The article is dedicated to the new trends emerging in the global supply chain, related to the coronavirus pandemic COVID-19, substantially affected production, transportation and marketing of goods. The authors underline a high risks of initial chain location in China, which sporadically leads to a localization of production supply within national borders. This biase in the international logistics is rather long term than short term I terms of national sustainability. The authors underline the icreasing significance of risk reduction and supply chain reliability over minimization of cost in the logistical decision makings. The ambivalency in the trade of the pandemic emergency goods is analysed in a sense of providing specifically favourable terms for its sirculation among the countries on the one side and the national protection issued for such goods by the national governments, pursuing its sufficient provision on the domestic market on the other side.
The article highlights the new realities in the international freight transportation emerged under the simultaneous challenges, related to the global economic crisis, climate change and the COVID-19 pandemic consequences. The authors argue that the seaborn trade has been encountering a fundamental disorders a long before the contemporary global shocks emergence. Additionally the global container crisis, caused by the shortage of free containers and its growing costs has made the whole situation in the international freight transportation worse, causing the delivery time extention and the growth of inflation. The article is aimed on the identification of the most challenging problems in theory and decision makings, encountering the international freight turnover. Analysing the breakthrough research, expertise and applying the new methodological findings the authors of the articleargue the prospective transformation of the international logistics and proposing new framing features for the global supply chaing configuration. The article states the most undermining processes for the international feight turnover such as the global economic crisis, from its beginning in 2008, the enforcement of the international trade contradictions, specifically US-China trade war, ecological degradation, climate change and the global supply chain disruption, enforced by the global container crisis. The unique role of China as the preconditioning chain in the global supply of the commodities, parts and assembiles was revealed as the most risky factor for the business and governments in all over the world. The article concludes that the global system of international seaborn freight transportation has been entering into the epoch of profound transformation. The foresighting about the main direction of that transformation could be meaningful for Russia and the elaboration of its national transportation strategy.
Российская академия народного хозяйства и государственной службы при Президенте Российской Федерации (Северо-Западный институт управления РАНХиГС),
Risks in supply chains directly affect the security of these chains and their continuity, the main possible consequences are increased costs and reduced profits. Methods. The research is based on general scientific methods of cognition — historical, analysis, systematization, comparison method, partially-scientific methods and dialectical method Results. The concept of “risk” is considered from different points of view: customs control and state standards. The classification of risks is proposed, which includes the risks of delay in the release of goods, non-payment of customs duties, bringing to administrative responsibility, confiscation of goods, the risk of depriving a foreign trade participant of the status of “bona fide”, failure to fulfill the terms of the contract for the delivery of goods. Their indicators that allow identifying risks are given. A method is proposed for calculating the probability of occurrence of risks in the international supply chain of goods containing intellectual property objects, which is necessary to determine the risk category and assign it to a high, medium or low level. Discussion. The proposals put forward are the basis for further research in the field of forecasting the risks of moving goods containing OIS. The main problem in risk forecasting is the lack of information and statistics. In this connection, it is not always possible to make the necessary calculations. For example, statistics on the accounting of license fees in the customs authorities are not kept, although this information could allow: on the one hand, to qualitatively improve the effectiveness of the application of the RMS, in terms of the possibility of replenishing funds to the federal budget at the expense of the added value for the use of the IPR by the customs authorities, and on the other — to participants of foreign trade will allow to predict and minimize risks.
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