Abstract
In the article the place of Ukraine is determined in a global transport system and attention is accented on disparity between the potential possibilities of the transport and logistics system and the real parameters of international transit through the territory of Ukraine. It is proved that a qualitative assessment of the transport and logistics system, for its adaptation to the world requirements, needs to be carried out according to the internationally recognized methods, in particular, the Logistics Performance Index (LPI) developed and implemented by the World Bank. The method takes into account the assessment of six indicators: “Customs”; Infrastructure; “International shipments”; “Logistics competence”; “Tracking & tracing”; “Timeliness”. The most developed components of the Ukrainian logistics system are the possibility of laying routes and tracking of goods, and, accordingly, timeliness of their deliveries, and the least developed - the quality of trade and transport infrastructure. The outlined problems of logistics in Ukraine and the explored causes of their occurrence allowed to structure the directions of improvement of all components of LPI, which will help to increase the transit potential of the country’s transport and logistics system.
Keywords
Introduction
The globalization of the global economy requires an extensive transport system and actualizes the role of logistics as a communicative tool to realize the benefits of the international division of labour, the diversification of markets for transnational corporations, access to cheaper natural resources, in spite of their remoteness from the place of consumption, etc. For some countries, logistic activity is the basic source of budget filling, what is due only to the advantageous geographical location of their territories. An example can be Panama, which forms more than 60 per cent of the gross domestic product (GDP) due to maintenance of international transit, or Singapore, which at one time turned from a poor country to an ‘Asian tiger’. Ukraine’s geopolitical position may play a similar role in transit flows between Europe and Asia. Such a possible prospect determines the relevance of research on the systematization of measures to improve the quality of the transport and logistics system of Ukraine based on the results of determining the geopolitical role and place of Ukraine among other countries in the global transport and logistics system on the basis of a comparative assessment of the integrated indicator by the World Bank (2014) methodology—Logistics Performance Index (LPI) and quality analysis of the transport and logistics system of Ukraine in the context of all components of the evaluation of the integral indicator with clarifying the reasons for the existence of such problems in the system. In order to achieve the required level of logic for submitting material, the structure of this article includes the results of appropriate analysis of scientific publications on the problem under study; proper rationale of studies; description of the relevant methodology of the study; the results of a detailed analysis of the current state of the transport and logistics system of Ukraine and its place among 160 countries of the world by the value of the integrated indicator of quality assessment of the transport and logistics system of Ukraine according to the World Bank method in the context of all components of this indicator, revealing the reasons for the insufficient level of quality of this system; the results of the discussion of the systematization of measures to improve the quality of the transportation and logistics system of Ukraine based on the identified components of the indicator; summarizing the conclusions of the research; managerial implications; and identifying relevant areas for further research on the problem.
Review of Literature
Scientists around the world pay considerable attention to the problems of the development of transport systems. In particular, well-known Indian scientist Subhash Datta, after analysing the situation in developing and developed countries, based on the study of 146 scientific articles, concluded that ‘transportation plays a dominant role in the functioning of any economic system (developed as well as developing). It not only helps in increasing efficiency in communication for better administrative control but also acts as a stimulant to the process of ongoing and emerging economic activities by moving raw materials, finished products and people from one place to another within a reasonable period of time’ (Datta, 2000). His compatriots Anchal Gupta, Rajesh K. Singh and P.K. Suri attach special importance to logistics in solving transportation problems, draw attention to the fact that ‘due to advancement of technology and globalization, the organizations are giving more importance to the supply chain integration, taking support from logistics service providers (LSPs) and practice several initiatives in the direction of sustainability’ (Gupta, Singh, & Suri, 2018).
Direct studies on transit potential of Ukraine have been performed by Brahinsky (2011), Butko and Minina (2010), Minina (2015) and others. Transport aspects of functioning of the logistic systems are considered in the publications of many home and foreign scientists. In this direction, the studies were conducted by Ukrainian scientists Velychko (2015), Perebyinis and Perebyinis (2005), Tkach and Voloshchuk (2013), as well as foreign scientists—Bowersox and Closs (2008), Stock and Lambert (2005), Linders and Firon (1999) and others whose works substantiate the notion of transport component of logistics; the structural and functional characteristics of transport and logistics systems are investigated; and criteria of efficiency. In particular, authors Tkach and Voloshchuk (2013) substantiated the transport and logistics system as ‘... an integrated set of subjects of transport and logistics activity and objects of transport and logistics infrastructure interacting with each other in order to optimize traffic flows “from door to door” at minimum cost on the most favorable terms ...’. The result of their research is also a well-formed system of structural and functional support of cargo flows with the definition of efficiency criteria.
