alue chains.
Unfortunately, the breadth of the trade logistics sector means that it is not treated
independently in commonly used industrial classifications. It is therefore difficult even
to measure the size of the logistics sector in different countries, let alone the full extent
of its impacts on the international economy. Shepherd (2011) uses approximate
measures from national accounts data and input-output tables to provide some
preliminary information on the total value added of third-party logistics operations in
different countries, the only cross-country basis on which the approximate size of the
sector can be gauged. On average, logistics accounts for between 5 and 17 percent of
total value added in the economy, depending on whether a narrow or broad definition is
used. Of course, a significant part of this total is accounted for by domestic logistics
activities; the total contribution of international trade logistics is necessarily smaller.
Nonetheless, logistics is clearly an important source of value added in the economy,
including in developing countries. For example, logistics services in India account for
between 6 and 19 percent of GDP, and in Vietnam the corresponding figures are 2 and
13 percent.
In addition to making its size difficult to measure, the breadth of trade logistics
activities means that a wide variety of private and public actors are involved in each
transaction. Thus far, we have focussed on the private sector. However, all trade
logistics transactions take place against a basis of “hard” (physical) and “soft”
(regulatory) infrastructure. For instance, transport infrastructure, as well as sectoral
regulations, affect the way in which national and international transport operators do
business, thus influencing costs and efficiency throughout the supply chain. Similarly,
trade-related regulations – such as border clearance formalities – affect the time, cost,
and reliability associated with a variety of trade logistics activities that require
goods to cross borders, which again influences costs and efficiency throughout the supply chain. There is thus an important relationship between private and public
sector perspectives when it comes to developing trade logistics – neither half of the
equation can act entirely independently from the other. Just as the private sector
requires an efficient environment in which to operate – high-quality infrastructure and
economically rational regulations – so too the public sector depends on information
flows from the private sector, as well as a relationship of trust and confidence with
operators, to build a regulatory environment that achieves social goals at the same time
as optimizing trade facilitation outcomes. The remainder of this paper will therefore
discuss both private and public sector perspectives on improving trade logistics
performance with a view to promoting inclusive development and supply chain
efficiency.
alue chains.Unfortunately, the breadth of the trade logistics sector means that it is not treatedindependently in commonly used industrial classifications. It is therefore difficult evento measure the size of the logistics sector in different countries, let alone the full extentof its impacts on the international economy. Shepherd (2011) uses approximatemeasures from national accounts data and input-output tables to provide somepreliminary information on the total value added of third-party logistics operations indifferent countries, the only cross-country basis on which the approximate size of thesector can be gauged. On average, logistics accounts for between 5 and 17 percent oftotal value added in the economy, depending on whether a narrow or broad definition isused. Of course, a significant part of this total is accounted for by domestic logisticsactivities; the total contribution of international trade logistics is necessarily smaller.Nonetheless, logistics is clearly an important source of value added in the economy,including in developing countries. For example, logistics services in India account forbetween 6 and 19 percent of GDP, and in Vietnam the corresponding figures are 2 and13 percent.In addition to making its size difficult to measure, the breadth of trade logisticsactivities means that a wide variety of private and public actors are involved in eachtransaction. Thus far, we have focussed on the private sector. However, all tradelogistics transactions take place against a basis of “hard” (physical) and “soft”
(regulatory) infrastructure. For instance, transport infrastructure, as well as sectoral
regulations, affect the way in which national and international transport operators do
business, thus influencing costs and efficiency throughout the supply chain. Similarly,
trade-related regulations – such as border clearance formalities – affect the time, cost,
and reliability associated with a variety of trade logistics activities that require
goods to cross borders, which again influences costs and efficiency throughout the supply chain. There is thus an important relationship between private and public
sector perspectives when it comes to developing trade logistics – neither half of the
equation can act entirely independently from the other. Just as the private sector
requires an efficient environment in which to operate – high-quality infrastructure and
economically rational regulations – so too the public sector depends on information
flows from the private sector, as well as a relationship of trust and confidence with
operators, to build a regulatory environment that achieves social goals at the same time
as optimizing trade facilitation outcomes. The remainder of this paper will therefore
discuss both private and public sector perspectives on improving trade logistics
performance with a view to promoting inclusive development and supply chain
efficiency.
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