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源: rald期刊 作者：JohnManganChandraLalwaniBrianFynes1.港口與供應鏈港口和海運已存在數千年之久，并隨著在社會現代化進程所產生的國際貿易的演變而發展。每年有60億噸的貨物通過海運途徑運輸，據估計，其中液體貨物占32%為常規貨物。所有的貨運都是根據商品和貨物的原產地/目的地的不同而進行。譬如在歐洲聯盟（歐盟），海關每年處理90%以上的歐盟與第三國的貿易以及幾乎30%的歐盟內部貿易，另外還有超過2億的人流量。根據世界銀行（2001年）統計，全世界每年有2000多個港口從單一的停泊點處理幾百萬噸的貨運量，發往如上海、新加坡、鹿特丹這樣的世2005年的上海有4.43億噸的貨運港口和海運在今天的商業往來中扮演一個重要的角色。首先要準確的定義何謂港口。港口是“用于船只裝載卸貨時停靠于陸地的一個地理區域—通常是在深水區域，比如河口灣深水區。通常港口包括多個碼頭，港口是由一個或多個專門用于貨物裝卸泊位的碼頭組成的。港口貨運處理不同類別貨物的運輸。海運一般歸類為：液體散貨（最主要的分類子類是石油），干散貨（類似一些煤和農產品），聯合貨運（包括集裝箱的升降裝卸和滾裝運輸兩部分）,以及其他一般貨物的運輸。一些港口的貨運包括所有的貨物類型，然而，也有一些其他的港口是專門負責特定類型的貨物運輸，這主要是因為港口里不同類型的貨運設備對貨物有相應的要求。2.航運的發展趨勢港口作用和效率的提高，需要綜合考慮到近年來世界貿易的發展趨勢，尤其是海上貿易。現今，世界各地的貿易往來趨于全球化，使得世界的經濟互連越來越緊密。過去的半個世紀，隨著出口海運不斷的增加，去多國家的出口貿易量同比增長，占GDP的份額也在上升。一系列的趨勢影響海事部門成為提高效率和生產力的關鍵，比如說提供更好，更快，更大的船只，以及在港口貨物裝卸時的控制和改善。航運和貿易的全球化正在導致港口集裝箱碼頭在降低成本，提高運營效率方面的壓力的增加。所有的貨物托運者通常在尋求運營商時都會尋找單一的供應合同，以求提供高效率和高成本效益的服務。反過來，運營商在其所使用的港口以單一的供貨源的港口終端業務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。tndnkelns(2001)指出港口之間的競爭呈加劇狀態，甚至在距離相對遙遠的港口之間依然如此。同時，還特別指出了比如歐洲的不同范圍之間的港口競爭在近幾年里大大增加了。這樣的一種競爭狀態挑戰了美國國家都需要自己的港口的這個假設。英國新貨柜港口的發展已經使一些評論員評論道：自己已經越來越處在北歐的幾個大的貨柜港口的附屬物的危險中（暗示英國的國際交通運輸將會轉移到從內海航線通過像鹿特丹和安特衛普這樣的港口）當然，這里應該說明的是港口之間在競爭的同時也可以合作。Flengandird(1999)指出最近已經有很多評論說未來真正的競爭將不會在港口和單獨的貨運公司本身，而是在一條總體的物流鏈上。的確，Goss總結了rhoeff的理論，得出了五個不同形式的港口競爭方式：整個港口區域的或者說是海岸線之間