城市物流外文翻譯（可編輯）

1、城市物流外文翻譯 外文翻譯原文City Logistics Material Source:The Geography ofAuthor:Laetitia Dablanc, Transport SystemJean-Paul Rodrigue 1. Overview City Logistics is a relatively new field of investigation brought by the challenges of moving growing quantities of freight within metropolitan areas. It thus concern

2、s urban freight distribution. While cities, particularly since the industrial revolution, have always been important producers and consumers of freight, much of these activities were taking place in proximity to major transport terminals, such as ports and rail yards, with limited quantities of frei

3、ght entering the city per se. The functional specialization of cities, the global division of production, the rise of service activities as well as increasing standards of living are all correlated with a higher demand for transport and logistics services in cities, a higher frequency of deliveries,

4、 and larger quantities of freight shipments coming from, bound to or transiting through urban areas. City logistics. The process for totally optimizing the logistics and transport activities by private companies in urban areas while considering the traffic environment, the traffic congestion and ene

5、rgy consumption within the framework of a market economy. 2. The Diversity of Urban Freight Distribution Since cities throughout have a different built environment, so are their freight transport and logistics activities. Freight strategies have depended on local economic, geographic, and cultural c

6、haracteristics. For example, Chicago has been preoccupied with maintaining its role as a major rail hub for North America, and is thus concerned about rail freight movements between the numerous rail terminals located within the city, many of which done by trucks. Los Angeles is primarily concerned

7、with air pollution, and thus targets urban trucking associated with the ports of Long Beach and Los Angeles. Shanghai is becoming the largest cargo port in the world and the fact that more than 13% of Shanghai's GDP is value added by logistics underscores the citys vocation as a transport hub. S

8、till, all urban freight distribution systems involve the following supply chains, each of various importance depending on the urban setting: Independent retailing. Concerns a wide variety of retailing activities, often of small scale single store and which can also take the form of more informal act

9、ivities such as street stalls. Depending on the retailing activity, the frequency of deliveries can vary from 10 times convenience store to 3 hardware store times per week, accounting for 30 to 40% of all daily urban deliveries. On par with the concerned activities suppliers are diverse, with a pred

10、ominant use of own-account delivery vehicles such as trucks, vans or other carriages in developing countries. The stores often do not have receiving facilities implying that deliveries are ad hoc, with delivery trucks often tending to double park if storefront parking space is not available. Chain r

11、etailing. Concerns much larger stores such as "Big box" stores that tend to be located in suburban locations, enabling them to offer parking space for their customers and well as dedicated delivery bays accommodating larger trucks. Shopping malls are organized along this paradigm. This giv

12、es opportunities to have consolidated deliveries, particularly if part of a large chain having its own distribution centers servicing an array of regional stores. They also tend to rely on the expertise of third party logistics services providers to mitigate urban freight distribution challenges, bu

13、t mostly to organize complex multinational sourcing strategies that are prevalent in the retail sector Food deliveries. Concern specialized supply chains supplying outlets grocery stores and restaurants with goods that are often perishable. A share of this freight distribution system thus involve co

14、ld chain logistics that are established to maintain the thermal integrity of the shipments. Fast food restaurants rely heavily on this form of distribution since the outlets simply prepare pre-frozen or pre-packaged meals. In developing countries, outdoor or central markets are particularly importan

15、t as they represent a dominant supply of fresh food for the urban population. Parcel and home deliveries. Due to the significant growth of transactional activities e.g. trade, finance the movement of parcels has increased on par with the companies specialized in these freight distribution services e

16、.g. UPS, DHL, TNT, FedEx. They act as freight integrators with the consolidation and deconsolidation of shipments with a process that begins and ends with delivery vehicles vans and small to mid-sized trucks that are now common in most of the world's cities. They maintain a network of strategica

17、lly located distribution centers where shipments are consolidated or deconsolidated. International shipments are often taken care by parent companies, namely air freight integrators. Another emerging dimension concerns home deliveries, particularly with the growth of web-based retail transactions. T

18、hese delivery services are mainly assumed by parcel carriers Construction sites. The constant renewal and repair of urban infrastructures e.g. housing, offices, roads requires a supply of materials to sites. Different contractors and freight flows are involved depending on the stage of the construct

19、ion process. These supply chains concern large volumes because of the tonnage they generate. They commonly rely on heavy trucks, creating local congestion, particularly since deliveries are done on an ad hoc basis as the construction project progresses. Garbage collection and disposal. Concerns the

20、collection and disposal of the variety of wastes generated by daily urban activities, which represents a form of reverse logistics since the waste being discarded were previously goods being delivered. To this can be added recycling activities. However, it is important to note that in most cities in

21、 intermediate or developing countries, part of the economy is fully integrated into global economic networks. What best characterizes the cities of the developing world is their economic dualism: the informal sector operates alongside very advanced industries and services that have logistics behavio

22、rs and concerns similar to those in developed countries. Today, the demand for modern logistics services is as strong in Sao Paulo or Istanbul as in Athens or Sydney. 3. Key Challenges Addressing city logistics requires an understanding of urban geography as well as supply chain management, which te

23、nds to be an uncommon set of skills. Urban freight distribution thus has a unique array of challenges as a multidisciplinary field. By its characteristics, urban freight distribution reflects many dimensions of contemporary logistics and exacerbates many of its constraints. The most prevalent challe

24、nges include: Commuting and peak hours. Urban areas are a priori the realm of passengers movements since they account for the largest concentrations of population. Passengers and freight movements do not mingle well. Additionally, the well know timing of urban commuting around peak hours complicates

25、 freight distribution. Congestion. Road infrastructures in urban areas are commonly congested, particularly at peak hours. Repetitiveness is a salient issue as a regular flow of deliveries must be maintained in spite of peak hour congestion, and therefore many freight distribution activities take pl

26、ace during the night if possible. Parking. Many stores in high density areas have limited capacity to accommodate deliveries, implying that delivery trucks must park in the street in the vicinity of the store, preferably in front. This induces the usage of smaller trucks better able to circulate wit

27、hin urban areas and find parking space for deliveries. It is not uncommon that for short deliveries that trucks will double park, thus seriously impeding local circulation. Cargo load contradiction. Since real estate is at a premium in urban areas, stores tends to have limited warehousing space and

28、are of smaller size. Urban freight distribution is subject to smaller volumes with time-sensitive freight necessary to replenish a constant demand. This requires a high frequency of deliveries, particularly considering high sales volumes and imposes a contradiction in the cargo load. Stores in centr

29、al areas would benefit from the economies of scale of larger deliveries, but the setting does not permit this advantage. This is one of the reasons why retailing has emerged in suburban areas. Large stores with ample parking space can have their own cargo docking bays that can accommodate the larges

30、t delivery trucks available. Land use. Land use patterns determine many features of the urban movement of goods. The spatial distribution of industrial, commercial and logistics facilities has a direct impact on the number of vehicle-kilometers that will be necessary to reach the stores, industries

31、and households that need to be supplied. A majority more than two thirds in the case of European cities of all shipments to and from urban areas are organized from terminals and distribution centers located in the close vicinity. These terminals are key elements of the urban freight system. Logistic

32、s sprawl is the spatial deconcentration of logistics facilities in metropolitan areas. Confronted with the severe land pressure in large cities, as well as with the large urban renewal projects that took place in the city during the 1960s and 1970s, logistics and transport companies began to follow

33、a centrifugal locational pattern. The physical moves were done by small-scale changes in their spatial organization, with the closing of urban terminals and the opening of new ones further away Since urban areas are large consumers of final goods, the issue of reverse logistics deserves attention in

34、 the form of the collection of wastes and recycling. The diffusion of e-commerce has also created new forms of demands and new forms of urban distribution with a growth in the home deliveries of parcels, which is complementing the conventional pattern where customers carry their own purchases from t

35、he store. From a regulatory perspective urban areas are highly constrained with a variety of rules related to zoning, emissions and even access conditions to roads and terminals in metropolitan London, trucks older than 8 years cannot circulate; this figure is 7 years in Gothenburg. High population

36、densities imply a low tolerance for infringements and disturbances, which again increases urban freight distribution costs. 4. Freight Distribution Strategies City logistics, as a distributional strategy, can take many forms depending on the concerned supply chains e.g. retailing, parcels, food deli

37、veries, etc. as well as the urban setting in which is takes place. For instance, a high density and congested central city can be serviced by an independent freight distribution system calling from a terminal located at the margin of the area. The vehicles used to service the customers either for de

38、liveries or pickups along a flexible route are likely to be smaller and thus better adapted for distribution in an urban environment. There is also the possibility of using the existing public transit system to move freight but this implies several challenges in terms of the adaptation of modes, the

39、 usage of existing passenger terminals and scheduling issues. The urban terminal itself could be a neutral facility interfacing with a set of distribution centers, each being connected to their respective supply chains. Thus, a wide array of supply chains connected to the city can achieve a better d

40、istributional efficiency within the central city. Urban freight distribution strategies are however difficult to implement as they systematically imply high costs. Many attempts of "cargo-trams" have failed, such as he ambitious cargo-tram project in Amsterdam, which went bankrupt in 2009.

41、 Projects for urban consolidation centers such as the Motomachi consolidation center in Japan have met higher success even though their operating costs are very high. As new strategies and practices are implemented, more efficient urban freight distribution systems will emerge. They will likely refl

42、ect the unique modal and infrastructural lattice of each city. 譯文城市物流 資料來源: 交通運輸系統(tǒng)地理 作者:里爾緹須艾伯萊克, 讓保羅里羅德格 1.概述 城市物流是一個相對較新的研究領(lǐng)域,它是由大城市地區(qū)挑戰(zhàn)貨運的持續(xù)增長量所產(chǎn)生的。因此,它涉及城市的貨物配送。城市一直是貨物的重要生產(chǎn)者和消費者,特別是自工業(yè)革命以來,這些運輸少量貨物進入城市的配送活動大部分都發(fā)生在主要運輸碼頭的附近,如港口和鐵路站。城市功能的專業(yè)化,生產(chǎn)的全球化,服務(wù)活動的增加以及人民生活水平的提高都與交通運輸需求的增加,城市的物流服務(wù)和交付頻率的提高,以及

