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1、集成和瓦解的海洋运输、港口和物流活动的经验性实例外文翻译 本科毕业论文外文翻译外文题目:Empirical Evidence for Integration and Disintegration of Maritime Shipping, Port and Logistics Activities 出 处: discussion paper,200901作 者: Antoine FremontEmpirical Evidence for Integration and Disintegration of Maritime Shipping, Port and Logistics Activit
2、ies In 50 years, containerisation has become the backbone of globalisation. That it has done so can be attributed to the beneficial interaction of three broad types of factor: technical, economic and organisational. In the beginning, containerisation was nothing more than a simple technical innovati
3、on. However, as an intermodal tool, the container paved the way for new and long-term organisational models in the transport sector. These organisational factors challenged transport actors, who had to redefine the demarcation lines between their respective businesses in order to bring reliable door
4、-to-door transport chains with a global reach into operation. The opportunities that containerisation offered would have remained a dead letter had they not coincided with the deep upheavals in economic factors since the 1970s. The very strong growth in international trade in manufactured products,
5、systematically higher than growth in international trade overall - itself higher than GDP growth - marks a deeper division in international labour, which was made possible only through the support of a strong transport system. Since its advent in the mid-1960s, containerisation has been bringing abo
6、ut the integration of the transport chain Brooks, 2000. At the same time, shippers logistics needs have been increasing steadily as they take advantage of the opportunities offered by globalisation to develop their production and/or distribution activities on an international scale and this necessit
7、ates synchronisation of their activities in space and time through the introduction of logistics chains. The management of these chains is a source of control as well as providing a source of profit for all - forwarders, maritime or inland transport operators, forwarding agents or logistics speciali
8、sts - who are involved in the these chains Heaver et al., 2001. All international transport companies now claim to be logistics operators capable of providing a customised response to the needs of their shipping clients. Meanwhile, logistics theorists, particularly academics, demonstrate the organis
9、ational and economic advantages of putting in place logistics chains integrated as closely possible with the creation of the value chain, from the pre-production of goods through to the final distribution stage. What counts is no longer transport so much as the organisation of logistics services for
10、 shippers. If they are to meet this demand, carriers would therefore have to integrate a whole series of logistics functions, which would mean extending thescope of their activities far beyond their original core business. However, one does need to question the termlogisticsand whether there actuall
11、y is integration as is assumed to be the case today. Is an ordinary port-to-port maritime transport service still essential? Does the shift to door-to-door transport services mean real vertical integration of the different modes of transport by a single operator? Does this integration lead to margin
12、alisation of a firms original core business? Apart from actual transport, is the management of logistics chains for a shipper right from pre-production through to end distribution really as common as all that? In order to answer these questions, we will concentrate on the biggest shipping lines. Tod
13、ay, they are key actors in transport chains by virtue of the global networks they have deployed Slack et al.,2002, the transport capacity they control - in 2007, over 80 per cent of containerised traffic was concentrated in the worlds top 20 shipping lines ? and the opportunities that containerisati
