港口物流外文翻译-以港口为中心地物流

外文翻译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.译文以港口为中心的物流资料来源: rald期刊 作者：JohnManganChandraLalwaniBrianFynes1.港口与供应链港口和海运已存在数千年之久，并随着在社会现代化进程所产生的国际贸易的演变而发展。每年有60亿吨的货物通过海运途径运输，据估计，其中液体货物占32%为常规货物。所有的货运都是根据商品和货物的原产地/目的地的不同而进行。譬如在欧洲联盟（欧盟），海关每年处理90%以上的欧盟与第三国的贸易以及几乎30%的欧盟内部贸易，另外还有超过2亿的人流量。根据世界银行（2001年）统计，全世界每年有2000多个港口从单一的停泊点处理几百万吨的货运量，发往如上海、新加坡、鹿特丹这样的世2005年的上海有4.43亿吨的货运港口和海运在今天的商业往来中扮演一个重要的角色。首先要准确的定义何谓港口。港口是“用于船只装载卸货时停靠于陆地的一个地理区域—通常是在深水区域，比如河口湾深水区。通常港口包括多个码头，港口是由一个或多个专门用于货物装卸泊位的码头组成的。港口货运处理不同类别货物的运输。海运一般归类为：液体散货（最主要的分类子类是石油），干散货（类似一些煤和农产品），联合货运（包括集装箱的升降装卸和滚装运输两部分）,以及其他一般货物的运输。一些港口的货运包括所有的货物类型，然而，也有一些其他的港口是专门负责特定类型的货物运输，这主要是因为港口里不同类型的货运设备对货物有相应的要求。2.航运的发展趋势港口作用和效率的提高，需要综合考虑到近年来世界贸易的发展趋势，尤其是海上贸易。现今，世界各地的贸易往来趋于全球化，使得世界的经济互连越来越紧密。过去的半个世纪，随着出口海运不断的增加，去多国家的出口贸易量同比增长，占GDP的份额也在上升。一系列的趋势影响海事部门成为提高效率和生产力的关键，比如说提供更好，更快，更大的船只，以及在港口货物装卸时的控制和改善。航运和贸易的全球化正在导致港口集装箱码头在降低成本，提高运营效率方面的压力的增加。所有的货物托运者通常在寻求运营商时都会寻找单一的供应合同，以求提供高效率和高成本效益的服务。反过来，运营商在其所使用的港口以单一的供货源的港口终端业务形式来寻求成本的降低和效率的提高的手段，也变得越来越普遍。tndnkelns(2001)指出港口之间的竞争呈加剧状态，甚至在距离相对遥远的港口之间依然如此。同时，还特别指出了比如欧洲的不同范围之间的港口竞争在近几年里大大增加了。这样的一种竞争状态挑战了美国国家都需要自己的港口的这个假设。英国新货柜港口的发展已经使一些评论员评论道：自己已经越来越处在北欧的几个大的货柜港口的附属物的危险中（暗示英国的国际交通运输将会转移到从内海航线通过像鹿特丹和安特卫普这样的港口）当然，这里应该说明的是港口之间在竞争的同时也可以合作。Flengandird(1999)指出最近已经有很多评论说未来真正的竞争将不会在港口和单独的货运公司本身，而是在一条总体的物流链上。的确，Goss总结了rhoeff的理论，得出了五个不同形式的港口竞争方式：整个港口区域的或者说是海岸线之间