港口物流发展模式研究外文文献翻译最新

合集下载

港口物流发展文献

以下是关于港口物流发展的一些经典文献：1. "The Port and the City: The Port of Liverpool and the Rise of the Atlantic Economy, 1700-1840" - Simon Ville 这本书通过研究英国利物浦港口的发展，探讨了港口与城市发展之间的相互关系，特别是在18世纪至19世纪大西洋经济的崛起过程中。

2. "Port Management and Operations" - Maria G. Burns, Patrick M. Alderton这本书介绍了港口管理和运营的基本原理和实践，涵盖了港口物流、货运、码头运作、安全管理等方面的内容，是一本全面的港口管理参考书。

3. "Port Economics" - Wayne K. Talley这本书系统地介绍了港口经济学的理论和实践，包括港口的市场结构、竞争策略、物流链管理、运费定价等内容，是港口经济学领域的重要文献之一。

4. "Maritime Logistics: A Complete Guide to Effective Shipping and Port Management" - Dong-Wook Song, Photis M. Panayides这本书全面讨论了海上物流和港口管理的方方面面，包括国际贸易、航运、港口运作、供应链管理等内容，对于理解港口物流发展具有很高的参考价值。

5. "The Geography of Transport Systems" - Jean-Paul Rodrigue, Claude Comtois, Brian Slack这本书从地理学的角度研究了交通运输系统，其中包括了港口作为重要节点的物流网络的分析和研究，对于理解港口物流在整个运输系统中的地位和作用具有重要意义。

港口物流发展模式研究外文文献翻译最新

毕设附件：外文文献原文+译文文献出处作者：Russell D期刊：World Review of Intermodal Transportation Research第3卷，第1期，151-160原文The study on the development pattern of port logisticsRussell DAbstractWorld port logistics development mode of port management and port logistics operation mode, among them, the port management mode is the foundation, is the essence of the port logistics operation model constraint. With the port development course, the world of port management mode is gradually changing. At present, the management mode of typical ports in the world are mainly represented by the Hong Kong port of private enterprise management mode and represented by Singapore's port of the common management mode, etc. This paper probes into the world, summarized the typical port logistics development mode analysis, provide enlightenment for the development of port logistics.Keywords: Port logistics; Operate pattern; Port management1 Port management pattern1.1 Private enterprise management patternPrivate enterprise management mode refers to the investment in infrastructure construction and port management is carried out by private enterprise management mode. Completely by the private management of ports in the world is not much, more representative is Hong Kong port. Almost all the port of Hong Kong port facilities built by private investment and management, the container terminal completely follow the policy of free port. In kwai chung port, for example, the terminal of 19 container berth respectively by hutchison whampoa, the United States marines, Hyundai and Cosco (with hutchison whampoa, the joint venture) four companies management, port of the private enterprise business rarely by government intervention, amarket-oriented, completely independent pricing. Private management pattern is the main characteristic of management market, high efficiency, but because the private enterprise capital scale and the capital required for port investment operation scale, there is a huge gap, therefore this model will be restricted to a certain extent port of long-term investment and planning and development.1.2 Common management patternIn the common management mode, the port is invested and managed by the government, state-owned enterprises, and private enterprises jointly. This model is not only the world's most common mode of port management, is also the government and state enterprises management mode port development direction and trend of the reform. This trend is also known as port of commercialization or privatization, the main characteristic is to break the single port by the state or government management mode, to minimize the government directly participate in the management of port operation, the Singapore port management belongs to the pattern. Singapore port after the port management system reform, the original port authority is divided into Singapore bureau of shipping and port and Singapore port group. Shipping and port bureau mainly deal with port and shipping regulation and technical problems, it is mainly undertake the port investment, operation and management functions. To Singapore port privatization reform brought great benefit, not only to enhance the enterprise staff's service consciousness, and thus reduce the operation cost and improve the operation efficiency, and increase the enterprise overseas investment, further consolidate the Singapore port in the advantage position in the international shipping.2 Operation pattern analyses of port logisticsIn the context of port management model, after long-term exploration and practice, in the world at present has formed four typical port logistics operation mode, including the landlord type logistics center mode, joint venture type logistics center model and independent model of logistics center and supply chain model and joint logistics center.2.1 The port of Rotterdam logistics operation modeLandlord type logistics center model is created by the port of Rotterdam and development, so also called Rotterdam port logistics operation mode. In this mode, the port authority has a lot of management autonomy and the land use right, is united by the port area of terminal facilities, industrial land management, and other facilities. Usually by the port authority took out part of the warehouse and yard into the public port logistics center, but its only responsible for the management and provides the infrastructure and supporting services, itself does not directly participate in the management of logistics center. When after the completion of the logistics center by the port authority is the key to choose business solid foundation and good reputation logistics business practice, gradually absorb the industrial and commercial enterprises to join the logistics center, make raw material procurement, distribution and other functions to a logistics center is responsible for, to participate in the supply chain management. Type landlord port logistics operation mode of logistics center represents a direction of the port logistics development in the world, in addition to the port of Rotterdam, currently in the United States New York/New Jersey port, port of Baltimore, Germany's Hamburg's seaport and the French port of Marseille and other world famous ports adopt this model.2.2 The Antwerp port logistics operation modeJoint venture type logistics center is a joint venture of port logistics center, the pattern by creating and development of the port of Antwerp, also called to Antwerp port logistics operation mode. This model is based on ports, several water and land transport enterprises, joint or in the form of share-holding system of modern logistics center, as loading and unloading, and the unity of warehousing, transportation, distribution, information processing, to carry out a dragon, door to door, to the comprehensive service. The advantage of this model is on the one hand can solve the port the plight of lack of funds, on the other hand, through cooperation with domestic and foreign advanced logistics enterprises, faster to understand and grasp the international operation and management technology of modern logistics center and works.2.3 Port of Hong Kong logistics operation modeIndependent model of logistics center model namely by the port enterprises to establish specialized logistics center, make use of the port facilities, manpower and upstream and downstream business relationship to develop logistics business. This kind of development model by the creation and development of Hong Kong port, so also is called Hong Kong port logistics transport. As a model, it pays attention to establish communication between the port and port, port and port pipes, usually in port for the join point, establish enterprise, city, regional and even national modern logistics service network system, from a single section in loading and unloading, transport and warehousing services, to the raw materials and finished goods to the change of the whole logistics service consumption, and at the same time by strengthening port freight forwarders and ship generation service function, establish perfect service network can provide one-stop service. In addition, the current in the vigorously developing network logistics center, Hong Kong, namely through the logistics information network, to carry out the electronic commerce, and developed into electronic logistics center, the formation of offshore trading and remote logistics. In addition, given the close to port development of logistics facilities, the Hong Kong port and shipping board on how to strengthen Hong Kong as a global and regional research on the preferred transport and logistics hub in Asia, the rear at the airport or port planning and construction "value-added logistics park". Value-added Logistics Park provides not only the general warehousing services, and provides all kinds of logistics value-added services; time must be accurate cargo handling services and e-business services.2.4 Singapore port logistics operation modeType of supply chain logistics center model is composed of port logistics enterprises together with the shipping logistics enterprises logistics center, take advantage of each in different parts of the supply chain, division of labor cooperation, joint investment of close logistics group or by the same big shipping and logistics operation of group companies two supply chain. Joint logistics center model is by port and bonded area, or jointly with the city to form a logistics center to conduct business. The pattern created by the Singapore port and development, so also called Singaporeport logistics operation mode.3 Revelation3.1 Port management attaches great importance to and reasonable planning modelPort logistics is an important content of modern port development, its development has experienced from traditional logistics to integrated logistics and supply chain logistics distribution logistics, several stages of development. Port logistics development is based on the development of the port is a port with the infrastructure as well as the operation and management mechanism as the background, so the port will directly affect the development of port development. And port management pattern for the operational efficiency of the port logistics has a great influence to the development of the direct relationship between the ports, which will greatly influence the development of port logistics. This from Singapore port and the development of the Japanese ports can be a good proof. At the same time, through the implementation of free port policy, the construction of large professional logistics center and a variety of preferential measures to attract multinational companies in the construction of port logistics or distribution center, etc., create convenient conditions for the development of port logistics environment, has become a hub for international logistics. By several common management mode can make the government's power of port control combined with private enterprise management ability efficiently, balance social interests and private economy, overcome the public of the public sector and private enterprise management shortcomings and limitations, in recent years, quite a few national port management mode is actively to various common management mode, namely the trend of port privatization.3.2 Give full play to the government's macro guidance and coordinationIn the development of port logistics, the government plays an important role. The development of modern port logistics needs the government and enterprises to cooperate with each other and work together. This is port management mode with the world gradually to the government, state-owned enterprises and private enterprises of various common management mode development trend, and represented by Rotterdam, Singapore etc., the world's major ports logistics operation mode isconsistent. Throughout a typical port the development of modern logistics, noting have is not the government's planning, investment and favorable policies and measures on the basis of development, even though very few in the world such as the Hong Kong international big port of the completely by the private enterprise management, the government also set up the port development council, is responsible for the planning and development of the port. Therefore, the government in the process of the development of port logistics must give full play to its overall planners and the role of the regulators.3.3 Carefully study the target of modern port logistics developmentFrom the port of Hong Kong, Singapore and other international port, modern port logistics gradually in the development towards the direction of the comprehensive and integrated. Among them, the Omni-directional mainly reflected in the port logistics centers around the owners to provide various kinds of value-added services, including various financial and insurance services, to provide the goods at the port, shipping and other transport in the process of the best logistics solutions, provide the fair inspection, as well as catering leisure entertainment, retail services and so on.译文港口物流发展模式研究Russell D摘要世界港口物流发展模式由港口管理模式和港口物流运作模式构成，其中，港口管理模式是基础，是港口物流运作模式的根本制约因素。

