比利时运输物流的经济效应【外文翻译】

比利时运输物流的经济效应【外文翻译】 本科毕业论文外文翻译 外文目: Economic Importance of BelgianTransport Logistics 出 处: NBB Working Paper 作 者: Frederic Lagneaux 原 文: Economic Importance of BelgianTransport Logistics Frederic Lagneaux Abstract This paper is a publication issued by the Microeconomic Analysis service of the National Bank of Belgium. This is the outcome of a first research project on the Belgian transport logistics sectors. In the past few years, the logistics business has turned out to play a significant part in wealth creation in our country, whose economy is driven by services. This study can be seen as an extension of Working Paper No. 115 on Belgian ports, issued in May 20071, as the activities under review are closely tied to transport in general and maritime transport in particular. Considering that this is a first attempt to estimate the economic importance of Belgian transport logistics, it was decided to favour a sectoral approach, by focusing on some freight transport logistics sectors clearly defined in the NACE classification. The impact is presented in two parts: the direct effects and the indirect effects. Furthermore, a short analysis is provided about the economic impact of other activities, such as in-house logistics and European distribution centres. An overview of some developments per sub-sector is provided for the period 2000 - 2005, with the emphasis on 2005. The core of the analysis, which is statistical and therefore not based on a survey, looks more specifically into developments in terms of value added, employment, investment and the financial situation of the companies concerned. A first estimate of developments over the 2005 - 2006 period is also provided for value added and employment. Annual accounts data from the Central Balance Sheet Office are used for the calculation 1 of direct effects, the study of financial ratios and analysis of the social balance sheet. Also worth mentioning is that the indirect effects of the activities concerned have been estimated in terms of value added and employment, on the basis of data from the NAI (National Accounts Institute). A comprehensive analysis of the linkages between the sectors under review and the other Belgian sectors is presented. The activities under review accounted for no less than 3.1 p.c. of Belgian GDP and 3.4 p.c. of the country's domestic employment in 2005. Including indirect effects, these percentages respectively amounted to 5 and 5.3 p.c. in the same year. Taking some survey data into account, the overall impact would reach roughly 8 p.c. of the Belgian economy, if transport logistics business provided by external branches on the one hand and in-house transport logistics on the other were added to these above-mentioned sectoral percentages. This report provides a comprehensive account of these issues, giving information per economic sector. FOREWORD Every year, the Bank2 publishes an update of its study on the economic importance of the Flemish maritime ports and the Liege port complex. That publication provides some useful tools enabling the competent authorities and the public to get a clear picture of the impact Belgian ports have on the entire national economy. There is growing interest in similar research work for the logistics sectors in a country that is increasingly dominated by services and, therefore, by logistics activities, intertwined with the ports' operations and, further, with all transport activities. Belgium is indeed increasingly referred to as a logistics paradise (see below). It is one of the tasks of this report to verify this statement. This competitive advantage has to be borne in mind and further capitalised on, in order to embrace the ever faster pace of globalisation and to withstand worldwide