Perspektywy rozwoju linii lotniczych
Autor zarysowuje przewidywalne kierunki rozwoju linii lotniczych, zarówno tradycyjnych, jak i niskokosztowych.
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Autor zarysowuje przewidywalne kierunki rozwoju linii lotniczych, zarówno tradycyjnych, jak i niskokosztowych.
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Artykuł prezentuje ogólną strukturę konkurencji w sektorze portów lotniczych, strukturę konkurencji z punktu widzenia pozyskiwania usługobiorców przewozów i jej determinanty, strukturę konkurencji z punktu widzenia pozyskiwania usługodawców przewozów i jej determinanty, a także grupy strategiczne w sektorze portów lotniczych.
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Autorzy na wstępie szkicują krótką historię portu lotniczego w Gdańsku. Następnie przedstawiają tendencje i perspektywy rozwojowe ruchu pasażerskiego w tym porcie w pierwszej dekadzie XXI wieku, dotychczasowy rozwój infrastruktury oraz prognozy dotyczące powiększania się zdolności usługowych portu po realizacji zaplanowanych inwestycji. Na koniec prezentują przyjęty w 2008 plan inwestycyjny portu.
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Autorzy zaczynają od przedstawienia krótkiej historii portu lotniczego Katowice w Pyrzowicach oraz historii Górnośląskiego Towarzystwa Lotniczego SA. Następnie prezentują rozwój ruchu pasażerskiego, ruchu cargo i siatki połączeń w tym porcie w pierwszej dekadzie XXI wieku, a także formułują prognozy rozwojowe w tych zakresach. Następnie odtwarzają rozwój infrastruktury portu od 1994 do 2010 r. oraz naświetlają plany rozwoju infrastruktury do roku 2032. Jednocześnie analizują wpływ infrastruktury na zdolności usługowe portu. Wreszcie skupiają się na efektywności Górnośląskiego Towarzystwa Lotniczego SA.
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Artykuł otwiera zarys historii Portu Lotniczego na Ławicy. Następnie autor charakteryzuje infrastrukturę lotniczą w porcie (płaszczyzny lotniskowe i zabudowę kubaturową), a także przedstawia cele planu inwestycyjnego. Prezentuje także strukturę ruchu pasażerskiego w porcie (w tym profil pasażera na podstawie badań własnych), rozwój ruchu lotniczego, strategię cenową względem przewoźników, a także wpływ lotnisk berlińskich na rozwój ruchu lotniczego w poznańskim porcie lotniczym.
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In the present study the concept of smuggling and tobacco products was analyzed. The relationships and relationships between the two concepts are indicated. The main issues and challenges of smuggling and illegal trade are characterized. Measures have been proposed to improve countering smuggling and illicit trade in tobacco products.
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Hungary is a resource-poor country with only limited and relatively expensive coal (lignite) and hydropower potential. It has a considerable record of hydrocarbon production dating back to the late 1930s, but much of these conventional reserves have already been depleted. Domestic supplies of gas constitute around 20%, internal oil production provides less than 8% of total demand for the time being, and both are in decline. Thus, import dependency has long been a natural, and socially and politically accepted necessity. Hungary built up a significant nuclear component during the mid-1980s in Paks (four Soviet VVER blocs meet around 40% of electricity demand) and relies heavily on natural gas imports.
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In comparison with the other Visegrad countries, Poland’s gas security seems relatively high. This coastal state, unlike the Czech Republic or Slovakia, not only has quite significant domestic output (4.3 bcm in 2012), which accounted for some 29% of the country’s demand, but also has a proportionately low level of natural gas in its TPES (13%). Poland is also a major coal producer, and coal comprises a significant portion of the country’s primary energy supply, ahead of all other sources, including gas. Thus, this data could suggest that Poland—as an insignificant natural gas customer—is not necessarily vulnerable in terms of energy security. However, although the country was only mildly affected by the 2009 cuts of supplies from the east, its position in the gas market is far from being fully protected.
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Urban mobility is changing in the most cities in the developed world. More importantly, these changes are no longer related to the continuation of past trends, such as the significant increase in motorization in the second half of the 20th century. Instead, cities are increasingly seeing the impact of more destructive changes, whether as a result of technological innovation, socio-economic change or new political interventions. The significant and unexpected growth of urban bicycling; the growing importance of the car- and bicycle sharing; multimodal travel supported by smartphone travel applications; and rediscovery of walking in urban conditions are not only the common experiences in many cities, but they have become the main focus of the urban transport policy in the cities around the world. This study aims to address the issues of the sustainable mobility, how and via which policies and incentives will be realized and what are the challenges the automotive companies are facing. The methodology used for the study conduct is an analysis of primary and secondary information, a review of researches by leading consultancy companies, opinions and researches of the European institutions, and a regulatory framework to clarify the problems and opportunities for mobility. In order to solve the connectivity, safety and environmental issues, the automotive industry should work with other industries, institutions, NGOs etc.
