國際物流成本外文翻譯

1、<p>　　2300單詞，1.3萬英文字符,4400漢字</p><p>　　出處：Source: Mir Saman Pishvaee, Hadi Basiri and Mohsensheikh Sajadieh. 2009“Supply Chain and Logistics in National, International and Governmental Environment: Conce

2、pts and Models” .Physica-Verlag Heidelberg, July, pp.57-83.</p><p>　　本科畢業(yè)論文（設(shè)計(jì)）</p><p>　　外 文 翻 譯</p><p><b>　　原文：</b></p><p>　　Nation logistics costs</

3、p><p>　　Inventory Carrying Costs</p><p>　　Inventory carrying costs include the cost of money (opportunity or interest), ad valorem taxes, insurance and shrinkage. Inventory carrying costs vary with

4、 the level of inventory stored. They can be categorized into the following four groups: (1) capital costs, (2) inventory service costs, (3) storage space costs, and (4) inventory risk costs.</p><p>　　Capital

5、 costs for inventory investment. Holding inventory ties up money that could be used for other types of investments. Consequently, a company’s opportunity cost of capital should be used to reflect accurately the true cost

6、 involved. All inventory carrying cost components must be stated in before-tax numbers, since all the other costs in the trade-off analysis, such as transportation and warehousing, are reported in before-tax dollars.<

7、/p><p>　　Inventory service costs. Inventory service costs consist of taxes and insurance paid as a result of holding inventory. In general, taxes vary directly with inventory levels. Insurance rates are not str

8、ictly proportional to inventory levels, but are related to the value of inventory over a specified time period.</p><p>　　Storage space costs. Storage space costs can be incurred at four types of facilities:&

9、lt;/p><p>　　– Plant warehouses</p><p>　　– Public warehouses</p><p>　　– Rented (leased) warehouses</p><p>　　– Company-owned (private) warehouses</p><p>　　Inven

10、tory risk costs. Although inventory risk costs vary depending on the company, in general, they include charges for: obsolescence, damages, pilferage and relocation. The cost of taxes, and obsolescence, depreciation and i

11、nsurance are estimated according to the Alford-Bangs Production Handbook formula. In this formula obsolescence accounts for nearly 40% of total inventory carrying costs, thus demonstrating the challenges facing inventory

12、 managers in the world of fast cycles and just-in-time </p><p>　　Transportation Costs</p><p>　　Transportation costs include carriers’ charges for all modes, including trucking, rail transport, w

13、ater and oil pipeline, and both international and domestic airfreight transport, as well as freight forwarding and shipper-related costs. The freight transportation costs in the CASS report account for the largest portio

14、n of logistics costs. These estimates are based on the annual Transportation in America report published by the Eon Transportation Foundation. Of total transportation costs, truckin</p><p>　　Total transporta

15、tion costs include costs for both primary and secondary transportation. Primary transportation is the movement of finished goods from plants and vendors to warehouses. Primary transportation costs include costs for reple

16、nishment movement from plants or distribution centers to other plants or distribution centers, and inbound freight on purchased finished goods movement to plants or distribution centers for resale. Secondary transportati

17、on is the delivery of finished goods to cust</p><p>　　Anyhow, eight items which Eon methodology calculates are (Macro Sys Research and Technology 2005):</p><p>　　– Intercity truck</p><

18、;p>　　– Local truck</p><p>　　– Railroads</p><p><b>　　– Water</b></p><p>　　– Oil pipelines</p><p><b>　　– Air</b></p><p>　　– Forwar

19、ders</p><p>　　– Shipper related costs</p><p>　　Each item will be estimated based on spread statistics of formal organizations such as Federal Highway Administration for intercity truck’s statist

20、ics.</p><p>　　Logistics Administration Costs</p><p>　　Logistics administration costs include indirect management and support staff, which comprises central distribution staff, planning and analy

21、sis staff, and the traffic department staff. Computer software and hardware cost allocations are another important distribution expenses. Such costs are included in the appropriate cost categories; with any remainder, co

22、nsidered as part of administration costs.</p><p>　　Logistics administration costs are set at 4% of sum of the inventory-carrying costs and transportation costs, in line with the methodology that has been con