On systemic principles of transport functioning, also Perebyinis and Perebyinis (2005) emphasizes, substantiating the definition of ‘transport-logistic system’ as such that ‘... is a derivative of the term “logistical system”’, but at the same time exposed in it the ‘“main”, the integrative role of transport’. At the same time, the systematic approach in the works of domestic scientists outlines the boundaries of the system under study by the borders of Ukraine and does not take into account that the transport and logistics system of the country is an element of the global transport system with the relevant parameters of its functioning, the most important of which is transit potential.
Meanwhile, the assessment of transit potential in the context of the existing transport system and objects of logistic infrastructure of Ukraine is not given due attention. To evaluate the transport and logistics system requires not only quantitative but also qualitative indicators in accordance with internationally recognized methods, which also include an analysis of the correspondence of transport networks and infrastructure elements to the needs of international companies for the implementation of their logistics functions in providing transit flows. For international business, Ukraine is a geopolitically profitable transiter, but the issue of improving the quality of transit potential, unfortunately, passes by the proper attention of domestic scientists.
Objectives
Estimating the territorial location of Ukraine at the intersection of transport routes from Europe to Asia and the Scandinavian countries to the countries of the Mediterranean region, it can be argued that, along with agricultural production and the information technology (IT) sector, transport could become one of the three pillars of sustainable growth of the Ukrainian economy. Therefore, the main objectives of our research towards defining basic ways to implement such a perspective is to determine the geopolitical role and place of Ukraine among other countries in the global transport and logistics system on the basis of the integral index of the World Bank to assess the quality of the system and analyse the quality of transport and logistics system in Ukraine in terms of all components of this assessment to determine the cause of the problems, and on the basis of the results—ordering measures to improve the quality of transport and logistics system of Ukraine under the responsibility of the authorities and businesses.
Rationale of the Studies
The problem of discrepancy between the potential possibilities of the transport and logistics system and the actual parameters of international transit through the territory of Ukraine requires the implementation of a set of organizational, technical and investment measures to bring the national transport system to world requirements and standards evaluation and functioning of its elements. So, the purpose of this article is to develop ways of improving transit potential of Ukraine by improving the quality level of its transport and logistics system, using internationally accepted qualitative performance indicators, what will ensure variability of choice of transit route for foreign companies and will enhance Ukraine’s role in the global transport and logistics system.
Methodology
To achieve the outlined goal, we solved the following tasks: on the basis of the dialectical method of knowing the objective reality and using the comparison method, to evaluate the efficiency of logistics in Ukraine in terms of the qualitative valuation logistic components adopted by the World Bank methodology in the global ranking. Critical adoption of appropriate decisions on increasing the transit potential of Ukraine’s transport and logistics system is preceded by the adoption of structuring problems in the context of logistic components and studying the causes of their occurrence on the basis of the historical approach. Using the monographic method of researching European transport axes and taking into account the conceptual basis of euro-logistics for the theoretical generalizations of the results of scientific research and the formation of conclusions and proposals, an abstract-logical method of research was used.
The Sample
The empirical analysis was conducted on the basis of a submitted sample of LPI and aggregated LPI countries on the World Bank’s official website for the entire history of studies of these parameters (2007, 2010, 2012, 2014, 2016, 2018).
Analysis
The transport system is a spatial interaction of infrastructure elements and vehicles, and includes static (path, terminals, ports, etc.) and dynamic (transport) components. The content of the transport and logistics system is somewhat wider, because it defines ‘... the interaction of all participants in the transport and distribution process in the organizational, economic, technical, technological and informational aspects during the flow of freight flows’ (Brahinskyi, 2011). Consequently, the transport and logistics system of the state is the totality of the subjects of logistic activities, infrastructure elements and means of ensuring implementation of logistics’ functions in the transportation and processing of goods. Accordingly, the transit potential includes the volumes of goods, without changing its physical condition, that pass through the transport and logistics system of the country during the relevant period of time.
For full integration of Ukraine into the international transport and logistics system, the immediate step is to bring the internal transport system up to the standards of European countries. Moreover, the European Union (EU) is interested in this because of the advantageous geographical location of the territory of Ukraine, which offers the hope of financial support for many projects concerning the modernization of the transport system of the state.