competition. This study is aimed to help national and regional decision-makers to better understand the economic stakes lying in transport logistics, by way of a thorough estimation of its overall economic impact. This paper does not focus on the structural or technical background of every single sector reviewed. INTRODUCTION Economic context 2006 saw a confirmation of growth across the European continent, 2 which balanced out against the US economy. Economic growth in the euro area is estimated to have risen from an average of 1.5 p.c. in 2005 to 2.8 p.c. in 2006 (GDP in volume), the highest rate since the beginning of the century. However the rising activity and the risk of inflation resulted in most central banks' raising their interest rates, including the ECB's gradual increase in its benchmark rate. In Belgium the evolution was pronounced too, since economic growth reached 2.9 p.c. in 2006, against 2 p.c. the year before. At global level, growth was still mainly driven by the Asian economies. World trade picked up, and almost equalled the pace seen in 2004, its expansion still far exceeding that of world GDP3. The Belgian economy is mainly driven by the tertiary sector, as approximately 75p.c.of GDP is derived from services, ranging from transport and communications to business services. This is the result of the de-industrialisation, accompanied by the outsourcing and relocation of a substantial share of industrial activities from the late 1980s onwards, and the ensuing boom of services and transport sectors over the same period. That percentage is roughly 10 p.c. higher than the average for the EU-27.In 2004 and 2005, investment surged in the service sectors, especially maritime transport and logistical services, followed by a substantial increase in industrial sectors the next year. Globalisation keeps intensifying and shipped volumes keep growing4, along with ever-strengthening trading relations with the rest of Europe, in which the EU enlargement plays a considerable part, and the rest of the world. Belgian foreign trade is dynamic in the EU, with respect to its annual production5, which makes our country very dependent on its transport infrastructure and logistics. Belgium is regarded as a transit country and its sea ports are seen as major European gateways that supply the whole continent. Above all, Belgian and European ports and consequently all modes of transport draw direct benefit from the growth of international trade. In this context, containerisation has confirmed its ascendancy over other packaging methods and logistics around it is gaining a tremendous momentum. 1.LOGISTICS: DEFINITIONS AND METHODOLOGY The evident complexity of the object of this study calls for clear guidelines in terms of scope and calculation methods. After quoting a few historic definitions, one single definition will come to the fore and the methodology used for this analysis will be explained. 1.1DEFINITIONS 3 A straightforward definition of logistics, which pervades the whole economy, is elusive. But an overview of some concepts attached to it can help bring out its significance for this study. 1.1.1 Definitions from literature The term originates in the military world but is today broadly used in business and industry. Logistics experts are required on board large manufacturing companies and more and more specialized companies are designed to offer a wide range of logistics services addressed to companies which decide to outsource such activities. Originally, logistics referred to the military organisation of moving, lodging, and supplying troops and equipment. Its general definition today is the detailed organization and implementation of a plan or operation19. It also refers to all means and methods of organising a service, an enterprise, etc.20, as well as the process of controlling goods and information movements21.The following definitions add some useful elements to this first description. 