23、sistently employed since the data series was first published in 1973.</p><p>　　However, we shouldn’t forget that unless Administration costs are only 4% of total logistics costs, but improving the methods of

24、 doing them would result in deep effects on total logistics costs.</p><p>　　The details of these cost components and the CASS methods for measurement are included in Table 4.6. </p><p>　　At last

25、 and in order to improve measure of logistics costs we suggest three recommendations (Macro Sys Research and Technology 2005):</p><p>　　1. The prices of the goods in inventory should be held constant to allo

26、w inventory levels to be estimated in constant dollars. This is a standard practice applicable to all other logistics cost items. Without controlling price effects, inventory level fluctuates even if the real inventory l

27、evel does not change. Table 4.6 Cost components and CASS methods of measurement (Macro Sys Research and Technology 2005) </p><p>　　2. The level of inventory can be smoothed over time to lessen the effect of

28、cyclical changes. An unexpected economic slowdown usually pushes up business inventory causing an increase in inventory carrying cost, other things being equal.</p><p>　　Likewise, an unexpected economic uptu

29、rn causes inventory to go down. While the resulting level of inventory carrying costs can still be usefully measured, its changes are not good indicators of whether the underlying logistics system is working better or wo

30、rse. A moving-average or some other time-series processes may be applied to the inventory data so that a more persistent trend can be identified.</p><p>　　3. The interest rate used to estimate the inventory

31、capital costs should be held constant. While the tax rates and the insurance premiums can both change, the CASS estimation does not individually utilize tax rate and insurance premium data. Interest rates are also relati

32、vely more volatile. Fluctuations in interest rates directly result in changes in the inventory-carrying cost even if the underlying logistics system stays unchanged. For a trend analysis, interest rates should be held co

33、nstant.</p><p>　　Conclusion of State of Logistics Survey in America</p><p>　　In order to see the use of CASS methodology practically, we will review the state of logistics in US, mainly reports

34、of year of 2006, according to 17th Annual Report of State of Logistics reported by CSCMP.</p><p>　　Total business inventories rose dramatically in 2005, which could have happened because of two reasons: <

35、/p><p>　　Fig. 4.8 Logistics costs as a percentage of GDP (Cooke 2006)</p><p>　　1. Raising trend of interest rate in order to control inflation caused by energy costs. (It’s obvious that many factor

36、s motivate energy costs to increase in recent years, such as war of Iraq, internal changes of Iran which have deep effects on global decisions).</p><p>　　2. Storing more goods by companies in order to respon

37、se to longer, often unpredictable transit times.</p><p>　　Interest rates have begun to climb back up and this, also combined with bigger inventories, pushed inventory carrying costs to new highs. It has two

38、main reasons:</p><p>　　1. Increase of fuel cost.</p><p>　　2. Shortage of labor, especially driver.</p><p>　　Figure 4.8 depicted that US business logistics costs were equal to 9.5% o

39、f nominal GDP in 2005. By the way, comparing the statistics of 2004–2005 illustrates that transportation costs rose 14.1% in 2005, the single largest rise and now account for 6% of nominal GDP. Costs were up for virtuall

40、y every component of business logistics costs. In the beginning of 1980s, legal barriers of transportation industry have diminished and caused decrease in costs which result in a decisive competition between</p>&

41、lt;p>　　So we can conclude that the economy is still growing and freight shipments are forecast to increase at double digit levels. We are hampered by inadequate and aging infrastructure and in need of strong national

42、leadership to focus on solving the tough capacity problems facing out transportation network. Embracing security as a core business function will enable firms to gain measurable bottom line benefits while mitigating the

43、need for a plethora of invasive government practices (Cooke 2006). </p><p>　　State of Logistics in South Africa</p><p>　　After becoming familiar with CASS methodology which is used to calculate

44、the US logistics costs, now it’s time we studied methods of determining the costs in under developed countries.</p><p>　　We chose South Africa for this purpose, because we have two formal reports on state of

45、 logistics survey for South Africa at hand for years of 2004 and 2005.</p><p>　　South Africa’s Methodology</p><p>　　The multiple perspectives considered by the state of logistics survey include