14、on is giving them to establish themselves as logistics providers Evangelista, 2005, chiefly because they control the containers, which can be regarded as part of a vessels cargo hold. Containerisation has reportedly transformed maritime operators into fully-fledged logistics firms capable of providi
15、ng a basic door-todoor service but also of more extensive involvement in the management of entire logistics chains, including tracking and direct operations on the cargo itself. Our question is: is the apparent integration of logistics and port functions by shipping lines actually a reality? How doe
16、s their core business as maritime lines fare with the introduction of integration, which would tend to relegate maritime transport services to second place and appears to be determined by the very nature of containerisation? On an essentially qualitative basis, in the absence of complete quantitativ
17、e data, our aim is to demonstrate that the involvement of scheduled shipping lines as logistics providers in a logistics chain is still very debatable. We will demonstrate that containerisation effectively paves the way for the processes of horizontal and vertical integration. However, the less doub
18、t there is about horizontal integration, the more we should be questioning vertical integration. An analysis of the activity of maritime groups is convincing in this respect. With this in mind, we propose to make a clear distinction betweencontainer logisticsandfreight logistics The first of these i
19、s an integral part of the maritime business and is totally the responsibility of the shipping line. The second involves the direct handling of goods over and above straightforward transport provision. This distinction prompts some very strong reservations as to the actual vertical integration in the
20、 transport chain. Without questioning the reality of the upheavals in the organisation of transport chains caused by containerisation over the past fifty years, we argue that there is a discrepancy between the assertions of professionals and academics and the actual facts observed regarding the vert
21、ical integration of containerised transport by liner shipping operators, which have historically played a key role in all the innovations linked to containerisation. This is no doubt explained by an overworked use of the term “logistics”, without any real definition of what it means. Despite the wid
22、e number of possibilities provided by containers, which can range from basic port-to-port service to externalised management of their freight flows by shipper clients, the core business of shipping lines remains the essential factor for understanding the greater or lesser extent of their involvement
23、 in the transport chain. The prime concern of shipping lines is to fill their vessels, which must, at the very least, generate sufficient revenues to cover their cost. Everything else is secondary or aimed at meeting this concern. It is clear, from this perspective, that shipping lines emphasise two
24、 types of logistics, i.e. vessel logistics and container logistics. The former leads them to become involved in ports by making major investments in sea terminals. The latter explains why they are becoming involved in inland transport by setting up road, rail and waterway services. The latter servic
25、es do meet a real demand on the part of clients, or else they would serve no purpose. However, the underlying rationale behind these services remains primarily related to liner shipping, for they are aimed at capturing freight in the hinterland, managing flows of containers and bringing them to port
26、s at the lowest cost in order to fill vessels.Nevertheless, this involvement in inland transport most frequently remains confined to an organising role. It consists of co-ordinating the various links in the transport chain to achieve reliable and competitive door-to-door service, particularly when c
27、ombined rail/road and waterway/road modes are involved. However, it is much less frequent for shipping lines to become directly involved as inland transport operators. For this, they rely on specialists that provide these services as their core business. In terms of the core business of shipping lin
