Üzleti kapcsolatok beágyazottsága a magyar gazdaságban (Heaviness of the Hungarian business relationships)

A cikk a hazai ellátási láncok alapegységének, az üzleti kapcsolatoknak a beágyazottságát vizsgálja. A vállalatok közötti üzleti kapcsolatok sokféle jellemzője közül kiemelt jelentőségű azok stabilitása, ami közvetlenül függ a kapcsolatok beágyazottságának fokától. Az üzleti kapcsolat beágyazottságára hatást gyakorol az együttműködő felek közötti kötelékek három típusa (Håkansson – Snehota [szerk.], 1995): a megrendelő-beszállító közötti (i) tevékenység, (ii) szociális és (iii) erőforrás-kötelékek erőssége, intenzitása. A szerzők kutatásának hipotézise szerint e kötelékek erősségét, és ezen keresztül a kapcsolat beágyazottságának mértékét befolyásolja az, hogy milyen a felek közötti csere tárgyát képező termék- és szolgáltatáscsomag komplexitása. Tanulmányuk a Budapesti Corvinus Egyetem Versenyképesség Kutató Központjának „Kis- és középvállalatok beszállítói pozíciói” című kutatási programja (2007–2008) keretében készült kérdőíves felmérés kiemelt eredményeit mutatja be. Az elemzés magában foglalja az üzleti kapcsolatok számára releváns különböző köteléktípusok jellemzőinek bemutatását, a csere tárgyát meghatározó vevői elváráscsomagok, illetve azok leképeződéseként kialakuló tipikus termék- és szolgáltatáscsomagok ismertetését, végül annak bemutatását, hogy azok miképpen hatnak az üzleti kapcsolatok beágyazottságára. ________________ The focal question of this research is how heavy Hungarian business relationships are, and what specific characteristics this relationships have. Business relationship heaviness is one of the most important relationship features because substantially influences the stability of the relationship itself. The authors argue that the level of buyer-supplier relationship heaviness is determined by activity ties, social bonds and resource links (Håkansson – Snehota ed., 1995) and influenced by the complexity of the exchange object relevant for a specific relationship. The paper presents the results of an online survey carried out among Hungarian companies at the Competitive Research Centre of the Corvinus University of Budapest. The authors’ analysis examines the effect of the exchanged product and service package on relational ties and relationship heaviness.

Lean termelés és üzleti teljesítmény – nemzetközi empirikus eredmények (Lean production and business performance – international empirical results)

A lean termelés javít a vállalatok operatív teljesítményén. Korábbi kutatásokkal összhangban ezt nemzetközi kérdőíves felmérésből származó eredmények is alátámasztják. Nem mutatható ki azonban egyértelmű kapcsolat a lean termelés és az üzleti teljesítmény között. A szerzők kutatásukban – kifejezetten a több lean eszközt elmélyülten használó és jó operatív eredményekkel rendelkező ún. haladó lean termelők üzleti eredményeire fókuszálva – azonosították az üzleti teljesítményt befolyásoló tényezőket. Bár számos tényező kívül esik a termelésmenedzsment hatáskörén (pl. piaci dinamika, új piacra lépők száma, személyre szabás), de a termék/szolgáltatás arányának befolyásolásán, a beszállítók és a kapacitástartalékok menedzsmentjén keresztül a termelésnek is van lehetősége az üzleti teljesítmény javítására. Végül, bár közvetlen kapcsolat nem mutatható ki a lean termelés és az üzleti teljesítmény között, de a szerzők várakozásai szerint a folyamatosan javuló operatív teljesítmény kiegyensúlyozott és stabil üzleti teljesítmény alapja lehet. A haladó lean vállalatok pedig nagyobb eséllyel kerülhetnek (maradhatnak?) a jó üzleti teljesítménnyel büszkélkedő vállalatok körébe(n). ____________ The lean production has improved the operational performance of companies. However a clear link between lean production and business performance can not be detected. In their research the authors have identified the factors affecting business performance focusing on business results of the advanced lean producers. Although a direct connection is not detected between lean production and business performance, but according to the author expects the continuously improving operational performance shall be a base for the balanced and stable business performance.

