PAGE7外文翻譯原文Port-centriclogisticsMaterialSource:Author:JohnManganandChandraLalwani1.PortsandsupplychainsPortsandmaritimetransporthaveexistedforsomethousandsofyearsandhavedevelopedinlinewiththeevolutionofInternationaltradewhichhasbeeninherentinshapingthemodernworld.Some6billiontonesoffreightmovesbymaritimetransporteachyearandisestimatedtocomprise45percentliquidbulks,23percentdrybulksand32percentgeneralcargo.Totalfreightmovementsvaryaccordingtoregion,commodityandfreightorigin/destination.AccordingtotheWorldBank(2001),therearemorethan2,000portsaroundtheworld,fromsingleberthlocationshandlingafewhundredtonesayeartosomeoftheworld’slargestportssuchasShanghai,SingaporeandRotterdam,whichindividuallyhandlemultiplesofthis(inthecaseofShanghai,forexample,the2005estimateis443millionmetrictonesAmericanAssociationofPortAuthorities,2005).Portsandmaritimetransportthusplayanimportantroletodayinglobalcommerce.Itisimportanttofirstdefineexactlywhatismeantbytheterm“port”.AccordingtoStopford(1997),aportis“ageographicalareawhereshipsarebroughtalongsidelandtoloadanddischargecargo–usuallyasheltereddeepwaterareasuchasabayofrivermouth”.Oftenportscomprisemultipleterminals,aterminalbeing“asectionoftheportconsistingofoneormoreberthsdevotedtoaparticulartypeofcargohandling”.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.Robinsonsuggeststhat:theroleofportsandthewayinwhichportspositionthemselvesmustbedefinedwithinaparadigmofportsaselementsinvalue-drivenchainsystems,notsimplyasplaceswithparticular,ifcomplex,functions.Reflectingwiderlogisticsandsupplychainmanagementissues,therehasalsobeenrecognitionwithintheliteratureconcerningtheevolutionofthedemandformaritimetransport.Panayides(2006)forexamplenotesthat:thedemandformaritimetransportnowadayscannotbesolelyconsideredtobeaderiveddemandemanatingfromtheneedforproducts,butratherasanintegrateddemandemanatingfromtheneedtominimisecosts,improvereliability,addvalue,andaseriesofotherdimensionsandcharacteristicspertainingtothetransportationofgoodsfromthepointofproductiontothepointofconsumption.2.TrendsinmaritimefreighttransportandshippingTheincreasedemphasisontheroleandefficiencyofportsneedstobeviewedinthecontextoftheconsiderablegrowththathasoccurredinrecentyearsinworldtradeingeneralandinmaritimetransportinparticular.Today,manyoftheworld’seconomiesarebecomingincreasinglyinterrelatedasaresultofincreasingtradeandthegrowingtrendtowardsglobalisationofproduction.Overthepasthalf-century,mostcountrieshaveseenanincreaseinexportsasashareofGDP,withthevastbulkoftheseexportstransportedbysea.Anumberoftrendsaffectingthemaritimesectorhavebeencentraltoefficiencyandproductivitygains.Theseincludebetter,fasterandlargervessels,andimprovementsincargohandlingatports.3.Trendsintheportssector3.1PortdevelopmentandownershipTraditionally,mostportsactedassimpletransshipmenthubswherefreightpassedbetweenshipsandlandsidetransport.Thiswastypicallyaverylabourintensiveactivity,buttechnologicaldevelopments(suchasincreaseduseofcontainersandmoresophisticatedcranes)togetherwithreformofdocklabourschemesledtosignificantlydecreasedemploymentatmanyports.Thiswasfurtherexacerbatedbythefactthatforreasonsofgeography,someportsarelocatedinperipherallocations(toallowshortseacrossings)wherealternativeemploymentisscarce.Withchangesinshiptype,andthenatureoffreightbeingtransportednewfacilitiesweredevelopedeitheratalternativelocationswithinports,orinsomeinstancesongreenfieldsites,withtheresultthatmanyoriginalportareasfellintodisrepair.Someportareashowever,leveragingtheirwaterfrontlocation,havebenefitedfromsignificantdevelopmentsinareassuchasresidentialpropertyand,withthegrowthoftheleisuresector,marinadevelopment.Privatisedportsareoftenofmuchinteresttoinvestors.IntheUK,forexample,PDPorts(whichoperatesTeesportandhasinterestsinanumberofotherUKportsplusrelatedlogisticsactivities)wasacquiredbytheAustralianinvestmentcompanyBabcockandBrownInfrastructureLtdinlate-2005.Meanwhile,themainprivateUKportoperator,AssociatedBritishPorts(ABP),delistedfromtheLondonStockExchangein2006followingthecompletionofthetakeoverofthecompanybyAdmiralAcquisitionsUKLtd.ThenextsectiondiscussestheendeavoursbyGPOstoextendtheirglobalfootprintbyacquiringoverseasportfacilities.Increasingly,privatizedportsareownedbyinvestorsoutsideofthecountrywheretheport(s)arelocated,andsomecommentatorsexpressworriesaboutalackofnationalcontroloversuchimportantassetsasportsinanycountry’sinfrastructure(forexample,therecenttakeoverofP&ObyDubaiPortsWorld(DPW)asdiscussedbelow).3.2Globalportoperators(GPOs)Globalisationofshippingandtradeisresultinginincreasingpressureonportstoreducecontainerterminalcostsandimproveoperationalefficiency.Megashippersoffreightaregenerallyseekingsinglesuppliercontractslookingforcarriersthatcanprovideefficientandcosteffectiveservices.Inturn,thecarriersareseekingcostreductionsandefficiencygainsattheportstheyutilise,withsinglesourcingacrossportsintermsofportterminaloperationsbecomingmorecommon.InresponsetothisandtotheneedforintegrationininternationalsupplychainsanumberofGPOshaveemergedwhomanageanincreasingnumberoftheworld’sports.Thishasbeenhelpedbyportderegulationandchangesinownershipinmanycountries.3.3InterportcompetitionNotteboomandWinkelmans(2001)notedthatinter-portcompetitionhasintensified,evenamongmoredistantports,andpointoutthatforexamplethecompetitionbetweenEuropeanportssituatedindifferentportrangeshasincreasedconsiderablyinrecentyears.Suchinter-portcompetitionchallengesthetraditionalassumptionwhereeachcountryhastohaveitsownport(s).DelaysinnewcontainerportdevelopmentinBritainforexamplehaveledsomecommentatorstonotethatBritaincould“finditselfindangerofbecominglittlemorethananappendagetothemajorNorthEuropeancontinentalports”(AsterisandCollins,2007)(theimplicationbeingthatBritain’sinternationaltrafficwouldtransittoandfromdeepsearoutesviaportssuchasRotterdamandAntwerp).Ofcourse,itshouldbeaddedthatportscancooperateaswellascompete!3.4PortsandeconomicgrowthIncreasingly,portsarerecognisedaskeycomponentsindeterminingtheoverallcompetitivenessofnationaleconomies.CullinaneandSong(2002)pointoutthatportsconstituteacriticallinkinthesupplychainandthattheirlevelofefficiencyandperformanceinfluences,toalargeextent,acountry’scompetitiveness.Similarly,Sanchezetal.(2003)inthecontextofanumberofLatinAmericancountries,showedthatportefficiencyisarelevantdeterminantofacountry’scompetitivenessandinterestinglytheyaddthat,unlikemostotherrelevantvariables,portefficiencycanbeinfluencedbypublicpolicies.Bryanetal.(2006)provideacomprehensivereviewoftheliteraturegenerallyonSouthWales,theyquantifytheeconomicsignificanceofthatsetofportsactivitiesontheregion.Theseissuesthenhavegeneratedthedrivetodaytoimproveportefficiency,lowercargohandlingcostsandintegrateportserviceswithothercomponentsoftheglobaldistributionnetwork.4.Port-centriclogisticsandsupplychainstrategiesItisnowgenerallyacceptedthatsupplychains,andnotindividualfirmsorproducts,arethebasisofmuchmarketplacecompetition(Christopher,1992).Transportservices(linksinsupplychains)andtransportinfrastructure(nodesinsupplychains)arekeyelementsinefficientlogisticssystems.Maritimetransport(comprisingportsasnodesandshippingservicesaslinks)isthedominantmodeforinternationalfreightmovementsandisthuscrucialtointernationaltradeandavitalcomponentofmanysupplychains.Whendifficultiesariseinthemaritimechain,theresultscanbequitedramatic,aswasthecaseforexampleinthesecond-halfof2004whencongestionattheportofLongBeachintheUSA,whichhaditsoriginsinlabourdisputes,ledtoshipsremainingidleandanchoredatseaforuptofourdayswithaconsiderableknock-oneffectonconsignorsandconsignees(Marshall,2005).Anotherconcept,“port-centriclogistics”,hasrecentlybeenpromotedinthemaritimelogisticssector(Falkner,2006;Wall,2007;Analytiqa,2007);wedefineport-centriclogisticsastheprovisionofdistributionandothervalue-addinglogisticsservicesataport.Portsareincreasinglyrecognisingthathigherprofitmarginscanbemadeonsomenoncoreportactivitiesandthisisdrivingthemtoengageinactivitiesbeyondsimplyprovidingberthsforshipsandothercoreportservices:Theportisjustonenodeinanyparticularsupplychainandhowgoodsflowthroughthatnodewilldependinpartuponthestrategyadoptedbythatsupplychain.Thisofcourse,istopresupposethatallsupplychainsworktoaparticularstrategy.Itcouldhoweverbearguedthatwithregardtosupplychainstrategysometimestheoryisaheadofpractice!Godselletal.(2006),forexample,notedthatwhiletheorysuggestedthatsupplychainsshouldbedemand-led,ithasprovendifficulttofindempiricaldatainsupportofsuchanapproach.Furthermore,theysuggestthatthefunctionalnatureofmanyorganisations(inourviewthiscouldalsoincludeports)atanoperationallevelactsasabarriertoaligningsupplychainseffectivelywiththemarketstheyservethusobviatingagainstacustomerresponsivesupplychainstrategybeingpursued.5.ConclusionWhilethispaperreviewedtherolesplayedbyportsinlogisticsandsupplychainmanagementgenerally,anddevelopedboththeconceptofport-centriclogisticsandourunderstandingoftherole(s)ofportswithinsupplychains,ausefulnextstepwouldbetofurtherinvestigateandquantifyport-centriclogisticsactivities.Webelievethereissignificantpotentialforportstoengageinmoreport-centriclogisticsactivities,apotentialwhichisinourviewstillquitelatentinthecaseofmanyports.Themovementofsuchfreightthroughaportrepresentstheuseoftheportjustasonenodeinasupplychain.Aneffortshouldthenbemadetoidentifywherevalue-addinglogisticsactivitiestakeplacealongthesesupplychains,bothbeforeandafterthefreightpassesthroughtheport(and,ifappropriate,attheport).Thismayrevealapotentialformoreport-centriclogisticsactivitiesatports.譯文Port-centriclogistics資料來源:寧波數(shù)字圖書館作者：JohnManganandChandraLalwani1.港口和供應(yīng)鏈港口和海上運(yùn)輸已經(jīng)存在數(shù)千年之久了，并隨著國際貿(mào)易的演變也已成為現(xiàn)在世界所固有的一種方式。每年有60億噸的貨物通過海上運(yùn)輸，其中有45%的液體貨物，23%的干貨和32%的一般貨物。所有的貨物根據(jù)地區(qū)、商品和貨物的原產(chǎn)地和目的地來運(yùn)輸。根據(jù)世界銀行2001年的調(diào)查顯示世界上有超過2000個(gè)的港口，從每年處理幾百噸貨物到世界上最大能單獨(dú)處理比這些更多倍數(shù)貨物的港口，如上海、新加坡和鹿特丹。在今天，港口和海上運(yùn)輸在全球的商業(yè)活動(dòng)中扮演著越來越重要的角色。重要的是首先要準(zhǔn)確定義港口是什么。根據(jù)Stopford(1997)所說，港口是“船舶裝載和貨物裝卸的一個(gè)區(qū)域，通常是一個(gè)深水避風(fēng)的港灣”。通常一個(gè)港口包括多個(gè)碼頭，港口一般包括一個(gè)或多個(gè)泊位主要用于特定貨物的處理。港口能夠處理各種不同的貨物。海上運(yùn)輸主要被分為：液體貨物（最主要的是原油的運(yùn)輸）。干貨（如煤炭和部分農(nóng)產(chǎn)品），單位化運(yùn)輸還有其他的一般運(yùn)輸。一些港口處理所有種類的貨物，然而一些港口主要處理一般的貨物。對(duì)處理不同類型的貨物需要不同類型的設(shè)備。羅賓遜提出：港口的作用和地位應(yīng)該定義為港口是價(jià)值鏈中的重要元素而不是簡(jiǎn)單的僅僅作為一般的復(fù)雜的功能的元素。物流和供應(yīng)鏈反映最廣泛的問題也已在有關(guān)的海上運(yùn)輸需求的演變的認(rèn)識(shí)中。如今對(duì)海上運(yùn)輸?shù)男枨蟛荒軆H僅認(rèn)為是一種對(duì)貨物的發(fā)出和需求，而是作為一個(gè)集成的需要盡量減少成本，提高可靠性，增加價(jià)值和一系列其他個(gè)性化需要的操作的貨物從生產(chǎn)地到目的地的一種運(yùn)輸方式。2.海上貨物運(yùn)輸?shù)陌l(fā)展趨勢(shì)和航運(yùn)對(duì)港口的作用和效率的強(qiáng)調(diào)是近年來在國際貿(mào)易中對(duì)海上運(yùn)輸?shù)奶貏e要求。如今，許多國家的經(jīng)濟(jì)增長(zhǎng)是由于貿(mào)易的增長(zhǎng)和國際化生產(chǎn)的發(fā)展。在過去的半個(gè)世紀(jì)里，大多數(shù)國家發(fā)現(xiàn)隨著很多出口的貨物都是通過海上運(yùn)輸?shù)?，這些將會(huì)使GDP在出口中的比重增加哦。很多對(duì)于影響航