港口物流外文翻譯-以港口為中心地物流

外文翻譯Port-centriclogisticsMaterialSource:Emerald期刊Author:JohnManganChandraLalwani BrianFynesPortsandsupplychainsPortsandmaritimetransporthaveexistedforsomethousandsofyearsandhavedevelopedinlinewiththeevolutionofinternationaltradewhichhasbeeninherentinshapingthemodernworld.Some6billiontonnesoffreightmovesbymaritimetransporteachyearandisestimatedtocomprise45percentliquidbulks,23percentdrybulksand32percentgeneralcargo.Totalfreightmovementsvaryaccordingtoregion,commodityandfreightorigin/destination.IntheEuropeanUnion(EU),forexample,theportssectorhandlesmorethan90percentofthetradewiththirdcountriesandapproximately30percentofintra-EUtrade,aswellasover200millionpassengerseveryyear.AccordingtotheWorldBank(2001),therearemorethan2,000portsaroundtheworld,fromsingleberthlocationshandlingafewhundredtonnesayeartosomeofthelargestportssuchasShanghai,SingaporeandRotterdam,whichindividuallyhandlemultiplesofthis(inthecaseofShanghai,forexample,the2005estimateis443millionmetrictonnesAmericanAssociationofPortAuthorities,2005).Portsandmaritimetransportthusplayanimportantroletodayinglobalcommerce.isimportanttofirstdefineexactlywhatismeantbythetermAccordingtoStopford(1997),aportisgeographicalareawhereshipsarebroughtalongsidelandtoloadanddischargecargo–usuallyasheltereddeepwaterareasuchasabayofriverOftenportscomprisemultipleterminals,aterminalbeingsectionoftheportconsistingofoneormoreberthsdevotedtoaparticulartypeofcargohandling”(Stopford,1997).Portshandlevariousdifferentcategoriesoffreight.Maritimefreightistypicallyclassifiedas:liquidbulk(themostsignificantsub-categoryhereisoil),drybulk(suchascoalandsomeagriculturalproducts),unitisedfreight(whichcomprisesbothlift-on/lift-offcontainers,i.e.Lo-Loandroll-on/roll-offunits,i.e.Ro-Ro),andothergeneralfreight.Someportshandleallcategoriesoffreight,whileothersfocusonparticularcategories;differenttypesofhandlingequipmentatportsareusuallyrequiredforthesedifferentcategoriesoffreight.TrendsinmaritimefreighttransportandshippingTheincreasedemphasisontheroleandefficiencyofportsneedstobeviewedinthecontextoftheconsiderablegrowththathasoccurredinrecentyearsinworldtradeingeneralandinmaritimetransportinparticular.Today,manyoftheeconomiesarebecomingincreasinglyinterrelatedasaresultofincreasingtradeandthegrowingtrendtowardsglobalisationofproduction.Overthepasthalf-century,mostcountrieshaveseenanincreaseinexportsasashareofwiththevastbulkoftheseexportstransportedbysea.Anumberoftrendsaffectingthemaritimesectorhavebeencentraltoefficiencyandproductivitygains.Theseincludebetter,fasterandlargervessels,andimprovementsincargohandlingatports.Globalisationofshippingandtradeisresultinginincreasingpressureonportstoreducecontainerterminalcostsandimproveoperationalefficiency.Megashippersoffreightaregenerallyseekingsinglesuppliercontractslookingforcarriersthatcanprovideefficientandcosteffectiveservices.Inturn,thecarriersareseekingcostreductionsandefficiencygainsattheportstheyutilise,withsinglesourcingacrossportsintermsofportterminaloperationsbecomingmorecommon.Inresponsetothisandtotheneedforintegrationininternationalsupplychainsanumberofhaveemergedwhomanageanincreasingnumberoftheports.Thishasbeenhelpedbyportderegulationandchangesinownershipinmanycountries.NotteboomandWinkelmans(2001)notedthatinter-portcompetitionhasintensified,evenamongmoredistantports,andpointoutthatforexamplethecompetitionbetweenEuropeanportssituatedindifferentportrangeshasincreasedconsiderablyinrecentyears.Suchinter-portcompetitionchallengesthetraditionalassumptionwhereeachcountryhastohaveitsownport(s).DelaysinnewcontainerportdevelopmentinBritainforexamplehaveledsomecommentatorstonotethatBritaincoulditselfindangerofbecominglittlemorethananappendagetothemajorNorthEuropeancontinentalports”(AsterisandCollins,2007)(theimplicationbeingthatinternationaltrafficwouldtransittoandfromdeepsearoutesviaportssuchasRotterdamandAntwerp).course,itshouldbeaddedthatportscancooperateaswellascompete!exampleofthemergeroftheEuropeanportsofCopenhagenandMalmobeingacaseinpoint.FlemingandBaird(1999)notedthattherehavebeenmanyrecentremarksandwrittencommentsthattherealfuturecompetitionwillnotbebetweenportsandindividualtransportcarriersperse,butbetweenahandfuloflogisticsIndeed,Goss(1990),drawinguponVerhoeff(1981),discussedfivedifferentformsofcompetitionwhichportsaresubjectto,namely–competitionbetweenwholerangesofportsorcoastlines;competitionbetweenportsindifferentcountries;competitionbetweenindividualportsinthesamecountry;competitionbetweentheoperatorsorprovidersoffacilitieswithinthesameport;andcompetitionbetweendifferentmodesoftransport.InAsia,asmajorportsinChinasuchasShanghaiandShenzhendevelop,neighbouringportssuchasHongKong,SingaporeandBusaninSouthKoreaarefeelingtheeffectsofcompetition(Sang-Hun,2006;Wright,2007).Uptonow,manyportsinChinastruggledtokeepupwithgrowingtrafficvolumes.Nowhoweverasmorecapacitycomesonstream,theyarelookingtoattractothertraffic,especiallytransshipmenttraffic,whichpassesthroughportsinneighbouringcountries.TheseportsoutsideofChinaarepursuingavarietyofstrategies,suchasdevelopingtaxfreezonesanddevelopingfacilitiesforvalue-addingactivitieswithintheportarea,inordertoretaintheirtrafficfromtheonslaughtofcompetitionfromportsinChina.HongKongportisanxiousthatburdensomecross-bordertruckingrulesconcerningtrafficbetweenHongKongandmainlandChinaberelaxedsothatitcancompetemoreeffectively.Similarly,itisworriedthatitsdifferentialadvantageintermsoftheefficiencyofcustomsclearanceatHongKongwillbeeradicatedifcustomsservicesaremademoreefficient.PortsandeconomicgrowthIncreasingly,portsarerecognisedaskeycomponentsindeterminingtheoverallcompetitivenessofnationaleconomies.CullinaneandSong(2002)pointoutthatportsconstituteacriticallinkinthesupplychainandthattheirlevelofefficiencyandperformanceinfluences,alargeextent,acompetitiveness.Similarly,Sanchezetal.(2003)inthecontextofanumberofLatinAmericancountries,showedthatportefficiencyisarelevantdeterminantofacompetitivenessandinterestinglytheyaddthat,unlikemostotherrelevantvariables,portefficiencycanbeinfluencedbypublicpolicies.Bryanetal.(2006)provideacomprehensivereviewoftheliteraturegenerallyonportsandregionaleconomicdevelopmentand,takingthecaseofportactivitiesinSouthWales,theyquantifytheeconomicsignificanceofthatsetofportsactivitiesontheregion.Theseissuesthenhavegeneratedthedrivetodaytoimproveportefficiency,lowercargohandlingcostsandintegrateportserviceswithothercomponentsoftheglobaldistributionnetwork.ConclusionandrecommendationsforfurtherresearchPortshaveevolvedfrombeingsimpletranshipmentpointsandcanprovidearangeofservicesandactivitiestosupportthewidersupplychain.Thiscanbeofbenefittosupplychainsbymakingthembothmoreefficientandeffective,whileallowingportstobecomemoreprofitable.Theimportant,sometimesevencritical,rolewhichportsplayinsupplychainsshouldnotbeunderestimated.Theemergingareaofport-centriclogistics,asoutlinedinthispaper,isanareaofpotentialrevenuegenerationforports.Thisisespeciallyrelevantgiventhechangingnatureoftheportssectorwhichischaracterisedbyinteraliaincreasedcompetitionbetweenports,changingportownershipstructures,andmorepowerfulshippinglines.Whereportstraditionallymayhavehadsomethiscannolongernecessarilybetakenforgranted.Notwithstandingallofthesechallenges(whichinanyeventshouldnotbeseenasobstaclesbygoodresearchers!)theunearthingandanalysisofaccuratedatacould,webelieve,beofmajorbenefittotheportsandlogisticssector,andtothoseofuswhoresearchinthesesectors,andparticularlysoifitcanleadtogreaterinsightsintotheemergingareaofport-centriclogistics.Portsneedtomovefromtakingapassiveroleinthesupplychaintoamoreactiverole,andport-centriclogisticsmaybethevehicletoallowthemtodothis.譯文以港口為中心的物流資料來(lái)源: rald期刊 作者：JohnManganChandraLalwaniBrianFynes1.港口與供應(yīng)鏈港口和海運(yùn)已存在數(shù)千年之久，并隨著在社會(huì)現(xiàn)代化進(jìn)程所產(chǎn)生的國(guó)際貿(mào)易的演變而發(fā)展。每年有60億噸的貨物通過(guò)海運(yùn)途徑運(yùn)輸，據(jù)估計(jì)，其中液體貨物占32%為常規(guī)貨物。所有的貨運(yùn)都是根據(jù)商品和貨物的原產(chǎn)地/目的地的不同而進(jìn)行。譬如在歐洲聯(lián)盟（歐盟），海關(guān)每年處理90%以上的歐盟與第三國(guó)的貿(mào)易以及幾乎30%的歐盟內(nèi)部貿(mào)易，另外還有超過(guò)2億的人流量。根據(jù)世界銀行（2001年）統(tǒng)計(jì)，全世界每年有2000多個(gè)港口從單一的停泊點(diǎn)處理幾百萬(wàn)噸的貨運(yùn)量，發(fā)往如上海、新加坡、鹿特丹這樣的世2005年的上海有4.43億噸的貨運(yùn)港口和海運(yùn)在今天的商業(yè)往來(lái)中扮演一個(gè)重要的角色。首先要準(zhǔn)確的定義何謂港口。港口是“用于船只裝載卸貨時(shí)?？坑陉懙氐囊粋€(gè)地理區(qū)域—通常是在深水區(qū)域，比如河口灣深水區(qū)。通常港口包括多個(gè)碼頭，港口是由一個(gè)或多個(gè)專(zhuān)門(mén)用于貨物裝卸泊位的碼頭組成的。港口貨運(yùn)處理不同類(lèi)別貨物的運(yùn)輸。海運(yùn)一般歸類(lèi)為：液體散貨（最主要的分類(lèi)子類(lèi)是石油），干散貨（類(lèi)似一些煤和農(nóng)產(chǎn)品），聯(lián)合貨運(yùn)（包括集裝箱的升降裝卸和滾裝運(yùn)輸兩部分）,以及其他一般貨物的運(yùn)輸。一些港口的貨運(yùn)包括所有的貨物類(lèi)型，然而，也有一些其他的港口是專(zhuān)門(mén)負(fù)責(zé)特定類(lèi)型的貨物運(yùn)輸，這主要是因?yàn)楦劭诶锊煌?lèi)型的貨運(yùn)設(shè)備對(duì)貨物有相應(yīng)的要求。2.航運(yùn)的發(fā)展趨勢(shì)港口作用和效率的提高，需要綜合考慮到近年來(lái)世界貿(mào)易的發(fā)展趨勢(shì)，尤其是海上貿(mào)易?，F(xiàn)今，世界各地的貿(mào)易往來(lái)趨于全球化，使得世界的經(jīng)濟(jì)互連越來(lái)越緊密。過(guò)去的半個(gè)世紀(jì)，隨著出口海運(yùn)不斷的增加，去多國(guó)家的出口貿(mào)易量同比增長(zhǎng)，占GDP的份額也在上升。一系列的趨勢(shì)影響海事部門(mén)成為提高效率和生產(chǎn)力的關(guān)鍵，比如說(shuō)提供更好，更快，更大的船只，以及在港口貨物裝卸時(shí)的控制和改善。航運(yùn)和貿(mào)易的全球化正在導(dǎo)致港口集裝箱碼頭在降低成本，提高運(yùn)營(yíng)效率方面的壓力的增加。所有的貨物托運(yùn)者通常在尋求運(yùn)營(yíng)商時(shí)都會(huì)尋找單一的供應(yīng)合同，以求提供高效率和高成本效益的服務(wù)。反過(guò)來(lái)，運(yùn)營(yíng)商在其所使用的港口以單一的供貨源的港口終端業(yè)務(wù)形式來(lái)尋求成本的降低和效率的提高的手段，也變得越來(lái)越普遍。tndnkelns(2001)指出港口之間的競(jìng)爭(zhēng)呈加劇狀態(tài)，甚至在距離相對(duì)遙遠(yuǎn)的港口之間依然如此。同時(shí)，還特別指出了比如歐洲的不同范圍之間的港口競(jìng)爭(zhēng)在近幾年里大大增加了。這樣的一種競(jìng)爭(zhēng)狀態(tài)挑戰(zhàn)了美國(guó)國(guó)家都需要自己的港口的這個(gè)假設(shè)。英國(guó)新貨柜港口的發(fā)展已經(jīng)使一些評(píng)論員評(píng)論道：自己已經(jīng)越來(lái)越處在北歐的幾個(gè)大的貨柜港口的附屬物的危險(xiǎn)中（暗示英國(guó)的國(guó)際交通運(yùn)輸將會(huì)轉(zhuǎn)移到從內(nèi)海航線(xiàn)通過(guò)像鹿特丹和安特衛(wèi)普這樣的港口）當(dāng)然，這里應(yīng)該說(shuō)明的是港口之間在競(jìng)爭(zhēng)的同時(shí)也可以合作。Flengandird(1999)指出最近已經(jīng)有很多評(píng)論說(shuō)未來(lái)真正的競(jìng)爭(zhēng)將不會(huì)在港口和單獨(dú)的貨運(yùn)公司本身，而是在一條總體的物流鏈上。的確，Goss總結(jié)了rhoeff的理論，得出了五個(gè)不同形式的港口競(jìng)爭(zhēng)方式：整個(gè)港口區(qū)域的或者說(shuō)是海岸線(xiàn)之間