The creation of a single European transport and logistics system is an evolutionary process of European integration, which, since the Rome treaty was concluded in 1957, has been reflected in all major EU documents (Table 1).
The Conceptual Basis of Euro-Logistics
Adopted in 1991 in Prague, the concept of European intermodal transport bridges has been realized in the scheme of the nine European transport corridors, to which the 10th corridor was added at the Cretan Conference in 1994, and the concept of the Pan-European Transport Zones (Pan European Transport Areas [PETrA]), which include the Black Sea, Mediterranean, Adriatic-Ionian, Barents Euro-Arctic zones. The concept of the integrated transport and logistics system of the whole Europe (Wider Europe) was found in December 2001 in the EU programming document on the development of transport and logistics infrastructure—The White Paper on European transport policy. Taking into account the passage through the territory of Ukraine of 4 out of 10 pan-European transport corridors (UE № 3;№ 5;№ 7;№ 9) and 4 transcontinental transport corridors (Europe-Asia; TRACECA [Transport Corridor Europe Caucasus Asia]; Baltyka—the Black Sea; the Black Sea transport ring) the transit potential of the state becomes obvious.
The degree of integration of Ukraine into the system of euro-logistics can be considered from the standpoint of both objective and subjective approaches. Objectively, Ukraine is at the intersection of international transport corridors, which determines its role as an international transit, and its territory is in the sight of the developers of international transport projects. On the other hand, the subjective approach defines the integration aspirations and actions of Ukraine, represented by its institutions, to the subjectivity of relations in the global distribution of material flows.
The starting point for assessing Ukraine’s place in the international logistics system and justifying the development vectors, based on its starting positions, should be an internationally recognized valuation indicator. In international practice, LPI (2018) is used to compare the efficiency of logistics systems between different countries.
The index was developed and implemented by the World Bank Department of International Trade and Transport, together with the Turku School of Economics (TSE—Finland). In addition, the index was approved and supported by the Global Facilitation Partnership (GFP) for Transport and Trade, the International Federation of Freight Forwarders Associations (FIATA) and the Global Express Association (GEA). LPI is formed from 1 to 5 points by estimating six indicators (LPI, 2018): the efficiency of customs and border clearance of goods (customs); the quality of trade and transport infrastructure (infrastructure); the ease of organization of international transportations at competitive prices (international shipments); the competence and quality of logistics services (logistics competence); tracking and tracing capabilities (tracking and tracing); the adherence to delivery timelines (timeliness). The higher the LPI of a country, the more developed is its integrated logistics system.
The LPI for each country is calculated on the basis of information obtained through questionnaires of more than 1,000 of the most powerful international logistics companies. The survey contains 33 questions, is conducted online, and its results determine the average weighted mean of LPI in the 6 above-mentioned groups of indicators.
The indicated index was first used in 2007, and 2018, based on the results of the monitoring of trends and the degree of logistics development, Ukraine ranked 66th among 160 countries (Table 2).
The development of logistics in Ukraine is characterized by progressive dynamics of its effectiveness, as evidenced by the national index. In 2014, LPI reached 2.98 points, which secured a place in the world ranking between Argentina (2.99) and Egypt (2.97). Undoubtedly, military actions in the East of Ukraine had an effect on the decrease of LPI (−0.24 in 2016), but the assessment of the Index in 2018 showed improvements in the situation with the efficiency of logistics systems in the state. According to experts of the World Bank, the most developed components of the home logistics system are the possibility of laying routes and tracking the passage of goods (3.11 or 52nd place), and, respectively, the timeliness of their deliveries (3.42 or 56th place), and the least developed—the quality of trade and transport infrastructure (2.22)—119th among 160 countries, which are covered by the rating researches of LPI.
Ukraine’s Ranking on the Logistics Performance Index (LPI) Among 160 Countries
For all timelines, LPI has been counting six times for international comparisons, and these results have shown volatility of parameters and high competition between countries in providing logistics appeal. In this assessment, the subjective approach dominates over the objective, that is, many operators prefer to choose more favourable conditions in the context of the estimated logistics components, even if it is necessary to continue the trajectory of moving the material flow. Consequently, in today’s globalized and high-tech world, the objective component of the transit potential, determined only by the geographical location of the country, no longer plays a dominant role. And if Ukraine will appeal only to its territorial advantages without the development of logistic components, it can quickly lose its transit potential. We are already seeing Russia’s efforts to bypass the territory of Ukraine in the transit of gas through the construction of the ‘North Stream 2’ and ‘the Turkish Stream”’. It is clear that this decision is motivated by a political component, but it is also supported by individual European countries such as Germany, Sweden, Finland and Austria, which have agreed on the construction of the gas pipeline for economic reasons, and these countries cannot be said to engage in Russian propaganda.
