港口物流外文翻譯--以港口為中心的物流

1、<p><b>　　外文翻譯</b></p><p>　　Port-centric logistics</p><p>　　Material Source:Emerald期刊</p><p>　　Author:John Mangan Chandra Lalwani Brian Fynes</p><p>　　

2、1. Ports and supply chains </p><p>　　Ports and maritime transport have existed for some thousands of years and have developed in line with the evolution of international trade whic

3、h has been inherent in shaping the modern world. Some 6 billion tonnes of freight moves by maritime transport each year and is estimated to comprise 45 per cent liquid bulks, 23 per cent dry bulks and 32 per cent general

4、 cargo. Total freight movements vary according to region, commodity and freight origin/destination. In the European Union (EU), for examp</p><p>　　Ports and maritime transport thus play an important role tod

5、ay in global commerce. It is important to first define exactly what is meant by the term “port”. According to Stopford (1997),a port is “a geographical area where ships are brought alongside land to load and discharge ca

6、rgo – usually a sheltered deep water area such as a bay of river mouth”. Often ports comprise multiple terminals,a terminal being “a section of the port consisting of one or more berths devoted to a particular type of ca

7、</p><p>　　2. Trends in maritime freight transport and shipping</p><p>　　The increased emphasis on the role and efficiency of ports needs to be viewed in the context of the considerable growth th

8、at has occurred in recent years in world trade in general and in maritime transport in particular. Today, many of the world’s economies are becoming increasingly interrelated as a result of increasing trade and the growi

9、ng trend towards globalisation of production.Over the past half-century, most countries have seen an increase in exports as a share of GDP, with the vast bulk</p><p>　　Globalisation of shipping and trade is

10、resulting in increasing pressure on ports to reduce container terminal costs and improve operational efficiency. Mega shippers of freight are generally seeking single supplier contracts looking for carriers that can prov

11、ide efficient and cost effective services. In turn, the carriers are seeking cost reductions and efficiency gains at the ports they utilise, with single sourcing across ports in terms of port terminal operations becoming

12、 more common. In resp</p><p>　　Notteboomand Winkelmans (2001) noted that inter-port competition has intensified, even among more distant ports, and point out that for example the competition between European

13、 ports situated in different port ranges has increased considerably in recent years. Such inter-port competition challenges the traditional assumption where each country has to have its own port(s). Delays in new contain

14、er port development in Britain for example have led some commentators to note thatBritain could “find it</p><p>　　InAsia, asmajor ports inChina such as Shanghai and Shenzhen develop, neighbouring ports such

15、as Hong Kong, Singapore and Busan in South Korea are feeling the effects of competition (Sang-Hun, 2006; Wright, 2007). Up to now,many ports in China struggled to keep up with growing traffic volumes. Now however as more

16、 capacity comes on stream, they are looking to attract other traffic, especially transshipment traffic, which passes through ports in neighbouring countries. These ports outside of China </p><p>　　3. Ports a

17、nd economic growth</p><p>　　Increasingly, ports are recognised as key components in determining the overall competitiveness of national economies. Cullinane and Song (2002) point out that ports constitute a

18、critical link in the supply chain and that their level of efficiency and performance influences, to a large extent, a country’s competitiveness. Similarly, Sanchez et al. (2003) in the context of a number of Latin Americ

19、an countries, showed that port efficiency is a relevant determinant of a country’s competitiveness an</p><p>　　4. Conclusion and recommendations for further research</p><p>　　Ports have evolved

20、from being simple transhipment points and can provide a range of services and activities to support the wider supply chain.This can be of benefit to supply chains by making them both more efficient and effective, while a

21、llowing ports to become more profitable. The important, sometimes even critical, role which ports play in supply chains should not be underestimated. The emerging area of port-centric logistics, as outlined in this paper

22、, is an area of potential revenue generat</p><p>　　Notwithstanding all of these challenges (which in any event should not be seen as obstacles by good researchers!) the unearthing and analysis of accurate da

23、ta could, we believe, be of major benefit to the ports and logistics sector, and to those of us who research in these sectors, and particularly so if it can lead to greater insights into the emerging area of port-centric

