《长城汽车出口贸易现状及优化策略研究》毕业论文英文文献

衡水学院衡水学院 毕业论文（设计）英文文献翻译 学生姓名学生姓名 : :马晓东马晓东 系系别别 : :经济学与管理学系经济学与管理学系 专专业业 : :国际经济与贸易专业国际经济与贸易专业 年年级级 : :20092009 级级 学学号号 : :200941118241200941118241 指导教师指导教师 : :张海燕张海燕 衡水学院教务处印制衡水学院教务处印制 第 1 页 共 6 页 原文 The Export Trade inAutomobiles By H. H. KELLY: The romance of American business holds no more interesting chapter than that which deals with the rise of the automobile industry. And that industry has no more interesting or significant phase than its export trade. Two sets of figures furnish the background for a discussion of foreign trade in automotive products. Both refer to 1923. There were in operation in the world that year 18,000,000 passenger cars and motor trucks; 15,000,000 of this number were in the United States. The world production of these vehicles in the same year was about 4,500,000; America produced 4,087,000 of them, and 107,000 more, if American cars and trucks assembled in foreign countries are counted. These are the brief statistics which show Americas position in the automotive business of the world- 83.4per cent of all vehicles in operation, and 93.2 percent of the annual world production. Nineteen twenty-five will be the jubilee year of the industry in the United States. After less than a quarter century, the American automobile dominates the world. But twenty-five years are not a day; and the growth of the American automotive industry during that time has been logical and sound. The concentrated force of twenty-five years of successful effort is now behind it, pushing it outward into new fields and new markets-in a word, into export trade. RAPID GROWTH OF EXPORT TRADE No one knows just how large, or how small, were the foundations of this towering structure. In 1895, perhaps 300 vehicles were produced in America; by 1900, the number may have been 5,000. Export trade was hardly thought of. For the first and last time, imports probably equaled exports, although the numbers were so negligible as to have left no impression upon the records. It was not until 1910 that either production or exports really began to merit attention, but in that year, 187,000 cars and trucks were built and 8,500 were shipped abroad-about 4.5 percent. The proportion at present is 6 per cent, exports having more than kept pace with the tremendous growth of the industry. From 1910 onward, production of cars and trucks grew by leaps and bounds; each year set a new record, only to be eclipsed by the next. The increase in production from 209,000 in 第 2 页 共 6 页 1911 to 4,087,000 in 1923 summarizes the amazing story. After 1910, the exports grew in like measure-from 15,800 in 1911 to 221, 816 in 1923. The dollar-value of the industry and its exports in the single year of 1923 ran into enormous totals. The wholesale value of all motor vehicles and parts, including tires, produced that year was estimated at $2,800,000,000. The retail value was at least 25 percent more, or $3,500,000,000.The value of the exports was placed at $170,000,000 for the United States, and $37,000,000 for Canada. The magnitude of these figures is best seen in the fact that the United States shipments of automotive products stood third among all commodities exported, being exceeded only by unmanufactured cotton and refined mineral oils. Canadian exports, moreover, should be added to those from the United States, for they come from branch factories of companies organized in the United States, placed there to take advantage of tariff preferential in the British Empire. In comparative value of items, passenger cars form by far the largest portion of the exports; after them come trucks, then motorcycles, accessories, parts for assembly and replacement, and engines. One of the most interesting features in all this notable development is the increase in the number of cars and trucks assembled abroad. The products of some of these foreign-assembly plants, as they are known in the industry, may be only partially American, although they are built by subsidiaries of American companies and under American patents; they may use local materials in large measure, and they do, of course, employ workmen of the country in which they are located. One such plant in England advertises that 80 percent of its product is British-made. In practically all these assembly plants, however, the engine, the heart of the car, is a Made in U. S.A. product. Last year, foreign assembly plants turned out a total of 107,000 cars and trucks. One American company now has twelve such plants in operation in various foreign countries. As foreign markets improve this