate technologies, etc. that directly affects the port
environment and generates demand for the growth of international trade. On the other
hand, introduction of the newest technologies as electronic data interchange,
constantly increases the efficiency of ports. "Container revolution" as an external
factor of influence on the activity of the ports, transformed the role traditionally state
ports-monopolists on the search forms that would zabezpecovaci existence and
effective work in these conditions. In addition to the changes in the institutional
plane, it had influence on construction of internal management mechanism, namely
on the pricing process, which happens not for the strict requirements of the state
regulatory bodies, taking into account also the interests of private parties and business
conditions. Moreover, the positive externalities generated by the port community, no
longer confined to the local port area and dispersible on extensive adjacent territory;
2) Globalization - the growing Maritime trade and international navigation.
Sea world trade, despite the crisis downturns, gradually recovering and growing
gradually. If we analyze the growth rates in the past, they will demonstrate in the last
30 years of stable increase of 4% a year. The UNCTAD forecasts indicate that in the
next years this figure will be even more than that, accordingly, will affect the volume
of international shipping.
For his part, the globalization and the creation of large transnational
corporations changed the internal structure of ports and stimulated the power port to
the introduction of advanced information and communication technologies, to be able
to track and adjust TNK processes move their cargo in spatial seen. Structural snergy
the effect of three factors – the performance of TNCs, the use of communication
technologies and containerization of transportation has allowed the Singapore port to
become the world leader port industry, and working with him TNK – container
operators of the world level.
3) Permanent integration of different modes of transport and their services –
the growth of Maritime trade and international navigation. The establishment of
intermodal transport and routing using this type of transportation enhance competition
between ports per attract more ships and increase of traffic in the ports. Moreover,
development of the system of delivery of cargoes "from a door-to-door" changes the
function of the marine complex of the center of the movement of passengers and
cargo from one type of transport to another, a wing of the big transport supply chain.
It is therefore important to promote integration of sea ports in the logistics chain with
freight forwarders and transport companies. In addition, these companies are actively
encouraged port authorities are to contribute to providing the highest level of services
for a lower price.
4) The Growing involvement of the private sector – private sector
participation in the management of the port and the funding of activities over the last
decades has essentially increased. Privatization procedures in ports rarely include
privatization of port land and basic infrastructure.
The analysis shows that the system of factors closely connected with the work
of all elements of the transport system. So, the survey results demonstrate strong
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Випуск 56 2013
correlation between results of different sectors of the economy, demographic
indicators and the transport system.
It is obvious that the decline in industrial production and the fluctuations of
the level of income directly affect the volume of transported cargo mass, and on the
value of the number of passengers carried. Accounting of such dependence, primarily
important when constructing figures.
Classical Economics traditionally did not have an independent value
accommodation infrastructure units and engineering infrastructure network on the
whole. In early economic research priests-Tu and proposals of the difference between
the cost of accommodation infrastructure and transport costs or was taken equal to
zero, or are considered equal for all competitors. Meanwhile, the number, size and
geo-graphical location capacity, use them in logistics, directly affect the level and the
cost of customer service. Design the infrastructure network is the first responsibility
logistics managers, because this network provides up-rate products and materials to
consumers [1].
Consideration of the capacity of the transport system in the first place as the
main terms of quality of life of people, and only then, as a means of improving the
efficiency of the economy in General – is the main trend of the modern world
community. For their successful implementation requires the fulfillment of a number
of principles that can be compiled and proposed in the article. Considering transport
system taking into account modern tendencies and of the transformation, the main
directions, which should be the basis for the functioning and development of national
transport system.
Among the main factors of rapid implementation logistics in the global
economy are: SKO-cue the development of information technology and n-lsuzu
computers; the globalization of markets; structural changes in business organization;
the philosophy of management quality [2].
Accordingly, the formation of the infrastructure logistics network should
consider different options to geographic locations of objects. The fact that the
geographical markets are very different from each other, it is easy to illustrate.
In General, modern logistics infrastructure is characterized by several trends:
minimize costs, associated with transportation, storage, perepakovany, customs
documents, which actualizes management and marketing, which in turn increases the
demand for logistics services and warehousing real portability; growth of demand for
high-quality logistics services; cost reduction producers at the expense of logistics
and time between stages of production and consumption.
Negative factors affecting the development logistics services market, is
dissatisfaction with demand on warehousing and insufficiently developed transport
infrastructure and lack of qualified staff in logistics [7].
Currently, there are problems associated with the construction of internal
economic mechanism of management and activities of domestic port complexes
competitive positions on the international market of transport services taking into
account new forms of doing port business and new organizational and legal forms of
building relationships within a single port environment.
For the present there is an acute shortage of economic approaches based
system of measures on forming of domestic economic mechanisms of establishing the
153 2013
Економічні інновації
Випуск 56
economic system as a separate enterprises port areas and mechanisms of functioning
of the entire port complex.