1.1.2BUSINESS LOGISTICS AND SUPPLY CHAIN MANAGEMENT22: Logistics is that part of the supply chain process that plans, implements, and controls the efficient, effective flow and storage of goods, services, and related information from the point of origin to the point of consumption in order to meet customers' requirements23. The concept of supply chain management has emerged in recent years. It captures the essence of integrated logistics and even goes beyond it. Supply chain management is defined as the systematic, strategic coordination of the traditional business functions and the tactics across these business functions within a particular company and across businesses within the supply chain, for the purposes of improving the long-term performance of the individual companies and the supply chain as a whole24. 1.1.3FLANDERS INSTITUTE FOR LOGISTICS25: In the context of the logistics of supply chain management, logistics encompasses four functional domains: purchase and procurement logistics, production logistics, distribution logistics and reverse logistics. Transport logistics is seen as the organisation of flows of goods and information across these functions. 1.1.4HANDBOOK OF LOGISTICS AND SUPPLY CHAIN MANAGEMENT26: Logistics contributes to the creation of time, place, and even form utility through the management of processes that enable companies to get the right goods to the right place at the right time in the right condition and at the right cost. 4 2.ECONOMIC IMPACT OF TRANSPORT LOGISTICS IN BELGIUM The analysis is presented in three distinct parts. The first one focuses on the findings made at the national level, in direct terms: value added, employment, social balance sheet, investment and financial situation. A sub-section attempts to break figures down according to locations of activity. The second part deals with the indirect effects, which complements the analysis of the direct effects. They are expressed in terms of indirect value added and employment, then in terms of sector-to-sector linkages.The third part tackles the transport logistics activities which could neither be recorded nor analysed via this traditional sectoral approach. A last paragraph summarises the analysis by globalising figures. Before starting the analysis of the changes in direct value added, employment, investment and financial health in the sectors under review, it is interesting to look into some inland freight transport figures in Belgium: Expressed in tonnes, almost 70 p.c. of the total is shipped by road, 9 p.c. by train and the remaining 21 p.c. by inland waterways. But once expressed in tkm (tonne-kilometres) the true relative shares of the different modes can be best outlined (percentage points difference with 2004 between brackets): In our country, in 2005, roads still accounted for 72.4 p.c. (- 2.9 p.c.) of the total freight transport, railways 13.4 p.c. (+ 1.4 p.c.) and inland waterways 14.2 p.c. (+ 1 p.c.). With respect to the average score of the EU-27, the share of road transport in total inland freight transport has been lower in Belgium since 2004, that of rail transport is continuously lower and that of inland water transport is substantially higher (more than double since 2003)55. This indicates that Belgium plays a major part in that latter mode, backed up by its endowment in terms of inland water network and its openness towards short and deep-sea routes, which all remain outstanding and require more attention and support than ever. The expected evolution for the period 2000 - 2020 is remarkable, according to many