46、established areas of research, such as cost-modeling, transport economics and supply chain analysis, as well as emerging research areas, such as the role of logistics in economic development. The research methodology ref

47、lects this holistic approach and the relative maturity of these research areas. A more formal and quantitative approach is adopted for the development of the cost of logistics, while a more qualitative </p><p&

48、gt;　　For the purposes of model development, logistics is considered to be that part of the supply-chain process that deals with the transportation, warehousing, inventory carrying, administration and management of physic

49、al products between the primary point of production and the point of delivery to the final consumer (or last customer in the supply chain whenever products are not delivered to consumers). Per definition this excludes th

50、e cost of passenger transport and the cost of transport, storage,</p><p>　　Conclusion of State of Logistics Survey in South Africa</p><p>　　Based on annual reports on state of logistics survey f

51、or South Africa, 2005, in the first State of Logistics Survey in 2004, the need for measurement and revitalization of basic infrastructure in South Africa’s dual economy was accentuated. The process of addressing these n

52、eeds has started with the release of the National Freight Logistics</p><p>　　Strategy, which delineates a comprehensive development framework, as well as Spoor net’s growth plans for recapitalization. </p

53、><p>　　The global context – the case for developmental logistics. Currently, the world’s focus on logistics issues is divided with the first world caught in a three-way paradox, i.e. to:</p><p>　　–

54、 Continue the efficient development of their economies and therefore logistics systems</p><p>　　– Contribute to sustainable development globally and stimulate global growth, poverty alleviation and open acce

55、ss, which require a different approach to global logistics– Provide homeland security against perceived terror threats, which will tax logistics systems even more and bring new and unexpected inefficiencies into the syst

56、em. </p><p>　　These paradoxical themes are all related to developmental logistics. The global village made competition difficult for the third world, but at the same time, enabled it to catch up with the fir

57、st world in new and important ways. These issues point towards a need for structural change to existing logistics systems that will improve efficiencies, while also enabling international access between the developed and

58、 developing world and between first and second economies locally (The second annual sta</p><p>　　A macro-economic perspective. South Africa’s 2004 production and imports increased by 7.4% on the 2003 volumes

59、. While transport costs increased by 11%, the overall logistics cost remained flat at 15.2% of the GDP. In absolute terms, the biggest cost driver is transportation, rising by aboutR13 billion in the freight sector.</

60、p><p>　　The gap between road and rail corridor freight transport has widened even further during the past year, compounding the structural inefficiency in the economy. The good news is that the declines experie

61、nced by rail between 1997 and 2003 have been halted, with rail maintaining similar tonnage levels over the past 2 years. However, the challenge facing the economy remains: while rail focuses on reversing historic trends,

62、 growth in tonnage available for transport is still captured by road.</p><p>　　The structural changes required and indicated for developmental logistics are still South Africa’s biggest challenge. Efficient

63、long-haul corridors are required, alongside a focus on greater access for the second economy through focused investments (The second annual state of logistics survey for South Africa 2005). </p><p>　　Industr

64、y innovation. The surveys in South Africa reflect the supply-chain challenges and innovations of the chemicals, processed foods and logistics service provider industries. The nature of supply-chain innovation reflects th

65、e varying levels of supply-chain maturity across the industries, as well as the fundamental challenges experienced by these industries. The high level of supply-chain maturity of the bulk chemical industry is reflected i

66、n the move to cross-industry collaboration to improve</p><p>　　Government service delivery. The supply challenges faced by government in delivering services to its citizens are illustrated in an overview of

67、the National Health Care System, where the need for inventory management is identified as the key challenge (The second annual state of logistics survey for South Africa 2005). </p><p>　　The need for expandi

68、ng small business support initiatives to include all the aspects involved in establishing channels to market and in developing supply chains is obvious. A comprehensive range of SMME networking and logistics intervention

69、s is required on a large scale. Innovative solutions to the integration of small and large businesses in a supply-chain context are emerging (The second annual state of logistics survey for South Africa 2005).</p>

70、<p><b>　　譯文：</b></p><p><b>　　國際物流成本</b></p><p><b>　　庫存成本</b></p><p>　　庫存持有成本包括貨幣（機(jī)會(huì)或利息）成本、從價(jià)稅、保險(xiǎn)和收縮成本。庫存成本隨著庫存存儲(chǔ)水平的變動(dòng)而變動(dòng)，它們可以被分為以下四類：（1）資金成