Among the whole range of different factors of economic growth in the
conditions of preservation of the strategic potential, provision of equal participation
of Ukrainian legal and physical entities in formation of the market of transport
services and provision of cargo flows, we believe the most significant skillful
realization of the business potential of the citizens of the country, efficient use of
economic mechanism independent of the economic initiative of the person,
recognition of entrepreneurship indispensable force of economic dynamics,
competitiveness and social prosperity.
To intensify efforts in this direction, and a more complete understanding of
the whole complex of existing problems, first of all, we must consider the theoretical
aspect of this problem. The main condition of possibility of existence of
entrepreneurship us vbats in creating a competitive environment and the provision of
economic freedom economic entities. Already this understanding of the essence of the
problem allows to explain an important feature of the development of the modern
world economy qualitative criteria are:
- predominance of private ownership of the means of production;
- legal and economic independence in decision making;
- simplified management system;
- professional interchangeability of employees;
- direct participation of the owner in the company management;
- initiative, the exploratory nature of the activity.
Thus, competition in the principles of free market access is the main
condition on which are market mechanisms that generate price signals generate the
incentives that shape the market abundance, variety of assortment and high quality of
goods and services.
In modern conditions of market relations in all sectors of the economy and the
extremely precarious situation of enterprises, the surest strategy to achieve economic
stability is the choice of these parameters of activity of sea port, which will provide
the maximum amount of money proceeds for work performed at the expense of
growth of volume of services, their diversity while maintaining or even some
reduction of tariffs for all services. Each sea port, despite the unity of the technology
of processing cargo flows, by specialization, peculiarities of distribution, relations
with freight owners to form an individual terms of functional performance and use of
production potential.
The formation of local stevedoring markets is based on vnutri competition in
the system of servicing cargo flows. The presence of different scale enterprises
requires special institutional control mechanisms that ensure the rational use of
production potential with a valid application of state regulation and support
temporarily uncompetitive companies.
Economic efficiency, as a result of functional and investment activities, is
formed under the influence of external conditions, management, rationality of project
solutions and market conditions. Therefore, to develop a mechanism of decision-
making it is necessary to analyze some results of production activity. These results
include the rate of change of profitability, captalist, labor, capital productivity,
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Економічні інновації
Випуск 56 2013
security, and some others. Parameters of their influence on the integrated efficiency
can be established on the basis of functional or regressive relations.
The most important principle of making economic and investment decisions
is choosing rates, which ensures the achievement of the main strategic goals of the
port complex. In the system of functioning of tariffs the market of transport services
vary within certain limits, in accordance with the nature of the balance of traffic and
port capacity, i.e. proposals. In the investment process as the price is the cost of
capital, which regulated the activity of investment.
In modern conditions of functioning of the domestic enterprises of the profit
is the main source of development of their capabilities, the purpose and at the same
time a necessary condition, a source implementation strategies. Therefore, financial
condition is an important characteristic of the business activity and the company's
reliability.
Conclusions. In the conditions of globalization strategic priority
the development of Maritime complex. Trance-formation of logistics infrastructure
should ka based on the system approach that enable-s rationale for the strategy of its
development and detail in perspective and current plans for the macro - and mi-
crown.
The main result of the logistics infrastructure Maritime complex should be to
minimize maintenance costs mother-material flows and environmental safety.
References
1. Bakayev O.O. Teoretychni zasady lohistyky: pidruchnyk [Theoretical
bases of logistics: study guide]. V1, Kyiv, University of Economics and Transport
Technologies, 2003. 430 p.
2. Bauersoks D.Dzh. Logistika: integrirovannaya tsep postavok (Logistics:
integrated supply chain). – Available at: http://www.olbuss.ru.
3. Ministerstvo infrastruktury Ukrayiny. Ofitsiynyy sayt (Ministry of
Infrastructure of Ukraine. Official web-site). – Available at: http://www.mtu.gov.ua.
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http://www.maersk.com.
5. Pysarenko V.V. Osoblyvosti lohistychnykh system v silkomu
hospodarstvi [Special features of logistic system in agriculture] Visnyk KhNAU
[Bulletin of KhNAU], 2012, No.7, pp. 146–150.
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2014 g. Obem i struktura rynka logisticheskogo autsorsinga, gruzoperevozki,
transportno-ekspeditorskie i skladskie uslugi v postkrizisnyy period. Analiticheskiy
obzor [Market of transport and logistic services over 2010-2011 and the forecast up to
2014. Volume and structure of the market of logistic outsourcing, cargo
transportation, transport and expedition and storage services in the post-crisis period.
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diyal'nosti (Infrastructure of logistic processes of economic activity). – Available at:
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Ukrayiny z krayinamy YeS u realizatsiyi potentsialu transportnoyi systemy Ukrayiny.