Hálózat – A globális gazdaság kvázi szervezete (The business network – the quasi organization of the global economy)

A tanulmány célja, hogy értelmezze a globális gazdaság alapvető fontosságú építőelemét, az üzleti hálózatot, majd megvizsgálja annak felépítését és működésének főbb vezérlőelveit. Először az alapfogalmak – üzleti hálózat, ellátási lánc és ellátási háló – meghatározására és azok felépítésének bemutatására kerül sor. Ezt követően a cikk röviden ismerteti, hogy melyek voltak azok a vállalati gazdálkodás környezetében végbement változások, melyek a gazdaság hálózatosodását elősegítették és ennek kapcsán elvezettek az üzleti hálózatok versenyképességben játszott szerepének erősödéséhez. A szerző ugyanakkor bemutatja a kialakuló új gazdasági modell, az ún. hálózati gazdaság működési modelljének lényeges új tulajdonságait. A tanulmány ezután ismerteti az üzleti hálózat – s ezen belül az ellátási lánc – működtetésében meghatározó koordinációs mechanizmusokban megfigyelhető markáns változásokat. Végül részletesen ismerteti az üzleti hálózat két fő építőelemét: a hálózatot alkotó üzleti egységeknek, illetve a közöttük kialakuló kapcsolatoknak az alapvető típusait. ________ The aim of the paper is to present and interpret the basic building element of global business: the business network, its structure and operation. First basic terms – network, supply chain, supply network – are defined and described, than those changes are introduced that played significant role in increasing their importance. Characteristics of the new network economy are presented; especially changes in the coordination mechanism between cooperating parties in the network are demonstrated. Finally the two building blocks of global business networks: (i) nodes (business units) and (ii) threads (partnerships) are described in details.

Az ellátási láncban elfoglalt pozíció és a szolgálatosodás – üzleti modellek Európában (Supply chain position and servitization – business models in Europe)

A szerzők célja, hogy megvizsgálják, milyen kölcsönhatásban áll az ellátási láncban elfoglalt pozíció, valamint a szolgálatosodás szintje az európai termelővállalatoknál. Vizsgálatuk azt mutatja, hogy a globalizáció és a termelés nemzetközivé válása mindkét tényezőt jelentős mértékben befolyásolja. A termelés globalizációs trendjeinek megfelelően így a kelet-európai (fejlődő), illetve a nyugat-európai (fejlett) országokban eltérő üzleti modellek válnak dominánssá, amelyek különböző ellátásilánc-pozícióval és más-más szintű szolgáltatásnyújtással jellemezhetőek. A domináns üzleti modellek mellett természetesen más üzleti modellek is működőképesnek bizonyulhatnak a két vizsgált régióban. A létesítmények elhelyezésére, valamint az üzleti eredményességre vonatkozó mutatók elemzésbe történő bevonásával cikkük az Európában működő üzleti modellek kialakításának okára, valamint jövőbeli fenntarthatóságára is megpróbál választ adni. __________ The objective of this paper is to examine the relationship between supply chain position and level of servitization in European manufacturing companies. The analysis shows that globalization and internationalization of production has dramatic impact on both phenomena. Due to the globalization trends different business models became dominant in the less developed Eastern-European and the more developed Western European countries, which can be characterized by different supply chain position and servitization level. Certainly other business models can also be successful in the two regions. Involving facility location motivations and business performance indicators the article shed light on the reasons of why these business models came alive and how sustainable they can be.

Partner selection for reverse logistics centres in green supply chains: a fuzzy artificial immune optimization approach

The design of reverse logistics networks has now emerged as a major issue for manufacturers, not only in developed countries where legislation and societal pressures are strong, but also in developing countries where the adoption of reverse logistics practices may offer a competitive advantage. This paper presents a new model for partner selection for reverse logistic centres in green supply chains. The model offers three advantages. Firstly, it enables economic, environment, and social factors to be considered simultaneously. Secondly, by integrating fuzzy set theory and artificial immune optimization technology, it enables both quantitative and qualitative criteria to be considered simultaneously throughout the whole decision-making process. Thirdly, it extends the flat criteria structure for partner selection evaluation for reverse logistics centres to the more suitable hierarchy structure. The applicability of the model is demonstrated by means of an empirical application based on data from a Chinese electronic equipment and instruments manufacturing company.

