港口物流发展模式研究外文文献翻译最新
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。
物流外文文献翻译
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 areactively considering the use of third-party logistics services. As athird-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 core1energy, 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 theUnited 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 1.18 percent, the average flow of goods from 7.1 days to 3.9 days, stock 8.2% 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 astrategic 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 management The purpose of the implementation of logistics management is to the lowest possible total cost of conditions to achieve the establishedlevel 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 atthe 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 useof modern management methods and modern technology so that all aspectsof 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 oftheir own in various areas of the lowest cost, because the logistics of the link between the benefits of mutual influence, the tendency ofmutual 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 in While 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 thecompetition.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 to others, 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 practicalbusiness, 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, logisticsand 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 inpractical 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 domesticlogistics enterprises.2, the lack of storage or transport capacityThe primary function of logistics is to create time and spaceutility 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 regional branches of thedensity 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 computerinformation 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 mustincrease investment in information systems can change their market position.Concentration and integration is the third-party logistics trendsin the development ofenterprises. 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 anefficient global third party logistics inputs required For increasingthe 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。
港口物流发展模式研究
第8卷第9期 黑龙江科学V〇l.8 2017 年 5 月HEILONGJIANG SCIENCE May 2017港口物流发展模式研究杨鸿(绥化学院，黑龙江绥化152061)摘要：随着我国对外开放力度的逐步加大，对外经济贸易总量持续攀升，进出口贸易飞速发展。
在这种大背景下，港口物流业的发展也受到各方面的高度重视，与此同时，港口物流企业也迎来了空前的发展机遇期。
关键词：港口；物流发展;模式;研究中图分类号：F552 文献标志码：B文章编号：1674 -8646(2017)09 -0168 -02Research on port logistics development modelYANG Hong(Suihua University,Suihua 152061, China)Abstract ；With the gradual increase of China^s opening up to the outside world,the total foreign trade and trade volume has continued to rise and the import and export trade has developed rapidly.In this context,the development of the port logistics industry has also attached a high degree of attention,at the same time,the port logistics enterprises also ushered in an unprecedented period of development.Key words ：Port;Logistics development;Model;Research1当前物流和港口物流的研究现状分析l.i理论研究仍然存在的问题近些年，随着对物流产业的高度重视，对物流产业 的研究也达到了前所未有的热情。
港口发展指南【外文翻译】
外文翻译原文Guide-lines for port developmentMaterial Source: Intereconomics Author: P. E. StonhemCircumstances within the last decade have combined to force a review of the economic operations of ports. Technological change in ship- ping has brought about the introduction of container and unitized ships to carry containerized and unitized general cargo. These ships and their specialized cargo-handling requirements have necessitated considerable port investment in new berthing and cargo-moving facilities. This revolution in shipping general cargo has also caused closer integration of sea and land transport (via the common unit of transport-the container). Ship owners have increased their commercial interests in road transport to maximize gains from faster through cargo transport. The average size of new buildings of bulk carriers and tankers has greatly increased, requiring deeper port approaches and larger accommodation. Bulk handling rates have been improved by the introduction of more efficient bulk-handling equipment in ports. Apart from the quality of port investments, changes in trade flows have caused changes in the volume of port trade and traffic, requiring increases in port facilities.Consequently, in the 1960% governments have become much more closely concerned with the costs and conditions of shipping their export and import trade and with minimizing port costs and maximizing cargo throughput in ports.Criteria for DevelopmentThe most common approach to the development of ports, and that adopted in the past by port authorities, is what would currently be called the Operations Research approach. Port projects are evaluated, on this basis, by studying current and forecast cargo volume and shipping traffic flows in a period together with the distribution of shipping calls over the period so as to calculate port and berth usage. If new projects are being contemplated (because of the need to service new types of vessels like container ships), calculations need to be made about the expected volume of trade suitable for containerizations, the frequency and duration ofshipping calls, through University of Newcastle, Australia. put of containerized cargo, and so on. Such calculations of non-monetary quantities can be programmed.Against possible increases in operational efficiency it is then possible to discount estimates of future port revenues receivable, net of operating costs, by the interest rate on loan capital, and deduct initial capital costs. Under current pricing systems the result is unlikely to be a positive value (few port authorities cover their total costs out of revenue), but there will at least be some indication of the extent of public subsidy required. It is possible to compare different systems (e.g. container versus conventional) on this basis.Social Costs and BenefitsBut there are clearly all sorts of social costs and benefits and externalities involved in port development and operations. Governments and port authorities and their advisors have become increasingly concerned over these. The technique of project evaluation is the same as for calculating private costs and benefits, but in this caseit is necessary to include social costs and benefits too and discount them back by a social rate of discount 1. Discounting this way allows a comparison of the opportunity cost (or alternative uses) of expenditure on port projects with expenditure in other public sectors (assuming the funds are under the control of the central government). The same technique can be used by port authorities in ranking projects within the port's domain. There are all sorts of intellectual problems in assigning values to the intangible social benefits and costs involved. For port authorities faced with the choice of investing or not, the solution has to be pragmatic. There are parallel examples available-cost/benefit studies of the Channel Tunnel, of water resource systems in the United States, and of the underground rail-way in London. Social costs are easier to estimate, but social benefits are usually so varied, diffuse and intangible as to allow few general principles to emerge for use elsewhere.In theory, one is concerned to calculate any improvement in the use of domestic economic resources. In the case of ports, improved use of foreign resources (e.g. through lower operating costs of foreign-registered vessels) may result in some benefit being transmitted to home traders (through possibly lower freight rates and improved cargo delivery speeds) as well. Social benefits from port investments will necessitate assigning a monetary value to the following broad changes, if they occur: improved cargo delivery times, increased productivity of port labors and capitalfacilities, improved returns to home-registered shipping through lower operating costs and increased revenue-earning ability per unit capacity. The calculations can be no more than ad hoc estimates of the monetary value of social costs and benefits. There remains the almost impossible task of estimating the significance of social welfare preferences on projects whose economic value is subsidiary to such considerations as national prestige (elaborate passenger terminals perhaps).Problems of Port AuthoritiesPort authorities face very difficult investment decisions. It is not surprising that most authorities tend to make their decisions on the basis of contacts with ship-owners. Since ship-owners make their own capital decisions on the basis of their estimates of trade flows, it seems reasonable that port facilities should adapt to the changing requirements of traffic and cargo flows. In some cases, the social costs of inadequate investment may be very obvious-congestion of ships inport, even causing ship-owners to impose surcharges on freight.But as well as hazarding estimates of the social costs and benefits in port investment, port authorities have additional pragmatic problems. Although port investment is normally considered a passive activity, in the sense that it is intended to cater for current or expected changes in trade and traffic flows, many port authorities are now considering the place of competitive investment. There is little doubt that ports can compete among themselves for traffic and can actively seek new trade. The black ban put on container handling by labour in the Tilbury docks diverted, without much difficulty, the newly-created container trade between Britain and Australia to Rotterdam port in 1969. Since multi-port calls are less economic in container shipping, there is currently strong competition among ports in the general cargo trade to acquire the designation of a major container terminal. The place of competitive investment depends, to some extent, on geography-it is very strong among the ports on the eastern sea-board of the United States, but much less marked among the widely distant general cargo ports of Australia. This sort of in- INTERECONOMICS, No. 1, 1970 vestment also depends on the ease of obtaining reliable forecasts of trade flows.In fund-raising, it is clear that unless funds are raised on a commercial basis, at market rates of interest, there is an element of subsidy involved in utilizing money transferred from public funds on concessional terms. The economic cost of this includes its opportunity cost, and this must be deducted from social benefitsexpected and still yield higher net benefit than investment opportunities elsewhere if the allocation of economic resources is to be improved in the economy. Because of the long-term nature of port investments and the hidden social benefits, port authorities are normally obliged to raise concessional public finance. Very few general cargo ports are able to finance new investment out of retained earnings.Port authorities must also consider their pricing policies in relation to new and existing capital services. Port charges are believed to have got well out of line with any rational system of raising revenues and relating prices to costs 2, and many authorities and their advisors are currently reassessing the structure and level of their charges. The major omissions are a failure to relate charges to user demand-it is considered that ship-owners are frequently subsidized in their operations by low charges-and a failure to relate charges to the social costs of port facilities. In theory, a system of marginal cost pricing, including marginal social costs, is the optimum. But if the ideal is not attainable, through administrative difficulties and problems of measuring costs, it is possible that existing systems could be improved by weighting ships' charges more heavily towards time and berth occupancy than the present capacity basis. It might also be desirable to separate ship and cargo charges more clearly. There is a further need for simplicity, not only are port charges scarcely based on economic rationale and incentives, but they are usually very complex and differ between ports. The correct level and structure of port charges also implies decisions about how far private costs should be covered and whether consumers' surplus should be transferred to ship-owners. Incorrectly set charges can also incur social costs, e.g. traffic congestion and cargo delays.译文港口发展指南资料来源: 共同体经济作者：P. E. Stonham 结合过去十年的发展状况，现在的港口已经开始实行经济业务方面的审查。
