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IMPROVING THE ORGANIZATIONAL AND ECONOMIC MECHANISM
OF STATE ADMINISTRATION AND LOCAL GOVERNMENT BODIES BY
USING FIRMOGRAPHIC ANALYSIS
Kurbanova Maftuna Lazizovna
"Management and Marketing" department, Tashkent university of information
technologies named after Muhammad al-Khwarizmi
maftunayusuf2020@gmail.com
Abstract:
In this article, we will understand and utilize firmography, how
businesses can enhance their chances of success in the B2B sector and gain a better
understanding of the dynamics of their target market. Firmographic segmentation is
used to group a large customer base into smaller segments for more targeted sales and
marketing efforts. This article focuses on the organizational and economic assessment
of transport service provision to state administration and local government bodies. A
firmographic analysis was conducted to explore the primary issues, along with
potential improvements in service delivery. Key suggestions for enhancing efficiency
and effectiveness in transport services are provided.
Keywords: transport services, local and state authorities, organizational and
economic mechanisms, firmography.
FIRMOGRAFIK TAHLILDAN FOYDALANISH ORQALI DAVLAT
BOSHQARUV VA MAHALLIY HOKIMIYAT ORGANLARINING
TASHKILIK-IQTISODIY MEXANIZMINI TAKOMILLASHTIRISH
Qurbonova Maftuna Lazizovna
Muhammad al-Xorazmiy nomidagi Toshkent axborot texnologiyalari universiteti
“Menejment va marketing” kafedrasi
maftunayusuf2020@gmail.com
Annotatsiya:
Ushbu maqolada biz firmalar qanday qilib B2B sektorida
muvaffaqiyat qozonish imkoniyatlarini oshirishi va maqsadli bozori dinamikasini
yaxshiroq tushunishi mumkin bo‘lgan firmaografiyani tushunamiz va foydalanamiz.
Firmografik segmentatsiya ko‘proq maqsadli savdo va marketing harakatlari uchun
katta mijozlar bazasini kichikroq segmentlarga guruhlash uchun ishlatiladi. Ushbu
maqola davlat boshqaruvi va mahalliy davlat hokimiyati organlariga transport
xizmatlari ko‘rsatishni tashkiliy-iqtisodiy baholashga qaratilgan. Xizmat
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ko‘rsatishdagi potensial yaxshilanishlar bilan birga asosiy muammolarni o‘rganish
uchun firmaografik tahlil o‘tkazildi. Transport xizmatlarining samaradorligi va
samaradorligini oshirish bo‘yicha asosiy takliflar berildi.
Kalit so‘zlar:
transport xizmatlari, mahalliy va davlat hokimiyati organlari,
tashkiliy-iqtisodiy mexanizmlar, firmaografiya.
СОВЕРШЕНСТВОВАНИЕ ОРГАНИЗАЦИОННО
-
ЭКОНОМИЧЕСКОГО
МЕХАНИЗМА ГОСУДАРСТВЕННОГО УПРАВЛЕНИЯ И МЕСТНЫХ
ОРГАНОВ САМОУПРАВЛЕНИЯ С ИСПОЛЬЗОВАНИЕМ
ФИРМОГРАФИЧЕСКОГО АНАЛИЗА
Курбанова Мафтуна Лазизовна
Кафедра «Менеджмент и маркетинг», Ташкентский университет
информационных технологий имени Мухаммада аль-Хоразмий
maftunayusuf2020@gmail.com
Аннотация:
В этой статье мы рассмотрим и применим фирмографию, то
есть то, как предприятия могут повысить свои шансы на успех в секторе
B2B
и
лучше понять динамику своего целевого рынка. Фирмографическая
сегментация используется для группировки большой клиентской базы на более
мелкие сегменты для более целенаправленных продаж и маркетинговых
усилий. В этой статье основное внимание уделяется организационной и
экономической оценке предоставления транспортных услуг государственным
органам управления и местным органам власти. Фирмографический анализ был
проведен для изучения основных проблем, а также потенциальных улучшений
в предоставлении услуг. Представлены основные предложения по повышению
эффективности и результативности транспортных услуг.