To eliminate situational positions and random variances of individual countries in the annual LPI ratings, consider its weighted average over the last four observations (LPI, 2018). In World Bank reporting, this indicator is called Aggregated LPI (2018) and contains a comparison of 167 countries. The scores for each year in each component, according to the World Bank’s methodology, were calculated with a weighting of 6.7 per cent in 2012, 13.3 per cent in 2014, 26.7 per cent in 2016 and 53.3 per cent in 2018. Thus, the latest data are of the greatest importance, which more accurately reflect the objective state of modern logistics development in the countries.
Worldwide Ranking (Selective) by Indicator Aggregated LPI 2012–2018
Aggregated LPI points to Ukraine’s mediocre position among Eastern European countries, as it yields to Poland, Hungary, Slovakia and Romania, but it is ahead of post-Soviet countries—Russia, Belarus and Moldova. The global ranking of Aggregated LPI is headed by Germany with the most efficient customs and border clearance (4.09), as well as the best infrastructure (4.38), and Belgium is characterized by an extremely easy organization of international transportation (3.97) and timely delivery of goods (4, 40).
Among non-European countries, Singapore has the highest LPI rating (4.05 points, 5th place), while Afghanistan (2.04), Haiti (2.02) and Somalia (2.00) are among the most disadvantaged countries for logistics and forwarding companies, closing the global list.
Discussion
Systematization of Measures to Improve the Quality of the Transport and Logistics System of Ukraine
The parameter customs, which evaluates the work of customs and border agencies in speeding, simplicity and predictability of the clearance process, is quite low in Ukraine (2.49 in 2018), which determines its 89th place in the global LPI rating. The main problems are the significant bureaucratization of customs and permitting procedures, the absence of a clearly defined strategy for the implementation of the state foreign economic policy and a selective approach to certain subjects of foreign economic relations in terms of providing personalized permits, the primary return of the value added tax, unjustified allocation of quotas, preferences, etc. Of course, such selectivity is caused by the corruption of the customs authorities and the presence in the policy of a powerful financial and industrial lobby, which determines the ‘rules of the game’ advantageous to them, both at the legislative and executive levels. The powerful symbiosis of politics and business in Ukraine has created the exceptional conditions for individual companies and significantly impedes the development of competitive relations in Ukraine.
As noted, the least developed component of home logistics is the low quality of the trade and transport infrastructure (infrastructure), which positions Ukraine in the 119th place of the global LPI rating. A characteristic feature is the significant depreciation of vehicles and infrastructural objects and their insufficient amount.
For example, in Ukraine, at the beginning of 2018, there were 14,500 grain carriages (hoppers), of which only 84 per cent are in satisfactory working condition, as their average age is approximately 26.4 years. In this case, 69 per cent are operated for more than 28 years for a normative lifetime of 30 years. The average annual level of cargo routing in Ukraine is only 11 per cent, which ensures the turnover of cars in four days (Kolodiychuk, 2014). At the same time, the level of routing of rail freight transportation in the USA reaches 95 per cent (Surface Transportation Board, 2009). The rolling hopper park in Ukraine is one of the weakest segments of grain logistics, which limits the parameters of development of other elements of the logistics system, since it satisfies only 50–60 per cent of the requests of agricultural traders. For full trans-shipping of grain by rail, at least 22,000 hoppers are required, which forces traders to use road transport to provide port handling of grain during peak loads. However, the average cost of transportation of tons of grain, compared to rail, will increase from US$10 to US$41.3, while the use of modern heavy grain trucks and the practice of overloading other vehicles significantly destroys Ukrainian roads, since 74 per cent of them are designed to load on the axle of the car a maximum of 6 tonnes and a total weight of not more than 24 tonnes. As a consequence, the problem of implementing the transit potential of Ukraine is low quality of roads, of which 51.1 per cent do not meet the requirements of international standards for equality, 39.2 per cent is the strength and average speed of motorable roads is 2–3 times lower than in Western European countries (Resolution of the CMU, 2010).