71、本；（2）庫存服務(wù)成本；（3）倉儲(chǔ)空間成本；（4）庫存風(fēng)險(xiǎn)成本。</p><p>　　庫存投資的資本成本。庫存持有和資金連結(jié)在一起，可用于其它類型的投資。因此，公司的機(jī)會(huì)成本應(yīng)該用來準(zhǔn)確地反應(yīng)涉及的真實(shí)成本。所有庫存賬面成本的組成部分應(yīng)當(dāng)記入稅前總計(jì)中，因?yàn)樗械臋?quán)衡分析中的其他費(fèi)用，例如運(yùn)輸費(fèi)用和倉儲(chǔ)費(fèi)用，都在稅前以美元記錄。</p><p>　　庫存服務(wù)成本。庫存服務(wù)成本包括稅收費(fèi)用和

72、作為庫存持有而發(fā)放的保險(xiǎn)費(fèi)用。在一般情況下，稅收費(fèi)用直接隨著庫存水平的變化而變化。庫存水平對(duì)保險(xiǎn)費(fèi)率沒有什么影響，但是在指定的一段時(shí)間內(nèi)，受到庫存的周期值的影響。</p><p>　　倉儲(chǔ)空間成本。存儲(chǔ)空間成本的產(chǎn)生可能來自于四個(gè)設(shè)施類型：</p><p><b>　　-工廠倉庫；</b></p><p><b>　　-公共倉庫；&l

73、t;/b></p><p>　　-租用（租賃）倉庫；</p><p>　　-公司自營（私人）倉庫。</p><p>　　庫存風(fēng)險(xiǎn)成本。雖然庫存風(fēng)險(xiǎn)成本因公司而定，一般來說，它們包括的費(fèi)用有：廢棄成本、損壞成本、損耗成本和移倉成本。稅收的成本，以及廢棄成本、折舊費(fèi)用和保險(xiǎn)費(fèi)用根據(jù)奧爾福德-邦斯生產(chǎn)手冊(cè)公式被估計(jì)。在這公式里，廢棄成本占總庫存成本的近40%，這樣就

74、說明了庫存管理者面臨著在世界上快速周轉(zhuǎn)和準(zhǔn)時(shí)制的采購的挑戰(zhàn)?？偟膫}儲(chǔ)成本估算包括公共倉庫成本和制造以及分銷公司的私人倉儲(chǔ)成本。公共倉儲(chǔ)成本從商務(wù)部人口普查局的公共倉儲(chǔ)服務(wù)報(bào)導(dǎo)的數(shù)據(jù)中獲得；私人倉儲(chǔ)成本從CASS報(bào)告中獲得。移倉成本產(chǎn)生于存貨為了避免作廢，從一個(gè)倉庫搬運(yùn)到另一個(gè)倉庫。</p><p><b>　　運(yùn)輸成本</b></p><p>　　運(yùn)輸成本包括所有營運(yùn)

75、商的收費(fèi)模型，主要包括卡車運(yùn)輸費(fèi)、鐵路運(yùn)輸費(fèi)、水運(yùn)和油管線運(yùn)輸費(fèi)，國際和國內(nèi)的航空運(yùn)輸費(fèi)，以及貨運(yùn)代理和托運(yùn)有關(guān)的費(fèi)用。CASS報(bào)告中指出，運(yùn)輸成本是整個(gè)物流成本中最大的部分。這些數(shù)據(jù)的估計(jì)是根據(jù)伊諾交通運(yùn)輸基金發(fā)布的關(guān)于美國年度報(bào)告中的運(yùn)輸費(fèi)用數(shù)據(jù)。總運(yùn)輸成本中，貨運(yùn)成本占美國企業(yè)物流成本的很大部分，超過了國際貨運(yùn)法規(guī)定的80%以上。與船運(yùn)有關(guān)的費(fèi)用包括裝卸費(fèi)和運(yùn)輸設(shè)備費(fèi)，以及交通部門的運(yùn)作費(fèi)。</p><p>