Ключевые слова:
транспортные услуги, органы местного
самоуправления и государственной власти, организационно-экономические
механизмы, фирмография.
INTRODUCTION
The operations of state administration and local government bodies are central
to managing and improving the population’s lifestyle, socio-economic conditions,
and public services. A critical service for these bodies is the provision of vehicles. To
maintain effective contact and support for local settlements, state authorities
increasingly rely on service vehicles for operational monitoring and analysis. In this
context, vehicle services directly impact the efficiency of administrative functions,
with growing demand for such services translating into tangible economic benefits.
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To optimize these processes, adopting the Standard Industrial Classification
(SIC) code, as seen in the U.S., can help systematize the assessment of economic
activity in Uzbekistan’s administrative regions.
LITERATURE REVIEW
Research on transport services for state bodies draws insights from both
foreign and domestic scholars. In international studies, authors like D. Rahm, B.
Fields, J.L. Farmer, and M.L. Zwald have discussed improvements in transport
services for public officials and high-ranking leaders. Their findings address key
issues in public transport services and the socio-political implications of
transportation efficiency.
Similarly, Uzbek scholars such as X.X. Xikmatov, B.S. Ziyadullayev, I.N.
Sharipova, and O.B. Tursunov have explored transport management, international
corridor efficiency, and personnel competence in the transport sector. They highlight
the importance of categorizing and clustering factors that affect transport services,
alongside relevant scientific and theoretical considerations.
Economist H. May, in his pamphlet on company cars, highlighted the
significance of company-provided vehicles for employees, emphasizing
confidentiality in administrative bodies regarding such services. British economist
Christopher Roberts discussed the necessity of considering environmental factors and
economic foundations when providing transport services to government bodies. He
advocated for strategic plans aimed at mitigating external political and environmental
pressures.
The British economist Christopher Roberts emphasized the importance of
considering the environmental impact and its economic implications when providing
transport services to public administration and local government authorities. His
reasoning suggested that tactical plans should focus on swiftly addressing external
political pressures and mitigating adverse changes related to environmental concerns.
This approach reflects a proactive stance on integrating sustainability into
government transport services, balancing ecological responsibility with economic
practicality [2].
Similarly, B. Borger, an economist and statesman, proposed an innovative
model for service vehicles used by the Belgian state administration and local
government. He advocated for eliminating preferential tax treatment for service
vehicles, suggesting it could be a more efficient substitute for toll roads, which are
often hard to access. By removing hidden subsidies, Borger argued, governments
could reduce unnecessary economic burdens while still providing essential transport
services, ultimately leading to more effective public administration and better
allocation of resources [3].
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METHODOLOGY
The scientific value of this research lies in the development of methodical
proposals, scientifically grounded recommendations, and relevant conclusions for
improving transport services provided to state administration and local government
bodies. The study also aims to enhance the organizational and economic evaluation
processes, particularly in applying innovative and digitized technologies within these
services.
Further advancements in the organizational and economic mechanisms of transport
services, coupled with strategic management reforms, are essential for fostering green
economic activity within state administration and local governments. In-depth
scientific research into these areas can significantly enhance the practical application
of these mechanisms. Although the widespread use of automobiles offers
considerable societal benefits, such as convenience and increased mobility, there
remains a debate regarding whether governments should impose limits on car use.
The focus of this dissertation is to explore both the pros and cons of such
governmental measures, weighing external costs, economic implications, and the
potential for technological advancements in automotive use.
Portuguese economist R. Coso has argued for the government to reconsider the
provision of car transport services, offering theoretical reasons for this shift:
1.
External Costs:
Cars generate numerous external costs, including
environmental pollution and increased greenhouse gas emissions that contribute to
global warming. These negative effects degrade public health and lower overall
living standards.
2.