港口物流外文文献翻译

文献出处：Fouda R A N, Romeo N D, Azizi M, et al. Port Logistics in West and Central Africa: A Strategic Development under Globalization [J]. Open Journal of Applied Sciences, 2014, 76-84.原文Port Logistics in West and Central Africa:A Strategic Development under GlobalizationRegine；Nana；Aziz；RickABSTRACTThe main idea of this study is to provide help to West and Central Africa port logistics authorities in making, evaluating and realizing their decisions on port development/management, all in an effort to guaranty port efficiency and operational brilliance to profit the different ports, their hinterlands and their related clients. Consequently, an examination is made as far as port sector is concerned, with an ever more demanding enhancement in operational efficiency. Moreover, a past research on West and Central Africa Ports, as well as an overview on port logistics was made, making it possible to determine what has been done (prospects) and what is still to be done (ineffectiveness), in prospective of a more reformed and efficient port. One of the principles of this paper is also to confer all the aspects that operate as obstacles to the WCA port’s improvement and development; using thus the evaluation model called EWCA (Evaluation of West and Central Africa Ports), which gives a descriptive analysis of the present situation of the latter’s port logistics, including the aid of multiple regression model to determine an impact of explanatory variables on the study probability. Applying the method of strategic development, this paper thus deals with exploring typical problems and quandaries of West and Central Africa ports. The findings suggested how to fight back or overcome the constrictions and strangulations; enabling West and Central Africa port logistics attain their desired strategic development aims, despite the ineffectiveness. Tremendous efforts were made, giving a vital shoot on African economy and development; even though there isstill a lot to do, for the data and variables showed how the port logistics augment and descend frequently without a long period of stability.Keywords: Port Logistics; West & Central Africa; Multiple Regression Analysis; Strategy Development1 IntroductionIn general, African shipping has been largely deregulated. Therefore, many African countries are trapped in a vicious circle of high tariffs discouraging traffic and further increasing costs. Poor inland links (the lack of an integrated land distribution system, particularly for transit, impedes container traffic) and a wasteful and costly port administration/management accentuate this problematic situation. Several ports suffer from low capacity, particularly in terminal storage, maintenance and dredging capability. Moreover, many ports are poorly equipped and inefficiently operated. Container handling rates fall well below international norms. Port charges for both containers and general cargo are substantially higher than in other regions. Security standards are still extremely variable. Therefore, it is wise to build a coordinated network among WCA ports in particular, to serve as a vivid platform for cooperation, information sharing and exchange of practices/knowledge, with the same aim of improving/boosting and developing/managing their port logistics sectors.The Problematic Statement (Problems and Requirements)A tactical development is therefore needed which could likely have an impact on West and Central Africa’s economy as well as its foreign traders (Allies and Clients). This as a whole could boost the entire Afric an nation’s economy and eradicate poverty and unemployment raging most countries . Moreover, most West and Central African countries have been experiencing ramshackle in commodity stocks of some of their key export commodities (cocoa, coffee, rubber, oil etc.) from the entire region (UNCTAD 2010). Furthermore , the problem of long dwelling time (engendering cargo for the port on specified time) is another gigantic constraint, hindering the West and Central Africa ports’ development and has negative adverse effect on the Supply chain and logistic service in general . For these motives, this paper would like to findout the following three issues related to West and Central Africa ports’ development as far as port logistics and transportation in general is concerned.1) What is the impact of West and Central Africa port modernization under globalization to the development of their economy?2) Which port logistics disproportional factors are the most influential on West and Central Africa ports?3) Which among them are the most significant or critical and what is the effect of tackling these problems of the critical factors of port logistics?4) Does the elimination of these critical factors improve port logistics under the influence of globalization?2. Literature Review: A Synopsis of the Past Research in West and Central Africa (Strategic Development)The ports in West and Central Africa long-term strategic development can be defined as those ports that can “open the new world, open the gate to the future” with unparalleled locations as the gateway to the entire Africa boost (port website), these ports do not only serve landlocked countries around their neighborhood, but also the coastal countries of other parts of Africa (north, East, south) and the Global economy in general.The mission (which is the strength) of the ports of West and Central Africa can be determined as: We assist carriers to deliver their cargo to the place of destination. This elaborates the four operational functions associated with the port, which are: ship operation, transfer operation, storage operation and gate operation.To maintain the continuous growth and development, maximum short-term and long-term decision-making are required for the survival of the business.Once a strategy is set-up and adopted, still, an effective and efficient management is still required for its implementation because, a more generally accepted strategy does not necessary mean a successful one. To know if such a strategy is indeed the correct and best strategy, the following characteristics can be observed.1) It’s been base on precise, accurate and reliable data with clear real-time benefits.2) The strategy should guarantee little/negligible uncertainty.3) It’s available and suitable for application under dif ferent conditions, and unforeseen circumstances should have a rescue and a backup measure.4) There should be a Possibility of implementing the strategy within the resources available to the organization.5) Profitability is guaranteed (through good hinterland connection for the ports).6) Competitiveness: looking into the companies weaknesses and making them the company’s strength (in other words, building on the company’s strength); as well as converting threats into opportunities .7) Forecasting the future and being dynamic enough to adapt to the change in management (Peter Drucker).3. Methodology: The Evaluation of West and Central Africa Ports (EWCA)There are a number of types of evaluation, varying in form, the data they yield, and the situation to which they can be effectively applied. The various approaches in common use can be categorized as either empirical or statistical. The latter involves collecting and analyzing numerical data from which predictions are drawn and usually involve measuring a representative sample of the entire target group. Whereas, an empirical approach requires the collection of data derived from experience, observations and experiments. Well in this case, we will be enacting an evaluation model on West and Central Africa ports. As said before, West and Central Africa port are drenched in undisputable port logistics ineffectiveness and inequities, despite the several attempts to boost their ports abilities. To effectuate this analysis, multiple regression model is stipulated to excel the evaluation of WCA port logistics. This paper’s questions form the basis for the selection of tools for data analysis.1) Which port logistic disproportional factors are the most influential on West and Central Africa ports?2) Which among them is most significant or critical?3) What is the effect of tackling these problems of the critical factors of port logistics?4) Does the elimination of these critical factors improve port logistics under the influence of globalization?3.1. An Introduction of Multiple Regression Evaluation ModelTo answer the general questions of WCA port logistics, we are required firstly to apply the multiple regression model. The multiple regression techniques helped in performing correlation analysis of the relationship between the WCA port logistic determinants and the WCA port logistic values. In other words, the different technique looked at the WCA port logistic causative factors at a disaggregate level. Multiple Regression technique believes that there are critical causative factors that determine WCA port logistics under the influence of globalization.译文非洲中西部的港口物流：一个全球化背景下的战略性发展雷吉娜；娜娜；阿齐兹；里克摘要本研究的主旨是为非洲西部和中部的港口物流部门提供帮助，帮助他们制定、评估和实现他们关于港口物流发展和管理的决定。