Identifying New Business Opportunities and Customer Value Creation: Case Vuosaari

Previously conducted research projects in the field of logistics services have emphasized the importance of value added services in customer value creation. Through value added services companies can extend their service portfolio and gain higher customer satisfaction and loyalty. In more general level service marketing has been recognized to be challenging due the intangible nature of services. This has caused issues in pricing and value perceptions. To tackle these issues scholars have suggested well–managed customer reference marketing practices. The main goal of this research work is to identify shortages in the current service offering. Additionally, the focus is on, how these shortages can be fixed. Due the low capacity utilization of warehouse premises, there is a need to find the main factors, which are causing or affecting on the current situation. The research aims to offer a set of alternatives how to come over these issues. All the potential business opportunities are evaluated and the promising prospects are discussed. The focus is on logistics value added services and how those effect on route decisions in logistics. Simultaneously the aim is to create a holistic understanding of how added value and offered services effect on logistics centralization. Moreover, customer value creation and customer references’ effectiveness in logistics service marketing are emphasized in this project. Logistics value added services have a minor effect on logistics decision. Routes are chosen on a low–cost basis. However, it is challenging to track down logistics costs and break those down into different phases. Customer value as such is a difficult concept. This causes challenges when services are sold with value–based principles. Customer references are useful for logistics service providers and this should be exploited in marketing. Those reduce the perceived risk and give credibility to the service provider.

Use of business analysis in beef businesses to direct management practice change for climate adaptation outcomes

Beef businesses in northern Australia are facing increased pressure to be productive and profitable with challenges such as climate variability and poor financial performance over the past decade. Declining terms of trade, limited recent gains in on-farm productivity, low profit margins under current management systems and current climatic conditions will leave little capacity for businesses to absorb climate change-induced losses. In order to generate a whole-of-business focus towards management change, the Climate Clever Beef project in the Maranoa-Balonne region of Queensland trialled the use of business analysis with beef producers to improve financial literacy, provide a greater understanding of current business performance and initiate changes to current management practices. Demonstration properties were engaged and a systematic approach was used to assess current business performance, evaluate impacts of management changes on the business and to trial practices and promote successful outcomes to the wider industry. Focus was concentrated on improving financial literacy skills, understanding the business’ key performance indicators and modifying practices to improve both business productivity and profitability. To best achieve the desired outcomes, several extension models were employed: the ‘group facilitation/empowerment model’, the ‘individual consultant/mentor model’ and the ‘technology development model’. Providing producers with a whole-of-business approach and using business analysis in conjunction with on-farm trials and various extension methods proved to be a successful way to encourage producers in the region to adopt new practices into their business, in the areas of greatest impact. The areas targeted for development within businesses generally led to improvements in animal performance and grazing land management further improving the prospects for climate resilience.

Inbound logistics, the last mile and intermodal high capacity transport – the case of Jula in Sweden

Some of the biggest challenges for intermodal transport competitiveness are the extra handling costs and pre- and post-haulage costs. This paper investigates the use of Intermodal High Capacity Transport (IHCT) for the intermodal transport chain in general and to pre-and post-haulage in particular. The aim is not only to measure the cost reductions from using larger vehicles but to understand how better management of inbound flows through increased integration of logistics processes can increase the efficiency of the last mile. The paper analyses the haulage of two 40 foot containers simultaneously when part of an intermodal transport chain. Data were collected from a demonstration project in Sweden, where permission was obtained to use longer vehicles on an approved route to and from the nearest intermodal terminal. Results indicate substantial cost savings from using longer vehicles for pre- and post-haulage. In addition, the business model whereby the shipper purchased their own chassis and permission was obtained to access the terminal after hours for collecting pre-loaded chassis brought additional cost and planning benefits. The total cost saving was significant and potentially eliminates the cost deficit associated with the last mile.

Inbound logistics, the last mile and intermodal high capacity transport.