Traffic Congestion:
The widespread use of cars often results in traffic jams,
which not only extend travel times but also reduce the overall efficiency of
transportation systems.
3.
Accident-Related Costs:
Automobile accidents impose significant societal
costs, including healthcare expenses, property damage, and the tragic loss of life.
These costs add to the overall economic burden associated with car use [4].
According to German scientist Toller, governments should support policies
aimed at reducing car usage, although he identifies several key challenges associated
with this approach:
Difficulty in Evaluating Optimal Vehicle Use: It is challenging to accurately
assess the optimal level of car use, as determining the balance between societal
benefits and external costs requires a comprehensive and complex evaluation process.
Economic Impact: The automotive industry plays a vital role in generating
employment and economic activity. Strict regulations or incentives to limit car use
could negatively impact the industry, leading to reduced output, revenue, and
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potentially higher unemployment rates. Additionally, governments might face
increased legal costs in enforcing these regulations.
Technological Advances: The rapid development of automotive technologies
presents a potential solution to mitigating the negative externalities linked to car use,
such as pollution and traffic congestion. Instead of focusing on restrictions, Toller
argues that governments should consider fostering technological innovation to reduce
these impacts [5].
The organizational and economic implications of these perspectives merit special
attention, particularly in the context of assessing the national economic infrastructure.
This necessitates further research into how these policies can be tailored to specific
national conditions, balancing the environmental, economic, and technological
factors.
ANALYSIS AND RESULTS
One of the key aspects of the automotive industry is the growing competition
among car manufacturers in the Uzbek market, driven by its dynamic development.
The main challenge is managing this competition effectively. In this context,
firmography
plays a crucial role. It’s important to recognize that while firmography
considers company characteristics such as size, industry, geographic location, and
decision-makers,
demographics
focuses on individual indicators like age, gender,
income, and education.
Firmography is typically used in the B2B (business-to-business) industry to
better understand a company's potential fit for a product or service, allowing
businesses to tailor their marketing and sales strategies accordingly. On the other
hand, demographic data is usually employed in the B2C (business-to-consumer)
sector to gain insights into the characteristics and needs of individual consumers. By
understanding both firmographics and demographics, businesses can better target
their market, thereby increasing their chances of success. In our case, since the
service pertains to local authorities, it falls under the categories of G2B (Government
to Business) and G2G (Government to Government).
G2B
refers to a set of software and hardware tools that facilitate online
interaction between government bodies and commercial enterprises to support and
promote business development. This includes information websites of government
agencies, e-procurement systems, and more. One of the advantages of firmographic
segmentation in this context is the rational use of company resources. Segmentation
enables companies to direct their sales and marketing efforts toward customers who
are most interested and financially capable of making purchases.
The Standard Industrial Code (SIC) classification system is utilized by
government agencies, researchers, and analytical service companies to analyze and
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compare economic activities across various sectors. It provides a numerical code that
categorizes the economic activities of enterprises within the country. This system
facilitates the organizational and economic management activities of state
administrations and local authorities, while also enhancing their control functions. By
adapting the U.S. SIC framework to our country’s economic infrastructure and
refining it into a national "Standard Network Economic Classification," we can better
fulfill the social and economic objectives of public administration and local
government bodies, particularly in relation to the use of motor vehicles. This
adaptation necessitates the coding of motor vehicles utilized by enterprises.
Additionally, classifications such as the NTEE (National Taxonomy Codes for
Tax-Exempt Organizations), UNSPSC (UN Standard Products and Services Code),
and GICS (Global Industry Classification Standard) are recommended to emphasize
economic aspects in their classification processes. This approach is crucial, as it
significantly influences the development of firmography within the service sector.