76、;　　總運(yùn)輸成本包括基本的運(yùn)輸費(fèi)用和次級(jí)的運(yùn)輸費(fèi)用?；镜倪\(yùn)輸是指把完工的商品從工廠和供貨商運(yùn)送到倉庫時(shí)的運(yùn)動(dòng)?；具\(yùn)輸費(fèi)用包括將補(bǔ)充的貨物從工廠或者配送中心運(yùn)送另一些工廠或者配送中心時(shí)發(fā)生的費(fèi)用，以及購買的進(jìn)口產(chǎn)成品轉(zhuǎn)售至工廠或者配送中心時(shí)所要交付的入站的費(fèi)用。次級(jí)運(yùn)輸是指將產(chǎn)成品向客戶運(yùn)送的運(yùn)動(dòng)。次級(jí)運(yùn)輸費(fèi)用包括向運(yùn)營商支付的費(fèi)用，臨時(shí)津貼費(fèi)，卡車或者鐵路的營運(yùn)費(fèi)，以及其他所需支付的運(yùn)費(fèi)。</p><p>　

77、　不管怎樣，用伊諾方法學(xué)經(jīng)行估算的八個(gè)項(xiàng)是（宏觀系統(tǒng)研究與技術(shù)，2005）：</p><p>　　-城際卡車運(yùn)輸費(fèi)用；</p><p>　　-本地卡車運(yùn)輸費(fèi)用；</p><p><b>　　-鐵路運(yùn)輸費(fèi)用；</b></p><p><b>　　-水路運(yùn)輸費(fèi)用；</b></p><

78、p>　　-石油管道運(yùn)輸費(fèi)用；</p><p><b>　　-航空運(yùn)輸費(fèi)用；</b></p><p><b>　　-代理運(yùn)輸費(fèi)用；</b></p><p>　　-托運(yùn)者支付的相關(guān)成本。</p><p>　　每個(gè)項(xiàng)目將根據(jù)正規(guī)的組織機(jī)構(gòu)得出的數(shù)據(jù)進(jìn)行估算，例如美國聯(lián)邦公路管理局對(duì)城際卡車運(yùn)輸費(fèi)用的

79、統(tǒng)計(jì)數(shù)據(jù)。</p><p><b>　　物流管理成本</b></p><p>　　物流管理成本包括間接管理費(fèi)用和員工支援費(fèi)用，其中，員工支援費(fèi)用包含中央分配的工作人員費(fèi)用，計(jì)劃和分析的工作員工費(fèi)用，以及交通部門的工作人員的費(fèi)用。電腦軟件和硬件的成本分配是另一個(gè)重要的分銷開支。這些費(fèi)用包括在適當(dāng)?shù)某杀痉N類中，與任何剩余部分一起，作為管理成本的一部分。</p>

80、<p>　　物流管理成本被規(guī)定占庫存搬運(yùn)成本和運(yùn)輸成本的總和的4%，符合與它一貫以來的一系列數(shù)據(jù)采用最初在1973 年出版的方法。</p><p>　　但是，我們不能忘記，除非管理成本只占總物流成本的4%，否則，提高這個(gè)方法的運(yùn)用，會(huì)導(dǎo)致對(duì)總物流成本的重大影響。這些費(fèi)用構(gòu)成和CASS測(cè)量方法詳情見表4.6。</p><p>　　表4.6成本的構(gòu)成和CASS測(cè)量方法（宏觀系統(tǒng)研

81、究與科技，2005）</p><p>　　最后，為了提高物流成本控制的措施，我們提出三項(xiàng)建議（宏觀系統(tǒng)研究與科技，2005）：</p><p>　　1、庫存貨物的價(jià)格應(yīng)保持不變，使庫存水平在美元的估算中保持不變。這是一個(gè)適用于其他任何物流成本項(xiàng)目的標(biāo)準(zhǔn)措施。如果沒有控制物價(jià)的影響，即使實(shí)際庫存水平?jīng)]有改變，也會(huì)使名義庫存水平波動(dòng)。</p><p>　　2、使庫存水平