高端物流发展外文文献翻译最新译文

文献出处: Dekker R. The research of high-end logistics and high-end logistics industry [J]. International Journal of Production Economics, 2015, 12(2): 536-545.原文The research of high-end logistics and high-end logistics industryDekker RAbstractThe high-end logistics is a modern logistics management to supply chain management in the process of the new logistics form. It is in the high-end of the supply chain logistics activities. Global economic integration under the environment of global supply chain system construction is a high-end logistics development background, high-end logistics is far beyond the meaning and function of traditional logistics, high-end logistics innovation a variety of forms.Keywords: high-end logistics; Supply chain; Logistics form1 IntroductionWith the quickening pace of global economic integration, the world within the scope of the industrial structure adjustment and transfer of accelerating, basic structure of a series of major changes in world economy. At present, the multinational companies control 30% of the global gross domestic product, 60% of international trade and international direct investment of more than 90%.A multinational companies as the core of the global industrial chain has been formed; Along with the increase of the economy in the world, a spate of structural imbalances, as a result, countries and regions and areas "asymmetric, mismatch" between logistics, logistics to enhance the regional economic cooperation and coordination, lead to the global supply chain and logistics network is accelerating construction.Global economic integration to promote the rapid growth of the logistics industry, the international division of labor deepening inevitably leads to the change pattern of international trade, depend on each other to strengthen, and presents the trend of economic integration, to change the original flow and goods flow, prompting more varieties in the wider over greater distances, more high-volume "flow", greatly increased the total logistics, and ultimately to promote logistics resources configuration pattern changed dramatically in the whole world, to promote logistics resources and logistics flow to concentrate in a number of world production, the processing area quickly.The logistics industry in the world, in the period of the development of the industry cycle prospect is very broad, the global logistics industry scale of about $3.43 trillion, almost twice as many new and high technology industries. Modern logistics industry has become an important part of developed countries in economy.Currently, walk in the front end of the world economy developed and emerging developing countries, has been in service industry as the center of the knowledge economy era. In the era of knowledge economy, the social function of the services, including trade logistics status, is gradually replacing industry, become the dominant industry of the society. Reflects in the field of value, modern service industry in improving the added value, and social profit center of gravity to the "smiling curve" industry value chain ends (research and development, finance, insurance, logistics and other industries) to move. According to statistics, "smiling curve" on both ends of the profit margin is 20% ~ 25%, and the intermediate processing industry is only 5%.Reflected in the field of reproduction, is "the first profit source" and "the second profit source" relative atrophy, seek development reproduction era of "the third profit source" has become the urgent demand, trade logistics industry become a new profit growth point.2 High-end logistics produce and cause analysis of the causes of attention from all walks of lifeUnder the background of economic globalization, the competition between enterprises is increasingly evolved into the competition between logistics and supply chain. Supply chain logistics, fourth party logistics, electronic logistics, green logistics, intelligent city logistics management and so on is development trend of logistics industry in foreign countries. At present, the development of the world's top ten logistics giant dynamic mainly embodied in: through consolidation and merger and acquisition, into a variety of transport business, increase profits; to integrate the business process and realize the resource optimization configuration; provide high quality and personalized service. Can say high-end logistics service is the direction of the development of logistics industry in the world, should cause our attaches great importance to.After years of rapid development of logistics industry, through the internal and external resources integration has accumulated a large size and good material basis. From the perspective of the global supply chain, based on modern information technology and supply chain management integration service will become the future logistics service main way, to realize the coordination and cooperation between supply chains partners is the inevitable choice of logisticsenterprises occupy the high-end market and future development trend. China’s modern service industry development is only added to the international supply chain, in the participation in the global competition to increase the ability of survival and development.Normalization, integration, scale, technology, real-time, networking, digital and intelligent is the main characteristic of high-end logistics information system. The application of advanced information technology and Internet, provide technical support for high-end logistics development.3 High-end logistics overview3.1 The meaningHigh-end logistics is a modern logistics management to supply chain management in the process of producing new logistics form, which is in the high-end of the supply chain logistics activities, it has the high tech content, high value-added, high industrial driving force, high and low resource consumption, low pollution, radiation characteristic, and conform to the world the main development direction of logistics, namely: the connotation of logistics and extension of outward expansion, the logistics process, expanding the coverage of logistics and logistics management is becoming more and more specialization, standardization and information technology.3.2 FeaturesHigh-end logistics function far beyond the scope of the traditional logistics. It includes: the integration of logistics and supply chain, logistics market research, logistics service capability, marketing, logistics system design, logistics plan and logistics information processing, logistics operation control, inventory control, collection and clearing, the logistics personnel education and training, etc.High-end logistics produce diversified and more professional logistics service form. Logistics service forms are: financial, insurance, logistics, commerce logistics and procurement services, such as wholesale distribution, exhibition, distribution, sale and distribution, agents, wholesale.High-end logistics has the characteristics of headquarters economy. Logistics and supply chain management enterprise high-end function (management, research and development, investment and more functions