[雙語翻譯]物流外文翻譯--城市物流措施及其關(guān)聯(lián)影響的分類

1、6400 英文單詞， 英文單詞，3.6 萬英文字符 萬英文字符,中文 中文 1.1 萬字 萬字文獻(xiàn)出處 文獻(xiàn)出處: Russo F , Comi A . A classification of city logistics measures and connected impacts[J]. Procedia - Social and Behavioral Sciences, 2010, 2(3):6355-6365.A classif

2、ication of city logistics measures and connected impactsFrancesco Russo, Antonio ComiAbstractAround the world, interest in urban and metropolitan goods movements is increasing since they account for a substantial share o

3、f traffic in urban/metropolitan areas. In this context, many city administrators have implemented measures to mitigate the negative effects of freight transport. Starting from an analysis of existing studies relative to

4、freight policies implemented at urban scale, this paper proposes a general classification of measures adopted at an urban scale and an empirical analysis of obtainable results.Keywords: City logistics; urban freight tran

5、sport; urban freight measures1. IntroductionThe rapid increase in freight vehicles in urban and metropolitan areas contributes to congestion, air pollution, noise and increased logistics costs, and hence the price of pro

6、ducts. In addition, a combination of different types of vehicles on the road increases the risk of crashes. An efficient freight distribution system is required as it plays a significant role in the competitiveness of an

7、 urban area, and it is in itself an important element in the urban economy, both in terms of the income it generates and the employment levels it supports.Today, there is a worldwide focus on setting up a Sustainable Dev

8、elopment Strategy to identify and define measures to achieve a continuous long-term improvement in quality of life by creating sustainable communities, able to manage and use resources efficiently, tap the ecological and

9、 social innovation potential of the economy and in the end ensure prosperity, environmental protection and social cohesion. Referring to the definition of sustainable development given during the World Commission on Envi

10、ronment and Development (1987), to meet the needs of the present without compromising the ability of future generations to meet their needs. It is necessary to propose new development models in the sphere of the United N

11、ations Climate Change Conference of Bali (ONU, 2007), which culminated in the adoption of the Bali Road Map, consisting of a number of forward-looking decisions that represent the various tracks that are essential to ach

12、ieve a secure climate future. In this context, development must be characterized by the definition of economic, environmental and social sustainability.Although many indicators can be found with different goals and targe

13、ts in the literature, but in a compact way, we consider that economic and social sustainability can be treated in terms of efficiency and safety, and environmental sustainability in terms of air pollution. Importantly, t

14、he objectives of sustainable development can be obtained by measures that are sometimes conflicting, and generate impacts that are influenced by the acceptance of stakeholders and external factors.Starting from an analys

15、is of existing studies on freight policies implemented on an urban scale, we propose a general classification of city logistics measures and a brief empirical analysis of the results obtained. In the following sections,

16、 we first identify the functional relationships between producers and end-consumers; hence a detailed analysis of city logistics measures is given. The analysis is made in terms of actors involved and application fields.

17、 In particular, the may make the black circle (retailer) coincide with:· the black square (consumption site); e.g. mail order selling,· the white square (production site); e.g. sale at factory/firm, or· th

18、e white circle (consolidation/deconsolidation sites): e.g. cash and carry.Figure 1 Functional relations and commercial schemes (Russo and Comi, 2006)2.2. Urban goods actorsFreight transport in urban and metropolitan area

19、s concerns both pick-up and delivery in retail, parcel and courier services, waste transport, transport of equipment for the construction industry and a broad range of other types of transport. The purpose of the measure

20、s to be implemented is to reduce the negative effects given by the interactions between goods vehicles and other infrastructure users. Several actors are directly or indirectly involved in urban goods transport (Ruesch a

21、nd Glucker, 2001):· the shipper (wholesaler), whose main interest is delivery and picking-up of goods at the lowest cost while meeting customer needs;· the transport company, whose main interest is a low-cost b

22、ut high-quality transport operation, satisfying the interests of the shipper and receiver (shop);· the receiver/shop owner, whose main interest concerns products delivered at a short lead-time;· the end-consume

23、r; in this class we can consider:○ inhabitants (residents or businessmen/employees), whose main interest is to minimise the disutility caused by goods transport;○ the visitor/shopping public, whose main concern is to min

24、imise the disutility caused by goods transport and variety of the latest products in the shops;· public administration; in this class we can consider:○ local government, whose prime concern is an attractive city for

25、 inhabitants and visitors: minimum disutility, though with effective and efficient transport operation;○ national government, whose main interest is to minimize external effects from transport and maximize net economic b

26、enefits.Interactions between freight actors at urban scale were studied by Wisetjindawat et al. (2007) who proposed a model for urban freight movement incorporating the behaviour of freight actors and their interactions

27、in supply chains. Application to the Tokyo metropolitan area is also described. Analysis of stakeholder behaviour related to some measures has been proposed by Taniguchi and Tamagawa (2005), who developed a method for ev