1、更多相关参考论文设计文档资源请访问 http:/ 稿Logistics in emerging marketsMany developing countries, out of necessity, concentrate on building critical infrastructure such as airports, highways, and shipping ports to foster their growing economies. But once the basics are in place, less visible efforts to improve the
2、flow of goods through a country can have a stronger economic impact than another pier, runway, or paved mile, a recent McKinsey study shows.1 Governments in markets such as Dubai, Hong Kong, and Singapore already understand the need to balance brick-and-mortar projects with policies, regulations, an
3、d enforcement measures. But many other developing nations have a single-minded devotion to expanding their hard infrastructure and thus overlook network componentssuch as efficient customs clearance and quality trucking servicesthat can have a strong impact on GDP. We estimate that one Asian country
4、, for example, could increase its GDP by 1.5 to 2 percent as of 2010 if it reduced its logistics costs by 15 to 20 percent. Cutting indirect costs, such as excessive inventory resulting from inefficient supply chains, would account for the bulk of the savings. This estimate doesnt include multiplier
5、 effects,2 which, we believe, could contribute an additional percentage point to GDP growth. Our experience in other countries shows that these savings are well within reach. By contrast, ongoing infrastructure projects, costing a total of about $10 billion, would generate only a 0.7 to 1 percent in
6、crease in this countrys GDP over the same period.Without question, countries in the early stages of development should focus on building serviceable roads and adequate ports. But initiatives to make supply chains more efficient should rapidly supplement core infrastructure programs. The time is righ
7、t for a shift if, for instance, the domestic logistics industry is fragmented and has few international 更多相关参考论文设计文档资源请访问 http:/ despite a high-quality infrastructure. In other words, if old, rattletrap delivery trucks clutter up pristine multilane highways, there is substantial room for improvement
8、.In any economy, the logistics industry bears substantial direct and indirect costs. In emerging markets, where networks have significant shortcomings, they are even larger (Exhibit 1). Direct costs, including transportation, warehousing, and handling, tend to be transparent. Indirect ones, such as
9、stock-outs, unnecessarily high inventories, and obsolescence, are much less visible and thus often overlooked, particularly by small or unsophisticated companies.Governments looking to manage their logistics networks must first identify the systems pain points. For the Asian country cited earlier, w
10、e estimate that policy changes or better enforcement of existing regulations could cut annual transportation and logistics expenses by $600 million to $960 million. In just three years, the total value created could exceed 1 percent of GDP. The savings would either increase corporate profitability o
11、r reduce prices for customers. Both would fuel economic growth.Indirect costs account for the bulk of these savings, though direct ones can contribute as well. A close look at trucking costs in a typical Asian market shows how this approach could work (Exhibit 2). At some companies, up to a quarter
12、of all deliveries arrive late and 2 to 4 percent of all goods are damaged in transit. The root of these problems is the 更多相关参考论文设计文档资源请访问 http:/ of trucks, which causes them to age faster and to break down more frequently. Late or damaged deliveries add $100 million to $140 million a year in indirec