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Analitychna zapyska (As for the prospective directions of cooperation of Ukraine
with the EU countries in the implementation of the transport system potential of
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Анотація
Украина имеет выгодное географическое положение в центре Европы,
выход к морю и крупные судоходные реки, что в целом определяет ее высокий
транзитный потенциал.
Инфраструктурные подразделения логистики являются связующими
между отраслями производственной и рыночной инфраструктуры и
приоритетными по инвестиционной привлекательности. Логистическая
инфраструктура играет базовую роль в формировании и развитии рыночных
отношений, обеспечивает переход национальной экономики на принципах
устойчивого развития.
Общемировой процесс перемещения грузов и пассажиров принимал
слишком большие масштабы по разнообразию и сложности поставок.
Транспорт в этом процессе играет ведущую роль. При этом резко ощутима и
очевидная разница между национальными режимами различных государств и
возможностями их граждан. Отсутствие единственного средства решения
проблем, связанных с транспортным комплексом в каждом отдельном государстве,
эксклюзивные подходы к учету индивидуальных особенностей не только на
макроуровне, но и в приложении к каждому отдельному виду транспорта как
подсистемы всего транспортного комплекса, фактически играют гораздо более
важную роль в тех последствиях, которые могут быть в результате сформированы.
К типовым объектам логистической инфраструктуры относятся
производственные предприятия, склады, погрузочно-разгрузочные терминалы и
магазины розничной торговли.
При формировании инфраструктурной сети логистики следует
рассматривать различные варианты выбора географического местоположения
объектов. Тот факт, что географические рынки во многом отличаются друг от
друга, легко проиллюстрировать.
В общем, современная логистическая инфраструктура характеризуется
рядом тенденций: минимизация расходов, связанных с транспортировкой,
хранением, переупакуванням, таможенным документооборотом, которая
актуализирует менеджмент и маркетинг, что, в свою очередь, повышает спрос
на логистические услуги и складскую недвижимого переносимость; рост спроса
на качественные логистические услуги; снижение затрат производителей за
счет логистики и сроков между этапами производства и потребления.
Негативными факторами, влияющими на развитие рынка логистических
услуг, является неудовлетворенность спросом на складские помещения и
недостаточно развитая транспортная инфраструктура, а также нехватка
квалифицированных кадров в области логистики.
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Определение необходимого количества объектов каждого типа, их
географического местоположения и хозяйственных функций составляет существенный
элемент всей деятельности по формированию (проектированию) логистической
инфраструктуры. В особых лучаях ведения операций на таких предприятиях
может быть передано сторонним специалистам, оказывающим соответствующие
услуги. Независимо от того, кто реально выполняет эту работу, все
инфраструктурные подразделения должны рассматриваться в процессе управления
как интегрированные элементы логистической системы фирмы.
Приступая к формированию логистической инфраструктуры, необходимо
определить количество и местоположение каждого типа подразделений
(объектов), необходимых для выполнения функций логистики. Кроме того,
нужно установить, сколько и каких запасов следует иметь на каждом объекте и
где размещать заказ клиентов на поставку.
Инфраструктура образует каркас, на котором строится система
логистики и ее работа. Через это инфраструктурная сеть включает информационные
и транспортные объекты. Отдельные функции (такие, как обработка заказов
клиентов, управление запасами или грузопереработка) осуществляются в
рамках логистической инфраструктуры.
Соответственно, в общем понимании формирования логистической
инфраструктуры должно базироваться на принципах рационализма, системности,
комплексности, баланса интересов субъектов рынка, ориентации на удовлетворение
потребностей потребителей, экологической безопасности внедренных и действующих
объектов.
Проведение преобразований в сфере портовой Украины сопровождается
существенными изменениями экономического, социального и правового
характера. Наряду с этим, в современных условиях недостаточности национальной
грузовой базы, недозагрузка портовых мощностей, катастрофической потери
транзитных грузопотоков необходимы кардинальные инструменты построения
внутрихозяйственных механизмов функционирования и развития портовых
комплексов Украины.
Еще до недавнего времени портовые комплексы представляли собой
чисто государственные структуры, но предоставление всех видов коммерческих
услуг в них было основано на использовании совместной собственности –
государственной, корпоративной и частной, каждая из которых имеет свои
преимущества и недостатки и требует соответствующей организации производства.
Там, где есть экономическая деятельность, там всегда присутствует
проблема собственности. Рыночная экономика не может успешно развиваться и
функционировать только при одной форме собственности, одной из объективных
основ ее функционирования является многоукладность экономики, разнообразие
форм собственности, независимо от того, на какой форме собственности
построено именно производство.
Трансформирование логистической инфраструктуры должны базироваться
на системном подходе, что включат обоснование стратегии ее развития и
детализации в перспективных и текущих планах на макро- и микроуровни.
Основным результатом работы логистической инфраструктуры
морехозяйственного комплекса должны стать минимизация затрат на
обслуживание материальных потоков и их экологическая безопасность.
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