phase of the industry may be expected to take on an ever greater importance. FOREIGN MARKETS Leading national markets for our automotive products are a kaleidoscope of changing conditions. They differ according to the specific products which they prefer, and they move up and down in their positions from month to month. Sometimes their rise and fall can be assigned to certain known causes; at other times, their movements are apparently without 第 3 页 共 6 页 reason at all. None the less, every export manager watches their fluctuations with keen interest and checks his foreign sales force accordingly. Australia is by far the best market for American passenger cars. Last year, 25,817 cars, valued at $20, 000, 000, were shipped to that market, and in the first six months of this year the shipments almost equaled those of all twelve in 1923. Many Australian industries owe its origin and development to this growing flood of American vehicles. Builders of bodies for both cars and trucks, for instance, have found a prosperous business in equipping chasses, and they have been protected by an Australian tariff which imposes a high duty upon imported bodies. Tire-makers, too, and manufacturers of accessories and parts, base their operations upon the imports of American vehicles. Despite all this manufacturing activity, it is curious to note that no successful all-Australian car has yet made its appearance. After Australia in the table of national markets come Canada, the United Kingdom, Mexico, Sweden, Argentina, Spain, Cuba, and so on down a long list, with not a single country in the world, large or small, failing to receive some of our passenger cars. For trucks, the demand is not the same. Japan led in 1923, and still is in first place so far in 1924, largely by reason of large purchases following the earthquake. Exports of trucks to the Sunrise Kingdom last year numbered 5,111, valued wholesale at $1,670,000. Second in the truck list stood Belgium, and then followed Australia, Sweden, Canada, Spain, the United Kingdom, and a list of others as long as that of the passenger car markets. The sudden rise to prominence of Japan as a buyer of American motor trucks is an example of the unexpected in export trade. In 1922, Japan bought only 1,001 trucks and busses. Following close upon the heels of the earthquake in September of 1923, which laid to the ground two of Japans chief cities, came the first rush orders for trucks. Rail communication, both steam and trolley, was completely disorganized, and the island kingdom found emergency measures necessary transport goods and passengers in the devastated areas. The trucks came- 1,800 in a single month-mostly from America. Bus routes appeared, with passengers jolting uncomfortably in hastily-built bodies mounted on ordinary truck chasses; freight-lines of motor vehicles took the place of the railroads; taxi-lines boomed. Japan was motorized in a month, and a new and modern means of transportation was literally forced upon the country by its own dire need. The effects of that impetus to motor-transport in Japan will never be entirely lost. 第 4 页 共 6 页 译文 汽车出口贸易 作者：H. H. KELLY来源： 美国政治与社会科学院年鉴 汽车产业的崛起是美国商业发展史上最具传奇色彩的篇章， 而在汽车产业中意义最 为重大的部分就是汽车的出口贸易。 1923 年的两组数据为国外汽车产品贸易的讨论提供了背景。 世界上有投入使用的载 客汽车和载货汽车有 18,000,000 台；其中的 15,000,000 都在美国。载客汽车和载货汽车 的全球年产量约为 4,500,000 辆，假设美国的轿车和卡车都在国外组装，美国就分别生 产了 4,087,000 和 107,000 多台。这些简要的统计数据显示了美国在汽车业务中的地位 全球汽车使用量的 83.4%和全球年产量的 93.2%。 1925 年是美国工业的千禧年。不到 25 年后，美国汽车将主导世界汽车行业。但 25 年不是一天，而在这段时间里，美国汽车工业的增长已经是很有逻辑并相当健全。现在 25 年的成功努力，把它推到新的领域和新的市场推进世界，推向出口贸易。 出口贸易的迅速增长 没有人知道美国汽车工业结构基础的大小。1895 年，大约有 300 辆车是美国生产。 截至到 1900 年，即使生产量已经到达 5,000 辆，出口贸易还是很难想象的。尽管这些数 字是如此微不足道，甚至没有留下任何印象的记录，进口第一次也是最后一次追平了出 口。直到 1910 年，无论是生产或出口都开始真正地值得关注。当年，被生产的汽车和 卡车达到 187,000 辆，其中将近 4.5%8,500 辆被运往国外。目前的比例是 6%，出口 的惊人增长已经跟上甚至超过了行业。 从 1910 年起，轿车和卡车生产的增长呈现跨越式发展，每年都会创下的新纪录， 但也只能逊色于下一年。 从 1911 年的 209,000 辆到 1923 年的 4,087,000 辆产量增长诠释 了这个神奇的故事。 1910 后，出口出现了从 1911 年的 15,800 辆到 1923 年的 221,816 的增长。 仅 1923 一年，汽车的产业价值及其出口达到了巨大总量。那一年生产的包括轮胎 在内的所有汽车及零部件批发价值估计有 2,800,000,000 美元。零售价值至少有 25%以 上，3,500,000,000 美元左右。对美国的出口价值为 170,000,000 美元，加拿大的为 37,000,000 美元。这些巨大的数字是最真实的事实，美国汽车产品的出货量在所有出口 商品中排在第三的位置，仅次于未加工的棉花和精炼矿物油的出口。此外，加拿大的出 第 5 页 共 6 页 口，应该增加到美国的出口上去，因为他们来自在美国设立的分厂。设在那里，目的在 于利用大英帝国的关税优惠。 在相对价值上， 乘用车构成了目前世界上最大的出口部分。 之后就是卡车、 摩托车、 配件、零部件和发动机。在所有显著的发展中最突出的就是在国外组装的轿车和卡车数 量的增加。这些国外组装的产品，尽管他们是闻名于业界，可能只有部分是美国的，虽 然它们是由美国公司建立的子公司，并使用美国专利。在很大程度上，他们可能会使用 当地的材料，当然，而且他们也在他们所在的国家雇用工人。 在英国，这样一个工厂的产品广告，80%都是英国制造。然而在几乎所有组装厂， 作为汽车核心的发动机，都是“美国制造”。去年，外国的装配厂制造了共计 107,000 辆 轿车和卡车。一个美国公司现有运转中这样的工厂十二个，分布在各个国家。由于国外 市场的改善，这一阶段的行业预期可能会承担越来越