of regional command center) and mid-range function (warehousing, transportation) started on the space separation, high-end function part in logistics node cluster,form the enterprise headquarters, including management headquarters, red, investment headquarters, with the enterprise headquarters agglomeration will be formed in the logistics park logistics headquarters. Logistics mid-range functional parts, such as traditional storage and transportation, packing, loading and unloading, distribution processing, and other functions, as the logistics network extends to other regions and even the whole country or global network.3.3 High-end logistics form innovationUnder the influence of the world economic structure change, the logistics demand is from low-end to high-end development, make logistics industry from the traditional warehousing and transportation to information back to the main characteristics of modern logistics industry. At all levels of government policy to guide and promote. Logistics industry basically completed the transformation from traditional logistics to modern logistics industry, to promote industry development level and quality, is to meet the needs of the development of supply chain integration more advanced form of transformation. Logistics operation mode in the field of supply chain of high-end innovation, a variety of derivative logistics model, namely: together with logistics services and other industries service comprehensive service variety. Logistics service innovation to improve the additional value of modern logistics. Logistics service innovation, and other high-end services, creates many new logistics service products, such as financial, trade logistics, supply chain integration and management, etc. Logistics enterprises based on customer demand, to provide customers with personalized value-added services, such as freight transportation, inventory management, bar code labels, sorting singling, order execution, after-sales returns management, goods recycling disposal and other value-added services. The application of high and new technology and the standardization and information of logistics management showed high technical content of modern logistics. Higher energy prices, information technology progress is accelerated, seek the new way to reduce logistics cost, the application of high and new technology, contributed to the high efficiency, accurate and fast logistics development of seamless.A wide range of process optimization and integration are widely attention.4 Speed up the high-end related Suggestions on the development of logistics industry4.1 The correct understanding of high-end logisticsHigh-end logistics is a higher level of modern logistics industry development stage and level is not a kind of new logistics form. It is with the development of high-end manufacturing andmultinational companies. The development of high-end logistics industry must have a good logistics infrastructure, advanced information technology, high-quality logistics talent, mature high-end logistics services and market demand to support. Correctly grasp the basic rules and trend of the development of logistics industry in the high-end, strengthen industrial policies to guide, to avoid the blindness of industry development, spontaneity and repeatability.4.2 Reasonable planning high-end logistics industrial parkHigh-end logistics industry refers to can provide the market with "high-tech and high value-added, high benefit, high aging, high human capital and openness industry at low pollution, low resource consumption and environmental protection" characteristics and affordable logistics services space large modern service industry. To provide high-end products, high-end services, the service of high-end customers, is a high-end logistics industrial park and the important distinction between the general logistics park.(1) the degree of industrial concentration degree, economic development and openness are the basis for the development of high-end logistics, so the high-end logistics park shall, first of all, in big cities, especially in the coastal open cities and important transport hub city planning and construction.(2) the construction of high-end logistics park should base on the existing logistics park functions, not must rethink, to prevent a new round of industrial park construction "surge".(3) give full play to the existing port logistics park and bonded logistics park in the role of high-end logistics development, the park has a good foundation, and attract a large number of buyers, traders, logistics providers, is conducive to do logistics supporting for industrial upgrading transformation.(4) high-end logistics park service to high-end enterprise directly, provide high-end services, can with high and new technology when planning zones, export processing zone, bonded port zone, exhibition center and other high-end function overall consideration.4.3 Cultivate a high-end logistics providerThe key to the development of high-end logistics services is a group of mature high-end logistics service provider. There are few at present, the high-end logistics provider and the impact is not big size, difficult to compete with high-end logistics enterprises. Its core business is more focused on high-end logistics distribution business, not form a supply chain and logistics system planning integration business. With the constant progress of science and technology, the global economic structure adjustment, high-end logistics development will become an important part ofthe international supply chain system.4.4 Build a high-end logistics service systemHigh-end logistics is the core of value-added services, so has a higher requirement of logistics service quality, service function and service ability is especially important. Requirements of high-end logistics service providers with advanced information technology, logistics planning, consulting and training, logistics integration and implementation operation, customer relationship management and value-added services such as ability, to establish a powerful logistics service network and high-end logistics talent team.译文高端物流与高端物流产业发展研究Dekker R摘要高端物流是现代物流管理向供应链管理转变过程中产生的新物流形态，它是处于供应链高端的物流活动。

浅谈港口物流的发展

浅谈港口物流的发展摘要：港口物流的发展是随着港口经济的兴起而发展的，物流在港口服务中的应用极大地改变了港口传统服务模式，成为港口寻求长远发展、增强竞争力的主要源泉。

本文主要对港口物流的发展做了一些探讨，希望各港口物流从业者能从中得到启发。

关键词：港口物流港航结合发展措施Discussed shallowly the harbor physical distribution the developmentGuan TengfeiAbstract:The harbor physical distribution development is,the physical distribution in harbor service application which emerges along with the harbor economy develops enormously changed the harbor traditional service pattern,becomes the harbor to seek the long term development,the enhancement competitive power main fountainhead.This article mainly has made some discussions to the harbor physical distribution development,hoped various harbors physical distribution practitioner can be inspired.Keywords:Harbor physical distribution Port navigation union Development measure【中图分类号】F252.5【文献标识码】A【文章编号】1009-9646(2009)03-0071-02 1.港口物流的基本含义港口物流是指港口地区根据自身的地理位置优势、所处的经济环境特点，运用现代物流理念，通过有计划、有目标的发展，形成一个以港区及广辐射地域为服务对象的综合物流网络。