Some of the biggest challenges for intermodal transport competitiveness are the extra handling costs and pre- and post-haulage costs. This paper investigates the use of Intermodal High Capacity Transport (IHCT) for the intermodal transport chain in general and to pre-and post-haulage in particular. The aim is not only to measure the cost reductions from using larger vehicles but to understand how better management of inbound flows through increased integration of logistics processes can increase the efficiency of the last mile. The paper analyses the haulage of two 40 foot containers simultaneously when part of an intermodal transport chain. Data were collected from a demonstration project in Sweden, where permission was obtained to use longer vehicles on an approved route to and from the nearest intermodal terminal. Results indicate substantial cost savings from using longer vehicles for pre- and post-haulage. In addition, the business model whereby the shipper purchased their own chassis and permission was obtained to access the terminal after hours for collecting pre-loaded chassis brought additional cost and planning benefits. The total cost saving was significant and potentially eliminates the cost deficit associated with the last mile.

Implications of retaining woody regrowth for carbon sequestration for an extensive grazing beef business: a bio-economic modelling case study

A bio-economic modelling framework (GRASP-ENTERPRISE) was used to assess the implications of retaining woody regrowth for carbon sequestration on a case study beef grazing property in northern Australia. Five carbon farming scenarios, ranging from 0% to 100% of the property regrowth retained for carbon sequestration, were simulated over a 20-year period (1993–2012). Dedicating regrowth on the property for carbon sequestration reduced pasture (up to 40%) and herd productivity (up to 20%), and resulted in financial losses (up to 24% reduction in total gross margin). A net carbon income (income after grazing management expenses are removed) of $2–4 per t CO2-e was required to offset economic losses of retaining regrowth on a moderately productive (~8 ha adult equivalent–1) property where income was from the sale of weaners. A higher opportunity cost ($ t–1 CO2-e) of retaining woody regrowth is likely for feeder steer or finishing operations, with improved cattle prices, and where the substantial transaction and reporting costs are included. Although uncertainty remains around the price received for carbon farming activities, this study demonstrated that a conservatively stocked breeding operation can achieve positive production, environmental and economic outcomes, including net carbon stock. This study was based on a beef enterprise in central Queensland’s grazing lands, however, the approach and learnings are expected to be applicable across northern Australia where regrowth is present.

Rangeland profitability in the northern Gulf region of Queensland: understanding beef business complexity and the subsequent impact on land resource management and environmental outcomes

The farm-gate value of extensive beef production from the northern Gulf region of Queensland, Australia, is ~$150 million annually. Poor profitability and declining equity are common issues for most beef businesses in the region. The beef industry relies primarily on native pasture systems and studies continue to report a decline in the condition and productivity of important land types in the region. Governments and Natural Resource Management groups are investing significant resources to restore landscape health and productivity. Fundamental community expectations also include broader environmental outcomes such as reducing beef industry greenhouse gas emissions. Whole-of-business analysis results are presented from 18 extensive beef businesses (producers) to highlight the complex social and economic drivers of management decisions that impact on the natural resource and environment. Business analysis activities also focussed on improving enterprise performance. Profitability, herd performance and greenhouse emission benchmarks are documented and discussed.

La influencia de la cultura nacional en el desempeño logístico de los 123 primeros países en el logistics performance index (LPI)

En esta tesis se presenta la influencia que tiene la Cultura Nacional en el desempeño Logístico de una Nación, en especial de los 123 primeros países evaluados por el Índice de Desempeño Logístico (LPI) realizado por el Banco Mundial. Este estudio se realiza a partir de los seis ítems evaluados en el LPI y de las seis Dimensiones Culturales de Hofstede, para relacionar estas calificaciones se empleará el programa estadístico SPSS Statistical Package for the Social Sciences obteniendo como resultado posibles correlaciones para probar la hipótesis del efecto de la cultura en el desempeño logístico y establecer patrones de comportamiento en los mejores países de cada correlación. De acuerdo a los resultados obtenidos de estas correlaciones, se encontró que si existe una relación entre la cultura nacional y el desempeño logístico de un país, al igual que las dimensiones culturales más influyentes para obtener dichos resultados y se identificaron los países que cuentan con condiciones sobresalientes que facilitan tener altas posiciones en el LPI.