Edible Oil Deficit and Its Impact on Food Expenditure in Pakistan

This study is an attempt to analyze the impact of Edible Oil Deficit on Food Expenditure in Pakistan for the period 1971-2008. Edible oil deficit is one of the major concerns for the policy makers in Pakistan. Despite of having agriculture based economy; Pakistan is unable to fulfil her domestic demand of edible oil by local production. This situation forces the government to import edible oil and oil seeds from other countries. This import not only increases our balance of payment deficit but also it negatively affects the ability to finance the external debt repayments. Autoregressive Distributed Lag model has been used to analyse the long run relationship amongst the variables. Other important determinants of food expenditure along with edible oil deficit were also used to check for their collective long run impact. It was found that long run negative relationship exists between edible oil deficit and food expenditure and hence the result derives the policy implication that there is a need to boost up the efforts in the agriculture sector to steadily increase the local production of oil seeds in the country. The relationship between the per capita GDP and food expenditure is found to be positive and significant with elasticity of 0.261 suggesting that 1 percent increase in per capita GDP will cause food expenditure to increase by 0.26 percent. The relationship between food subsidy and food expenditure is found to be insignificant suggesting that due to improper targeting and consumer’s perception about quality and accessibility of subsidized food, Government’s food support programs are not effective.Edible Oil; Production; Imports; Trade Deficit; Balance of Payments; International Trade; Oilseed Crops; Agriculture; Pakistan; Edible oil deficit; demand function; food; inflation; food inflation; household expenditure.

Causal Relationship Between Exports and Agricultural GDP in Pakistan

This paper is an attempt to investigate the causal relationships among agriculture and exports in Pakistan by using time series data for the period between 1971 and 2007. There are several efforts reflecting greater interest in exploring the possible relation between the international trade and economic growth. Increasing of Gross Domestic Product is the main target of almost every economy. Promoting exports of the country is one of the ways of achieving economic growth. Pakistan is among the developing countries, emphasizing to boost its exports since its inception. The major share of Pakistan’s export has strong backward linkages with the agricultural sector both in terms of primary and value added commodities. The findings have significant implications on Pakistan’s economic policy as both the variables have shown strong long-run relationship. There is also a bi-directional Granger-causality between the total exports and agricultural GDP. However, for short-run, both the variable does not cause each other in either direction.Causality, Growth, Gross Domestic Product, Agriculture, Exports, Pakistan

Towards a distributed framework for transportation planning: A food supply chain case study

Distribution and remoteness of production sites of enterprise networks, remoteness and multiplicity of distribution centers, the explosion of e-commerce has led to an increase in the number of requests for transportation around the world. This increase in the volume of transport of goods and cargo added to the growing number of passenger trips has led to an increase in transportation means(cars, planes, boats, etc.), with a consequent increase in the capacity of communication channels, which reached saturation (highways, airlines, shipping lanes), an expansion of storage areas (ports, airports, warehouses, etc.), and an increase in pollution impacting the environment sustainability. In this context, organization, management and transportation planning, become crucial, favored the emergence of many specialized companies (3PL) offering a pooling of transport and centralized management. The objective of this paper is to present a distributed architecture planning of transportation activities aimed at better utilize transport resources by grouping several orders of transport for each effective displacement

Procedures for Obesity by Plastic Surgeons.

Treatment of Obesity is always indirect because there is a generalized fat collection. Many surgeons have devised different methods which are either direct or indirect.Indirect methods: Are abdominal procedures where the size of stomach is reduced by different surgical methods and hence the size of stomach, so the absorption of food becomes limited.Direct Methods: Are insufficient to control the obesity; an attempt is made to show some of the procedures which can be used for not the generalized obesity but for localized collection of fat volume