外文翻译-物流国际化发展策略研究

外文翻译物流国际化发展策略研究翻译部分英文原文Logistics Management1. The Definition of LogisticsAfter completing a commercial transaction，logistics will execute the transfer of goods from the supplier( seller) to the customer( buyer) in the most cost-effective manner. This is the definition of logistics. During the transfer process，hardware such as logistics facilities and equipment( logistics carriers) are needed，as well as information control and standardization. In addition，supports from the government and logistics association should be in place.Three major functions of logistics(1) Creating time value：same goods can be valued different at different times. Goods often stop during the transfer process，which is professionally called the storage of logistics. It creates the time value for goods.(2) Creating location value：same goods can be valued differently at different locations. The value added during the transfer process is the location value of logistics.(3) Distribution processing value：sometimes logistics create distribution processing value，which changes the length，thickness and packages of the goods. Like popular saying，― cutting into smaller parts‖ is the most commonly seen distribution processing within logistics create added value for goods.2. Logistics is a new commercial area，developing from the traditional stage to a modern one. The main differences between these two stage include：(1) Modern logistics adopts containerization techniques. The goods transfer process starts with packaging，followed by transportation，storage and distribution. The whole process is operated under logistics standards. Based on the logistics base module of 600×400mm，from the logistics module of 1，200×1，000mm，and enlarge to the size of 2，591×2，438mm-the size of high×wide of the container. It can be adjusted to the standard sizes of containers for trains，trucks and ships.(2) Information technologies are most important for modern logistics. Bar Code，POS，EDI and GPS systems dramatically improve the efficiency and accuracy of the logistics activities. Internet further assists the market development，operation and management of the logistics industry.3.International LogisticsAn increasing number of companies are involving in international markets through exporting，licensing，joins ventures，and ownership. This trend should continue. With such expansion there is a need to develop worldwide logistics networks. Integrated logistics management and cost analysis will be more complex and difficult to manage.There are some future trends in internationalization：(1) More logistics executives with international responsibilities(2) Expansion of the number and size of foreign trade zones.(3) Reduction in the amount of international paperwork and documentation(4) More foreign warehousing is owned and controlled by the exporting firm(5) Increasing number of smaller firm(6) Foreign ownership of logistics service firms，e. g.，public warehousing and transportation carriers.(7) Increasing multiple distribution channelsThe international transport and the international logistics are same things in some way. So，when the international trading involved，the firm must establish international logistics systems to provide the products and service demanded. The most significant development in international logistics will be the increasing sophistication information system adopted and independent departments to operate.4.Packaging. Packaging performs two basic functions–marketing and logistics. In marketing the packaging acts promotion and advertising. Its size，weight，color，and printed information attract customers and convey knowledge of the product. When firms are involved in international marketing，packaging becomes even more important. Products sold to foreign countries travel greater distances and undergo more handling operations. The logistics package is to protect the products during the process of logistics.Scrap disposal. The logistics process must effectively and quickly handle，transport，and store waste products. If they can be reused or recycled，logistics company should arrange and move them to the re–production and re–processing locations.Return goods handling. The handling of return goods is often called reverse distribution. Buyers may return items to the seller for a number of reasons. Most logistics systems are not good enough to handle such cases. In many industries，consumers return products for warranty repair，replacement，or recycling，reverse distribution costs may be very high. Reverse distribution will become more important as customers demand more flexible and favorable return policies.5.Third Part Logistics ( TPL)Third Part Logistics provides all the logistics services. They act as a bridge or facilitator between the first part( supplier or producer) and the second part( buyer or customer). The primary objectives of third part logistics providers are to lower the total cost of logistics for the supplier and improve the service level to the customer.Third Part Logistics have been growing rapidly. Cost reduction and demands for batter and cheaper services are the main drives behind the growth. A third part logistics provider will be in a position to consolidate business from several companies and offer frequent pick–ups and deliveries，whereas in–house transportation cannot. Other reasons are as follows：* The company does not specialize in logistics；* The company does not have sufficient resources；* Eager to implement better logistics operation or does not have time to develop the required capabilities in–house；* The company is venturing into a new business with totally different logistics requirements；* Merger or acquisition may make outsourcing logistics operations more attractive than to integrate logistics operations.6.Global LogisticsDeveloped countries often deal with globalization in two ways：to be more cost competitive with third world countries，and to look for new partners in other countries to manufacture components，subassemblies and even the final products. The second approach forces most developed countri es to get into a new area called ― global logistics‖.Benefits of global operations include cheap raw materials and end products，lower labor cost，better quality，increased internal competition and better customer service. Some of the disadvantages are unreliable delivery，poor communication and longer time from design to finish production. Challenges are often cultural and linguistic differences，legal requirements，logistics suppliers or manufacturers，exchange rates.There are three major flows involved in global logistics：material flow，document flow and cash flow.7.Logistics into the FutureLogistics is changing at a rapid and acceleration rate. There are two reasons are its rapid growth：Firstly，pressure to change by the development of the system itself(1) High–speed computing and data transmission can instantly transmit and react to user demand(2) More flexible and accurate logistic planning and control through computers and data processing(3) Flexible computer facilities help problem solving and increase decisions accuracy(4) Awareness of total cost measurement and management accountingSecondly，pressures for changes from the wider economy.(1) Be flexible in handling markets of different sizes for better competition(2) There is increasing specialization in markets and growth in retailing.(3) Life cycles for products are shortening. Logistics systems need to be more efficient，faster and more flexible(4) Move from mass production towards flexible manufacturing system( FMS). These systems enable a company to switch production quickly from one product to another (5) Competitive pressures lead to more efforts to improve customer service.8.The process of logistical integration can be divided into four stages：Stage 1. Began in the early 1960s in the USA and involved the integration of all activities associated with distribution. Separate distribution departments were to coordinate the management of all processes within physical distribution management( PDM).Stage 2. PDM was applied to the inbound movement of materials，components，and subassemblies，generally known as ― materials management‖. By the late 1970s，many firms had established ― logistics department‖ with overall responsibility for the movement，storage，and handling of products upstream and downstream of the production operation.Stage 3. Logistics plays an important coordinating role，as it interfaces with most other functions. With the emergence of business process re–engineering( BPR) in the early 1990s，the relationship between logistics and related functions was redefined. ― System integration‖ occurred. Cross–functional integration should achieve greater results.中文译文物流国际化发展策略研究1.物流的定义在完成商业交易之后，物流将以最低成本和最高效益的方式执行将商品从供应商(卖方)流转到顾客(买方)的过程。