13、t costs to inland transportation. Paradoxically, trucks overloaded in one direction are usually empty on the return trip, so overall asset utilization is low and price competition severe. This environment fuels a vicious circle, since incumbents cant afford to invest in maintenance or new equipment,
14、 and potential attackers have no incentive to enter the fray.In emerging markets, no one party can make supply chains more efficient. Too few companies understand indirect logistics costs well enough to see the value in paying a premium for reliable trucking services, for instance, and those that do
15、 are hard-pressed to find quality suppliers. Generally, governments are responsible for enforcing weight limits more strictly (as in the example of trucking), reducing the corruption that allows overweight trucks on the road, and lowering barriers for new entrants. Other measures could improve the q
16、uality of a countrys logistics network. Speeding up customs clearance and making processing times more consistent, for example, would allow companies to 更多相关参考论文设计文档资源请访问 http:/ their inventory levels, since they could depend on supplies arriving punctually. Or governments could educate logistics su
17、ppliers and customersmany of them mom-and-pop stores and other small businessesabout the benefits of better speed and reliability.Improving logistics and encouraging a more efficient supply chain would provide an attractive growth opportunity for emerging economies. While such initiatives are relati
18、vely inexpensive and dont have to compete for capital with highly visible infrastructure projects, they do need attention. It is much easier for a government to approve and embark on an expensive infrastructure project involving only one ministry than to improve the efficiency of supply chains by ca
19、refully coordinating the work of several branches of government. But a close look at the numbers makes the advantages of a better logistics network for any developing country plain to see.更多相关参考论文设计文档资源请访问 http:/ 文新兴市场中的物流出于国计民生的需要，许多发展中国家都将精力集中于建造重要的基础设施，如机场、高速公路和港口，以推动经济不断增长。但麦肯锡最近的一项研究表明，基础设施建设一旦
20、到位，那些旨在提高国家物流效率而不那么引人注目的努力，对经济的影响可能会超过增建一个码头、一条飞机跑道或一英里新铺道路所带来的影响 1。迪拜、中国香港及新加坡等市场的政府已经懂得，建设项目与政策、法规及执行措施之间必须求得平衡。但其他许多发展中国家还在一味地致力于扩建硬件基础设施，结果忽视了可能对国内生产总值产生较大影响的一些网络组成要素，如高效率的海关通关和高质量的卡车运输服务。例如，我们估计，某亚洲国家如果能把自己的物流成本降低 15%到 20%，到 2010 年便可将国内生产总值提高 1.5%到 2%。间接成本（如由供应链的低效导致的超额库存）的削减将占到成本总节省量的一大部分。此项估计
21、并未包括乘数效应 2，而我们认为，乘数效应可为国内生产总值的增长再贡献一个百分点。我们在其他国家的经验表明，这些成本节省是完全能够达到的。相比之下，正在实施的基础设施项目（总成本约为 100 亿美元）同期内却只能给该国的国内生产总值带来 0.7到 1的增长。毫无疑问，处在早期发展阶段的国家应集中精力建造耐用的公路和充足的港口。但提高供应链效率的措施应迅速对核心基础设施项目形成补充。例如，若高质量的基础设施已经建成，但国内物流业仍处于分散的状态，且没有多少国际竞争者，这就说明进行转变的时机已经成熟。换句话说，如果破旧的运输卡车充斥着全新的多车道公路，说明改善的空间相当大。在任何经济体中，物流业都
22、负担着相当高的直接成本和间接成本。在有着严重网络缺陷的新兴市场中，这些成本更高（图 1） 。包括运输、仓储和处理在内的直接成本倾向于透明化。缺货、不必要的高库存和报废等间接成本的可见性则低得多，因此常受到忽视，尤其是在小型的或不成熟的公司。更多相关参考论文设计文档资源请访问 http:/ 6 亿至 9.6 亿美元。在短短三年里，所创造的总价值将超过国内生产总值的 1%。所节约的费用开支可提高企业的收益率，或者降低针对客户的价格。两者都会促进经济增长。间接成本在降本中占主要部分，尽管直接成本也会有所贡献。对某个典型亚洲市场的卡车运输成本进行的深入分析，表明了该做法会起到怎样的作用（图 2） 。在
23、有些公司中，高达四分之一的货物交付会迟滞，所有货物中有 2%到 4%会在运输途中受损。这些问题的根源是卡车超载，这导致卡车更快地老化、更频繁地发生故障。交货延迟或货物受损每年会使内陆运输的间接成本增加 1 亿至 1.4 亿美元。矛盾的是，单程超载的卡车在返程时通常处于空载状态，因此资产的整体利用率很低，且价格竞争激烈。这种环境加剧进了恶性循环，因为现有经营者无力投资于设备的维护或购买新设备，而潜在竞争对手没有参与竞争的积极性。更多相关参考论文设计文档资源请访问 http:/ ，减少允许超载卡车在路上行驶的腐败行为，并降低新的市场参与者的准入门槛。其他措施也可提高一个国家物流网络的质量。例如，加
