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1、企业管理改善中东与北非的贸易物流效率Trade Logistics in Developing Countries: The Case ofthe Middle East and North AfricaAs the pace of global integration continues, developing countries will compete increasingly in terms of their ability to link with global and regional markets competitively and efficiently. An ineff
2、icient trade and transport facilitation system can create obstacles and incurs real costs in terms of the product value -international agencies estimate that outdated trade administration procedures and the failure to adopt IT-supported trade facilitation account for seven per cent of the value of t
3、he goods traded.For countries in the Middle East and North Africa region, improving the efficiency of trade logistics is a critical priority. The region is losing global market share in key export sectors and non-oil exports are among the lowest in the developing world - with less than one per cent
4、of world market share in non-fuel exports relative to more than ten per cent in countries of the East Asia/Pacific region and more than four per cent in Latin America and the Caribbean. With respect to foreign direct investment, the regions performance also lags considerably behind other developing
5、regions - net FDI is less than one percent of GDP for the region as a 简化诲关手续，增加透明度，与公灰打交道（例如，建立与私管部门，每月开会 的伙伴关宗委员会）和加快向公余退税责任。货运代理，多式麻运和物流服务提供商运营中发挥有效的多式藤运服务开展 的核心作用。然而，他们并没有从制度上确认，因为在大多数中东和北非国彖航 空公司，即使出口商和进口商聘请他们作为订约承运人。这些公司破允许从事业 务之,，有必要制定本部门的迨当规定，这将要确保申民的健康或能力测试。同 时，有必要鼓励国家协会成立市场准入和能力，如国际货运代理联合会，
6、标准的 建立。（3） .建立国际过境协定，消除熟境货车运输的不确定性没有葭好的国际惯例要求的货物或费时的清关程序的物理转移手续或危及 国彖平安的边界。加拿大和美国，作为北美自由贸易区成员，就是一个例子中， 程序已经制定了允许任何一国的运输卡车在边境国际货运，以及拾起回程的偶然 然国内负载（帙是允许负我太多，但不附带人在欧盟国家也已制订了通过国际公 路运输证运输协定，以促进有效的除边界贸易和过境。一个区域运输网络的基础上的国际过境协定，并确保其可轨行性将是一个强 有力的手段促进区域内贸易和资产面对面的人吸引外国投济者。该地区的决策者 们共同努力，召开与邻近国家鼓励区域内的交通，促进国际和过境贸易
7、，以及。 这一建议应该建立在国际公路协议阿拉伯马格里布下的张合国/西亚经社会，在该 该会员国一致支持下，在阿拉伯马格里布综合运输宗统应该得到开展。此外，联合国公约就国际货物运输的国际公路货运通行证制度下（TIR公约， 1975年）已经加入由几个国彖在阿拉伯马格里布，即约旦，黎巴缴，阿拉伯救 利亚共和国和科威特。国际公路货运通行证提供了一个行之有效模式，即过境协 议可以选一步开展并会根据该地区的利益而集纳。whole, compared with 2.6 per cent for Latin America and the Caribbean and 1.8 per cent for Easte
8、rn Europe and Central Asia.Improve the efficiency of trade logistics in Middle East and NorthAfrica: Critical Issues for PolicymakersThese case studies point to a number of difficulties for exporting firms in the Middle East and North Africa region including generally poor quality and costly transpo
9、rt services, long shipping times, obstructive bureaucracy, inadequate trade-related services such as insurance, finance and transport intermediaries and others. Among the more important areas of concern for policymakers include the following.1. A Fragmented Trucking IndustryThe trucking industry, a
10、key conduit for goods in most Middle East and North Africa countries including the ones surveyed here, is in urgent need of reform due to the general prevalence of freight monopolies and partial rate control. In Yemen, for example, loads assigned on the basis of a queuing system are managed by carte
11、ls that operate on a regional basis (e.g., in Hodeidah, Aden, Mukalla, etc.). In addition, the trucking industry is not allowed to charge market rates for essential commodities that are regulated by the Ministry of Transport. Pricing practices are not economically efficient since the high rates levi
12、ed on non-regulated commodities are used to offset the low rates received for essential commodities.In Egypt, the trucking industry has the freedom to set rates, but licensing, safety, vehicle weights and dimensions and other operating aspects of the industry are regulated by the Ministry of Transpo
13、rt and Communications. In Jordan, the Unified Company for Organizing Land Transport, a cartel established by government to organize private trucking, assigns loads (based on turns) for trucks operating in the Aqaba and Zarqa Free Zones - with trucks getting a turn once every two weeks. While the car
14、tels control the load assignments, ownership of the trucks is highly fragmented and in the hands of many small operators. Transport rates set by the ministry have been decreasing but have not yet reached a level that will allow Jordanian trucks to compete with neighboring countries.2. Limited Shippi
15、ng ServicesGiven its small volume of export trade, the Middle East and North Africa region faces higher shipping costs and longer transit times for cargo than other developing countries. This penalizes exporters in an international marketplace where short order to delivery cycle time is required. In
16、 addition, it prevents economies of scale from being exploited.The Middle East container market consists of trade with Europe, Asia, North America and Africa, and the region in general is viewed as a transit point on the major shipping route rather than a final destination, between the two prominent