物流外文文献翻译精选文档

物流外文文献翻译精选文档TTMS system office room 【TTMS16H-TTMS2A-TTMS8Q8-外文文献原稿和译文原稿Logistics from the English word "logistics", the original intent of the military logistics support, in the second side after World War II has been widely used in the economic field. Logistics Management Association of the United States is defined as the logistics, "Logistics is to meet the needs of consumers of raw materials, intermediate products, final products and related information to the consumer from the beginning to the effective flow and storage, implementation and control of the process of . "Logistics consists of four key components: the real flow, real storage, and management to coordinate the flow of information. The primary function of logistics is to create time and space effectiveness of the effectiveness of the main ways to overcome the space through the storage distance.Third-party logistics in the logistics channel services provided by brokers, middlemen in the form of the contract within a certain period of time required to provide logistics services in whole or in part. Is a third-party logistics companies for the external customer management, control and operation of the provision of logistics services company.According to statistics, currently used in Europe the proportion of third-party logistics services for 76 percent, the United States is about 58%, and the demand is still growing; 24 percent in Europe and the United States 33% of non-third-party logistics service users are actively considering the use of third-party logistics services. As a third-party logistics to improve the speed of material flow, warehousing costs and financial savings in the cost effective means of passers-by, has become increasingly attracted great attention.First, the advantages of using a third-party logisticsThe use of third-party logistics enterprises can yield many benefits, mainly reflected in:1, focus on core businessManufacturers can use a third-party logistics companies to achieve optimal distribution of resources, limited human and financial resources to concentrate on their core energy, to focus on the development of basic skills, develop new products in the world competition, and enhance the core competitiveness of enterprises.2, cost-savingProfessional use of third-party logistics providers, the professional advantages of mass production and cost advantages, by providing the link capacity utilization to achieve cost savings, so that enterprises can benefit from the separation of the cost structure. Manufacturing enterprises with the expansion of marketing services to participate in any degree of depth, would give rise to a substantial increase in costs, only the use of professional services provided by public services, in order to minimize additional losses. University of Tennessee in accordance with the United States, United Kingdom and the United States EXEL company EMST & YOUNG consulting firm co-organized a survey: a lot of cargo that enable them to use third-party logistics logistics costs declined by an average of percent, the average flow of goods from days to days, stock % lower.3, reduction of inventoryThird-party logistics service providers with well-planned logistics and timely delivery means, to minimize inventory, improve cash flow of the enterprise to achieve cost advantages.4, enhance the corporate imageThird-party logistics service providers and customers is a strategic partnership, the use of third-party logistics provider of comprehensive facilities and trained staff on the whole supply chain to achieve complete control, reducing the complexity of logistics, through their own networks to help improve customer service, not only to establish their own brand image, but also customers in the competition.Second, The purpose of the implementation of logistics managementThe purpose of the implementation of logistics management is to the lowest possible total cost of conditions to achieve the established level of customer service, or service advantages and seek cost advantages of a dynamic equilibrium, and thus create competitive enterprises in the strategic advantage. According to this goal, logistics management to solve the basic problem, simply put, is to the right products to fit the number and the right price at the right time and suitable sites available to customers.Logistics management systems that use methods to solve the problem. Modern Logistics normally be considered by the transport, storage, packaging, handling, processing in circulation, distribution and information constitute part of all. All have their own part of the original functions, interests and concepts. System approach is the use of modern management methods and modern technology so that all aspects of information sharing in general, all the links as an integrated system for organization and management, so that the system can be as low as possible under the conditions of the total cost, provided there Competitive advantage of customer service. Systems approach that the system is not the effectiveness of their various local links-effective simple sum. System means that, there's a certain aspects of the problem and want to all of the factors affecting the analysis and evaluation. From this idea of the logistics system is not simply the pursuit of their own in various areas of the lowest cost, because the logistics of the link between the benefits ofmutual influence, the tendency of mutual constraints, there is the turn of the relationship between vulnerability. For example, too much emphasis on packaging materials savings, it could cause damage because of their easy to transport and handling costs increased. Therefore, the systems approach stresses the need to carry out the total cost analysis, and to avoid the second best effect and weigh the cost of the analysis, so as to achieve the lowest cost, while meeting the established level of customer se rvice purposes.Third, China's enterprises in the use of third-party logistics problems inWhile third-party logistics company has many advantages, but not many enterprises will be more outsourcing of the logistics business, the reasons boil down to:1, resistance to changeMany companies do not want the way through the logistics outsourcing efforts to change the current mode. In particular, some state-owned enterprises, we reflow will also mean that the dismissal of outsourcing a large number of employees, which the managers of state-owned enterprises would mean a very great risk.2, lack of awarenessFor third-party logistics enterprise's generally low level of awareness, lack of awareness of enterprise supply chain management in the enterprise of the great role in the competition.3, fear of losing controlAs a result of the implementation of supply chain companies in enhancing the competitiveness of the important role that many companies would rather have a small but complete logistics department and they do not prefer these functions will be handed over toothers, the main reasons it is worried that if they lose the internal logistics capabilities, customers will be exchanges and over-reliance on other third-party logistics companies.4, the logistics outsourcing has its own complexitySupply chain logistics business and companies are usually other services, such as finance, marketing or production of integrated logistics outsourcing itself with complexity. On a number of practical business, including the integration of transport and storage may lead to organizational, administrative and implementation problems. In addition, the company's internal information system integration features, making the logistics business to a third party logistics companies have become very difficult to operate.5, to measure the effect of logistics outsourcing by many factorsAccurately measure the cost of information technology, logistics and human resources more difficult. It is difficult to determine the logistics outsourcing companies in the end be able to bring the cost of how many potential good things. In addition, all the uniqueness of the company's business and corporate supply chain operational capability, is usually not considered to be internal to the external public information, it is difficult to accurately compare the inter-company supply chain operational capability.Although some manufacturers have been aware of the use of third-party logistics companies can bring a lot of good things, but in practical applications are often divided into several steps, at the same time choose a number of logistics service providers as partners in order to avoid the business by a logistics service providers brought about by dependence.Fourth, China's third-party logistics companies in the development of the problems encounteredA successful logistics company, the operator must have a larger scale, the establishment of effective regional coverage area, with a strong command and control center with the high standard of integrated technical, financial resources and business strategy.China's third-party logistics companies in the development of the problems encountered can be summarized as follows:1, operating modelAt present, most of the world's largest logistics companies take the head office and branch system, centralized headquarters-style logistics operation to take to the implementation of vertical business management. The establishment of a modern logistics enterprise must have a strong, flexible command and control center to control the entire logistics operations and coordination. Real must be a modern logistics center, a profit center, business organizations, the framework, the institutional form of every match with a center. China's logistics enterprises in the operating mode of the problems of foreign logistics enterprises in the management model should be from the domestic logistics enterprises.2, the lack of storage or transport capacityThe primary function of logistics is to create time and space utility theft. For now China's third-party logistics enterprises, some companies focus on storage, lack of transport capacity; other companies is a lot of transport vehicles and warehouses throughout the country little by renting warehouses to complete the community's commitment to customers. 3, network problemsThere are a few large companies have the logistics of the entire vehicle cargo storage network or networks, but the network coverage area is not perfect. Customers in the choice of logistics partner, are very concerned about network coverage and network of regionalbranches of the density problem. The building of the network should be of great importance to logistics enterprises.4, information technologyThe world's largest logistics enterprises have "three-class network", that is, orders for information flow, resources, global supply chain network, the global Resource Network users and computer information network. With the management of advanced computer technology, these customers are also the logistics of the production of high value-added products business, the domestic logistics enterprises must increase investment in information systems can change their market position.Concentration and integration is the third-party logistics trends in the development of enterprises. The reasons are: firstly, the company intends to major aspects of supply chain outsourcing to the lowest possible number of several logistics companies; the second, the establishment of an efficient global third party logistics inputs required for increasing the capital; the third Many third-party logistics providers through mergers and joint approaches to expand its service capabilities.译文物流已广泛应用于经济领域中的英文单词“物流”，军事后勤保障的原意，在二战结束后的第二面。