Picture 1. SNEC-Standard network economic classification
In this coding system, the division by sector and sector number is limited based
on the number of sectors present in the country. The classification is organized
according to ownership types rather than the ownership of the enterprise itself,
specifically as follows: 1—Joint Stock Company (JSC); 2—Limited Liability
Company (LLC); 3—State Unitary Enterprise (DUK); 4—Cooperative (ShK); 5—
Joint Venture (JV); 6—Foreign Enterprise (YATT). If the ownership structure is
mixed, the classification begins with the type of society, followed by the description
of the enterprise. For instance, in the case of JV "SamAvto" LLC, which is
categorized as both an LLC (2) and a JV (5), it will be assigned a two-digit number
coded as 25.
The enterprise number within the network represents its unique identifier, and
it is advisable to compile this summary separately for each region. Additionally, the
number indicating the enterprise's potential in the green economy reflects its use of
1
Author development
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ecological products and technologies. This is digitized using three values: 0 for
enterprises using traditional and ecologically unimproved technologies; 1 for those
providing services based on semi-ecological and semi-traditional technologies; and 2
for those producing with fully ecological technologies. This coding enhances
firmographic effectiveness
Table 1
Firmographoscopic evaluation for SNEC
Firmography is primarily utilized in the B2B (business-to-business) sector to
assess a company's potential suitability for a product or service and to tailor
marketing and sales strategies. In contrast, demographic data is more common in the
B2C (business-to-consumer) sector, where it helps businesses understand the
characteristics and needs of individual consumers. A solid understanding of both
firmography and demographics enables companies to better comprehend their target
markets and enhance their chances of success.
In our context, where services are provided to local authorities, this falls under
G2B (Government to Business) and G2G (Government to Government)
classifications. G2B encompasses a set of software and hardware tools for online
interactions between executive authorities and commercial entities, aimed at
supporting and developing business. This class includes informational websites of
2
Author’s opinion
3
Author development
№
The name of the
evaluation indicator
Evaluation criteria
Criterion description
1
Approximate
evaluation according
to the quality
indicator
𝑅𝑅
𝑞𝑞
2
= 1
−
(
𝑇𝑇 −
1)
(
𝑇𝑇 − 𝑘𝑘
)
𝑅𝑅
2
= 1
−
(
𝑇𝑇 −
1)
𝑆𝑆𝑆𝑆𝑆𝑆
(
𝑇𝑇 − 𝑘𝑘
)
𝑌𝑌𝑆𝑆𝑆𝑆
R
q
- quality indicator;
T -
number
of observations;
k -
estimated
parameters;
R -
the duration of the
enterprise's quality indicator;
SSM
-
product standard quality
indicator;
YSM
-
additional
quality indicator
2
Cross examination
𝐼𝐼
𝑞𝑞𝑞𝑞
=
𝑓𝑓
∗
− 𝑓𝑓
𝑚𝑚
;
𝐼𝐼
𝑞𝑞𝑞𝑞
- intersection of indexical
indicators;
𝑓𝑓
∗
- ratio of
firmographic factors;
𝑓𝑓
𝑚𝑚
- original
qualitative description of
firmographic factors;
3
An Information
Criterion
𝐴𝐴𝐼𝐼𝐴𝐴
= 2
𝑘𝑘 −
2
𝑙𝑙𝑙𝑙
(
𝑙𝑙
(
ɵ
|
𝑌𝑌
))
ɵ
- vector of information model
parameters (by k factors); Y is a
vector of organizational indicators
in reality; L- logarithmic
probability function;
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government agencies, e-procurement systems and more. One significant advantage of
firmographic segmentation is the efficient use of company resources. This
segmentation strategy targets sales and marketing efforts specifically towards those
customers who are most interested and possess the necessary resources to make a
purchase.
Table 2
Analysis of "Avtotransport vositalariga xizmat ko’rsatish"
State Unitary
Enterprise according to the e-commerce model
(firmographic segment) [7]
Effectively utilizing the activation of the Standard Network Economic
Classification (SNEC) for firmography necessitates the development of a specialized
evaluation system. This system is designed to assess firmographics through
approximate accuracy, cross-checking, and peer review. To determine the ratio of
estimated parameters and firmographic factors in the assessment process, it is
essential to study these factors and organize them into a table (see Table 3).
