The Logistics of Production and Supply of Ag Pellets for Industrial Applications in Canada

In this work we analyze the supply of biomass from field to an in-land or port destination. The biomass is pelletized to increase its bulk density to extend its storage period and for ease of its transport. The pellet may be used for conversion to chemicals and animal bedding or for straight combustion. We analyzed supply chain in Saskatchewan where there are plenty of crop residues but widely dispersed and harvest seasons are short. We envisioned that the farmer collects bales from field and transports the bales to farmstead during the harvest season. The bales are then processed into pellets using small scale pellet equipment. A custom operator with expertise in pelletization may engage in handling and densifying the biomass. The business case for the mobile mill will be similar to the well established custom grain and forage harvesting operations. The pellets are stored in hopper bottom grain bins at the farmstead. From this point, the handling of pellets would be similar to the handling and marketing of grain. The farmer trucks a specified volume of pellets from farmstead to the nearest elevator where the pellets are transferred to larger bins or silos. Pellets are extracted from silos and loaded onto the rail cars. The Canadian freight rail companies (mainly CN) currently transport over 3 million dry tonne (dt) of wood pellets in rail cars. The pellets are hauled to marine ports on the West Coast or East Coast for export. The cost of delivering ag pellets to biorefinery or to the shipping port is $86.09/dt. This cost does not include the equivalent value of removing biomass from the farm (e.g. fertilizer replacement) and return on investment. The GHG emissions to produce and transport ag pellets add up to 185.9 kg of CO2 per dt of biomass. The cost of producing pellets without drying feedstock is $35.05/dt and the corresponding GHG for palletization amounts $146.30/dt.

Circulating Environmental Logistics Channel for Sustainable Society

This paper suggests the important role of trust as a governance mechanism for the circulating environmental logistics channel for reuse and recycle. Three types of the circulating logistics channels are discussed. The first is the recycle channel, where an actor (a firm) can govern total channel and its flow. In this channel, an actor bears the role of entrance and exit, and processes goods, resources, and waste. It may be called as the closed circulating logistics channel. The second is the recycle channel of kitchen garbage, which is governed by plural actors, such as firms, consumers, and governments, based on trust. This channel may be called as the open circulating logistics channel. The third is the recycle channel with intermediate traders and retailers. This channel may be called as the intermediate circulating logistics channel. It suggests to us that actors with autonomy and volunteerism can promote and make a successful circulating environmental logistic channel under the mutual trust and the cooperative role sharing.

Research on the Logistics Cost and Enterprise Operation Efficiency with the Influences on International Trade

In this paper, we conduct research on the logistics cost and enterprise operation efficiency with the influences on international trade. With the deepening of the reform of the market economic system in our country, and the advancement of the reform of state-owned enterprises and government function transformation, the company is out of the shackles of the planned economy as the main body of market competition, at the same time, government regulators and investors in a state-owned capital market, all kinds of financial intermediaries and the information intermediary organizations, as well as the associated with the interests of closely linked to the enterprise value creation main body, including business owners and operators have yet to establish a timely to adapt to the market economy system. With this guidance, we propose the novel international trade paradigm for the companies that will enhance the efficiency of the general management.

Based on the Incentive Mechanism of Enterprise Reverse Logistics Research Literature Review

In recent years, along with the people environmental protection consciousness enhancement and the concept of circular economy enterprises to implement reverse logistics is imperative. In recent years, based on the incentive mechanism of reverse logistics literature has gradually emerged. In this paper, the concept of reverse logistics are introduced in detail, and compares the forward logistics and reverse logistics, analyzes the driving factor for the formation of reverse logistics, from the Angle of the government and the enterprise two introduces the related literature, the incentive mechanism on the basis of the summary, summarized the problems of enterprise reverse, government incentives for enterprises is discussed the importance of reverse logistics, based on the existing research results in recent years to sum up, the paper further research are pointed out.

The Impact of the GST on Mortgage Yield Spreads of Australian Building Societies

Australia has experienced significant rises in mortgage costs and sharp declines in housing affordability in the last few decades, particularly since it implemented a new tax system of Goods and Services Tax （GST） in July 2000. Prior research has attempted to examine the influence of the GST on general price levels, but little research effort has been directed to investigate the impact of the GST on mortgage costs. Using proprietary data of major building societies in Australia for 36 months, this paper examines the changes of mortgage yield spreads in the pre-and post-GST periods for building societies. Results suggest that the lenders significantly increased their mortgage charges in the post-GST periods, For example, the increase is found to be, on average, 59.0 basis points which are much higher than that of banks.