17、 container markets of Europe and Asia. Accordingly, most global shipping lines operate through feeder services which means that service level is affected by long and indirect sailing times. For example, a voyage from Jordan to New York requires 42 days while sailing times to Hamburg and Tokyo are 30
18、 and 45 days respectively.3. Problems with Customs Procedures, Duty-drawbacksMany exporters in the Middle East and North Africa region face significant difficulties in dealing with customs authorities and ill-functioning duty-drawback mechanisms. In Egypt, for example, clearing goods through customs
19、 requires 32 signatures for manual filing of documents and coordination with a large number of government agencies, namely the General Organization for Import and Export Control, Organization for Standardization, Food Control Department, and others. The process is intended as a one-stop inspection,
20、but without a single-window inspection procedure that harmonizes clearance procedures with other government departments. The Customs Authority also has an aggressive approach to revenue collection rather than trade facilitation and commercial invoices are rarely accepted as a document in determining
21、 the value of the shipment (as per international practice).4. Costly Airfreight Services; Inadequate Port ServicesAirfreight in many Middle East and North Africa countries is largely provided by state-owned airlines and airports, with competition limited by licensing regimes which protect flag carri
22、ers. While there has been entry by private carriers in air transport, most are restricted to niche markets. With regard to port services, the majority of ports are run by public authorities in which the authority regulates the port and provides all commercial port services. This model has prevented
23、upgrading of port infrastructure such as the installation of refrigeration capacity.5. Lack of Certification for Product QualityWhile the firms interviewed for this report had clearly passed the quality5 test for export potential, a number pointed out that this is more the exception than the rule. I
24、n many countries, such as Yemen, the inability to certify product quality constitutes a significant barrier to penetrating global markets, particularly for agricultural products. In the case of the textile exporters, in Egypt and Jordan, significant time and effort are invested in producing samples
25、to be sent to potential buyers as a test of product quality.6. A Strategy to Promote Efficient Trade Logistics in the MiddleEast and North Africa RegionBuilding efficient trade logistics systems requires that Middle East and North Africa governments maintain parallel efforts to strengthen the invest
26、ment climate by closing the gaps with best practice in macroeconomic policy, regulatory frameworks, infra-structure and institutions. Second, there are specific areas of focus within the trade logistics sector (exporters, importers, truck operators, rail carriers, transport intermediaries, insurance
27、 companies, etc.) where action is needed. Priority actions include developing and implementing a coherent national transport strategy, integrating institutions to handle trade and transport issues and modernizing trucking regulation.Over the medium term, policymakers can continue efforts to promote
28、exports, helping to increase the flow of goods and creating pressure for reform in other parts of the system through programmes to encourage firm competitiveness and export potential, promoting shippers9 associations, adequate regulation of transport intermediaries, and ensuring adequate product qua
29、lity testing and certification methods. In addition, there is a need to encourage greater use of ICT in the trade logistics system, harmonize carrier liability regimes and work with neighboring countries to promote more efficient cross-border transit procedures.(1) .Design and implement a coherent N
30、ational Transport PolicyA National Transport Policy which provides overall but consistent principles for developing individual modes of transport is the first important step for streamlining trade infrastructure. Such a policy would also provide a strategic direction for the further development of o
31、ther parts of the logistics chain such as port and free zone development. Ideally, a National Transport Policy should be designed to cover issues such as competition and market forces, highest practicable safety standards, economic regulation of carriers and modes of transportation, and ensuring tha
32、t each carrier or mode of transportation bears a fair proportion of the real costs of the resources, facilities and services provided to that carrier or mode of transportation at public expense.To restructure the current industry into one with capable market contestants, policymakers in the Ministry
33、 of Transport should establish new market entry conditions that facilitate competent and financially capable applicants to be approved while others are to be turned away. This approach would require careful planning in setting up the approval process with due diligence given to the minimum size comp