Table 3
Firmographoscopic analysis indicators for SNEC in Tashkent city, 2023, in
percent
№
The name of the
evaluation indicator
2019
2020
2021
2022
2023
Criterion
description
B
B2B
B2G
B2C
B2E
Not available
Available: Employee training;
Providing services to drivers of enterprises
that are not local governments, on the basis
of a medical examination agreement
(SaaS; CRM; consulting)
Not available Not available
G
G2B
G2G
G2C
G2E
Available
SNEC coding;
Gas station
and its storage
warehouse
Eat:
;
Not available Not available
WITH
C2B
C2G
C2C
C2E
Not available
Available: Car alarm installed;
Digital surveillance
cameras installed; A dispatch service
has been created;
Not available Not available
E
E2B
E2G
E2C
E2E
Not available
Not available
Not available Not available
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1.
Approximate level
according to the
quality indicator
46
44
67
77
79
0-24% low;
25-44% lower
middle;
45-74% medium
high;
75-90% higher;
90-100% is
extremely high.
2.
Cross examination
34
37
41
44
52
0-44% low;
45-74% medium;
75-100% higher.
3.
Information
criterion (An
Information
Criterion)[6]
23
23
29
29
34
0-44% low;
45-74% medium;
75-100% higher.
In th
е
3
rd
table, the approximate level of the quality indicator for the transport
service was 46 percent in 2019, it decreased slightly in 2019 due to Covid-19, but a
sharp growth rate was observed from 2021 to 2023, in which the product of
Uzbekistan's strategy of "Development 2030" strategic measures and the
implementation of digital and business models such as e-government will be
observed. However, it is necessary to develop software tools aimed at improving the
organizational and economic mechanism for ensuring the reliability and expected
performance in improving the service quality of motor vehicles.
Based on a cross-sectional survey, the level of mobility of the car transport
service aimed at ensuring proportionality in terms of socio-economic, as well as
organizational and economic, from 34 percent in 2019 to a medium level in 2023 and
reached 52 percent. However, in this case, the importance of increasing the influence
of factors in increasing the firmographic efficiency of mutual vehicles increases,
accordingly, it is necessary to increase its participation in transformational processes.
According to the information criteria, as a result of the assessment, the weight of the
transport service was 23 percent in 2019 and it will increase to 34 percent by 2023
without drastic changes. Due to insufficient firmographic information on vehicles, it
is necessary to expand its application in the transport service.
CONCLUSION
The "Avtotransport vositalariga xizmat ko‘rsatish" State Unitary Enterprise
under the Tashkent City Administration manually enters all available organizational
and economic data related to services provided to official organizations. This manual
process causes significant inconvenience and complicates report generation, while
also weakening the control function.
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The "Avtotransport vositalariga xizmat ko‘rsatish" State Unitary Enterprise can
serve as a model for G2B coding of the SNEC. Additionally, car gas station
management processes and storage warehouse operations could be streamlined. The
enterprise could offer services to legal entities through agreements. Leveraging
existing e-commerce platforms is recommended for G2G transactions. To address the
absence of G2C and G2E models, creating an official website for the "Avtotransport
vositalariga xizmat ko‘rsatish" State Unitary Enterprise is essential. This would
enable the enterprise to electronically advertise job vacancies, potentially improving
the company's economic standing and organizational structure".
By understanding and leveraging firmography, businesses can enhance their
chances of success in G2B interactions and gain a clearer insight into the dynamics of
their target market. Firmographic segmentation allows for the grouping of a large
customer base into smaller, more manageable segments, facilitating better targeting
of sales and marketing efforts. For instance, companies can be categorized based on
employee count into segments of 50-100, 100-250, and 250-500 employees. When
marketers present their products to the right customer segment with tailored
messaging, the likelihood of purchase increases. Conversely, if the message does not
resonate with the segment, customers may ignore emails or leave websites without
engaging. Different customer segments have unique wants and needs, making it
challenging to drive revenue through a one-size-fits-all approach to messaging.
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