【正文】 ics Survey in South AfricaBased on annual reports on state of logistics survey for 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 needs has started with the release of the National Freight LogisticsStrategy, which delineates a prehensive development framework, as well as Spoor net’s growth plans for recapitalization. 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 threeway paradox, . to:– Continue the efficient development of their economies and therefore logistics systems– Contribute to sustainable development globally and stimulate global growth, poverty alleviation and open access, 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 system. These paradoxical themes are all related to developmental logistics. The global village made petition difficult for the third world, but at the same time, enabled it to catch up with the first 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 developing world and between first and second economies locally (The second annual state of logistics survey for South Africa 2005). A macroeconomic perspective. South Africa’s 2004 production and imports increased by % on the 2003 volumes. While transport costs increased by 11%, the overall logistics cost remained flat at % of the GDP. In absolute terms, the biggest cost driver is transportation, rising by aboutR13 billion in the freight sector.The gap between road and rail corridor freight transport has widened even further during the past year, pounding the structural inefficiency in the economy. The good news is that the declines experienced 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, growth in tonnage available for transport is still captured by road.The structural changes required and indicated for developmental logistics are still South Africa’s biggest challenge. Efficient longhaul 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). Industry innovation. The surveys in South Africa reflect the supplychain challenges and innovations of the chemicals, processed foods and logistics service provider industries. The nature of supplychain innovation reflects the varying levels of supplychain maturity across the industries, as well as the fundamental challenges experienced by these industries. The high level of supplychain maturity of the bulk chemical industry is reflected in the move to crossindustry collaboration to improve the utilization of the national logistics infrastructure. In the highly petitive costsensitive industries, such as processed foods, firmlevel innovation to reduce costs dominates, sometimes at the expense of channellevel innovation (The second annual state of logistics survey for South Africa 2005). Government service delivery. The supply challenges faced by government in delivering services to its citizens are illustrated in an overview of 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). The need for expanding small business support initiatives to include all the aspects involved in establishing channels to market and in developing supply chains is obvious. A prehensive range of SMME networking and logistics interventions is required on a large scale. Innovative solutions to the integration of small and large businesses in a supplychain context are emerging (The second annual state of logistics survey for South Africa 2005).英文文獻(xiàn)中文翻譯（一） 10213533 施冰倩來源：海德堡物理學(xué)出版社,2009(7):5783.作者：,出版時(shí)間：2009年7月國(guó)際物流成本（伊朗）, 庫(kù)存成本庫(kù)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(kù)存成本隨著庫(kù)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）資金成本；（2）庫(kù)存服務(wù)成本；（3）倉(cāng)儲(chǔ)空間成本；（4）庫(kù)存風(fēng)險(xiǎn)成本。庫(kù)存投資的資本成本。庫(kù)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(kù)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(cāng)儲(chǔ)費(fèi)用，都在稅前以美元記錄。庫(kù)存服務(wù)成本。庫(kù)存服務(wù)成本包括稅收費(fèi)用和作為庫(kù)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(kù)存水平的變化而變化。庫(kù)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(kù)存的周期值的影響。倉(cāng)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：工廠倉(cāng)庫(kù)；公共倉(cāng)庫(kù)；租用（租賃）倉(cāng)庫(kù)；公司自營(yíng)（私人）倉(cāng)庫(kù)。庫(kù)存風(fēng)險(xiǎn)成本。雖然庫(kù)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(cāng)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(kù)存成本的近40%，這樣就說明了庫(kù)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(gòu)的挑戰(zhàn)?？偟膫}(cāng)儲(chǔ)成本估算包括公共倉(cāng)庫(kù)成本和制造以及分銷公司的私人倉(cāng)儲(chǔ)成本。公共倉(cāng)儲(chǔ)成本從商務(wù)部人口普查局的公共倉(cāng)儲(chǔ)服務(wù)報(bào)導(dǎo)的數(shù)據(jù)中獲得；私人倉(cāng)儲(chǔ)成本從CASS報(bào)告中獲得。移倉(cāng)成本產(chǎn)生于存貨為了避免作廢，從一個(gè)倉(cāng)庫(kù)搬運(yùn)到另一個(gè)倉(cāng)庫(kù)。運(yùn)輸成本 運(yùn)輸成本包括所有營(yíng)運(yùn)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(guó)際和國(guó)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(guó)年度報(bào)告中的運(yùn)輸費(fèi)用數(shù)據(jù)?？傔\(yùn)輸成本中，貨運(yùn)成本占美國(guó)企業(yè)物流成本的很大部分，超過了國(guó)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)?？傔\(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(cāng)庫(kù)時(shí)的運(yùn)動(dòng)。基本運(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(gòu)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(yíng)商支付的費(fèi)用，臨時(shí)津貼費(fèi)，卡車或者鐵路的營(yíng)運(yùn)費(fèi)，以及其他所需支付的運(yùn)費(fèi)。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）：城際卡車運(yùn)輸費(fèi)用；本地卡車運(yùn)輸費(fèi)用；鐵路運(yùn)輸費(fèi)用；水路運(yùn)輸費(fèi)用；石油管道運(yùn)輸費(fèi)用；航空運(yùn)輸費(fèi)用；代理運(yùn)輸費(fèi)用；托運(yùn)者支付的相關(guān)成本。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(guó)聯(lián)邦公路管理局對(duì)城際卡車運(yùn)輸費(fèi)用的統(tǒng)計(jì)數(shù)據(jù)。物流管理成本 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。物流管理成本被規(guī)定占庫(kù)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。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。（宏觀系統(tǒng)研