observers. If the overall demand for goods transport increases by 70 p.c. in that period in terms of tkm, then road transport is expected to grow by more or less 60 p.c., and both rail and inland water transport each by roughly 100 p.c.56 Such progress is enhanced by the boom of containerised transport - 2-digit growth on average in the past few years - and made possible by the increasing capacity offered by maritime ports to 5 accommodate this trend (cf. Deurganck dock in Antwerp, TriLogiPort in Liege, APM Terminals in Zeebrugge, etc.). It could nevertheless be hampered in the longer run by the limited absorption capacity of these ports' hinterland and the congestion57 issue, which cannot be ignored. 2.1.1Value added Impact and evolution: overall analysis The rise in value added was more moderate in 2005 than it was in 2003 and 2004. Growth was limited to 0.8 p.c. in the other logistics sectors, while it remained sustained in most transport sectors, since these branches enjoyed a 10 p.c. increase. Chart 1 reflects the growth at constant prices. Between 2004 and 2005, the constant price VA growth amounted to 2.9 p.c. on average for the 12 above-mentioned sectors, which is higher than the 2 p.c. increase noted both at national level and in the non-manufacturing branches58. At 9.3 billion euro in 2005, direct VA accounts for 3.1 p.c. of Belgian GDP. 3.CONCLUSION The years 2005 and 2006 saw a continued expansion in worldwide trade and maritime cargo traffic, mainly sustained by the thriving Asian economies. Belgium was no exception to the rule. Containerised transport is booming and this constitutes a considerable opportunity for transport activities and transport logistics in particular. Maritime and inland ports, logistical areas and distribution centres are developing rapidly. Logistics pervades the entire economy. After going through a few definitions of the term, we came to the conclusion that a single and limitative definition is needed. Therefore, this study concentrates on a particular array of sectors coming under the freight transport logistics label. The cluster they form is a strategic one for our service-oriented economy. The federal and regional governments are aware of the tremendous economic stakes in its development, by recognizing its specificity (cf. the 2007 revision of the composition of joint commissions 140 and 226). This importance is also mirrored by the findings made in this paper, whose main goal is to give a first picture of the national economic impact of freight transport logistics, rather than scrutinizing the technical or structural background of every single logistics sector. The evolution of the transport sector is reflected in the changes observed in the 6 contribution to the national wealth, in the population employed in these services and in the investment taking place in the companies under review. The sectoral approach makes it possible to highlight the direct contribution of the cluster in terms of value added, employment and investment, over the period 2000 - 2005, with a first assessment for 2006. Linkages between the sectors under review and the rest of the economy, and indirect value added and employment are also estimated. More estimates are given about freight transport logistics activities which could not be isolated, insofar as they are operated by companies which do not belong to the cluster studied, either for third parties or for their own account. This very last case is referred to as in-house logistics which, in spite of the growth of subcontracting and outsourcing, still accounts for a significant share in freight transport logistics activities as a whole. Belgium benefits from an outstanding situation in Europe in terms of transport and routes of communication. This