High Logistics Cost, Toll Road and Institutional Factors Countermeasure in China

Logistics industry has become the driving force of economic growth. However, the logistics industry develops very slowly because the institutional factors have critically hindered the whole development of logistics industry in China. Institutional factors are regarded as the important factor for logistics cost under the market segmentation of peasant mentality. By comparison of the institutional costs in United States, Japan, India and the Europe, deep reason of high cost behind cost driving force is analyzed. Countermeasure is put forward, such as reducing the prices of domestic toll road, using fuel tax as implemented for highway construction funds, and decreasing the restricted policy for carrying freight cars etc..

我国物流业2023年发展回顾与2024年展望

2023年,我国经济实现恢复发展,物流需求稳步复苏,物流业在国民经济中的地位持续提升,物流供给质量稳步提高,物流运行环境持续改善,现代物流发展模式稳步转换,企业竞争力持续增强,全行业正在进入新的阶段。主要表现在八个方面:一是物流市场实现恢复增长;二是提质增效降本稳步推进;三是供应链物流引领转型发展;四是一流企业提升产业竞争力;五是创新驱动打造新质生产力;六是物流网络布局均衡发展;七是绿色低碳物流影响提升;八是制度保障优化营商环境。但是,我国物流业也面临一系列比较紧迫的问题,结构调整叠加有效需求偏弱,物流需求仍处于恢复期,需求不足企业占比较高,企业经营普遍承压,社会物流总额增速低于GDP增速,短期内行业新动能难以撬动存量大市场,现代物流正进入温和增长阶段,需要妥善应对。我国高度重视现代物流发展,建设现代物流体系是建设物流强国、构建新发展格局的重要支撑和保障。2023年底的中央经济工作会议强调,要有效降低全社会物流成本。尽管经过多年持续推进物流降本工作,但是无论从经济结构、货物结构、产业布局等宏观层面看,还是从市场主体、方式手段、主要环节、政策措施等微观方面看,我国未来一段时期进一步推动降本的难度仍然较大。为进一步提升物流业竞争力、有效降低全社会物流成本、助力实体经济高质量发展,必须改变我国传统物流低价格、低效率、低效益的现实,通过激发物流需求侧变革动力、再造物流全链条组织方式、用好物流新质生产力、发力现代化基础设施、支撑供应链韧性安全,打造我国现代物流发展新模式,激发产业升级新活力。可以预计,2024年及未来一段时期,我国物流业将呈现出一系列新趋势:一是大盘稳定,市场保持温和增长;二是结构调整,需求贡献持续分化;三是提质增效,物流降本仍有空间;四是产业融合,全链条系统化整合;五是市场导向,规模化集约化发展;六是韧性安全,保供稳链更为迫切;七是设施联通,物流网络高效畅通;八是创新驱动,数字化转型提速;九是绿色低碳,物流社会价值提升;十是多方合力,行业共治统筹协调。

有效降低全社会物流成本的战略考量

物流是实体经济的“筋络”,现代物流是国民经济的先导性、基础性、战略性产业,在现代化产业体系中占据重要地位。当前,我国现代物流发展形势向好,总体保持增长态势,政策环境持续改善,“通道+枢纽+网络”物流运行体系初具规模,一批具有竞争力的物流市场主体茁壮成长,创新驱动打造物流新质生产力,绿色低碳物流影响提升。2024年及未来一段时期,我国现代物流发展将呈现出一系列新趋势:一是大盘稳定,市场保持温和增长;二是结构调整,需求贡献持续分化;三是提质增效,物流降成本仍有空间;四是产业融合,全链条系统化整合;五是市场导向,规模化集约化发展;六是韧性安全,保供稳链更为迫切;七是设施联通,物流网络高效畅通;八是创新驱动,数字化转型提速;九是绿色低碳,物流社会价值提升;十是多方合力,行业共治统筹协调。但面对当前严峻的内外部形势和资源条件,由于我国经济回升向好基础尚不稳固,有效需求不足,社会预期偏弱仍将持续一段时期,经济下行压力依然较大,而生产流通环节降成本的空间已经不大,单纯依靠物流环节降成本的难度也越来越大,为进一步挖掘企业潜力,缓解经济压力,增强产业核心竞争力,促进企业降本增效,必须基于产业链供应链视角,结合经济结构、货物结构、产业布局调整,从全要素、全链条、全流程入手,推动产业链供应链深度融合,在平衡成本支出和服务收益的基础上,系统降低全社会物流成本。从认知层面看,降低全社会物流成本要提升三个认识、明确三大转变:一是降低物流企业成本的空间不大,降低全社会物流成本重在降低制造企业、商贸企业物流成本,即通过需求牵引降成本;二是降低物流服务价格的空间不大,降低全社会物流成本重在平衡成本支出和服务收益,通过提质增效降成本;三是降低单一物流环节成本的空间不大,降低全社会物流成本重在结合产业布局,通过结构调整来降成本。此外,从政策措施看,降低制度性交易成本的难度也在增大,要改革体制机制,加强多部门协调,从单一部门单一措施降成本向协同联动降成本转变。从实施层面看,降低全社会物流成本的路径主要有八条:一是推动物流全链条降成本;二是打造物流新模式降成本;三是促进物流结构性降成本;四是鼓励物流数智化降成本;五是支持物流网络化降成本;六是坚持物流标准化降成本;七是支撑物流国际化降成本;八是深化物流制度性降成本。