24、速海关通关、降低处理时间的波动可让企业降低库存水平，因为它们可以依赖准时的供货。或者，政府可向物流供应商和客户（它们中很多是夫妻店和其他小型企业）宣传加快速度和提高可靠性的好处。完善物流和打造较高效率的供应链可为新兴经济体提供诱人的增长机会。虽然这些措施所需成本相对较低，无需与更引人注目的基础设施项目争抢资金，但它们确实需要关注。对于一个政府来说，和通过协调若干政府部门来提高供应链效率的工作相比，批准和实施一个成本高昂，但只涉及一个部门的基础设施项目要容易得多。不过，对具体收益进行深入研究可让人们清楚地看到更好的物流网络能给发展中国家带来的好处。更多相关参考论文设计文档资源请访问 http:/
25、 稿LOGISTICS AND ENTERPRISES YIELDAbstract：This paper presents the connection between logistics and the enterprises yield. Logistics is a set of activities developed before and during production process, including the physical distributions activities of the finished products towards the consumers. T
26、he marketings target is to serve the clients as well as or even better the competition does and, at the same time, get profit. The effective demand required by marketing is realized throughout logistics. The logistics systems activities are costs generators and they are retrieved in the total cost o
27、f the finished product. Detecting the connections between the way of accomplishing a creative activity of value and the cost or the performance of another activity, logisticsgives an nfluence to the enterprises yield. The work sheet analyses the factors by which logistics is acting on the enterprise
28、s yield: the logistics activities costs, the serving clients level, the logistics activities correlation inside and outside the enterprise.Key Words :logistics, clients services, competitive advantage, enterprises yieldThe cost is the key indicator used to measure the logistics systems efficiency. A
29、pparently the most frequent decisions in reducing the logistics costs are those of the minimization of expenses that occupy the highest place, such as: transports, stockpiling, and storage. But not always this economic judgment takes us to obtain the highest effects. The logistics with low costs als
30、o suppose compromises (higher costs for transport but smaller costs, storage and stockpiling). If there is just one responsible person for all these logistics activities, an adequate decision can be easily taken. Because of the costs that every component activity involves, there is a detailed analys
31、is for reducing all these and increasing the enterprises yield, because their reduction supposes the increasing of the 更多相关参考论文设计文档资源请访问 http:/ For example reducing the transport costs by increasing the number of stockpiling places, will determinate the increase of he storage, launching and realizat
32、ion costs.Causes of problems analysis(A) lack of modern logistics management knowledge and expertise of logistics personnel. This is the third-party logistics industry in restricting the development of Chinas most important one of the bottlenecks. Logistics knowledge, especially in modern integrated
33、 third party logistics knowledge is far from being universal, but that its main business areas is to provide transportation and warehousing services, not know that it is new to these traditionalbusiness integration of its business fields Far too simple to become connected with transport and storage
34、of raw materials, semi-finished products supply, production process, material flow, the whole process of product distribution services, as cover flow, solid logistics, capital flow, information flow is equal to the integrated system of systems.(B) fails to effectively use modern technology. This sit
35、uation has greatly restricted the cultivation of third-party logistics companies, affecting their overall competitive strength increased. Chinas accession to the WTO, domestic enterprises will face third-party logistics strong competition from abroad, the domestic third-party logistics industry is d