港口物流外文翻译--以港口为中心的物流
外文翻译原文Port-centric logisticsMaterial Source: Author: John Mangan and Chandra Lalwani1. Ports and supply chainsPorts and maritime transport have existed for some thousands of years and have developed in line with the evolution of International trade which has been inherent in shaping the modern world. Some 6 billion tones of freight moves by maritime transport each year and is estimated to comprise 45 percent liquid bulks,23 percent dry bulks and 32percent general cargo. Total freight movements vary according to region, commodity and freight origin/destination. According to the World Bank(2001), there are more than 2,000 ports around the world, from single berth locations handling a few hundred tones a year to some of the world’s largest p orts such as Shanghai, Singapore and Rotterdam, which individually handle multiples of this (in the case of Shanghai, for example, the 2005 estimate is 443 million metric tones American Association of Port Authorities, 2005).Ports and maritime transport thus play an important role today in global commerce. It is important to first define exactly what is meant by the term “port”. According to Stopford (1997), a port is “a geographical area where ships are brought alongside land to load and discharge cargo –usually a sheltered deep water area such as a bay of river mouth”. Often ports comprise multiple terminals, a terminal being “a section of the port consisting of one or more berths devoted to a particular type of cargo handling”. Ports handle various diff erent categories of freight. Maritime freight is typically classified as: liquid bulk (the most significant sub-category here is oil), dry bulk(such as coal and some agricultural products), unitised freight (which comprises both lift-on/lift-off containers, i.e. Lo-Lo and roll-on/roll-off units, i.e. Ro-Ro), and other general freight. Some ports handle all categories of freight, while others focus on particular categories; different types of handling equipment at ports are usually required for these different categories of freight.Robinson suggests that: the role of ports and the way in which ports position themselves must be defined within a paradigm of ports as elements in value-driven chain systems, not simply as places with particular, if complex, functions. Reflectingwider logistics and supply chain management issues, there has also been recognition within the literature concerning the evolution of the demand for maritime transport. Panayides (2006) for example notes that: the demand for maritime transport nowadays cannot be solely considered to be a derived demand emanating from the need for products, but rather as an integrated demand emanating from the need to minimise costs, improve reliability, add value, and a series of other dimensions and characteristics pertaining to the transportation of goods from the point of production to the point of consumption.2. Trends in maritime freight transport and shippingThe increased emphasis on the role and efficiency of ports needs to be viewed in the context of the considerable growth that has occurred in recent years in world trade in general and in maritime transport in particular. Today, many of the world’s economies are becoming increasingly interrelated as a result of increasing trade and the growing trend towards globalisation of production. Over the past half-century, most countries have seen an increase in exports as a share of GDP, with the vast bulk of these exports transported by sea. A number of trends affecting the maritime sector have been central to efficiency and productivity gains. These include better, faster and larger vessels, and improvements in cargo handling at ports.3. Trends in the ports sector3.1 Port development and ownershipTraditionally, most ports acted as simple transshipment hubs where freight passed between ships and landside transport. This was typically a very labour intensive activity, but technological developments (such as increased use of containers and more sophisticated cranes) together with reform of dock labour schemes led to significantly decreased employment at many ports. This was further exacerbated by the fact that for reasons of geography, some ports are located in peripheral locations (to allow short sea crossings) where alternative employment is scarce. With changes in ship type, and the nature of freight being transported new facilities were developed either at alternative locations within ports, or in some instances on green field sites, with the result that many original port areas fell into disrepair. Some port areas however, leveraging their waterfront location, have benefited from significant developments in areas such as residential property and, with the growth of the leisure sector, marina development.Privatised ports are often of much interest to investors. In the UK, for example, PD Ports (which operates Tees port and has interests in a number of other UK portsplus related logistics activities) was acquired by the Australian investment company Babcock and Brown Infrastructure Ltd in late-2005. Meanwhile, the main private UK port operator, Associated British Ports (ABP), delisted from the London Stock Exchange in 2006 following the completion of the takeover of the company by Admiral Acquisitions UK Ltd. The next section discusses the endeavours by GPOs to