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The Regulation (EC) 1907/2006 of the European parliament and the Council known as REACH (Registration, Evaluation, Authorization and restriction of CHemicals), is imposing serious responsibilities on companies that manufacture or import chemicals into the territory of the EC in quantity bigger than 1 t/year. The present study examines the obligations of the importers and the problems in case of some non-standard business schemes and types of substances. Solutions are proposed, some of which are successfully implemented in practice.
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The purpose of this chapter is to present the traditional methods used in operational management. The methods described include benchmarking, outsourcing, Just-In-Time, kaizen, TotalQuality Management, MRP I, MRP II, and core competencies developed in various periods of the 20thcentury to improve the planning process and efficient management of the flow of resources, goodsand information. Benchmarking consists of comparing the processes and practices used by one’s own enterprise with those used in enterprises considered to be the best in the analysed field. Outsourcing means separating from the organizational structure of the enterprise some functions performed by them independently and transferring them to other entities for execution. Just-In-Time is used toreduce work in progress and inventory levels in production and warehouse processes. Kaizen and TQM are based on the continuous diagnosis and improvement of all elements of the company. MRP methods are based on computer systems and clearly defined, inter alia, the volume of demand, order fulfilment time and provide other data relevant to the company’s logistics system and its operations. Core competencies are company-specific skills that are difficult to copy or win over to competitors.The authors focused primarily on the presentation of the main goals, principles of operation, as wellas the advantages and disadvantages of the selected methods in operational management.
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Climate change, resource depletion, technical progress, growing consumer awareness and changing requirements causes companies to look for new production methods. They may concernvarious areas of the company’s activity, starting from product design, procurement organization, optimization of production processes, control of manufactured products and services, through improvement of work organization and reduction of production costs, and ending with the implementation of modern solutions based on digital technologies. The purpose of implementing new production methods is to improve labour mobility, optimization of the use of raw materials and resources, costsreduction, increase efficiency, productivity, etc. In the literature, there are many different types of methods that can be used by modern enterprises. It is practically impossible to present all methods in this study. The authors focused on the presentation of selected methods, which are characterized on the one hand by innovation and, on the other hand, by the possibility of implementation. Particular attention should be paid to methods focused on environmental aspects. This group presents basic information on environment-conscious manufacturing (ECM), life-cycle assessment (LCA) and waste management and recycling. These methods allow to implement the concept of sustainable development and are directly related to the 17 goals set out in the 2030 Agenda for Sustainable Development and adopted by UN member states. In the group of methods related to next generation production management, the focus was on Matrix shop floor control and cooperative manufacturing. Of particular importance is cooperative management, because cooperation in practice is considered as a specific resource and one of the most important factors of a competitive position. The next group of methods concerned production planning and control. Drum Buffer Rope (DBR) and theory of constraints (TOC) were discussed as part of it. From the company’s point of view, methods related to manufacturing processes are very important, including group technology (GT) and cellular manufacturing (CM). Another group focused on commercial aspects, including demand chain management (DCM) and competitive intelligence (CI). The chapter also presents methods related to auxiliary software support, advanced organizational manufacturing and focused on product design.In the first case, Electronic Data Interchange (EDI) was discussed, in the second, virtual enterprises (VE) and World Class Manufacturing (WCM) were presented, and in the third, the assumptions concerning the Quality Function Deployment (QFD) and House of Quality (HOQ) method were shown. Additionally, Statistical Process Control (SPC) and Computer-Aided Process Planning (CAPP) are discussed within the framework of methods focused on cost and quality manufacturing.
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Purpose: The aim of the study is to determine the emerging trends of changes related to the situation of uncertainty and increased risk in supply chains, and at the same time limiting the negative effects of the epidemic on the logistics industry. Design/methodology/approach: The study focuses on the analysis of changes in the logistics real estate market in Poland. The analysis period covers the years 2004–2020. The data used here comes from reports from real estate advisory companies and Statistics Poland. Findings: The last dozen or so years has been aperiod of dynamic development in the Polish market of logistic space and facilities. The year 2019 turned out to be arecord year in the history of the market in terms of the increase in warehouse space and Poland has become the sixth biggest warehouse market in Europe. The year 2020 and SARS-CoV-2 has brought a lot of uncertainty about the future, and the recession has become afact. Practical implications: More than half a year after the outbreak of the pandemic, several emerging trends of changes related to the situation of uncertainty and increased risk in supply chains, as well as approaches to limit the negative effects of the epidemic on the logistics industry, can be observed. These include: an increase in e-commerce preferences in relation to traditional trade; increase in stock levels; relocation of production sites. Originality and value: The observed phenomena indicate moderate optimism and the resilience of the logistics industry in the medium term. In turn, in the long run, production can be expected to be relocated to closer areas (domestic or European) in order to shorten the supply chain.