82、可以平滑地隨著時(shí)間的推移來減輕周期性變化的影響。在其他因素都不變的情況下，突發(fā)性的經(jīng)濟(jì)衰退會(huì)提高企業(yè)庫存導(dǎo)致庫存賬面成本的增加。同樣，經(jīng)濟(jì)的突然繁榮會(huì)導(dǎo)致庫存的降低。雖然庫存運(yùn)輸成本水平的結(jié)果仍然可以有效的被衡量，但是它的變化不是衡量基本的物流系統(tǒng)運(yùn)行是否好壞的重要指標(biāo)。移動(dòng)平均法或者其他時(shí)間序列的程序法可能被應(yīng)用到庫存數(shù)據(jù)的計(jì)算，以便確定更持久的趨勢(shì)。</p><p>　　3、用利率來估算庫存資本成本，應(yīng)當(dāng)保持

83、不變。雖然稅率和保險(xiǎn)費(fèi)用可以同時(shí)變動(dòng)，但是中國社會(huì)科學(xué)院不會(huì)單獨(dú)使用稅率和保險(xiǎn)費(fèi)率的數(shù)據(jù)進(jìn)行估算。同時(shí)，利率也相對(duì)變得更加不穩(wěn)定，利率的波動(dòng)直接導(dǎo)致在庫存賬面成本，甚至?xí)?dǎo)致保持不變的基本物流系統(tǒng)的變化。從趨勢(shì)分析來看，利率應(yīng)當(dāng)保持持久的不變。</p><p>　　美國物流統(tǒng)計(jì)調(diào)查的結(jié)論</p><p>　　為了看到CASS方法論在實(shí)際中的運(yùn)用，我們將回顧美國的物流狀態(tài)，主要的報(bào)告有200

84、6年CSCMP在第17屆年會(huì)報(bào)告中發(fā)表的美國物流報(bào)告。</p><p>　　2005年，共有企業(yè)發(fā)生庫存急劇上升的情況，主要有兩個(gè)原因：</p><p>　　圖4.8 物流成本占國內(nèi)生產(chǎn)總值的百分比（庫克，2006）。</p><p>　　1、為了控制由能源成本引起的通貨膨脹而提高利率的趨勢(shì)。（很明顯，近幾年來，許多因素都促使能源成本的增長，例如伊拉克戰(zhàn)爭(zhēng)、伊朗內(nèi)部

85、的變化，這些都對(duì)全球的決定有深刻的影響）。</p><p>　　2、為了順應(yīng)長遠(yuǎn)且經(jīng)常不可預(yù)測(cè)的運(yùn)送時(shí)間，公司應(yīng)該儲(chǔ)存更多的商品。</p><p>　　利率已經(jīng)開始回升，并且伴隨著較大的庫存，這推動(dòng)了庫存成本新高。造成這種現(xiàn)象，主要有以下兩個(gè)方面的原因：</p><p>　　1、燃料成本的增加。</p><p>　　2、勞動(dòng)力的短缺，尤其是駕

86、駛員。</p><p>　　圖4.8所示，美國的企業(yè)物流成本相當(dāng)于2005年名義GDP的9.5%。同時(shí)，比較2004—2005年的統(tǒng)計(jì)數(shù)據(jù)，表明運(yùn)輸成本在2005年上升了14.1%，達(dá)到單一最大幅度的增長，現(xiàn)在占名義GDP的6%。企業(yè)物流成本每一個(gè)組成部分的成本費(fèi)用幾乎都有所增長。在20世紀(jì)80年代初，交通運(yùn)輸行業(yè)的合法障礙已經(jīng)減少，引起成本增長的原因直接導(dǎo)致了公司之間競(jìng)爭(zhēng)的決定性。從這一方面，我們看到了1980

87、-2003年呈下降趨勢(shì)。在2003年經(jīng)濟(jì)增長被鎖定，提高運(yùn)輸行業(yè)的要求，然后計(jì)算庫存股票和高利率，從而引起2003年呈上升的趨勢(shì)。</p><p>　　因此，我們可以得出結(jié)論，經(jīng)濟(jì)仍在持續(xù)增長，預(yù)計(jì)貨物運(yùn)送量將增長兩位數(shù)的水平。我們被不充分和老化的基礎(chǔ)設(shè)備所阻礙，需要強(qiáng)有力的國家領(lǐng)導(dǎo)重視解決運(yùn)輸網(wǎng)絡(luò)面臨的棘手的能力問題。把安全作為業(yè)務(wù)功能的核心，將會(huì)使企業(yè)有能力獲得可衡量的底線優(yōu)勢(shì)，同時(shí)，減輕了大量侵入的政府業(yè)務(wù)