24、 logistics. Ports need to move from taking a passive role in the supply chain to a more active role, and port-centric logist</p><p><b>　　譯文</b></p><p><b>　　以港口為中心的物流</b>&

25、lt;/p><p>　　資料來源: Emerald期刊 作者：John Mangan Chandra Lalwani Brian Fynes</p><p><b>　　1.港口與供應(yīng)鏈</b></p><p>　　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60億噸的貨物通過海運(yùn)途徑運(yùn)輸，據(jù)估計(jì)，其中

26、液體貨物占45%，干散貨占23%，另外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)處理幾百萬噸的貨運(yùn)量，發(fā)往如上海、新加坡、鹿特丹這樣的世界上最大的港口，（例如美國(guó)港務(wù)局協(xié)會(huì)估計(jì)2005年的上海有4.43億噸的貨

27、運(yùn)量，2005）。</p><p>　　港口和海運(yùn)在今天的商業(yè)往來中扮演一個(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)專門用于貨物裝卸泊位的碼頭組成的。港口貨運(yùn)處理不同類別貨物的運(yùn)輸。海運(yùn)一般歸類為： 液體散貨（最主要的分類子類是石油），干散貨（類似一些煤和農(nóng)產(chǎn)品），聯(lián)合貨運(yùn)（包括集裝箱的升

28、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)包括所有的貨物類型，然而，也有一些其他的港口是專門負(fù)責(zé)特定類型的貨物運(yùn)輸，這主要是因?yàn)楦劭诶锊煌愋偷呢涍\(yùn)設(shè)備對(duì)貨物有相應(yīng)的要求。</p><p><b>　　2.航運(yùn)的發(fā)展趨勢(shì)</b></p><p>　　港口作用和效率的提高，需要綜合考慮到近年來世界貿(mào)易的發(fā)展趨勢(shì)，尤其是海上貿(mào)易。現(xiàn)今，世界各地的貿(mào)易

29、往來趨于全球化，使得世界的經(jīng)濟(jì)互連越來越緊密。過去的半個(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)影響海事部門成為提高效率和生產(chǎn)力的關(guān)鍵，比如說提供更好，更快，更大的船只，以及在港口貨物裝卸時(shí)的控制和改善。</p><p>　　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

30、供應(yīng)合同，以求提供高效率和高成本效益的服務(wù)。反過來，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)形式來尋求成本的降低和效率的提高的手段，也變得越來越普遍。 </p><p>　　Notteboomand Winkelmans (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

31、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)海航線通過像鹿特丹和安特衛(wèi)普這樣的港口）當(dāng)然，這里應(yīng)該說明的是港口之間在競(jìng)爭(zhēng)的同時(shí)也可以合作。Fleming and Baird (1999)指出最近已經(jīng)有很多評(píng)論說未來真正的競(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Verhoe

32、ff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)域的或者說是海岸線之間的競(jìng)爭(zhēng)；不同國(guó)家港口的競(jìng)爭(zhēng)；同一個(gè)國(guó)家單獨(dú)港口的競(jìng)爭(zhēng)；港口運(yùn)營(yíng)者或者同一個(gè)港口的設(shè)備供應(yīng)商之間的競(jìng)爭(zhēng)；不同運(yùn)輸方式的競(jìng)爭(zhēng)。</p><p>　　在亞洲，隨著中國(guó)幾個(gè)重要的港口比如：上海港，深圳港的發(fā)展，鄰近的港口比如：香港，新加坡和韓國(guó)的釜山漸漸感覺到了競(jìng)爭(zhēng)的壓力。然而，現(xiàn)在隨著裝運(yùn)量不斷上升趨勢(shì)，他們慢慢的開始指望吸引其他的一些運(yùn)輸方