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Ten years ago, the European Union recognized the importance of stopping further development of road freight transportation and the need for making rail freight a more prominent branch of industry. Rail transportation used to hold a more relevant position, but because of slow response to changes on the market and no investments in modernization, it now occupies only around 10%of the share in freight transportation in most EU member states. Most members have initiated the implementation of the restructuring and liberalization of rail market, with the aim of establishing a multimodal transportation network and reducing negative impact of road freight on the environment. The Croatian market is no exception, of course. It has liberalized the rail freight market since the Accession to the EU, while the rail passenger traffic is still monopolized by a company owned by the state. The Croatian national carrier HŽ Cargo has decided to face the competition by restructuring the current business and giving a sharper focus on innovation (intermodal terminals, RO-LA, and digitalization of business operations). The above-mentioned topics are analysed in the following chapter.
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In this article we discuss the Eastern European Union Countries (EEUC) issue of the European contenentalisation/re-continentalisation process. We point out how the tracing, projecting and realizing of Trans continental meridian transportation corridors and axes could facilitate the development of peripheric and marginalized regions.The article is presenting a view (vision) regarding the Trans meridian transport connectivity of Eastern European Union countries and in particular – Bulgaria and Romania. It states that concrete transport corridors axes, sub axes and corridors are an important tool for integrated and joint development (economic, social, ecologic) of some less developed regions in the mentioned countries.The article also pointed out that it is needed Transportation grid innovation that make the regional development to happen. They affect the Balkan Peninsula Transport Grid vision with parallel and meridian axes and corridors.
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Supply chain management is subject to transformations that result from both functional and structural changes. The greatest challenges for maintaining the efficiency of the supply chain processes are mergers and acquisitions, which require deep interference in the structure of the supply chain. In the case of global supply chains, it is worth mentioning that the cultural aspects influence transformation and their pace of introduction. In this chapter we presented the process of taking over the Ukrainian branch of the global production company DEF (a fictitious name) and including it in the management structures of Central Europe (CE).
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Global character of supply chains imposes on its participants contacts in highly differentiated cultural context. Culturally-led background of business models results in different practices in everyday management of operations in supply chains, among others also in differences in financial management. To be prepared for the cooperation in other cultural milieu, supply chain managers need to be aware of those differences, and to acquire the cross-cultural competence in the financial domain.Three mains culturally formed models of supply chain financing: Chinese, Muslim and European need to be understand and cross-culturally applied to enhance the ability of supply chain managers to support successfully in the international exchange. The text aims to describe the aforementioned models and to explain its consequences for supply chain financing.
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Road noise is one of the main nuisance factors. Its negative impact mainly concerns resi-dential areas, which, located along transport routes, are exposed to spatial conflicts. Elimination of these conflicts requires spatial planning that integrates the economic, social and environmental spheres, which should be taken into account in planning studies shaping spatial policy in municipal-ities. The aim of this study is an attempt to assess the spatial-functional decision to locate a selected road project in the vicinity of an existing residential development in terms of road noise. In order to integrate the environmental and social spheres, a study of the acoustic annoyance of a selected road investment was prepared using direct acoustic measurements and a road noise perception study. A section of the Polish A1 highway was selected for the study.
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Currently, EU member states use different kinds of economic instruments of environmental protection. Besides their environmental impact, the main reason for economic instruments implementation is their fiscal impact, precisely revenues of public budgets. The main goal of this paper is to find similarities in EU-28, to find the groups of countries with the same fiscal impact of economic instruments on public budget revenues. The method of cluster analysis is used, based on EUROSTAT and EEX data sets for the year 2016. Three categories of economic instruments’ revenues (per capita) are selected as a base for cluster analysis, with available data for all EU-28 countries – energy taxes without EU ETS, EU ETS and transport taxes. We can distinguish six clusters in total, precisely group A characteristic by low tax revenues and low EU ETS revenues, group B with high tax revenues and low EU ETS revenues, group C with low tax revenues and high EU ETS revenues, group D represented by middle tax revenues and middle EU ETS revenues, group E and group F, both represented by one country with extremely high tax revenues. Generally, countries of Central and Eastern Europe are not grouped only in one group, they have all low tax revenues, but there are differences in EU ETS revenues. Focusing on northern countries of EU, they are characteristic by rather higher or high tax revenues, but they are also split into different clusters.
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