88、的需求（庫克，2006）。</p><p><b>　　南非國家的物流</b></p><p>　　在熟悉CASS方法論，即用來計(jì)算美國物流成本后，現(xiàn)在是時(shí)間讓我們來研究在發(fā)達(dá)國家確定計(jì)算物流成本方法的選擇了。</p><p>　　為此，我們選擇了南非作為例子，因?yàn)槲覀冇?004年和2005年的關(guān)于南非物流成本的調(diào)查資料。</p>

89、<p><b>　　南非的方法論</b></p><p>　　國家物流調(diào)查從多重的角度來考慮，包括建立研究領(lǐng)域，如成本模型領(lǐng)域、運(yùn)輸經(jīng)濟(jì)和供應(yīng)鏈分析研究領(lǐng)域，以及新興的研究領(lǐng)域，作為經(jīng)濟(jì)發(fā)展中物流的領(lǐng)域。研究方法論反映了這種整體論的方法，以及這些研究領(lǐng)域的相對(duì)成熟度。一個(gè)更加正式化和定量的方法被用于物流成本的發(fā)展，而更多定性和探索性的方法應(yīng)用于小企業(yè)和經(jīng)濟(jì)的發(fā)展角度。</p

90、><p>　　對(duì)于模型的發(fā)展而言，物流被認(rèn)為是供應(yīng)鏈的一部分，用于處理交通運(yùn)輸、倉儲(chǔ)、庫存持有、管理和管理人員，關(guān)于基本生產(chǎn)點(diǎn)和至最終消費(fèi)者（或者是當(dāng)產(chǎn)品不能運(yùn)送到消費(fèi)者時(shí)，在供應(yīng)鏈中的最終消費(fèi)者）的運(yùn)送點(diǎn)之間的物理產(chǎn)品問題。這個(gè)定義不包括旅客運(yùn)輸成本和運(yùn)輸費(fèi)、倉儲(chǔ)費(fèi)、包裝費(fèi)、裝卸費(fèi)等等，行李郵寄費(fèi)與存儲(chǔ)費(fèi)、生產(chǎn)過程運(yùn)動(dòng)產(chǎn)生的工作費(fèi)一樣（2005年南非的第二個(gè)年度物流調(diào)查報(bào)告）。</p><p&g

91、t;　　南非國家物流調(diào)查的結(jié)論</p><p>　　根據(jù)南非物流調(diào)查2005年的年度報(bào)告，2004年的第一次國家物流調(diào)查，測(cè)量以及在南非二元經(jīng)濟(jì)中振興的基礎(chǔ)設(shè)施的需求被重點(diǎn)指出。這些需求的解決進(jìn)程已經(jīng)隨著全國貨運(yùn)物流戰(zhàn)略的實(shí)行而開始，該戰(zhàn)略描繪了一個(gè)全面的發(fā)展框架，與斯波爾的凈資產(chǎn)重組的計(jì)劃對(duì)資本額的調(diào)整一樣。</p><p>　　在全球范圍內(nèi)，以發(fā)展的物流為案例。目前，世界重視的物流問題

92、被區(qū)分于第一世界，緊系三方面的矛盾，即：</p><p>　　1、繼續(xù)它們的經(jīng)濟(jì)和物流系統(tǒng)的高效率開發(fā)。</p><p>　　2、為全球可持續(xù)發(fā)展做出貢獻(xiàn)，促進(jìn)全球經(jīng)濟(jì)增長，扶貧和開放訪問，這需要為全球物流尋找一個(gè)不同的方法。</p><p>　　3、提供國土安全，防御感受到的恐怖威脅，這將會(huì)使物流系統(tǒng)繳納更多稅，也會(huì)給系統(tǒng)帶來新的和意想不到的低效率。</p&