is reflected in this paper's findings about the economic importance of freight transport logistics. This cluster's direct value added has been growing rapidly since 2003. In 2005, it rose by 2.9 p.c. at constant prices, owing to the expansion of sea and coastal and inland water transport, as well as air transport and cargo storage. This percentage should be compared to the 2 p.c. increase noted the same year both at national level - Belgian GDP in volume - and in the non-manufacturing branches. In 2006, a lower growth rate was noted, a growth mainly driven by other logistics sectors. At the same time value added in road transport and postal services stagnated. Including indirect value added, the economic impact of the cluster under review amounted to 5 p.c. of Belgian GDP in 2005. The analysis of the top 20 points to some spreading of logistics activity, the cluster under consideration being made up of a myriad of SMEs. Complex high-value-added logistics sectors tend to grow faster than pure transport sectors in the long run, except in the case of maritime transport. This is observed in a context of ever-increasing international competition and easier relocation of basic transport operations. Direct employment in freight transport logistics grew between 2000 and 2004 but went through a moderate dip in 2005 (- 0.7 p.c.). This was mainly the result of restructuring in postal services and rail transport, sectors which are being gradually liberalised on a European scale. Employment stagnated in road transport, while most of the other logistics sectors saw some progress, which continued into the next year. The employment figures picked up in 7 2006, thanks to water transport and other logistics services. Including indirect figures, employment generated by the cluster studied accounted for 5.3 p.c. of Belgian domestic employment in 2005. The percentage of women employed in this cluster is still below the national average but they tend to get more training opportunities, while recruitment among the better educated workers is higher than ever before and the proportion of white-collar workers is still rising. In 2005, a substantial rise was also recorded in the number of hours worked by external staff. The evolution of part-time working, still fairly limited compared with national figures, depends on the sector considered. But the strong international competition - in particular with fast-growing East European economies - most transport sectors are facing goes a long way towards explaining the fairly low wage level, quite high staff turnover rate and the continuous specialisation and integration of logistics activities. 译 文: 比利时运输物流的经济效应 摘要 本文是由比利时的国家银行出具的微观经济分析的出版物是第一个研究比利时的 运输物流项目的成果。 在过去的几年里，物流业已变成了在我们国家创造财富的重要组成部分，在我们 国家，经济是由服务驱动的一个重要组成部分。这项研究可以被看作是2007年5月出版 的第115号工作文件的延伸。由于审查活动是和一般运输或者特殊的海运运输密切联系 在一起的。 考虑到这是第一次尝试估计比利时运输物流经济的重要性，通过部门合作对一些 重点货运后勤部门的关注，来区分在欧洲共同体内部经济活动的分类。这种影响分为 两部分:直接影响和间接影响。此外，短期的分析提供了有关的其他活动，如内部物 流配送中心和欧洲经济的影响。2000年-2005年这个阶段为每一个分部门提供了一些事 态发展的概述，特别是2005年。分析的核心是统计，因此没有建立在调查的基础上， 让发展术语看起来更具规范。通过就业、投资和有关公司的财政状况创造附加值，初 8 步估计在2005年-2006年期间也提供了价值增值和就业。 年度帐目的数据来自中央资产负债中被用于直接影响的部分，财务比率在社会资产负债表中得到分析研究。另外值得一提的是，有关增值和就业项目的估计在间接影响中得以计算以国民经济核算研究所提供的数据为基础。全面的分析并了解各被审查领域之间的联系,另提出了比利时部门经审核活动不少于占国内生产总值(GDP)的3.1%占2005年比利时国内就业水平3.4%。包括间接的影响，这些百分比分别为同年总额的5%-5.3%。 考虑到一些调查数据，对比利时经济的总体影响将达到大约8%。一方面如果运输物流业务提供了对外扩展业务，另一面在内部对其他运输物流分别加入上述部分的百分比。这份报告全面考虑了这些问题并为每个经济部门提供了信息。 前言 每年，该银行公布了其对弗兰德斯海事港口和列日港口复杂度的经济重要性研究更新。该刊物为一些主管机关及公众提供了有用的工具，使人们能清楚地了解比利时港口对整个国民经济发展的影响。更多类似的在物流行业的研究工作在比利时国家日渐占主导地位, 因此凭借越来越浓厚的兴趣并通过服务和物流活动，将港口的运作，甚至是进一步与所有运输活动交织在一起。比利时理所当然地被越来越多的人公认为物流天堂(见下文)。这是本研究证实这项声明的任务之一。这一竞争优势，必须牢记，并进一步资本化以迎接越来越快的全球化步伐和抵御全球竞争。本研究的目的是帮助国家和地区的决策者更好地了解身处于运输物流时代，如何通过其对整体经济的影响进行彻底评估方式的选择以及对经济利害关系的判断。本文并不着眼于每一个审查部门的结构或技术背景。 