36、ifficult to provide low-cost, high quality and efficient service.(C) subject to the constraints of traditional management systems. Fragmentation in the traditional institutional arrangements, third party logistics activities have been separated from many different sectors such as transportation, pos
37、t and telecommunications, foreign trade, domestic trade and only involves the transport industry to the Ministry of Railways, Ministry of Communications, etc. Some departments, the lack of efficient collaboration between departments, resulting in the transport process of rotation of the mode of tran
38、sport and time-consuming part of the cost of logistics in the process of becoming “trap. “ There are also procedures for customs management, material procurement and other aspects of some of the provisions of the logistics enterprises also raise the level of integrated services and business developm
39、ent areas, thus restricting the rapid development of third-party logistics industry. To decrease the logistics costs, a sever analysis of the effects which are 更多相关参考论文设计文档资源请访问 http:/ by the relationships between the following elements must be taken into consideration: stocks and transport stocks r
40、educing leads to the number and frequency increasing of movements from providers or customers, meaning a growth of the transportation costs; storage and transport storage reducing costs by giving up to some storage places, determining a high number of movements, in the conditions of the same activit
41、y volume and transportation costs ; marketing and transport using the transportation means to their full capacity means delivering higher quantities of products to reduce the transportation costs, but it might have negative effects in fulfilling the customers demands on time. stocks and marketing -
42、the raise of the satisfaction degree of the customers demands, a priority target of marketing strategy involves a higher cost for stockpiling. A customers fulfilling demand on time supposes the existence of a certain products quantity. Stocks and production - finished products stocks are influenced
43、by the customers demands and the enterprises production activity. The customers demands reduce the level of the finished products stocks and the production process increases their level. For the logistics system this situation can determine an increase of storage costs, if the products have a slow s
44、ale or the market demands were not tested before. Regarding the material resources, the decreasing of storage costs might generate discontinuities of the production process when irregularities in the yields process from the provider are reported. 更多相关参考论文设计文档资源请访问 http:/ 文物流与企业的收益摘要：文章介绍了物流和企业收益之间的联
45、系。物流是一组集活动开发前和生产的过程，包括对消费者的成品实物分配之前和期间的活动。市场营销的目标是为了客户以及更好的竞争，同时,从中获取高额利润。营销需要，是实现整个物流的有效需求。物流系统的活动成本,他们收回成本绩效在总成本中检测。检测实现一个创造性活动的价值和成本或另一个活动的性能之间的连结，给出了影响物流企业的绩效。工作表的各个因素进行分析，其中物流是企业的收益：物流的活动成本，服务客户的水平，物流企业内外的相关活动。关键词： 物流、客户服务、竞争优势、企业的收益成本用来衡量物流系统的效率的关键指标。显然，在降低物流成本的最常见的决定是：涉及费用最高的地方尽量减少开支，比如，运输，储存
46、和存储。但并不总是经济的判断，需要我们以获得最高的效果。物流较低成本也想妥协（运输成本较高，规模较小的成本，存储和储存） 。如果仅仅是一个对所有这些物流活动的负责人，可以很容易地采取适当的决定。由于每一个组件的活动涉及的成本，减少所有这些，并增加企业的收益有一个详细的分析，因为他们的减少，其他的增加。例如，减少运输成本，增加储存场所的数量，将确定的存储启动，实现成本的增加。产生问题的原因分析:(一)缺乏现代化物流知识和专业物流管理人才。这一点是目前制约中国第三方物流业发展的最主要的瓶颈之一。物流知识，尤其是现代综合的第三方物流知识远未得到普及，只是知道它的主要的业务领域是提供运输和仓储服务，而不知道它是对这些传统业务的新的整合，其业务领域也远过单纯的运输和仓储而成为连接原料、半成品供应、生产过程中物料流动、成品配送的全过程的服务，成为涵盖商流、实物流、资金流、信息流等于系统的综合体系。更多相关参考论文设计文档资源请访问 http:/ 为了降低物流成本，由以下要素之间的关系产生的影响分析，必须考虑到：1.库存和运输库存减少导致越来越多的供应商或客户的变动，这意味着运输成本的增长的数量和频率;2.存储和运输放弃一些存储的地方，确定一个地方，在相同的活动量和运输成本的条件下，降低成本