Advanced Strategies to Mobilize Crop Residue to Replace Coal in India

Various published data show the amount of crop residue available annually in India may range from a low of 90 to a high of 180 million tonnes. Different types of crop residue are collected from farmers depending on the geography and crop pattern for instance, in north India rice straw and cotton stalks are collected while in central India soya husk and sugarcane tops are collected. Baling and transporting straw from the field, though appear to be an option for safe disposal, will be feasible only when alternate, effective and economically viable usage methods are identified and facilities and infrastructure for ex-situ management methods are created. One immediate short term use of the residue is to replace 5% - 7% of the 670 million tonnes of coal India currently consumes to generate power. The farmers will benefit from the sale of their excess crop residue. The scheme will reduce pollution due to residue burning practices. Replacing coal will cut the GHG emissions. The challenge is to mobilize the crop residue collection and timely delivery to power plants. The data and calculations in this monogram show that it is economical for the farmer to remove the crop residue from the field quickly by using modern balers, to pelletize the biomass in small-scale distributed pellet plants, to store pellets in the modern steel bins and finally to deliver the pellets to coal plants by using rail transport. The delivered cost is estimated at around Rp 6.78/kg. The Government of India encourages the power plants to pay at least Rp 10/kg for the delivered biomass in the form of pellets. The current monogram analyzes the organization of an efficient supply chain in the State of Haryana India to ensure a sustainable modern enterprise.

新质生产力驱动全社会物流成本降低的机制与路径

新质生产力作为新时代的新动能,能够有效降低全社会物流成本。剖析新质生产力内涵和特征,探究新质生产力驱动全社会物流成本降低的机制与路径,具有重要意义。新质生产力强调技术创新、绿色可持续和智能化,符合高质量发展和数字经济时代生产力发展的要求,可解构为企业层面的数字化重构力、产业层面的协同进化力、社会层面的创新策源力。在新质生产力驱动全社会物流成本降低的过程中,数字化重构力是核心、协同进化力是基础、创新策源力是动能。其中,数字化重构力通过智能升级企业层面的物流活动,重塑企业生产运营模式,赋予企业新型生产要素、生产力和生产关系,引领企业物流从业务价值创造向多维度价值创造转变,有效降低企业层面的物流成本。协同进化力通过优化产业层面的物流链路,形成产业间技术渗透融合新特征、产业内分工协作新格局、平台化产业新生态,加快产业数智化进程、推动产业融合发展、助力产业绿色转型,有效降低产业层面的物流成本。创新策源力通过社会层面的物流结构优化、物流体系升级,打造高质量物流生态系统、创新物流商业模式、优化物流资源配置,推动社会物流全面降本。为有效降低全社会物流成本,应大力发展数字化重构力,鼓励企业加快数字物流建设。大力发展协同进化力,以物流业为核心推动现代产业协同发展。大力发展创新策源力,加快培育社会物流新优势。

智慧物流与企业可持续发展——基于经济绩效与环境绩效的双重验证

在“双碳”战略目标和可持续发展背景下,智慧物流为促进企业可持续发展提供了新契机。利用2009—2021年我国地级及以上城市数据,测度城市层面智慧物流水平,并将其与A股制造业上市公司数据进行匹配,考察了智慧物流对企业经济绩效和环境绩效的影响。结果表明,智慧物流对企业经济绩效和企业环境绩效具有显著的正向影响,这意味着智慧物流可以促进企业可持续发展。机制检验表明,智慧物流通过发挥成本效应、市场整合效应以及学习效应三种机制促进企业可持续发展。异质性分析表明:智慧物流的可持续发展效应主要存在于交通条件便利地区和外部媒体关注度高的企业;对于市场激励型环境规制地区,智慧物流仅发挥了经济效应。拓展研究发现,智慧物流对企业可持续发展的影响具有网络效应,现代物流创新发展试点政策的激励作用尚未实现经济与环境“和谐共生”。研究结论为我国政府优化智慧物流政策和“双碳”愿景下制造业企业实现可持续发展提供了路径选择。