在2006年的经济背景下看到了整个欧洲大陆对美国经济的平衡增长所起的作用。欧洲区域的经济增长从2005年到2006年(国内生产总值的体积)平均分别上升1.5%和2.8%，这是自本世纪初的最高水平。不过经济增长的趋势带来了通货膨胀的风险，导致大部分的央行提高利率，包括欧洲央行的基准利率在逐渐增加。在经济增长达到如此发展程度的同时比利时也宣告了它的经济发展,在2006年比2005年经济增长2%的基础上经济增长达到了2.9%，从世界角度来看，经济增长仍主要是来自于亚洲经济体。世界贸易的回升，几乎等于2004年出现的步伐，其扩张仍然远远超过世界GDP。 比利时经济，主要是源于第三产业，从运输和通信业务服务。来自服务业的增长约占其国内生产总值的75%。这是去工业化的结果，通过外包和之后的一个相当大的份 9 额安置，80年代后期开始，促使了服务业和运输业在同一时期繁荣。这一比例较欧盟27国在2004年和2005年的平均水平大约是高出了10%，在2004和2005年，服务部门投资激增，尤其是海上运输和物流服务，未来年份里工业部门大幅增加。全球经济一体化的不断加强和装运数量的持续增长，加上与欧洲其他国家以及世界各地不断加强的贸易关系特别是其中欧盟的扩大起到了相当大的一部分。比利时对外贸易是欧盟的动态发展，就其年度生产来说，促使比利时国家很依赖于其物流运输基础设施。比利时被认为是“过境国”，它的港口作用重大，它为整个欧洲大陆提供了通道。最重要的是，比利时和欧洲的港口，理所当然地成为了吸取国际贸易增长的工具并为其带来了直接好处。在这种情况下，与其他包装方式相比，集装箱已证实了它的优势。物流在这中间也获得了巨大的动力优势。 1.物流:定义和方法 这项研究声明对于显著性和复杂性的研究对象要明确规定范围和计算方法。在引用了一些历史的定义之后，一个单一的定义将脱颖而出，且分析这一定义所采用的方法将得到的解释。 1.1定义 一个简单的物流的定义，它贯穿于整个经济，是难以捉摸的。但是一些有关的概述帮助该研究制定出了其潜在的意义、概念。 1.1.1源自文学的定义 这个词起源于军事领域，但在今天广泛使用于工商业界。物流专家被大型制造企业，越来越多的专业公司所需要，这旨在提供一个广泛的物流服务，并决定给这些活动外包出去。原来,物流主要运用于军事组织的转移、住宿、提供军需和设备。今天的一般定义的详细的组织与实施和操作。它也是指各种手段和方法组织服务、企业等，以及控制货物和信息运动的过程。以下定义过程中添加了一些有用的元素，这是最新描述的方法。 1.1.2商业物流与供应链管理 物流是供应链、实施、效率控制和高效流动和储存货物、服务以及联系原产地相关信息的消费点的过程，以满足客户的需求。关于供应链管理的概念在最近几年出现。它抓住了综合物流的本质，甚至超越了它。供应链管理是指系统地，战略协调传统业务功能和某一特定公司在这些业务功能的战术和在企业内部的供应链，为改善个别公司的长期性能和用途使其成为一个整体的供应链。在对供应链管理及物流方面， 10 物流包括四个功能区:购买和采购物流，生产物流，销售物流和逆向物流。运输物流被看作是商品流动的组织和这些功能的信息反馈。物流手册与供应链管理。物流有助于时间，地点协调，甚至对公司管理实施方面都有创新作用。通过对企业进程的管理，使企业能够得到适合的货物在正确的时间、地点、条件下，以合适的成本获得。 2.比利时运输物流业的经济效应 该分析，提出了三个不同的方面。第一个结果是国家方面，直接术语: 增加值，就业，社会资产负债表，投资和金融形势。这一方面是为了试图打破本地活动数字下降的趋势。与第一部分相比，第二部分论述了间接影响，这补充了直接影响分析的结果。他们是以间接方式来表示增加值和就业率的，再是以部门与部门之间的联系来表示。第三部分物流运输既不能记录，也没有办法通过这个传统的部门活动来分析。最后一段的分析总结了全球数据在直接增值、就业、投资咨询、被审查的财务健康等领域的变化, 有趣的是，从比利时的一些内陆货运运输数字的调查来看:以吨计算，将近70%总是通过公路运输，9%乘坐火车，其余21%内河航道。但是，相对于不同的比例模式只有用吨/公里(吨公里)表示的真实性可以说是最好的概述(百分点，与2004年差异括号)。在我国，2005年，道路仍然占72.4%(-2.9%)的总货运运输，铁路13.4%(+1.4%)和内陆水道14.2%(+1%)。 关于欧盟27国的平均水平，与2004年比利时道路总内陆货运运输份额相比一直较低，因而这是铁路运输的不断降低，而内河航运是相当高(超过一倍以上自2003年)。这表明其在比利时扮演一个重要的组成部分，关于之后的模式，建立在其内陆水网和其对短期和深海航线上，这些都突出表明了其比以往任何时候都需要更多的关注和支持。根据许多观察者观察表示2000年-2020年期间的预期发展显著，如果对货物运输的整体需求在这方面增加了70%，那么公路运输或多或少预计将增长60%以上，铁路和内陆水运的进展约是每个集装箱运输的100%这种繁荣程度在过去几年以平均2位数增长并对海港提出了扩张要求，以适应这种趋势的发展可能。从长远来看，这些港口腹地有限的吸收能力和拥堵问题，还是不能被忽略的。 2.1.1附加价值 冲击与变革:整体分析 与2003年和2004年的相比，2005年附加值的增长较为温和。在其他的物流行业增长是有限的0.8%，虽然大部分的运输部门仍然持续增长，因为这些部门享有10%的增加。图1反映按不变价格计算增长。2004年至2005年期间，弗吉尼亚州的不变价增 11 长相比上述部门达2.9%，比国家一级重点的非制造业分支机构平均增加2%。在2005年达9.3亿，弗吉尼亚州占比利时国内生产总值3.1%。 3.结论 2005年和2006年看到了全球贸易和海上货物运输的不断扩大，这主要是受亚洲经济持续繁荣的影响。比利时也没有例外，货柜运输业正在蓬勃发展，这构成了运输活动，特别是运输物流相当多的机会。海洋和内陆港口，物流领域，和配送中心发展迅速。物流贯穿于整个经济。 通过对一些术语的定义，我们得到了一个单一的重要的结论并且限制性的定义。因此，本研究集中于下一个标志着货运物流业未来的特定数组。群集形式是他们为我们的服务型经济提供的战略之一。联邦地区政府认识到了其中巨大的经济利害关系，认清其特殊性后都在提倡发展，(参见了140和226组成的联合委员会2007年修订)。 本文论述这一点的重要性，其主要目的是给每一个物流技术或结构提供背景。运输部门的演变反映在可观察到的国家财富贡献数据的变化，对人口就业的服务贡献和并审批企业参与的投资项目。分结构方法使我们能够创造突出附加值，与2005年-2006年第一次评估相比，就业和投资方面的直接贡献集中在2000年-2005年期间的审查部门之间，同时也评估了其它经济领域的联系和间接增加值和就业。更评估得到有关货运物流是不能孤立活动的，因为它们都是由公司运作的，无论是第三方或自己本人都不属于该领域的研究。这最后一部分被称为其中的内部物流，尽管外包的扩张和外包业务,仍然在货运物流运输活动中占据较大比例，相对于比利时的整体情况而言，它受益于发达的欧洲运输线路的连通。这反映在本文发现的货运物流的经济价值部分。 自2003年以来，这一组的直接增值速度迅速增长。在2005年，这个比例上升了2.9%,以不变价格计算，是由于海洋和沿海和内陆水上运输，以及空中运输和货物仓储的扩大。这个百分比应该大多集中在同一年比利时的国家一级非制造业部门的国内生产总值的数量增加了2%。2006年，一个较低的增长速度指出这主要由物流带动其他行业的增长。 同时，公路运输和邮政服务的增值停滞不前。包括间接增值，在2005年集群的经济影响在比利时国内生产总值达5%。前20项分析指出，一些物流活动的扩展，正在考虑的是无数的中小型企业集群的物流活动。从长远来看，除了在海上运输的情况下，复杂的高增值物流行业增长速度往往比单纯的运输部门快。 在这个日益激励的国际竞争下，更加加剧了货运物流的运作。通过观察发现了直接就业安置方面数据的增长，但2000年至2004年经历了一个温和的下降在2005年(下降 12 了0.7%)。这主要集中在邮政服务和铁路运输，目前正逐步在欧洲范围内迅速扩展，这是部门重组的结果。就业停滞在公路运输，而其他大部分行业的物流明显的也有了一些进展，这将在明年继续下去。2006年的就业数字回升，从海上运输和其他物流服务来看。包括间接的数字，在2005年比利时国内就业，就业后的生产效率所影响的领域占5.3%。在这一组数据中工作的妇女比例仍然低于全国平均水平，但他们往往会得到更多的培训机会，而受过良好教育的工人中招聘比以往任何时候都高，白领工人的比例仍在上升。2005年，记录了外部人员工作时数的大幅上涨。非全时工作的发展，与国家数字相比仍然是相当有限的，取决于所考虑的部门。但是，强大的国际竞争，快速增长的东欧经济体特别是大部分的运输部门都面临着对工资水平比较低的解释，相当高的员工流失率，不断专业化和一体化的物流活动还有很长的路要走。 13