<p>Model za organizaciju taksi transporta putnika baziran je na<br />definisanju generalisanih troškova u funkciji ostvarenja prihoda.<br />Simplifikacijom postupka analize sistema taksi transporta grada,<br />omogućeno je brže utvrđivanje optimalnog broja taksi vozila lokalnog<br />taksi tržišta. Optimalan broj taksivozila predstavlja prvi korak ka<br />postavljanju &bdquo;zdravih odnosa&ldquo; između svih činioca sistema taksi<br />transporta u gradovima i omogoćuje ostvarenje reproduktivne<br />sposobnosti operatera. Konstantnim praćenjem navedenih parametara<br />(generalisanih troškova i prihoda sistema), omogućeno je održavanje<br />ravnoteže između ponude i tražnje u sistemu taksi transporta putnika.</p> / <p>The model for the organization of taxi transport of passengers is based on<br />defining the generated costs in the function of realized revenue. By simplifying<br />the procedure for analyzing the city taxi taxi system, it is possible to determine<br />the optimal number of taxis of the local taxi market. The optimum number of<br />taxis is the first step towards the establishment of &quot;healthy relationships&quot;<br />between all the operators of the taxi transport system in cities and enables the<br />operator&#39;s reproductive ability to be achieved. Constant monitoring of these<br />parameters (generated costs and system revenues), the balance between<br />supply and demand in the taxi transport system is maintained, which is the<br />basis of the quality organization of this system in cities.</p>

The study examined strategies for improving productivity within the Central Transport Organization (CTO). This study was conducted in Gaborone at the Central Transport Organization (CTO) department in the Ministry of Works, Transport and Communication of Botswana. It was based on a probability sample of five CIQ workshops selected through a simple random sample design, with additional units purposively chosen namely, the Gaborone Regional workshop, Police and Pool vehicle workshops, Sebele and Franscistown Auto/Plant workshops. The sample was based on a target population of II 0 study elements comprising Senior, middle workshop managers, including the general staff. The CTO was established as a fully-fledged department in 1972 when the Public Works Department (PWD) was expanded to become the Ministry of Works Transport and Communication (MWTC). It was mandated to provide transport services to various government departments/ministries through its different divisions. The divisions are: Fleet, Mechanical, Supplies, Management Information Systems (MIS), Accounts and Administration. The Departments operate on a commercial basis and levies charges for services provided to all users. However, the organization has never been able to cope with the ever-growing demand for goods and services from its government sister agencies and other stakeholders. This challenge is increasingly compounded by a fast-growing economy, increased social activities and the HIV/AIDS epidemic. All these issues have created a need for the CTO to improve quality and productivity of its services to meet these customer demands. To achieve this end, the management of the organization will have to make a set of informed choices on strategies and measurement techniques to monitor and improve productivity levels. To measure productivity, an approach based on capital, labour productivity and human resource skill and capacity will be employed. Consequently, efficient and effective performance will be measured by, among others, the existence and the level of implementation of Performance Management Systems, a Performance Based Reward System, and Work Improvement Teams. Therefore, the methodology adopted will be comprehensively qualitative and analytically descriptive. In this case, both primary and secondary sources of data were employed. Structured data collection instruments were used to gauge perceptions on availability and accessibility of resources to support technical and management processes in their pursuit for excellent performance. The Republic Of Singapore has been acknowledged worldwide for the successful implementation of productivity initiatives. In this paper there will be substantial reference to the models used in Singapore as a· learning process and sharing of ideas from best practise. / Thesis (MBA) North-West University, Mafikeng Campus, 2005

