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Projekcja systemu diagnostycznego organizacji pozarządowej działającej w strukturach publicznego transportu zbiorowego

100%
Hartenberger-Liszek J.
Studia Ekonomiczne
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2014
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vol. 165
29-36
EN
Research developments in the contemporary market economy shows that the chances of market dominance to entities specializing in the provision of specific services to meet the needs and preferences of customers. Actors such transportation are the organizers who are able to assume responsibility for the functioning of certain segments of the public transport market. Under certain conditions, system, now dominant, transport organizers occupy a monopoly position around which creates a team of support units, and in this respect the stakeholders. One group of stakeholders close, surgically shaped public transport market can be and are non-governmental organizations. The effectiveness of a particular NGO, as a stakeholder, personal preference - realized in the structure of public transport - it depends of course on the possible effects on the organizer. This ability is in turn a function of the economic health of the organization, which is, however, a multifactorial category. To objective this process must be concluded that it is possible to create and use the system's potential for diagnosing The practice of NGOs indicates that the most important metrics associated with the assessment of their performance indicators related to the financial balance of revenue and expenditure. Also streamline diagnosis to assess their solvency and liquidity. Together they determine not only the ability to take short-term action, but also provide opportunities to continue in the future. Diagnostic measures to evaluate the effectiveness of non-governmental organizations should also include those that are related to the probability of obtaining external funding support, in specific cases related to their debt. Are also important non-financial measures, the organization's environment, and in this respect: the number of people using transport services organized by the governmental unit, the number of effective interventions made by the organization in matters of special needs transport service or a trend in the development of the invoiced value of social services. These measures define only the basic attributes of a diagnostic system design universally grasped NGO. Detailed studies of the specific activities of various non-governmental organizations will allow for a comparative analysis of their activity and thus, to improve the precision of the projection system diagnostic assessment of each such entity. active non-governmental organizations, to evaluate the ability to shaping the market and public transport by these units. Any diagnosis of the organization is based on theoretical assumptions that allow us to study how effectively the organization operates, which are the dominant sub-goals, which may be the source of failure or success conditions. Consequently, it can be assumed that NGOs diagnostic system will consist of a number of diversified measures highlighted features of assessment, however, often goes beyond the commonly used measure of management efficiency.
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Uwarunkowania ekonomiczne i demograficzne regionu opolskiego i ich wpływ na sytuację ekonomiczną przedsiębiorstw komunikacji samochodowej

100%
Misiurski P.
Studia Ekonomiczne
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2013
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vol. 143
291-300
EN
The relation between economic and demographic level of Opole Province and an economic situation of transport companies has been presented in the article. The research includes a situation of all transport companies running over one common brand PKS in mentioned region. In the results of the research the level of correlation between certain factors in scale of region and district has been presented.
3
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Aktywność organizacji pozarządowych wobec wymogów sprawności działania sektora biznesowego transportu

84%
Krupska J.
Studia Ekonomiczne
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2014
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vol. 165
47-56
EN
The activities of the business sector freight transportation is the process of production as a result of which a product called the transport service is formed. Considering the degree of entities involvement in performing of the transport service, transport services can be exist on the market as: - transport operators who offers transport services based on fixed contracts, - carriers, performing irregular under the contract transport service - forwarding agents, who organize the process of cargo's movement. These entities operate in a market economy, they need to determine the purpose of their activity. It is recognized that the main aim of the company, which is operating in the business sector, is striving to increase its value. These companies are guided by economic premises and are defined as for-profit entities. They are the opposite of non-governmental organizations which are non-profit-oriented, and are carried out in order to provide important social needs. The main forms of non-governmental organizations, recognized by the legislature, are foundations and associations. Their efficiency is characterized by relative cheapness and commitment - through volunteering - of some people who participate in it. This raises the issue, what are the roles of the third sector organizations to advanced forms of business operation on the transport market. NGOs in particular are not able to compete with the efficiency of pro-profit sector's management. Their activity can take the form of complementary activities. In the freight transportation market NGOs can take specialized functions as forwarding agents offering special freight's transport or socially incidental movement. This is due to the fact that freight transport market is also characterized highly customized and unique cyclically needs. Their performance requires original channels' creation. However, since the value of these services is relatively low, transport operators and forwarding agents, are not existed in a sustainable way on this market. NGOs can operate as organizers. Absolute condition, for the possibility of the tasks' realization in the fright transportation market is a NGOs activities' constant budget financing. Therefore, there is an absolute need to anticipate the roles of such units in various sizes transport development policy.
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Restrukturyzacja towarowego transportu samochodowego w Radomskiem