extend their global footprint by acquiring overseas port facilities. Increasingly, privatized ports are owned by investors outside of the country where the port(s) are located, and some commentators express worries about a lack of national control over such important assets as ports in any country’s infrastructure (for example, the recent take over of P&O by Dubai Ports World (DPW) as discussed below).3.2 Global port operators (GPOs)Globalisation of shipping and trade is resulting in increasing pressure on ports to reduce container terminal costs and improve operational efficiency. Mega shippers of freight are generally seeking single supplier contracts looking for carriers that can provide efficient and cost effective services. In turn, the carriers are seeking cost reductions and efficiency gains at the ports they utilise, with single sourcing across ports in terms of port terminal operations becoming more common. In response to this and to the need for integration in international supply chains a num ber of GPOs have emerged who manage an increasing number of the world’s ports. This has been helped by port deregulation and changes in ownership in many countries.3.3 Interport competitionNotteboomand Winkelmans (2001) noted that inter-port competition has intensified, even among more distant ports, and point out that for example the competition between European ports situated in different port ranges has increased considerably in recent years. Such inter-port competition challenges the traditional assumption where each country has to have its own port(s). Delays in new container port development in Britain for example have led some commentators to note that Britain could “find itself in danger of becoming little more than an appendage to the major North European continental ports” (Asteris and Collins, 2007) (the implication being that Britain’s international traffic would transit to and from deep sea routes via ports such as Rotterdam and Antwerp). Of course, it should be added that ports can cooperate as well as compete!3.4 Ports and economic growthIncreasingly, ports are recognised as key components in determining the overallcompetitiveness of national economies. Cullinane and Song (2002) point out that ports constitute a critical link in the supply chain and that their level of efficiency and performance influences, to a large extent, a country’s competitiveness. Similarly, Sanchezet al. (2003) in the context of a number of Latin American countries, showed that port efficiency is a relevant determin ant of a country’s competitiveness and interestingly they add that, unlike most other relevant variables, port efficiency can be influenced by public policies. Bryan et al. (2006) provide a comprehensive review of the literature generally on South Wales, they quantify the economic significance of that set of ports activities on the region. These issues then have generated the drive today to improve port efficiency, lower cargo handling costs and integrate port services with other components of the global distribution network.4. Port-centric logistics and supply chain strategiesIt is now generally accepted that supply chains, and not individual firms or products, are the basis of much marketplace competition (Christopher, 1992). Transport services (links in supply chains) and transport infrastructure (nodes in supply chains) are key elements in efficient logistics systems. Maritime transport (comprising ports as nodes and shipping services as links) is the dominant mode for international freight movements and is thus crucial to international trade and a vital component of many supply chains. When difficulties arise in the maritime chain, the results can be quite dramatic, as was the case for example in the second-half of 2004 when congestion at the port of Long Beach in the USA, which had its origins in labour disputes, led to ships remaining idle and anchored at sea for up to four days with a considerable knock-on effect on consignors and consignees (Marshall, 2005).Another concept, “port-centric logistics”,has recently been promoted in the maritime logistics sector (Falkner, 2006; Wall, 2007; Analytiqa, 2007); we define port-centric logistics as the provision of distribution and other value-adding logistics services at a port. Ports are increasingly recognising that higher profit margins can be made on some non core port activities and this is driving them to engage in activities beyond simply providing berths for ships and other core port services: The port is just one node in any particular supply chain and how goods flow through that node will depend in part upon the strategy adopted by that supply chain. This of course, is to presuppose that all supply chains work to a particular strategy. It could however be argued that with regard to supply chain strategy sometimes theory is ahead of practice! Godsell et al. (2006), for example, noted that while theory suggested that supply chains should be demand-led, it has proven difficult to findempirical data in support of such an approach. Furthermore, they suggest that the functional nature of many organisations (in our view this could also include ports) at an operational level acts as a barrier to aligning supply chains effectively with the markets they serve thus obviating against a customer responsive supply chain strategy being pursued.5. ConclusionWhile this paper reviewed the roles played by ports in logistics and supply chain management generally, and developed both the concept of port-centric logistics and our understanding of the role(s) of ports within supply chains, a useful next step would be to further investigate and quantify port-centric logistics activities. We believe there is significant potential for ports to engage in more port-centric logistics activities, a potential which is in our view still quite latent in the case of many ports. The movement of such freight through a port represents the use of the port just as one node in a supply chain. An effort should then be made to identify where value-adding logistics activities take place along these supply chains, both before and after the freight passes through the port (and, if appropriate, at the port). This may reveal a potential for more port-centric logistics activities at ports.译文Port-centric logistics资料来源: 宁波数字图书馆作者：John Mangan and Chandra Lalwani 1.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。