L’organisation du transport international et la gestion de la supply chain deviennent essentielles pour les entreprises multinationales quand la production se délocalise. Etant une filière dont la production se mondialise très tôt, la filière du textile-habillement illustre bien le processus de la mondialisation. Cette thèse étudie la question du transport dans la filière du textile-habillement à partir de la sous-traitance de production en Chine, actuellement le site de production de vêtements le plus important du monde. Par les entretiens avec des entreprises du textile-habillement et des organisateurs de transport en Chine, à Hong Kong et à Taiwan, nous décrivons d’abord la répartition des responsabilités de transport entre producteurs, intermédiaires et distributeurs. Ensuite nous analysons comment les acteurs s’adaptent à la contrainte du transport en organisant leur production et comment la façon dont ils externalisent leurs activités de transport affecte le marché des organisateurs de transport international. Avec les entreprises hongkongaises et taiwanaises, les acheteurs occidentaux peuvent se décharger de la coordination des activités de production en Chine. Une chaîne industrielle intégrée de l’amont à l’aval dans les agglomérations industrielles chinoises permet de réduire le temps de transport des tissus et d’autres produits intermédiaires. La vente FOB des produits d’habillement chinois laisse toute latitude d’organiser le transport international des produits finaux aux distributeurs. Le marché des produits d’habillement dans la plupart des pays industrialisés se concentre de plus en plus entre les mains des grands distributeurs. Ceux-ci sous-traitent l’organisation de transport aux organisateurs de transport à l’échelle multinationale capables d’organiser le transport international dans plusieurs pays. La domination des distributeurs dans la filière a créé un environnement favorable au développement des organisateurs de transport multinational. Cette thèse montre parallèlement les évolutions de deux systèmes, le système de la production et celui du transport, qui sont liés par l’externalisation des activités de transport. C’est un processus interactif de la mondialisation où l’un s’adapte à l’autre d’une façon complexe dans les deux sens. Le développement technique, la réglementation internationale et nationale, la force du marché, et la particularité historique, géographique et sociale : tous ces facteurs interviennent dans ce processus. Dans le cas de la Chine, nous voyons qu’un environnement de transport qui facilite les échanges internationaux des marchandises est indispensable pour que les entreprises industrielles d’un pays puissent s’insérer dans la chaîne de valeur mondiale. / The subject of international transportation organization and supply chain management are becoming essential for multinational companies in today’s global economy. The textile and apparel industry illustrates well the process of globalization in the manufacturing sector as this is an industry whose manufacture takes on a global dimension earlier than other industries. Starting from 2005, apparel exports from China accounts for more than one-third of world’s total apparel trade. Most researches on supply chain management in this industry emphasize the role of retailers, e.g. brand chain stores, department stores or hypermarkets. This paper focuses on the manufacturing aspect, namely the process from raw materials to products. We have conducted interviews with Chinese manufacturers, commercial intermediaries (Hong Kong and Taiwan), western buyers and freight forwarders. Firstly we analyze the process from textile procurement to apparel delivery, with an emphasis on the Incoterms (Internatonal Commercial Terms) and transportation mode, time and cost. We can see how the actors adapt to the constraints on transportation systems and how this shapes the way that western buyers outsource the manufacture. The apparel industry in China adopted the manufacturing model used in newly industrialized Asian countries including Hong Kong, Taiwan and South Korea. From 1980s, the companies in these countries moved their production chain to China and became intermediaries between Chinese manufacturers and western buyers. The manufacturers take care of everything from textile procurement to apparel making instead of handling only the final stage. A complete vertical integration in the industrial clusters in China can reduce the transport time of tissues and other intermediate products. Subcontractors in China usually sell the goods on Incoterms FOB that gives western buyers the latitude to organize international transportation. Besides, the ways they externalize their transportation activities affect the market share of international freight forwarders. Western buyers often externalize the transport organization to those freight forwarders who have their own network in multiples countries. The dominance of distributors in the apparel industry has created an environment favorable to the development of multinational freight forwarders. At last we examined the market of freight forwarders in China from the viewpoint of regulation. The western freight forwarders groups expand their global network while western industrials establish their foreign sites. As western buyers have more power to decide the transportation of exporting goods, western forwarders have also the dominance in the China’s market. In this condition, it is difficult for local Chinese forwarders to develop their own worldwide network. Hence, Chinese government takes measures to comply with the WTO principles but protect the local Chinese forwarders at the same time. This thesis shows in parallel the development of two systems, the one of production and the other of transportation, which are bound by outsourcing of transportation activities. It is an interactive process of globalization where one fits the other in a complex way in both directions. Technical development, international and national regulations, market power and historical, geographical and social features: all these factors involved in this process. In the case of China, we can see that a transport environment which facilitates the international trade is essential for the industrial enterprises of a country to integrate into the global value chain.

This thesis, as a part of the overall project to determine general methodology for calculating lost profits, deals with technical and economic data of trucks, cost analysis and quantification of lost profits after an accident and subsequent mending. It focuses on vehicles with a total weight of over 12 tons. The thesis and its results are beneficial for the experts and forensic engineering experts who, based on documents can more easily determine a methodology for calculating lost profits. It simplifies and accelerates the settlement of claims for loss of profits and payments.