43、大量來自運輸貨物通過市區(qū)過境有關(guān)。 總的來說,城市物流是指在一個市場經(jīng)濟的框架下,同時考慮交通環(huán)境、交通擁塞和能源消耗,由城市私營公司完全優(yōu)化物流和運輸活動的過程。 由于整個城市有不同的建筑環(huán)境,所以他們的貨物運輸和物流活動也不同。貨運的戰(zhàn)略是根據(jù)當?shù)氐慕?jīng)濟、地理和文化特點來確定的。例如,芝加哥一直堅持維持其作為北美主要鐵路樞紐的作用,因此,他們比較關(guān)注位于城市眾多的火車終點站之間的鐵路貨運,其中許多是通過卡車來運輸?shù)?。洛杉磯主要關(guān)注空氣污染,因此目標城市貨運與長灘港和洛杉磯港相連。上海正在成為世界上最大的貨運港口,上海國內(nèi)生產(chǎn)總值超過13%的增加是由于物流作為城市交通樞紐帶來的。所有城市貨物

44、配送系統(tǒng)包括以下供應(yīng)鏈,因為城市環(huán)境的不同其重要性也不同。 (1)獨立零售。是指一個廣泛的零售活動,通常是小規(guī)模(個體店),也可以采取更正規(guī)的活動如路邊攤。根據(jù)不同的零售活動,其交貨頻率可以從每周10次到3次每周,占所有日常城市交付的30%到40%。不同于供應(yīng)商有多種多樣的活動,并擁有自營運載工具(如卡車,貨車或其他發(fā)展中國家的車廂)。這些商店通常沒有接收設(shè)施,如果店面停車空間不可以使用送貨車往往駛往雙停車場。 (2)連鎖零售。許多大型商城(如“大盒子”商店)關(guān)注的往往是位于郊區(qū)的位置,使他們可以為他們的客戶提供專用托架以及提供可以容納大型卡車的停車空間。許多商店都采用了這個模式。此模式提供了

45、統(tǒng)一配送的機會,特別是那些擁有自己的配送中心的大型連鎖商店,可以提供一系列地區(qū)性倉儲。除此之外,他們也往往依賴于第三方物流服務(wù)商提供的專業(yè)知識,以緩解城市貨物配送的挑戰(zhàn)。但是,在零售行業(yè)普遍的大都是綜合的多國組織的采購策略。 (3)食品交貨。關(guān)注貨物經(jīng)常腐爛的專業(yè)供應(yīng)鏈供應(yīng)網(wǎng)點(食品雜貨店與餐館)。為了維持出貨量的熱完整性,這方面的貨物配送系統(tǒng)因共享而涉及冷鏈物流。快餐店在很大程度上依賴于這種分配形式,因為網(wǎng)點準備預(yù)冷凍或預(yù)先包裝食物。在發(fā)展中國家,室外(或中央)市場尤其重要,因為它們代表著新鮮食品的主要供應(yīng)者是市區(qū)人口。 (4)包裹、送貨上門。由于交易活動中(如貿(mào)易、金融)的顯著增長,包裹寄

46、送增長到與專門的貨物配送服務(wù)公司(如美國UPS公司、敦豪、TNT和聯(lián)邦快遞)的同等水平。他們作為貨運統(tǒng)一和分發(fā)的貨運綜合者,運用運載工具(面包車,小到中型卡車)來實現(xiàn)貨物運輸開始與結(jié)束的作用是目前世界上城市中最常見的。他們擁有一個貨物合并或分發(fā)良好的配送中心網(wǎng)絡(luò)。國際運輸通常是由母公司服務(wù),即空運集成服務(wù)。隨著網(wǎng)絡(luò)零售交易的增加,興起了一個新的方式即送貨上門。這些快遞服務(wù)主要承擔包裹配送。 (5)建筑網(wǎng)站。在基礎(chǔ)設(shè)施不斷更新和修復(fù)的城市(如住房,辦公室,道路)需要建筑材料的供應(yīng)。不同的承辦商和貨運流量值是根據(jù)施工過程所產(chǎn)生的噸位量而來的,因為他們常使用重型卡車,所以這些供應(yīng)鏈的容量大,常常造成局部充血,尤其是在一個專案交付完成的基礎(chǔ)上再建造項目的進程。 (6)垃圾收集和處理。涉及收集和處理日常城市活動所產(chǎn)生的各種廢物處置,這代表了一種逆向物流形式,因為這些被丟棄的廢物,以前貨物已送達。這樣可以增加回收活動。 然而,重要的是要注意到,在中等發(fā)達或發(fā)展中國家的大多數(shù)城市,部分經(jīng)濟已完全融入全球經(jīng)濟網(wǎng)絡(luò)中。最能證明發(fā)展中國家的城市是他們的經(jīng)濟二元論:即在發(fā)達國家非正規(guī)部門同時經(jīng)營非常先進的工業(yè)和服務(wù)業(yè)的物流行為或類似的行為。現(xiàn)在,現(xiàn)代物流服務(wù)的需求在圣保羅和伊斯坦布