For travel without permits of vehicles for which weight exceeds the normative parameters, an administrative fine of US$100 non-taxable minimum incomes of citizens is stipulated in Ukraine—US$63; in Poland, this penalty is US$260–630; in Romania, it is US$519–927, in Hungary, it is US$1,113; and in the UK, it is US$6,862 (Agravery, 2018). It is clear that under such conditions, the carrier in Ukraine is more profitable as it incurs low penalty, saving on the cycles of transportation. But the overload of worn-out vehicles, in addition to the destruction of highways, increases the danger of their operation and anthropogenic load on the environment (Kravtsiv, Kolodiichuk, & Kolodiichuk, 2018).
In Ukraine, according to the Ministry of Infrastructure (2017), the total number of lorries in 2016 was 1.95 million units, of which 75 per cent are more than 10 years of age, and about 50 per cent of them are low-tech cars of Russian and Ukrainian production. Taking into account the amount of new registrations in 2016 by the territorial service centres of the Ministry of Internal Affairs of Ukraine, a complete renewal of the fleet will take 13–25 years.
The infrastructure indicator is also influenced by the outdated infrastructure objects in Ukraine, which had been built during the era of the Soviet Union. Technologically backward and physically worn equipment considerably hinders the development of logistics in Ukraine and reduces the throughput of export and transit cargo flows.
It should be noted that in Ukraine, global projects for the development of transit potential are being implemented. In particular, in 2019, is the country has planned to spend UAH 4 billion (US$148 million) on large-scale repairs and construction of 1,000 km of the transport corridor Go highway, which would connect the Ukrainian ports of the Black Sea (Odessa and Mykolaiv) with Poland on the Baltic coast (Gdansk and Gdynia) and is very important in terms of logistics.
No less ambitious plans are the potential participation of Ukraine in the Hyperloop project of well-known inventor Elon Musk. In particular, construction of the test branch of this type of transport in the Dnieper has already been announced. Of course, the practical implementation of this project needs a long time, so it is too early to consider this variant as an option for transit. But the construction of the Euro-railroad in Ukraine for high-speed transportation, according to the calculations of the Center Ukrainian Institute for the Future (2018) turned out to be unprofitable. Іn Ukraine, the width of railway tracks is 1,520 mm, while in the countries of Western Europe the track is 1,435 mm, which creates significant barriers to transit traffic, because of this either the carriages on the border need to be reloaded or wheels need to be changed. The project for the construction of euro-railroad together with the rolling stock will cost US$18 billion, while the cost of the Hyperloop project in Ukraine on the same route is US$3.6 billion.
The attractiveness of the country for transit traffic is largely determined by the international shipments indicator, which for Ukraine is 2.83, defining its 68th place in the global LPI rating. Undoubtedly, the current situation requires simplification of permit procedures and increase in their transparency, the organization of Call centers to form an appropriate information field as well as the enhancement of container transportation.
For Ukraine, as an exporter of grain (export in 2018 amounted to 41.7 million tonnes worth US$7.2 billion) and a powerful international transit, container transportation is particularly relevant, and there are already qualitative changes in this direction. In particular, according to the results of 2018, Ukraine’s seaports, according to the Ukrainian Seaports Authority [USPA] (2019), transported 846,500 TEU container cargoes, which is 18.7 per cent more than in the previous year.
Ukraine ranks 61st in the world in terms of logistics competence, caused by the lack of competence of transport operators and customs brokers, as well as the underdevelopment of logistics outsourcing in the country. In Ukraine, there are practically no 4PL- and 5PL-operators of logistics services.
The most advanced component of Ukrainian logistics is the ability to route and track (tracking and tracing), but there are problems that require a comprehensive solution. The presence of an automobile route on the map not always means its full real suitability for loads transportation. The carrier spends a lot of time overcoming this path, intensely wears out the vehicle and increases the risk of an accident, and insufficient coverage of Ukraine’s territory by communication systems complicates tracking of cargo. The introduction of the transport management system (TMS) helps to move the cargo much more efficiently, and in conjunction with the warehouse management system, you can get a complete supply chain management system that is needed to make the right decisions that will further reduce costs and also reduce the inefficiency of the company as a whole.
