Port-centric logistics外文翻译 说明

PAGE7外文翻译原文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.译文Port-centriclogistics资料来源:宁波数字图书馆作者：JohnManganandChandraLalwani1.港口和供应链港口和海上运输已经存在数千年之久了，并随着国际贸易的演变也已成为现在世界所固有的一种方式。每年有60亿吨的货物通过海上运输，其中有45%的液体货物，23%的干货和32%的一般货物。所有的货物根据地区、商品和货物的原产地和目的地来运输。根据世界银行2001年的调查显示世界上有超过2000个的港口，从每年处理几百吨货物到世界上最大能单独处理比这些更多倍数货物的港口，如上海、新加坡和鹿特丹。在今天，港口和海上运输在全球的商业活动中扮演着越来越重要的角色。重要的是首先要准确定义港口是什么。根据Stopford(1997)所说，港口是“船舶装载和货物装卸的一个区域，通常是一个深水避风的港湾”。通常一个港口包括多个码头，港口一般包括一个或多个泊位主要用于特定货物的处理。港口能够处理各种不同的货物。海上运输主要被分为：液体货物（最主要的是原油的运输）。干货（如煤炭和部分农产品），单位化运输还有其他的一般运输。一些港口处理所有种类的货物，然而一些港口主要处理一般的货物。对处理不同类型的货物需要不同类型的设备。罗宾逊提出：港口的作用和地位应该定义为港口是价值链中的重要元素而不是简单的仅仅作为一般的复杂的功能的元素。物流和供应链反映最广泛的问题也已在有关的海上运输需求的演变的认识中。如今对海上运输的需求不能仅仅认为是一种对货物的发出和需求，而是作为一个集成的需要尽量减少成本，提高可靠性，增加价值和一系列其他个性化需要的操作的货物从生产地到目的地的一种运输方式。2.海上货物运输的发展趋势和航运对港口的作用和效率的强调是近年来在国际贸易中对海上运输的特别要求。如今，许多国家的经济增长是由于贸易的增长和国际化生产的发展。在过去的半个世纪里，大多数国家发现随着很多出口的货物都是通过海上运输的，这些将会使GDP在出口中的比重增加哦。很多对于影响航