84%
Mężyk A., Zamkowska S.
Wiadomości Statystyczne. The Polish Statistician
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2000
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issue nr 1
53-66
XX
Dla zobrazowania nowej sytuacji rynkowej w zakresie samochodowych przewozów towarowych, jako efektu przemian restrukturyzacyjnych, autorki przeprowadziły w 1998 r. badania ankietowe w regionie radomskim. Celem badań była ocena potencjału towarowego tamtejszego transportu samochodowego. Ankietą objętych zostało kilkadziesiąt przedsiębiorstw przewozowych o różnej wielkości. Szczególną jednak uwagę poświęcono sytuacji najmniejszych przewoźników, którzy stanowią większość i wykonują znaczną część pracy przewozowej, a nie są ujmowani szczegółowo w oficjalnej statystyce. (fragment tekstu)
EN
The article presents the results of the research, led by the authors among fright service firms of the region of Radom. The aim of the research was to analyse the effects of restructuring transformation in this segment of the market as the element of the transformation process of Polish economy in the 90s'. Special attention was paid to the situation of miner operators. Although they constitute most of all firms, there is a lack of data about their work. The conditions of statistic research as well as the questionnaire and the respondents' answers were also presented. The results of the research helped to make recapitulating conclusions, which highlighted some regularities of the progress, typical for the whole Polish territory, as well as occurring differences. The article shows the evaluation of the progress of freight truck market in the context of the adjustment of Polish firms to participation in the international work market. (original abstract)
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Pobudzanie jako zidentyfikowana funkcja aktywności organizacji pozarządowych w programach "pracownik 45+" na rzecz przedsiębiorstw transportowych

84%
Fryca J.
Studia Ekonomiczne
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2014
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vol. 165
17-28
EN
Maintaining the economic activity of people over 45 years has become in recent years the primary challenge for non-governmental organizations. For this is a not only economic, but also social issue, the key goal is to identify one of the functions that realize these organizations for transport companies by engaging in a number of programs dedicated to 45 + employees. The function of this is to stimulate. The study confirms that non-governmental organizations, sharing in stimulating transport companies pursuing both regulatory function affecting the behaviour of these entities shape to employees 45+, as well as motivational function affecting the behaviour of employees in this age group.
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Zasady finansowego regulowania funkcjonowania przedsiębiorstw transportu publicznego

84%
Letkiewicz A.
Studia Ekonomiczne
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2013
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vol. 143
237-245
EN
Regulator is a deliberately chosen design information, created to designate businesses to the area of freedom. Financial regulators of companies determines the rules for the operation in terms of income and expenses. Functional regulation of public transport concern social objectives. The regulating competition is a fundamental regulator in public transport. The provision of public services is possible when operator win the tender, which an essential element of the offer is the cost of realization. This causes a reversal of the philosophy of the financial optimization in calculating financial results public operators, because procedure of financial results calculation starts not from incomes but starts from costs of realization.
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Użyteczność publiczna przedsiębiorstw transportu miejskiego jako wyznacznik ich finansowej efektywności

84%
Szuścicka A.
Studia Ekonomiczne
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2013
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vol. 143
374-380
EN
Currently in Poland there are two models for an public urban transport companies. The first is based on the mechanisms of budgetary economy, while the second is based on market principles. In the budgetary model, the efficiency is calculated and verified in accordance with the balance between costs and incomes. The market model and its efficiency is based in terms of increasing capital. To evaluate the financial efficiency of the public urban transport companies, standard indicators are not good enough as they are typical for other kinds of enterprises. The principles of a financial efficiency, is in responsibility of companies own economic and financial system. However, it will be different, depending on the adopted organizational and legal form of a chosen kind of public entity.
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