外文翻译--用港口物流及供应链管理方法来评价港口绩效

中文4400字本科毕业论文外文翻译外文题目：A logistics and supply chain management approach to port performance measurement出处：MARIT. POL. MGMT作者：Khalid Bichou and Richard Gray原文：A logistics and supply chain management approach toport performance measurementBy Khalid Bichou and Richard GrayMARIT. POL. MGMT2004VOL. 31, NO. 1, 47–67ABSTRACTAlthough there is widespread recognition of the potential of ports as logistics centres, widely accepted performance measurements for such centres have yet to be developed. The essence of logistics and supply chain management is an integrative approach to the interaction of different processes and functions within a firm extended to a network of organizations for the purpose of cost reduction and customer satisfaction. The logistics approach often adopts a cost trade-off analysis between functions, processes and even supply chains. This approach could be beneficial to port efficiency by directing port strategy towards relevant value-added logistics activities. This paper seeks to show that through conceptualizing ports from a logistics and supply chain management approach, it is possible to suggest a relevant framework of port performance. A proposed framework is tested in a survey of port managers and other international experts.IntroductionMeasures of port efficiency or performance indicators use a diverse range of techniques for assessment and analysis, but although many analytical tools and instruments exist, a problem arises when one tries to apply them to a range of ports and terminals. Ports are very dissimilar and even within a single port the current or potential activities can be broad in scope and nature, so that the choice of an appropriate tool of analysis is difficult. Organizational dissimilarity constitutes a serious limitation to enquiry, not only concerning what to measure but also how to measure. Furthermore, the concept of efficiency is vague and proves difficult to apply in a typical port organization extending across production, trading and service industries.Ports have an important role to play in the integration of all three types of channel. There are many organizations occupied (or potentially occupied) with logistics and supply chain integration within and around ports, mainly in the role of logistics channel facilitators (ocean carriers, land-based carriers, port operators, freight forwarders, port agents, etc.), but also as public institutions such as Customs authorities. This paper seeks to adopt an approach that incorporates within a valid framework of analysis existing measures of port performance and efficiency, the association of ports with logistics and supply chain management, and appropriate measures of logistics and supply chain management efficiency.Background literaturePort performance and efficiencyUNCTAD suggests two categories of port performance indicators: macro performance indicators quantifying aggregate port impacts on economic activity,and micro performance indicators evaluating input/output ratio measurements of port operations. In this paper, we focus on the micro level. Various references, particularly UNCTAD monographs, provide a range of port indicators by ratio type and category of operation. There are many ways of measuring port efficiency or productivity, although reducible to three broad categories: physical indicators, factor productivity indicators, and economic and financial indicators. Physical indicators generally refer to time measures and are mainly concerned with the ship (e.g. ship turnaround time, ship waiting time, berth occupancy rate, working time at berth).Sometimes, coordination with land modes of transport is measured, e.g. cargo dwell time or the time elapsed between cargo being unloaded from a ship until it leaves the port.Factor productivity indicators also tend to focus on the maritime side of the port,for example to measure both labour and capital required to load or unload goods from a ship. Similarly, economic and financial indicators are usually related to the sea access; for example, operating surplus or total income and expenditure related to gross registered tonnes (GRT) or net registered tonnes (NRT), or charge per twenty foot equivalent unit (TEU). Port impacts on the economy are sometimes measured to assess the economic and social impacts of a seaport on its respective hinterland or foreland. The results may be provided in port statistics, e.g. the port of Rotterdam or by research institutes such as ISEMAR in France.Many ports, particularly those in urban areas, have inadequate land-side connections. Land-side efficiency also needs to be addressed when ways are sought to expand port capacity. Port capacity is difficult to measure or even to define. It is, nevertheless, likely to be easier for a port to make better use of existing capacity rather than subsidize new transport infrastructure. A logistics and supply chain approach may achieve better use of port capacity.Port activities are usually measured by cargo output or through production functions. In the first case, the assessment of efficiency is based either on the contribution of a single factor productivity to port throughput such as output per worker or output per wharf, or on the measurement of total cargo handling productivity, where performance evaluation equates port operations to the production function. Much empirical research falls under this category and seeks to compare actual output to optimum output using the frontier method.Review of port literature relevant to logistics and supply chain management.In the port and shipping literature, few authors have addressed the issue of logistics and supply chain management within ports and across their network of organizations, and many published works adopt a fragmented approach to port operations.Although current literature recognizes the role of ports as integral components of distribution systems, many studies disaggregate total port operations and focus on single or a few elements of port activity. Literature on port logistics has only developed over the last two decades or so, for exampleby UNCTAD through a series of monographs on port management and operations, or the World Bank’s‘Port Reform Tool Kit’describing recent trends in port management and suggesting a framework for port reform and development. UNCTAD defines ‘third generation’ports as those offering value-added services (e.g. warehousing, packaging) in addition to cargo handling, and ‘fourth generation’ports as those that are separated geographically but with common operators or administration, such as by global multi-port companies [42]. In an effort to assess the logistics potential of ports, Harding and Juhel distinguish between general logistics services (GLS) and value-added activities or logistics (VAL), with the latter being a common feature of containerised and general cargo. They highlight the increasing role of ports as ‘distriparks’or dedicated areas for both GLS and VAL. They also point out the future of inland logistics centres or dry ports (e.g. inland container depots) for logistics operations that do not need to be carried out in the seaport area.Much of the literature advocating the future of ports as logistics centres highlights their nodal role in the changing patterns of maritime and intermodal transport (e.g. hub and spoke systems), but overlooks logistics integration of the various activities performed within the port organization itself. Most published articles address separately different aspects of port management (cost-analysis, marketing, strategic planning, etc.) without incorporating them into an integrated logistics framework of customer service, total costs or trade-off analysis. For instance, the question of the total cost that a cargo bears throughout different port operations up to the final customer or user does not appear to have been discussed in the academic literature. The same applies to competitive benchmarking between the management of seaports and that of other entities with similar operational features, e.g. airports or regional distribution centres.For some, this fragmented approach is mainly due to the complex organizational structure and management of ports, although recent port privatization schemes may have made it relatively easier to apply an integrative logistics approach to port operations. Fleming and Baird consider that the lack of a ‘competitive community spirit’among different port actors (e.g. customs authorities) is largely behind the difficulty of managing activities from a logistics perspective. The complex organizational structure of ports has