物流管理中英文对照外文翻译文献
中英文对照外文翻译文献(文档含英文原文和中文翻译)原文:The Research of Regional Logistics CompetitivenessAbstractAt present, the development of logistics is the logistics demand rapid increase, the expanding market capacity, accelerates the construction of logistics infrastructure, third-party logistics fast growth the tendency, the whole logistics industry is developing in the direction of the information, globalization and specialization. At the same time, with the rapid increase of logistics demand, the development of the regional logistics more rapidly. Regional logistics is an important part of regional economy, the existence and development of regional logistics is the premise of existence and development of regional economy, no regional economy there would be no regional logistics. Regional logistics and regional economic development level, is closely related to the scale and the level of the different regional economic shape, size and industry, determines the level of regional logistics, the scale and structure form. Regional economic integration can make the area and regional logistics incline to reasonable, adapt to reasonable layout of industrial structure, to reduce logistics cost, promote the development of regional logistics. On the other hand, the regionaleconomic development is inseparable from the development of regional logistics and regional logistics to provide support and guarantee for the development of regional economy, the development of the regional logistics will drive and promote the further development of regional economy. Therefore, the development of the regional logistics has become to improve the regional investment environment and industry development environment, expanding the scope of the regional influence, the key to enhancing regional competitiveness.Keywords: Regional logistics; Regional logistics competitiveness; Evaluation index 1 IntroductionThe rapid development of world economy and the progress of modern science and technology, the logistics industry as an emerging service industry, is developing rapidly in the global scope. Internationally, logistics industry is considered to be the economic development of the artery and basic industry, its development degree become to measure a country's modernization degree and comprehensive national strength, one of the important marks is known as the "third profit source" of the enterprise, its role is more and more big, became the current after the IT industry, financial industry's hottest emerging industry a new growth point of national economy, and caused widespread social attention. Regional logistics is an important component of regional economy, is the important force in the formation and development of regional economy, it is to improve the efficiency and economic benefit in the field of regional circulation, improve the competitive ability of regional market, etc., plays a positive role in active. Behind the rapid development of modern logistics, however, there are still many problems; including logistics competitiveness level is lower than the level of logistics development is particularly prominent. Choosing logistics competitiveness development level evaluation index, since there is no uniform standard, can only use freight or freight turnover scale to measure logistics. Implementation of goods transport is the process of logistics spatial displacement at the center of the link, with the two indicators to measure logistics scale has certain scientific, but it can't reflect the outline of the regional logistics. Estimates of logistics demand, typically based on GDP and total retail sales of social consumer goods such as index of national economic accounting. This is just a simple measure of the macro level, the proportion of different researchers use different, ranging from teens to twenty percent, there are large difference between the results and gives theoreticalanalysis greater difficulties. At the same time, the logistics industry's economic statistical data shortage, there is no comprehensive logistics demand statistics, which made us qualitative understanding of the level of understanding of logistics.2 Literature reviewAbout the Core Competence theory, Core Competence (Core Competence) of the original intention is the Core skills or Core skills, this concept is in 1990 by the American strategic management experts made (C.K.P rahalad) and Britain's strategic management experts hamer (c. amel), refers to the enterprise organization of accumulating knowledge, especially about how to coordinate different production skills and integrate a variety of technical knowledge, and on the basis of advantage over other competitors unique ability, namely Core Competence is built on the basis of enterprise Core resources, is the enterprise intelligence, technology, products, management, culture and other elements in the reflection of comprehensive advantage in the market. At present there are three typical academic argument: the ability theory represented by Rossby and Christie's school; School represented by porter's theory of market structure; Represented by Werner Phil and Penrose's theory of resource school. Core competitiveness is value, the ability to integrated, uniqueness, extensibility and inherent characteristics.Related theory, the study of regional logistics, the logistics research of Europe and the United States, Japan and other developed countries, focus on the enterprise level, is committed to providing