Integrated logistics and supply chain management:the state of practice in Ireland

The Republic of Ireland and Northern Ireland were provided with aid to offset locational disadvantages in the run up to the Single European Market. Since then the Republic has emerged as the fastest growing member of the E.U. Success has not been underpinned by the transport system, suggesting that business has had to overcome locational disadvantages by strong performance elsewhere in the supply chain. The evidence indicates that there are Irish firms operating supply chain management techniques at a truly international standard. The problem is that there are so few in that category Meeting Ireland’s competitiveness challenge means closing the gap between the small group of large and foreign-owned firms, which display excellence in SCM, and the larger group of indigenous small and medium size businesses, which do not.

Интегрированный Моделирующий Комплекс Поддержки Принятия Решений в Комплексной Корпоративной Системе Управления Магистральной Газотранспортной Сетью

The approach to construction, structuring class of tasks, technology of the use and stages of modernization systems support of decision-making in composition the operative-dispatch control computer-based system by the gas-transport system of Ukraine is considered.

Effects of ocean acidification on the swimming ability, development and biochemical responses of sand smelt larvae

Ocean acidification, recognized as a major threat to marine ecosystems, has developed into one of the fastest growing fields of research in marine sciences. Several studies on fish larval stages point to abnormal behaviours, malformations and increased mortality rates as a result of exposure to increased levels of CO2. However, other studies fail to recognize any consequence, suggesting species-specific sensitivity to increased levels of CO2, highlighting the need of further research. In this study we investigated the effects of exposure to elevated pCO2 on behaviour, development, oxidative stress and energy metabolism of sand smelt larvae, Atherina presbyter. Larvae were caught at Arrábida Marine Park (Portugal) and exposed to different pCO2 levels (control: 600 µatm, pH = 8.03; medium: 1000 µatm, pH = 7.85; high: 1800 µatm, pH = 7.64) up to 15 days, after which critical swimming speed (Ucrit), morphometric traits and biochemical biomarkers were determined. Measured biomarkers were related with: 1) oxidative stress-superoxide dismutase and catalase enzyme activities, levels of lipid peroxidation and DNA damage, and levels of superoxide anion production; 2) energy metabolism - total carbohydrate levels, electron transport system activity, lactate dehydrogenase and isocitrate dehydrogenase enzyme activities. Swimming speed was not affected by treatment, but exposure to increasing levels of pCO2 leads to higher energetic costs and morphometric changes, with larger larvae in high pCO2 treatment and smaller larvae in medium pCO2 treatment. The efficient antioxidant response capacity and increase in energetic metabolism only registered at the medium pCO2 treatment may indicate that at higher pCO2 levels the capacity of larvae to restore their internal balance can be impaired. Our findings illustrate the need of using multiple approaches to explore the consequences of future pCO2 levels on organisms.

Benthos activity, abundance and biomass in surface sediments off Morocco, Northwest Africa

Macro- and meiobenthic abundance and biomass as well as metabolic activity (respiration, ETS activity) have been studied along a transect ranging from 130 to 3000 m water depth off northern Morocco (35° N) during "Meteor" cruise No. 53 (1980). The distribution of chloroplastic pigment concentration (chlorophyll a, pheophytins) in the sediment has been investigated as a measure of sedimented primary organic matter. High chloroplastic pigment concentrations were found on the shelf and around the shelf break, but values declined rapidly between 200 and 600 m depth. Below 1200 m pigment concentrations remained at a relatively uniform low level. Macrobenthic abundance and biomass (wet weight) decreased with increasing water depth and with distance from the shore. Significant changes occurred between the shelf and upper slope and below 2000 m depth. Meiobenthic abundance and biomass (ash free dry weight) followed the same general pattern, but changes were found below 400 and 800 m depth. In the depth range of 1200 to 3000 m values differ only slightly. Meiofauna abundance and biomass show a good correlation with the sedimentary chloroplastic pigment concentrations. Respiratory activity of sediment cores, measured by a shipboard technique at ambient temperatures, decreased with water depth and shows a good correlation with the pigment concentrations. ETS activity was highest on the shelf and decreased with water depth, with significant changes between 200 and 400 m, and below 1200 m depth, respectively. Activity was generally highest in the top 5 cm of the sediment and was measurable, at all stations, down to 15 cm sediment depth. Shelf and upper slope stations exhibited a vertical distribution pattern of ETS activity in the sediment column, different from that of deeper stations. The importance of biological activity measurements as an estimate of productivity is discussed. To prove the thesis that differences in benthic abundance, biomass and activity reflect differences in pelagic surface primary production, in the case of the NW-African coast caused by different upwelling intensities, the values from 35° N were compared with data from 21° N (permanent upwelling activity) and 17° N (ca. 9 months upwelling per year). On the shelf and upper slope (< 500 m) hydrographical conditions (currents, internal waves) influence the deposition of organic matter and cause a biomass minimum between 200 and 400 m depth in some regions. But, in general, macrobenthic abundance and biomass increases with enhanced upwelling activity and reaches a maximum in the area off Cape Blanc (21° N). On the shelf and in the shelf break region meiofauna densities are higher at 35° N in comparison to 21° N; but in contrast to the decreasing meiofauna abundance with increasing water depth at 35° N, an abundance maximum between 400 and 1200 m depth is formed in the Cape Blanc region; this maximum coincides with the maximum of sedimentary chloroplastic pigment equivalents. The comparison of ETS activities between 35° N and 21° N shows on the shelf activity at 21° N is up to 14 times higher and on the slope 4-9 times higher, which demonstrates that benthic activity responds to the surface productivity regime.

Metropolitan Governance and Institutional Design: Transportation in the Jakarta Metropolitan Region

In the Jakarta Metropolitan Region (JMR), the lack of co-ordination and appropriate governance has resulted in paralyzing traffic jams at the metropolitan scale that cannot be resolved by a single government entity. The issue of metropolitan governance is especially crucial here as the JMR lacks an established and formally pre-designed system of governance (e.g., in a constitution or other legal regulations). Instead, it relies on the interaction, coordination and cooperation of a multitude of different stakeholders, ranging from local and regional authorities to private entities and citizens. This chapter offers a discussion on the various governance approaches relating to an appropriate institutional design required for transportation issues at the metropolitan scale. The case used is a regional Bus Rapid Transit (BRT) system as an extension to the metropolitan transport system. Institutional design analysis is applied to the case and three possible improvements - i) a ‘Megapolitan’ concept, ii) a regional spatial plan and iii) inter-local government cooperation; were identified that correspond to current debates on metropolitan governance approaches of regionalism, localism and new regionalism. The findings, which are relevant to similar metropolitan regions, suggest that i) improvements at the meso-level of institutional design are more readily accepted and effective than improvements at the macro-level and ii) that the appropriate institutional design for governing metropolitan transportation in the JMR requires enhanced coordination and cooperation amongst four important actors - local governments, the regional agency, the central government, and private companies.