34、any in terms of fleet size and/or capitalization , number of contestants expected from consolidation, higher standards for vehicle safety, and other criteria. Strong consideration should be given to the transition of the trucking industry on an industry-by-industry segment basis to minimize the chao
35、tic process and maximize the lessons learned from the transformation of each industry segment, since the trucking industry is heterogeneous.(2) .Reorient customs authoritiesA number of Middle East and North Africa countries such as Egypt would benefit from reorientation of customs authorities from r
36、evenue collection to trade facilitation. Jordans experience is instructive in this regard. Today, Jordans cross-border authorities arc more progressive than most developing countries in the Middle East, with a Customs Department which has moved considerably towards supporting the national economy, p
37、romoting investment, facilitating trade, and protecting society and the environment from hazardous materials. Training and the creation of a positive work environment which motivates and sustains professionalism have been important factors contributing to this result. Other initiatives include imple
38、menting ASYCUDA and other information technologies, simplifying customs procedures, increasing transparency in dealing with the public (e.g., establishing a partnership committee with the private sector with monthly meetings) and speeding up duty refunds to the public.Freight forwarders, multimodal
39、transport operators and logistics service providers play a central role in the development of efficient intermodal transport services. However, they are not institutionally recognized as carriers in most Middle East and North Africa countries even though exporters and importers hire them as the cont
40、racting carrier. There is a need to develop appropriate regulation of this sector which would entail ensuring a public test of fitness or competence before such companies are allowed to engage in business. At the same time, there is a need to encourage the establishment of a national association to
41、set the standards of market entry and competence, such as FIATA (International Federation of Freight Forwarders).(3) .Establish international transit agreements to remove uncertainty of trans-border truckingGood international practice requires no physical transfer of goods or time-consuming clearanc
42、e procedures that compromise border formalities or national security. Canada and the United States, as members of NAFTA, are one example in which procedures have been worked out to allow the trucks of either country to transport international freight over the border, as well as pick up incidental do
43、mestic loads on the return journey (railways are allowed too but not for incidental loads). Countries in the European Union too have worked out transit agreements through TIR carnets to facilitate efficient cross-border trade and transit.A regional transport network based on an international transit
44、 agreement and ensuring its enforceability would be a strong instrument for promoting intraregional trade and an asset vis-a-vis attracting foreign investors. Policymakers in the region can make concerted efforts to convene with neighboring countries to encourage intra-regional traffic as well as fa
45、cilitating international and transit commerce. This initiative should build on the Agreement on International Roads in the Arab Mashreq developed under the auspices of UN/ESCWA in which the member states agreed that an integrated transport system in the Arab Mashreq should be developed.In addition,
46、the United Nations Customs Convention on the International Transport of Goods Under Cover of TIR Carnets (TIR Convention, 1975) has already been acceded to by several countries in the Arab Mashreq, i.e. Jordan, Lebanon, Syrian Arab Republic and Kuwait. The TIR carnets provide a proven model in which
47、 a transit agreement could be developed and it would be in the region interest to adopt one.开展中国彖的贸易物流：以中东和北非地区为例随着全球一体化的步伐继续下去，开展中国彖将越来越多地在他们的竞争能 力，与全球和区域市场竞争力和效率方面的张宗。效率低下的贸易和运输便利化 系统会造成并产生产品价值方面的实际本钱障碍，国际机构估计，按实际本钱过 时的贸易管理程序和没有采取IT支持贸易便利化的账户，占货物交易价值的百分 分之七O对于在中东和北非地区各国改善贸易物流效率，是一个重要的优先事项。该 地区正在失去
48、重要的出口部门和非石油产品出口全球市场份额佳居全球最低的 开展-以不到世界非燃料出口市场份额的百分之一的国彖相对于超过百分之十 东北/太平洋地区，每超过百分之四在拉丁美洲和加勒比地区。关于外国直接投济 济，该地区的表现也落后大大落后于其他开展中地区。把地区作为一个整体，净 外国直接投咨还不到国内生产总值的百分之一，相比之下，拉丁美洲和加勒比为 百分之一点八，东欧和中亚为百分之二点六。改善中东和北非的贸易物流效率：决策制定的关键问题这些案例研究指出，在中东和北非地区出口企业的一些因雄，包括质量普遍 较差，昂贵的运输服务，运输时间长，阻塞官傣主义，缺乏与贸易有关的服务， 如保隈，金融和运输中介机构
49、和其他方面的服务。决策者之间更关注的重要领域 包括以下内裒。1 .被分割的货车运输业对于货车运输业，在多数中东和北非国家包括那些在这里接受调查的商品的 主要渠道，是在改革由于货运垄断和局部控制率普遍流行的迨切需要。在也门， 例如，在挑队系统的基础上分配货我量是由地区性经营的账合企业处理的（例如, 在荷台达，亚丁，穆卡拉等人 此外，货运业是不允许去指责由交通运输部规定的 基本商品的市场价格。定价做法是不符合经济效益，因为高利率对非管制的商品 征收是用来抵请基本商品收到的低利率。在埃及，货运业可以自由设定利率，异议许可证，平安，车辆的重量和尺寸 而该行业的其他经营方面是受交通运输和通信部管理。在约旦，由政府设立的统 一组织陆上运输公司，联合企业给在亚喀巴和扎东卡自由区运行的货车组织私管 货运，分配货载量（驾车图数基础上）使货车得到一圈每两周一次。虽然卡特 东控制负荷转让，卡车所有权高度分散，在很多小本经詈者手中。该部已臧少，但尚未到达一定水平，将允许约旦卡车与周边国彖的竞争设置运输药率。2 .有限的运输服务由于其体积小，出口贸易，中东和北非也区面临比其他开展中国家的货物运 输本钱较