33、式，特別是轉(zhuǎn)運(yùn)這種方式，也就是通過鄰近國(guó)家的港口來把貨物運(yùn)抵收貨人手里。在亞洲，中國(guó)以外的港口正在做出一系列的策略，比如：建立零關(guān)稅區(qū)，在港區(qū)內(nèi)為增值活動(dòng)提供相應(yīng)的設(shè)備。這些都是為了應(yīng)對(duì)來自中國(guó)港口的猛烈的競(jìng)爭(zhēng)，從而保證自己的運(yùn)輸量。香港港口擔(dān)憂有關(guān)香港和大陸之間的煩人的跨界運(yùn)輸條款有松動(dòng)以便希望可以更加有效率的去競(jìng)爭(zhēng)。同樣令人擔(dān)憂的，如果中國(guó)的海關(guān)服務(wù)更加有效率，香港的清關(guān)效率這一獨(dú)特優(yōu)勢(shì)將會(huì)喪失殆盡。</p><

34、p><b>　　3.港口和經(jīng)濟(jì)增長(zhǎng)</b></p><p>　　港口越來越被人們看作是決定一個(gè)國(guó)家整體競(jìng)爭(zhēng)力的重要組成部分了。Cullinane and Song指出，在供應(yīng)鏈上港口是一個(gè)重要的環(huán)節(jié)，它們的效率和運(yùn)行的績(jī)效很大程度上會(huì)影響一個(gè)國(guó)家的競(jìng)爭(zhēng)力。同樣的，Sanchez et al在根據(jù)對(duì)拉美國(guó)家進(jìn)行研究中顯示，港口的運(yùn)營(yíng)效率對(duì)于一個(gè)國(guó)家的競(jìng)爭(zhēng)力是占據(jù)主導(dǎo)地位的，同時(shí)有趣的是，

35、他們還補(bǔ)充道不像其他的一些相關(guān)的變量，港口運(yùn)營(yíng)效率可以被國(guó)家政策所影響。Bryan et al. (2006) 進(jìn)行一個(gè)全面的關(guān)于港口和區(qū)域經(jīng)濟(jì)發(fā)展的文獻(xiàn)查閱，并以威爾士南部的ABP港口活動(dòng)為例，對(duì)那個(gè)區(qū)域的港口的經(jīng)濟(jì)重要性進(jìn)行了量化。這些議題如今形成了一種驅(qū)動(dòng)力量來提高港口運(yùn)營(yíng)效率，降低貨物的手續(xù)費(fèi)和整合港口和其他全球分銷網(wǎng)組成部分的服務(wù)。</p><p>　　4.結(jié)論和進(jìn)一步研究的建議</p>

36、<p>　　港口已經(jīng)從最早只能作為單一的中轉(zhuǎn)點(diǎn)發(fā)展為能夠提供一定范圍內(nèi)的服務(wù)和活動(dòng)，以支持更為廣泛的供應(yīng)鏈。這些港口功能有利于提高供應(yīng)鏈的效率和效益， 同時(shí)使得港口變得更加有利可圖。最重要的，甚至是最關(guān)鍵的，我們不能低估港口在供應(yīng)鏈中所發(fā)揮的強(qiáng)大的作用。以港口為中心的物流新領(lǐng)域，這如本文所述，是港口潛在的利益獲取點(diǎn)。 港口的性質(zhì)被港口之間日益激烈的競(jìng)爭(zhēng)所重新定義，由此改變其所有制形式，并開辟出更多的更強(qiáng)大的海運(yùn)航線。傳統(tǒng)港口可

37、能有一些被壟斷的交通航線，但現(xiàn)在，這些被壟斷的航線可以不再是理所當(dāng)然的存在了。</p><p>　　盡管我們相信對(duì)于所有這些挑戰(zhàn)（這在任何情況下都不應(yīng)該被優(yōu)秀的研究者視為障礙?。┑陌l(fā)掘和準(zhǔn)確的數(shù)據(jù)分析，對(duì)港口和物流業(yè)的發(fā)展，以及研究這些的部門，尤其促進(jìn)對(duì)港口為中心的物流新興領(lǐng)域的更為深刻的理解是有極大的益處的。港口需要在供應(yīng)鏈中從被動(dòng)轉(zhuǎn)向更為積極的角色，并以港口為中心的物流可能作為一種媒介從而使他們能夠做到這一點(diǎn)