always been a central issue in most aspects of port management, and probably constitutes themajor obstacle to the development of a comprehensive conceptual framework of port logistics management.Supply chain management extends the principle of logistics integration to all companies in the supply chain through strategic partnerships and cooperation arrangements. Some regard the next challenge of supply chain management is to manage ‘pliant flows’so as to ensure that all parts of the chain ‘oscillate together’in an holistic fashion. In similar vein, others stress the need for ‘agile’supply chains in order to survive in a rapidly changing global environment. Paixao and Marlow advocate the application of ‘agility’to the port environment, proposing that ports should be proactive rather than reactive along supply chains in a modern globalized world economy.Review of relevant logistics and supply chain measurementsMany techniques of logistics measurement adopt ratio instruments of financial reporting and productive efficiency. For instance, logistics performance is assessed through productivity and utilization measurement, or by applying the DEA model to international channel productivity. Most of the available logistics measurements correspond to a firm’s internal functions and processes. For example, a report by the European Logistics Association arranges logistics performance measurements into eight groups, but does not organize them into an integrative and comprehensive framework. Measurement techniques that have gained recognition from logistics professionals include activity-based costing (ABC) and total cost analysis (TCA). The former proposes an evaluation of the costs of a firm’s activities based on the actual resources and time consumed to perform them, whereas the latter proposes a trade-off analysis among different internal functions to minimize the total cost, while at the same time maintaining customer satisfaction.The use of TCA is extended to external logistics performance by integrating various flows and processes in the supply chain.In the area of supply chain management, the academic literature has been less successful in providing valid tools for performance measurement, and most performance measurements have been initiated by practitioners or consultants rather than through academic research. Exceptions include Kaplan and Norton who combine several dimensions of performance measurement. They provide a linear cause-and-effect model claimed to serve both measurement and management objectives. The Supply-Chain Operations Reference(SCOR) initiative undertaken by the Supply-Chain Council (SCC) attempts to integrate process reengineering, benchmarking, and process measurements into a cross-functional framework. Holmberg’s model proposes a conceptual framework of performance analysis throughout a systems approach to supply chain measurement. Process benchmarking is a technique that proposes the collaboration of all members in the supply chain for the purpose of process comparison and performance analysis. Institutions at the trade channel level can play a valuable and neutral role in benchmarking. Any valid performance model, within a logistics and supply chain management context, should integrate different measures of internal activities and link them to measurement activities of other entities in the supply chain.Towards a logistics and supply chain approach for portsFrom the above discussion, it appears that there may be a methodological difficulty in linking supply chain performance measurements to ports. Traditional port management is often typified by institutional fragmentation and conflict with other members of the logistics channel, whereas the supply chain management philosophy advocates process integration and partnership. A systemic approach to port performance is required. The systems approach should allow a neutral and objective perception of a problem’s definition and investigation, and particularly helps in overcoming the obstacles of channel identification and conflicting standpoints. However, despite successive attempts to apply the systems approach to operational problems in shipping and ports, very few would claim to apply the concept of systems thinking to the whole port organization.MethodologyAction researchThe methodology adopted for this study works within the action research paradigm. Action research is a process suitable where change is the main research subject, and the researcher participates in the change process. It requires a close relationship and collaboration between practitioners and researchers, made possible in the research described in this paper when one of the authors undertook a short-term appointment with the World Bank. Action research is most suitable for technique development or theory building, but isless suitable for hypothesis testing. Its advantage over traditional survey approaches is that the latter tend to be past-oriented or ‘snapshots’, whereas action research is a forward-looking process with implications beyond the immediate project. Action research is undertaken by using an appropriate intervention technique analogous to experimentation. The technique used in this approach is to present port managers and other experts with a model of port performance for examination and assessment by them, leading to an improved model. This technique is supported by a questionnaire of port managers focusing on performance indicators.Exploratory investigation into feasibility of port performance model As an exploratory investigation, individuals with different types of expertise related to ports were approached to comment on the relevance and feasibility of the proposed model, shown in figure 3 with covering notes (see appendix). The participants consisted of three panels of experts, namely:Analysis and resultsQuestionnaire responses and analysisThe questionnaire investigated current techniques of port performance measurement. The 45 respondent ports confirmed the regular use of combined indicators for both internal and external performance evaluation. As shown in table 2, financial measures are the most commonly used, closely followed by throughput measures for internal performance, whereas productivity and economic-impact indicators become more prominent for external comparison with other ports.Most ports were not satisfied with the current indicators (see table 3).However, when asked about logistics techniques for performance measurement and management over half of the ports replied that they use them very seldom or never (see table 4).Although responses may reflect a lack of interest in logistics operations and management, an alternative explanation may be the difficulty in understanding or applying logistics concepts and measurement techniques.Comments by expert panels on model validityFigure 3 and the appendix present a model applying logistics and supply chainmanagement concepts to port performance measurement. The model was sent to and discussed with different participants to assess its validity and feasibility within the context of port operations and management. Responses varied in many aspects, although all considered the model valid as a ‘first initiative’that looks at port efficiency from the perspective of logistics and supply chain management. The following sections present and analyse the responses by each of the three expert panels.ConclusionsThe research aims at conceptualizing the port system from the perspective of logistics and supply chain management, and suggesting a valid framework of efficiency measurement capable of reflecting the logistics scope of port operations and complementing, if not replacing, the conventional methods for port performance measurement and management biased towards sea access. By adopting a structured approach and methodology and involving a range of interest groups, the authors tried to ensure a valid and reliable inquiry given the time and cost constraints.The results show a common interest in logistics and supply chain management concepts across the various panels of experts. Respondents from the port group showed a lack of familiarity with logistics and supply chain management concepts, especially those related to logistics integration, benchmarking and channel design, although there is common recognition of ports as key logistics and distribution centres.译文：用港口物流及供应链管理方法来评价港口绩效Khalid Bichou and Richard Gray摘要尽管港口作为物流中心潜在能力已被广泛的认同，但还没有一个被大家广泛接受的性能测量标准出现。

1、下载文档前请自行甄别文档内容的完整性，平台不提供额外的编辑、内容补充、找答案等附加服务。
2、"仅部分预览"的文档,不可在线预览部分如存在完整性等问题,可反馈申请退款(可完整预览的文档不适用该条件!)。
3、如文档侵犯您的权益，请联系客服反馈,我们会尽快为您处理(人工客服工作时间：9:00-18:30)。