28、es, freight logistics has little to contribute, except for forcing shipping lines to become involved in a new activity that already has its own specialised operators. However, shipping lines do not have enough financial capacity to invest everywhere, which explains they have chosen to focus on vesse
29、l and container logistics that support their core activity to enable them to remain competitive with their competitors. For shipping lines, this balance can be expected to continue in coming years. On the other hand, one could no doubt imagine vertical integration in the opposite direction, from lan
30、d to the sea. Certain major logistics groups control very large volumes worldwide and have considerable financial capacity. In response to a shipping line market that is becoming increasingly concentrated, controlling the maritime segment might prove to be a judicious means of optimising services to
31、 shipper clients. However, this is a move that would have to be approved by shippers, who rarely like to depend on a single provider for their logistic services. All this to say, simply, that the assertions of professionals and academics are ahead of the reality observed on the ground, although, wit
32、h regard to containerisation, these assertions, because of the compelling prospects that they open up, will gradually shape the reality to come.译文: 集成和瓦解的海洋运输、港口和物流活动的经验性实例 近50年以来,集装箱运输已经成为了全球化的支柱,这主要可归咎于三大类型的互益因素:技术、经济和组织架构。起初,集装箱运输并未受到重视,仅仅被认为只不过是一个简单的技术创新。但是,作为一种多式联运工具,集装箱为运输领域中新型、长效的组织模型创造了条件。这些
33、组织因素,挑战了运输所扮演的角色。为了带来可靠的送货上门的运输链,并伴随着全球达到统一的操作,不得不重新定义在他们之间各自商业的分界线。自20世纪70年代以来,如果集装箱运输所提供的机会没有在这次经济因素的巨变中取得一致,那么它们依旧会是一纸空文。工业产品在国际贸易中强劲增长的势头,系统地高于国际贸易增长总体?本身高于GDP增长?标志着国际劳动力更进一步的分工,使得只通过一个强大的交通系统成为可能。 自20世纪60年代中期以来,集装箱运输业的到来已经了带来一体的运输链布鲁克斯,2000年。与此同时,托运人的物流需求都已稳步上升,因为他们利用这个全球化提供的机会,在国际规模上来发展他们的产品和分
34、配活动,这需要其通过引进的物流链,他们的活动分配在空间和时间上的同步。这种物流链的管理是一种控制的来源,同样也提供了所有的利润之源?所有运输代理、海事或者内陆运输经营者、货运代理公司或物流专家参与了这次物流链Heaver等人,2001。 现在所有的国际运输公司要求,作为一名物流操作员具有能够提供根据运送顾客要求而做出正确回答的能力。与此同时,物流理论家,特别是专业学者,在落实物流链的整合为一时并紧接着伴随着价值链的创建,展现组织内部优势和经济优势。从前期的货物送到最终分配的阶段,重要的不再是物流组织对托运人的服务。如果他们是为满足这一需求,航运公司会因此把整个系列的物流功能整合起来,这可能意味
35、着扩大其活动范围,并会远远超过他们最初的核心事务。然而,有一个确实需要质疑术语“物流”,以及在今天假定情况属实的是否实际上已经一体化了。一个普通的港口对港口的海上运输服务还是最主要的吗?挨家挨户的运输服务的转变是否意味着由一个运营商在不同运输方式上的真正的垂直整合?这个整合导致公司的原始的核心业务边缘化吗?除了实际的运输,对于托运人的权力,物流链的管理从前期的货物到最终的分配,真的和所有的一样都那么普通吗? 为了回答这些问题,我们将集中在这个最大的航运公司。今天,他们通过凭借全球网的部署,在运输链中扮演了重要的角色(Slack等人,2002。他们控制的运输能力?在2007年,超过百分之八十的已
36、集装箱化的交通都集中在世界上最大的前20位航运公司?集装箱运输给予作为物流商的他们机会去建立他们自己的公司Evangelista,2005,主要是因为他们控制着可作为船舶货舱的一部分的集装箱。据报道,集装箱运输转变了从海事操作到能提供一个基本的挨家挨户的服务完善的物流企业,也能更广的的参与到整个物流链的管理,包括跟踪整个物流链并直接操作货物本身。我们的问题是:通过航运公司,明显的物流一体化和港口的功能实际上是一个事实吗?其核心业务是如何将海上航线的经营一体化引入,就会倾向于把海上运输服务降低到第二名,似乎非常自然的由集装箱运输所决定。 在一个本质上定量的基础上,由于缺乏完整的定量数据,我们的目
37、的是为了证明作为物流供应商的航运公司已预定参与到物流链中,这还是很值得讨论的。我们会证明集装箱运输为由水平和垂直整合的过程中有效的做好了准备。然而,对水平整合的疑点越少,对垂直整合的怀疑就越多。在这方面对海事组织活动的分析令人信服。考虑到这一点,我们建议明确地区分集装箱物流和货运物流。第一种是海事业务不可分割的一部分,且责任全在航运公司上。第二种包括了货物的直接处理,并高于直接运输的规定。这一区别促使在运输链中的纵向一体化有很强的保留。 毫无疑问,在过去的五十年里,造成运输链组织的巨变的事实是由集装箱引起的。我们认为,在专业人士和学者之间存在着矛盾,这个实际事实是遵守关于垂直整合集装箱运输班轮
38、运输的运营商,他们在历史上关于集装箱运输的创新扮演了重要角色。这个毫无疑问解释了过度使用术语“物流”,而没有任何真正的定义来说明它到底意味着什么。 尽管通过集装箱广泛提供一些可能性中,所涉及的范围可以从基本的港口对港口的服务到由托运人货运流动的形象化管理,航运公司的核心业务仍然是重要因素来了解他们或多或少的参与到运输链。航运公司主要关心的是装满他们的船舶,必须至少生成足够的收入以掩盖他们的成本。其他事物都是次要的或以满足这种利害关系。 因为很明显,从这个角度看,航运公司强调两种类型的物流,即船舶物流与集装箱物流。前者导致他们通过在海的终端进行重大投资而参与进来。后者解释了为什么他们正参与的内陆
39、运输服务是靠通过建设公路、铁路及航道服务。后者的服务满足一部分客户的实际需求,否则会不起任何作用。然而,在这些服务之后存在着潜在的基本原理,主要关系到班轮运输,因为他们的目的是为了抓住在内地的货运腹地,集装箱的管理流程,及到港口以最低的成本来装满船舶。不过,这个在内陆运输的参与最常仍然局限于一个组织的作用。它由协调各个环节在运输链实现可靠和有竞争力,特别是当上门服务结合轨道/路模式及航道/路联系在了一起。”然而,它更频繁的对航运公司直接导致了涉及的内陆运输操作。为此,他们依靠专家提供这些服务来作为他们的核心事务。 按照航运公司的核心业务,货运物流很少有贡献,除了迫使航运公司卷入的一项已经有自己
40、的专业操作活动。然而,航运公司没有足够的财力到处投资,这也解释了他们决定先将注意力集中在船舶、集装箱物流来支持他们的核心活动,使他们保持竞争力来与他们的竞争对手竞争。对航运公司来说,这个平衡可能在未来几年内将会持续。 另一方面,我们无疑能想象相反方向的垂直整合,从陆地到大海。某些专业物流组织控制世界范围内很大的群体,有相当可观的经济实力。在面对船运公司变得越来越集中的市场,控制海事部门可能证实为是一种对托运人的客户优化服务的明智方式。然而,这个步骤必须经运输商批准,他们不怎么喜欢提供单一的物流服务。 所有这一些,简单的说来,虽然专业人士和学者的断言已经超越了真实的评论,但关于这些集装箱运输的论断,因为其开始时所具有的引人注目的前景,将会逐渐成形并在现实社会中实现。