In the practice of national companies in the field of transportation logistics, popular are software products such as:
Antor LogisticsMaster, which has a mobile version of the service on the Ukrainian market and is called ASTOR: TMS (Cash & Carry, The Coca Cola Company, Groupe Danone, Nestle SA, Global Spirits (TM Khortytsia), Slavutich, etc.); MapXPlus Distribution, which monitors the work of the vehicle using GPS / GLONASS (Users: Nebesna Krynytsia, Heineken NV, Royal Canin, Ukrsoyuz, Danone Ukraine, Rud, WOG, ‘Laktalis-Ukraine’, ‘Galnaftogaz’, etc.); Logist.ua, which includes the functions of planning, GPS monitoring and transport management of the enterprise (Users: ‘Kuehne + Nagel Ltd.’, ‘Agromars’ (TM ‘Gavrilov chicken’), Acme Color, etc.)
Of course, the active use and implementation of new software products can significantly improve the Tracking & tracing of the global index of LPI, which is contributed by the powerful IT sector in Ukraine.
The last indicator of the LPI evaluation is the timeliness, which is determined by the subjective (human factor) and objective reasons. In Ukraine, this component is relatively developed (56th in the world rating of LPI), but its improvement requires the implementation of administrative–organizational measures (Table 4).
Conclusions
The coordination of the transport and logistics strategy of European countries, called the euro-logistics, has proved its effectiveness and is considered as an infrastructure base and an important component of the European integration process. EU is interested in bringing the internal transport system of Ukraine to the standards of European countries, giving the country a chance to attract investment resources to increase the transit potential of the transport and logistics system of the country, located at the intersection of pan-European and transcontinental transport corridors.
We suggest evaluating the transport and logistics system not only by quantitative but also by qualitative indicators in accordance with internationally recognized methods, which also include an analysis of the correspondence of transport networks and infrastructure elements to the needs of companies for the implementation of their logistics functions. The starting point for assessing Ukraine’s place in the international logistics system and the rationale for development vectors, based on its starting positions, should be an internationally recognized valuation indicator—the LPI developed and implemented by the World Bank. The method takes into account the assessment of six indicators: ‘customs’; ‘infrastructure’; ‘international shipments’; ‘logistics competence’; ‘tracking and tracing’; and ‘timeliness’. The higher the LPI of the country, the more consistently developed its integrated logistics system is.
The most developed components of the Ukrainian logistics system among the 160 countries of the world covered by the LPI rating research are the possibility of laying routes and tracking of goods, and, accordingly, timeliness of their deliveries, and the least developed—the quality of trade and transport infrastructure. Therefore, our recommendations place particular emphasis on the infrastructural development of Ukraine’s transport and logistics system.
Managerial Implications
Outlined problems and clarified causes of their emergence allowed to structure directions of all components’ improvement of the global index, by which competent institutions conduct international comparisons. Taking into consideration the current state of LPI assessment of Ukraine and the results of our studies, we suggest a proper management and business structure of managerial character of activity:
intensify the fight against corruption and bureaucracy, which will improve the Customs and International shipments parameters of the LPI of Ukraine and ensure control over the efficient use of funds in the process of development of transport and logistics infrastructure; to develop a state-adapted strategy for the development of trade and transport infrastructure and to bring national legislation in line with international ones; promote Ukraine as a global cargo transit; provide competent staff training; and accelerate the development of IT, digitization and outsourcing of logistics functions (at the level of 4PL- and5PL-operators).
Limitations and Recommendations for Future Research
All studies inevitably have limitations. Conducted study is focused only on the high level of the generalization of directions of all components of improvement of LPI for transport as a whole, but in the long run, it is advisable to continue the investigations concerning all different modes of transport. Such future investigations will increase the importance and value of the criteria for assessment of the choice of transit options through the territory of Ukraine by international transport agencies.
Footnotes
Acknowledgement
This study was conducted in the context of the objectives of the research project ‘Management of development of agricultural markets, agricultural and environmental logistics in the system of food security’ (№ ID:64770 26.08.2016 (00009-1). The project was recommended by the Scientific Council of the Ministry of Education and Science of Ukraine for financing from the state budget.
The authors are grateful to the anonymous referees of the journal for their extremely useful suggestions to improve the quality of the article. Usual disclaimers apply.
Declaration of Conflicting Interests
The authors declared no potential conflicts of interest with respect to the research, authorship and/or publication of this article.
Funding
The authors received no financial support for the research, authorship and/or publication of this article.