Transportation interoperable planning in the context of food supply chain

Eating is human’s basic necessity whose survival depends on both quantity and quality of food. Increasing population requires increasing in quantity of food, while quality is associated with the food product constraints like short shelf-life, temperature sensitiveness, climate etc. Increasing demand causes increase in food production, which is distributed between several production sites involving several distinct entities from small to large enterprises, where sites may use the intermediate products of other sites to produce the final products. Moreover, food products need to be transported between sites and final products to be distributed to faraway retailer sites and consumers considering the food product constraints. Activities performed by these entities include but not limited to: production, distribution, sales, etc. and these entities form jointly in the environment of food ecosystem a chain for food gathering, processing, packaging, delivery etc. This distributed network of enterprises is called food supply chain (FSC). Due to FSC’s distributed nature, it inherits not only the common problems also faced by other supply chain, but in addition has to deal with the problems arising from the perishability of food products. This perishability nature makes extremely important for FSC, the handling of issues such as maintaining the quality of food products, forecasting the product demand, managing the inventory according to the forecast to reduce out of stock or excessive inventory of products, improving the efficiency of replenishment, production and transportation, taking into account product future demand and tracing and tracking to react to disturbance. Finally, it is necessary to institute collaboration between the main entities of food ecosystem to deal with all of these issues. Furthermore, since the advent of specialized transport enterprises, a new actor has emerged called transporter or logistics provider in the FSC. These transporters have to collaborate with producers, retailers and even other transporters within FSC to take into account product future demands and trends to organise their transport network and resources to make possible the delivery of the food products with security, while maintaining the quality of the food products. Thus, collaboration became vital for FSC. Collaboration involves a good understanding of exchanged information in order to minimizing number of transport travels, cost and environmental pollution. Interoperability problem arises when each of the partners involved in FSC uses heterogeneous systems and uses different standards and terminologies for representing locations, product constraints, vehicles types etc. Furthermore, existing collaborative approaches like Quick Response, Efficient Consumer Response, Vendor Managed Inventory, Collaborative Planning Forecasting and Replenishment (CPFR), etc. take into account only two types of actors of FSC: buyer and seller (producer and retailer). Additionally, they don’t consider the production and transportation planning as collaborative tasks. Taking into account above limitations, we propose, in the first phase of this thesis, an extension of CPFR model, which take into account production and transportation aspects. This new model C-PRIPT (Collaborative -Planning Replenishment Inventory Production and Transportation) includes transporter actor and elaborates production and transportation planning as collaborative activities. In the second phase, we propose a distributed and interoperable transportation planning model I-POVES (Interoperable - Path Finder, Order, Vehicle, Environment and Supervisor) to realise collaborative transportation planning by collaborating producers, transporters and retailers, aiming at a better use of transport resources. Finally, we illustrate the functioning of I-POVES model by applying it on a case study of food supply chain

Transportation interoperable planning in the context of food supply chain

L'alimentation est une nécessité de base de l'être humain, dont la survie dépend de la quantité et de la qualité de la nourriture ingérée. L'augmentation de la population requiert de plus en plus de nourriture, tandis que la qualité est associée aux contraintes des produits alimentaires comme une courte durée de vie ou la sensibilité à la température. L'augmentation de la demande entraîne une augmentation de la production alimentaire, répartie entre plusieurs sites de production appartenant à plusieurs entreprises de taille variée, qui peuvent utiliser les produits d'autres sites pour fabriquer leurs produits finaux. En outre, certains produits alimentaires doivent être transportés entre les sites et les produits finaux distribués à des détaillants et des consommateurs lointains en tenant compte des contraintes de produits alimentaires. Les activités exercées par ces entités incluent entre autres la production, la distribution, la vente, etc. et ces entités forment conjointement dans l'environnement de l'écosystème alimentaire une chaîne pour le traitement, l'emballage ou la livraison de nourriture. Ce réseau s'appelle une chaîne logistique alimentaire (FSC). En raison de leur nature distribuée, les FSC héritent des problèmes classiques des chaînes logistiques, mais doivent en plus gérer les problèmes découlant de la périssabilité des produits. Cette périssabilité rend extrêmement important le traitement d'enjeux tels que le maintien de la qualité, la prévision de la demande, la gestion des stocks (éviter les ruptures de stock ou les stocks excessifs), l’amélioration de l'efficacité du réapprovisionnement, de la production et du transport, la traçabilité et le suivi pour réagir aux perturbations. Il est donc nécessaire d'établir une collaboration entre les entités principales de l'écosystème alimentaire pour traiter tous ces enjeux. En outre, depuis l'arrivée des entreprises de transport spécialisées, un nouveau acteur a émergé appelé transporteur ou fournisseur de logistique. Ces transporteurs doivent collaborer avec les producteurs, les détaillants et même d'autres transporteurs afin de prendre en compte la demande future et les tendances, afin d'organiser leur réseau et les ressources, pour livrer des produits alimentaires en assurant sécurité et qualité. Ainsi, la collaboration est devenue vitale pour les FSC. La collaboration implique une bonne compréhension des informations échangées afin de minimiser les déplacements, le coût et la pollution environnementale. Des problèmes d'interopérabilité surgissent lorsque les partenaires impliqués utilisent des systèmes hétérogènes et différentes normes et terminologies. Les approches de collaborations existantes comme "Vendor Managed Inventory" (VMI) ou "Collaborative Planning Forecasting and Replenishment" (CPFR) ne prennent en compte que deux acteurs de la FSC : le producteur et le détaillant (acheteur et vendeur). En outre, elles ne considèrent pas la planification de la production et des transports comme des tâches de collaboration. En tenant compte des limitations ci-dessus, nous proposons, dans une première partie de cette thèse, une extension du modèle CPFR prennant en compte les aspects production et transport. Ce nouveau modèle C-PRIPT (Collaborative -Planning Replenishment Inventory Production and Transportation) inclut le transporteur et considère la planification de la production et des transports comme des activités de collaboration. Dans la deuxième partie, nous proposons un modèle distribué et interopérable I-POVES (Interoperable - Path Finder, Order, Vehicle, Environment and Supervisor) pour réaliser la planification des transports en collaboration avec les producteurs, les transporteurs et les détaillants, visant à une meilleure utilisation efficace des ressources de transport. Enfin, nous illustrons le fonctionnement du modèle I-POVES en l’appliquant sur un cas étude de chaîne logistique alimentaire. ABSTRACT : Eating is human’s basic necessity whose survival depends on both quantity and quality of food. Increasing population requires increasing in quantity of food, while quality is associated with the food product constraints like short shelf-life, temperature sensitiveness, climate etc. Increasing demand causes increase in food production, which is distributed between several production sites involving several distinct entities from small to large enterprises, where sites may use the intermediate products of other sites to produce the final products. Moreover, food products need to be transported between sites and final products to be distributed to faraway retailer sites and consumers considering the food product constraints. Activities performed by these entities include but not limited to: production, distribution, sales, etc. and these entities form jointly in the environment of food ecosystem a chain for food gathering, processing, packaging, delivery etc. This distributed network of enterprises is called food supply chain (FSC). Due to FSC’s distributed nature, it inherits not only the common problems also faced by other supply chain, but in addition has to deal with the problems arising from the perishability of food products. This perishability nature makes extremely important for FSC, the handling of issues such as maintaining the quality of food products, forecasting the product demand, managing the inventory according to the forecast to reduce out of stock or excessive inventory of products, improving the efficiency of replenishment, production and transportation, taking into account product future demand and tracing and tracking to react to disturbance. Finally, it is necessary to institute collaboration between the main entities of food ecosystem to deal with all of these issues. Furthermore, since the advent of specialized transport enterprises, a new actor has emerged called transporter or logistics provider in the FSC. These transporters have to collaborate with producers, retailers and even other transporters within FSC to take into account product future demands and trends to organise their transport network and resources to make possible the delivery of the food products with security, while maintaining the quality of the food products. Thus, collaboration became vital for FSC. Collaboration involves a good understanding of exchanged information in order to minimizing number of transport travels, cost and environmental pollution. Interoperability problem arises when each of the partners involved in FSC uses heterogeneous systems and uses different standards and terminologies for representing locations, product constraints, vehicles types etc. Furthermore, existing collaborative approaches like Quick Response, Efficient Consumer Response, Vendor Managed Inventory, Collaborative Planning Forecasting and Replenishment (CPFR), etc. take into account only two types of actors of FSC: buyer and seller (producer and retailer). Additionally, they don’t consider the production and transportation planning as collaborative tasks. Taking into account above limitations, we propose, in the first phase of this thesis, an extension of CPFR model, which take into account production and transportation aspects. This new model C-PRIPT (Collaborative -Planning Replenishment Inventory Production and Transportation) includes transporter actor and elaborates production and transportation planning as collaborative activities. In the second phase, we propose a distributed and interoperable transportation planning model I-POVES (Interoperable - Path Finder, Order, Vehicle, Environment and Supervisor) to realise collaborative transportation planning by collaborating producers, transporters and retailers, aiming at a better use of transport resources. Finally, we illustrate the functioning of I-POVES model by applying it on a case study of food supply chain