enterprise optimization strategy. And regional logistics system and competitiveness research, involved. According to literature review, the regional international logistics field of research mainly includes the following aspects: (1) from the perspective of multinational company research the global logistics resources configuration and coordination problems. Specific include logistics infrastructure, market competition mechanism and the problem of logistics supply chain operation. Such research quantification technology such as using the operational research tools, more for the global network of supply chain facility location positioning, and coordinate the factory more support, strategic distribution system design problem. This is an extension of the logistics enterprise level optimization study, the commonly used methods include mathematical analytical method, system simulation method and heuristic methods, etc. If only one method and graphical method solving the problem of the layout of the site; Mixed integer programming solve the problem of siteselection of logistics center and logistics planning, etc.(2) from the perspective of urban economy and the environment, the research of urban traffic network Settings. For example Tanjguchietal from the city level, using a dynamic traffic simulation model, quantitative research economic growth, the transport demand, as well as the related road congestion and environmental pollution.(3) from the point of view of the city government, study its role in macro logistics development and utility. For example MeirJ. R and Senblatt, studied the global supply chain management in infrastructure financing, transportation and regional trading rules, corporate tax law of the government subsidies, and other effects of the main factors of global production and distribution network, etc.3 Introduction to the theory of regional logistics related3.1 The definition of regional logisticsAcademic definition of regional logistics has not yet unified, a more accepted view is that regional logistics is the geographical environment in a certain area, with large and medium-sized cities as the center, based on the regional scale and scope economy, combined with effective logistics service scope, area inside and outside of all kinds of goods from the supplier to accept to effective entity flow; Is the transport, storage, loading and unloading, handling, distribution, packaging, circulation processing, information processing, such as integrated logistics activities, to service in the composite system of regional economic development. It requires the integration, the integration of logistics management, namely to meet user needs for the purpose, to the goods, services and related information from the supplier to accept to the efficient flow of planning, execution, and control activities, is the organic unity of cash-flow, information flow and cash flow.3.2 Relationship of regional logistics subject, object and carrierRegional logistics has the characteristics of multi-level and multi-dimensional structure, its basic elements include logistics main body, object and logistics carrier, and the structure of the basic elements and their complete system, each element show different features, thus forming the function of the regional logistics. Regional logistics main body is directly involved in or specialized is engaged in the economic organization of regional logistics activity, including the owner of the goodsFlow, the third party logistics enterprise, storage and transportation enterprise, etc. Logistics is the supply chain logistics channels, the starting point and end point ofconnection in the whole course of the regional logistics activity plays a dominant and decisive role. Elements of the integrated logistics subject is the essential characteristic of modern logistics. Therefore, the elements of logistics as one of the main body, logistics has a decisive role in the development of logistics industry. Similar accumulation and regional economy industry, regional logistics also emphasizes the logistics main body accumulation, logistics main body in space is beneficial to promote the logistics activities of large-scale, intensive, body development, it is also a regional logistics park, logistics center, the objective basis of the formation of distribution centers, and regional logistics park, logistics center and distribution center determines the spatial structure of the regional logistics system.3.3 Regional logistics and regional economic relationsRegional logistics is an important part of regional economy, the existence and development of regional logistics is the premise of existence and development of regional economy, no regional economy there would be no regional logistics. Regional logistics and regional economic development level, is closely related to the scale and the level of the different regional economic shape, size and industry, determines the level of regional logistics, the scale and structure form. Logistics is always accompanied by business flow, the more advanced the regional economy, manufacturing and trading more active, the logistics industry as a service industry will have a good customer base and market infrastructure, the greater the chance of large-scale development. On the other hand, the regional economic development is inseparable from the development of regional logistics and regional logistics to provide support and guarantee for the development of regional economy, the development of the regional logistics will drive and promote the further development of regional economy. Thus, regional logistics and regional economy is the unity of interdependence. Regional economy is the premise and foundation of regional logistics development, is the dominant force in the regional logistics development; Regional logistics is an important part of regional economy, is the regional economic support system, and serve the regional