产业融合与新质生产力共同赋能物流业降本增效

目前,物流业降本增效存在“社会物流成本等同于物流成本”“降低全社会物流成本就是降低物流企业的服务价格”“我国物流成本远远高于发达国家”三个认识误区和“中小微物流企业居多”“全球经济下行”两个现实瓶颈。产业融合、新质生产力与物流业降本增效之间的逻辑关系是:产业融合通过物流业与其他产业的高效互动,从供应链视角进行全链条的资源匹配和优化升级,为社会物流降本提供源动力。新质生产力通过技术革命性突破、生产要素的创新性配置以及产业深度转型升级,实现生产效率提升的质变,成为全社会物流成本降低的重要手段。在此基础上,考虑到产业融合和新质生产力对物流业降本增效的赋能是一个全方位多层次的过程,从战略设计-战术控制-操作执行三个层面,提出以产业融合和新质生产力共同赋能物流业降本增效的实施策略:在战略设计层面,要依托物流数智化技术,开展良好的物流服务设计、以供应链订单为驱动,开展供应链体系重构设计、基于供应链可视化技术,进行物流成本控制图设计。在战术控制层面,要运用新技术和新模式,减少商品流通环节,利用产业集群和服务共享机制,缩短物流运输距离、构建轴辐射物流网络,重塑集疏运物流体系、重构生态链伙伴关系,减少交易成本。在操作执行层面,要发挥物流标准化基础性引领性作用,减少流通堵点、推动供应链金融体系建设,赋能企业降本、加大直达运输比例,减少流通损耗。为保障产业融合和新质生产力共同赋能物流业降本增效策略的顺利实施,应发挥重点产业链建设示范效应,警惕物流降本带来的就业新问题,支持中小物流企业通过技术创新实现降本以及发挥平台赋能物流降本作用,为进一步推动我国物流业降本增效提供指导方向。

我国粮食物流体系的优化与创新

简述我国粮食物流仓储、运输、配送体系的现状,分析粮食物流体系存在的问题,提出粮食物流体系优化策略,通过构建绿色化的粮食物流体系、智慧化的粮食物流网络体系,应用现代化的粮食物流设施设备、智能化的粮食仓储管理系统,最终建成布局合理、设施完备、智慧高效、协同融合、绿色发展、保障有力的粮食物流仓储和粮食物流运输体系。

考虑实质性降本的物流成本评价指标及相关对策建议

为科学评判物流成本,提升物流成本评价指标的系统性、全面性,首先,对物流成本、宏观物流成本的概念进行辨析,通过国内外对比、实地调研等方法,深入分析我国物流成本构成、物流发展阶段与水平,并从产业结构、平均运距、运输结构三方面探讨宏观物流成本影响因素;然后,提出单位货物运输周转量支撑GDP产出值、单位货物运输周转量物流成本、物流费用增速与GDP增速之比(或之差)、社会物流总费用占社会物流总额比重等物流成本评价补充指标,从不同维度弥补了“社会物流总费用与GDP的比率”作为物流成本单一宏观评价指标的局限性;最后,基于实质性降本视角,分析制约物流成本的深层原因,并从降低多式联运成本,优化运输组织,加快发展物流领域新质生产力,实现精益化仓储管理,提升供应链一体化管理水平等方面,提出降低物流成本的对策建议。

全社会物流成本的影响因素及下降空间测算

为了给有效降低全社会物流成本提供理论支持,支撑政府精准施策,首先,在深入剖析物流成本核算方法和衡量指标的基础上,系统分析了产业结构、产品价值、供需分布、流通速率、运输效能等因素的影响作用和影响趋势。然后,针对社会物流总费用与国内生产总值(GDP)的比率这一衡量指标,基于关联产业占比、工业增加值率、平均运距、存货周转天数、公路货物周转量占比5个关键参数建立了回归预测模型,对2024—2030年各影响因素贡献度开展预测分析。结果显示:2030年物流总费用与GDP的比率将降至12.36%;2024—2030年,关联产业占比贡献度将从20.9%波动降低至-0.48%;工业增加值率贡献度将从47.91%持续上升至78.39%;存货周转天数贡献度将从9.86%小幅上升至11.17%左右;平均运距贡献度将从33.49%持续下降至7.59%;公路货物周转量占比贡献度将从-12.15%稳定上升至3.33%。最后,基于测算成果,针对交通物流领域的降本工作提出推动交通物流融入现代化产业体系、推进新质生产力赋能、优化交通基础设施及重大生产力布局、引领构建现代流通体系、优化调整运输结构和促进多式联运发展等建议,为我国交通物流业的持续健康发展提供支撑。