Planification des activités de transport d’une entreprise 3PL par une approche multi-agent

La répartition et l'éloignement des sites de production d'entreprises en réseau, l'éloignement et la multiplicité des centres de distribution ou l'explosion du commerce en ligne ont entrainé une augmentation croissante du nombre de demandes de transport dans le monde. Cette augmentation du volume de transports de biens et de marchandises, ajoutée au nombre croissant de déplacements de passagers a conduit à une augmentation du nombre de moyens de transport (véhicules, avions, bateaux, etc.) avec pour conséquence une augmentation de la capacité des voies de communication arrivées à saturation (autoroutes, lignes aériennes, voies de navigation), un élargissement des zones de stockage (ports, aéroports, entrepôts, etc.) et une augmentation de la pollution impactant durablement l'environnement. Dans ce contexte, l'organisation, la gestion et la planification des transports, devenues cruciales, ont favorisé l'apparition de nombreuses sociétés spécialisées (3PL) proposant une mutualisation des moyens de transport et une gestion centralisée. L'objectif de cet article est de présenter une architecture distribuée de planification des activités de transport visant à mieux utiliser les ressources de transport par le regroupement en fonction du contexte de planification de plusieurs ordres de transport

Human Capital and Economic Growth: The Role of Governance

Economists agree that human capital is an important determinant of economic growth [Arrow (1962); Aghion and Howitt (1992)]. Human capital-led growth generally concludes the positive impact of the two with the help of existing developed theories and empirical evidences. Nonetheless, the standard empirical result of a direct relationship between human capital (however measured) and economic growth, has been criticised on several fronts. First, the impact of other growth-related factors like quality of education, health of the labour force, inflation, corruption, unemployment, rule of law, etc. should not be ignored. These endogenous characteristics of a country are included in Becker‘s (1993) definition of human capital. In addition, as noted by Abramovitz (1986), social capabilities are important in the adoption and diffusion of technologies but countries differ in social capabilities. Therefore, to the extent to which human capital contributes to economic growth through innovation, its effect is conditioned by the country‘s social capabilities which include factors like quality of institutions and governance