93、gt;<p>　　這些矛盾的主題都與物流的發(fā)展有關(guān)。地球村做出第三世界的競(jìng)爭(zhēng)困難的決策，但在同一時(shí)間，使第三世界能夠在新的和重要的方式上趕上第一世界。</p><p>　　這些問題指出，現(xiàn)有的物流系統(tǒng)需要在結(jié)構(gòu)上轉(zhuǎn)變，從而提高效率，同時(shí)也使國際有能力進(jìn)入發(fā)達(dá)國家和發(fā)展中國家，以及第一次和第二次局部性的經(jīng)濟(jì)（2005年南非國家物流調(diào)查第二個(gè)年度報(bào)告）。</p><p>　　從宏

94、觀經(jīng)濟(jì)角度看。南非2004年的生產(chǎn)和進(jìn)口總量比2003年增加了7.4%。而運(yùn)輸成本增加了11%，整體物流成本保持在GDP的15.2%。從絕對(duì)數(shù)來看，最大的成本是運(yùn)輸成本，在貨運(yùn)部分大約增長了130億元。公路和鐵路貨物運(yùn)輸之間的差距已經(jīng)在過去的一年里擴(kuò)大，加劇了經(jīng)濟(jì)結(jié)構(gòu)的低效率。但好的方面是，在1997年和2003年之間，鐵路跌幅的經(jīng)歷已經(jīng)停止，軌道維修的噸位保持在過去2年的類似水平上。然而，經(jīng)濟(jì)面臨的挑戰(zhàn)仍然存在：鐵路重視逆轉(zhuǎn)的歷史趨勢(shì)

95、，運(yùn)輸可用的噸位增長仍然是公路的有利之處。結(jié)構(gòu)性的變化要求和表明發(fā)展的物流仍然是南非巨大的挑戰(zhàn)。高效長途被要求，另一方面通過重點(diǎn)投資進(jìn)入第二次經(jīng)濟(jì)（2005年南非國家物流調(diào)查第二個(gè)年度報(bào)告）。</p><p>　　產(chǎn)業(yè)創(chuàng)新。南非的調(diào)查反映了供應(yīng)鏈面臨著化學(xué)品、加工食品和物流服務(wù)提供行業(yè)的挑戰(zhàn)和創(chuàng)新。供應(yīng)鏈創(chuàng)新的性質(zhì)反映了供應(yīng)鏈在各個(gè)行業(yè)的成熟程度不同的水平，以及這些行業(yè)經(jīng)歷的根本性挑戰(zhàn)。供應(yīng)鏈的高成熟度被大部分化

96、學(xué)產(chǎn)業(yè)用來反映跨產(chǎn)業(yè)的合作，來改善國際物流基礎(chǔ)設(shè)施的利用率。在高競(jìng)爭(zhēng)的成本敏感的行業(yè)，比如食品加工行業(yè)，以企業(yè)層面的創(chuàng)新來降低成本支配，有時(shí)是在渠道層面的創(chuàng)新（2005年南非的第二個(gè)年度物流調(diào)查報(bào)告）。</p><p>　　政府提供服務(wù)。供應(yīng)面臨的挑戰(zhàn)是政府在提供服務(wù)給公民方面，是一個(gè)國家衛(wèi)生部門概述說明的例子。保健系統(tǒng)，作為庫存管理的需求系統(tǒng)被認(rèn)為是一項(xiàng)挑戰(zhàn)的關(guān)鍵之處（2005年南非國家物流調(diào)查第二個(gè)年度報(bào)告）

97、。</p><p>　　為了擴(kuò)大小企業(yè)，支持所有在市場(chǎng)建立渠道的主觀能動(dòng)性方面，以及發(fā)展供應(yīng)鏈的必要性是顯而易見的。一個(gè)大的規(guī)模需要有SMME網(wǎng)絡(luò)和物流干預(yù)的一個(gè)綜合系列的運(yùn)用。小型和大型企業(yè)的供應(yīng)鏈中集成創(chuàng)新解決方案是顯現(xiàn)的（2005年南非國家物流調(diào)查第二個(gè)年度報(bào)告）。</p><p>　　出處：[伊朗]米爾薩曼.皮什瓦伊,哈迪.巴塞瑞,莫森舒克.薩賈迪,在國家、國際和政府環(huán)境中的供應(yīng)鏈