中国社会物流成本占GDP比重下降成因实证研究——基于因素分析法

为探究2004—2022年中国社会物流成本占GDP比重趋于下降的成因,在物流成本分类基础上对社会物流成本占GDP比重作了指标分解,并采用差额分析法测算物流需求系数、货物单位价值、平均运输距离、物流费率的变动对社会物流成本占GDP比重变化的影响。研究发现,2022年中国社会物流成本占GDP比重相比2004年有所降低,主要源于运输成本占GDP比重的下降和货物单位价值的提高,而物流需求系数、平均运输距离、物流费率的变动均使社会物流成本占GDP比重上升;在运输费率、保管费率、管理费率中,只有运输费率的变动起到了降低社会物流成本占GDP比重的作用;物流需求系数以2013年为拐点先升后降,其影响社会物流成本占GDP比重变化的方向发生了阶段性转折。降低社会物流成本占GDP比重绝不能通过去工业化或过度追求经济服务化的方式实现,而必须在保持制造业比重基本稳定的前提下稳步推进。同时,还须妥善处理好物流服务质量与成本的关系,从两者最佳组合上谋求物流效益的提高,防止物流降成本以牺牲服务质量为代价。展望未来,中国社会物流成本占GDP比重仍有继续下降的空间与潜力,可从结构优化、制度改革、科技赋能、资源整合、供应链协同等方面入手,采取合理有效措施进一步降低社会物流成本占GDP比重。

降低我国农产品物流成本的现实困境与实现路径

降低农产品物流成本是全社会物流降本增效过程的重要环节,是现阶段农业产业转型升级的现实需求。从全链条和全流程视角剖析农产品物流成本的构成要素、现实问题与影响因素,提出农产品物流降本增效的创新模式。首先,从物流各环节功能结构与费用发生形态着手,厘清农产品物流成本的具体范畴与构成要素,农产品物流成本由生产加工成本、存储成本、流通成本、损耗成本与信息成本五个方面组成。其次,针对物流不同成本构成要素的管理现状进一步分析发现,我国农产品物流成本管理面临一系列现实问题:一是技术覆盖不全与操作不当导致的全流程高损耗;二是环节衔接不畅与技术滞后产生的流通运输高费用;三是劳动力资源配置不合理带来的高人工成本;四是技术投资的盲目性、重复性与依赖性引发的技术冗余高成本。再次,基于社会技术系统理论,围绕当前农产品物流成本管理面临的现实问题,挖掘和识别出农产品物流成本的影响因素,主要包括一个社会层面因素(物流主体特征)、两个技术层面因素(物流基础设施和信息技术水平)以及一个环境层面因素(行业市场环境)。最后,从多方参与主体的耦合协调视角出发,提出降低农产品物流成本的五维路径:一是促进全链条规模化、标准化与集约化整合,打通物流组织化降本路径;二是加快推进物流数字化发展,构建全流程信息化降本路径;三是推动冷链基础设施建设,强化物流技术性降本路径;四是优化行业市场环境,落实物流市场规范化降本路径;五是完善配套政策支持体系,支撑物流制度性降本路径。

我国综合货运枢纽演进特征及发展对策

为加快建设现代化交通运输基础设施体系,推动降低全社会物流成本、提高经济运行效率,聚焦综合货运枢纽,通过梳理其发展历程,研究了综合货运枢纽的概念内涵、功能定位、演进特点,厘清其定义和空间边界,找出其发展中面临的难点。在此基础上,提出推进综合货运枢纽发展的思路,以及规划布局、建设要求、运营模式和协调机制四个方面的对策建议,旨在推动统一对综合货运枢纽的认识、形成发展合力,为构建现代化综合货运枢纽系统提供基础支撑。

城市物流枢纽经济规划技术方法与实践

枢纽经济已成为国家及省市关注的发展重点,但目前其顶层设计和规划编制体系尚未建立。基于国家、省、市已出台的有关政策文件,从货运物流的角度论证物流、枢纽和经济的关联性,从物流成本的角度指出物流枢纽经济衔接不畅是造成物流成本偏高的关键因素,其根源之一即交通规划、物流规划和产业规划3类规划缺乏融合,未能形成合力。以现有研究为基础,提出物流枢纽经济规划编制总体框架,明确量化分析、集聚发展、多式联运、产业耦合和政策配套5大技术要点,并结合湖北襄阳的规划实践探索具体方法,助力枢纽经济发展壮大。