economy. Regional logistics development goal and strategy must obey and serve the regional economic development goals and strategies.4 Regional logistics competitivenessRegional logistics competitiveness refers to a certain space range (generaladministrative area as the border, across regions), the logistics industry are different from other areas of the assignment of resources was made in the advantage, the logistics enterprises, government policy support and industrial innovation ability, eventually embodied through regional internal benign competition will be more than all kinds of resources, the ability to effectively integrate to form a complementary and integrated ability system, reflect the regional comparison of competitive power in the logistics activity, reflect the size of the regional logistics service ability and the logistics industry development level of high and low. The competitiveness of the regional logistics is mainly composed of six basic elements constitute: social and economic development level, scale of logistics demand and supply condition of logistics, the logistics development of logistics industry in the enterprise information development level, development level, the macro environment.4.1 The social and economic development levelComprehensive social and economic development level reflects the regional logistics competitiveness level of social economic basis, is the guarantee of development of regional logistics competitiveness, to provide support for the sustainable development of regional logistics, from the other side also reflects the competitiveness of regional logistics development potential and power.4.2 The logistics demand scaleLogistics demand scale is mainly refers to the logistics services in the field such as production, consumption and circulation quantity and scale, to some extent, restricted by local resource conditions, it reflects a region, the demand for logistics service level and size: the size of the logistics demand, determines the size of the logistics market capacity, is the premise of existence and development of regional logistics industry and the foundation.4.3 Logistics supply conditionThe supply condition of logistics refers to the logistics infrastructure provided for the development of the logistics industry, all kinds of logistics technology and equipment, is engaged in the logistics services enterprises and the corresponding professionals such as the number and size of traffic capacity and regional situation, the comprehensive reflection of regional logistics supply capacity and service level, reflects the effect on the development of the logistics industry to promote and satisfaction, is the main factor of the formation and development of regional logisticscompetition.4.4 Logistics enterprise development levelLogistics enterprise comprehensive development level reflects the regional logistics main body's ability to provide logistics services and meet customer demand, embodies the subject of logistics operation level, mainly including the enterprise competition ability, profit ability and performance level, reflect a certain period of logistics enterprises in the area of the overall level of development, is the key factor for the formation of regional logistics competitiveness.4.5 Information development levelMainly refers to the regional information development level of information degree and the level of information technology. Logistics is based on information flow, logistics has become more and more rely on the whole process of access to information. Many logistics enterprises have established their own information management system as a crucial to the development of its core competitiveness, the development level of information is the one important factor for the formation of regional logistics competitiveness level.4.6 Logistics macro environmentMacro environment refers to the logistics industry development of logistics industry development planning, land use policy, tax policy, market access policy, talent training, such as the soft environment, affecting the development of logistics industry reflects the external environment for the development of the logistics industry to provide favorable conditions and the environment support.译文:区域物流竞争力研究摘要当前，物流的发展正呈现出物流需求快速上升、市场容量不断扩大、物流基础设施建设加速、第三方物流快速成长的趋势，整个物流产业正朝着信息化、全球化和专业化的方向发展。
空港物流外文翻译最新译文字数3300多字
文献信息, TR Leinbach. The research of international airport and airport logistics park development economic [J]. Journal of Economic Geography, 2016, 9(2): 113-121.原文The research of international airport and airport logistics park development economicTR LeinbachAbstractAs "the third profits source" of the logistics industry, has been more and more get people's attention and concern, and its important branches of airport logistics is more because of its safety, quick, convenient and high quality service by the favour of people. The development of the airport logistics park, in addition to the need of business process improvement, the improvement of the management system, is more driven by information technology. In this paper, the business process of airport logistics park and logistics plate member enterprise information system carried on the thorough analysis and research, put forward the construction of airport physical park plan to implement the information system of public information platform of connectivity, effectively solve the logistics park long-standing repeated data entry and information island phenomenon, finally realizes the operations, processes, the integration of information and services.Keywords: Airport logistics; Bonded warehouse. Airport economic1 IntroductionIn the process of economic globalization, especially after entering the 90 s, the global air cargo demand presents the acceleration growth trend, become the driving force of the global logistics industry development, and promote the sustained growth of the economy in the world. The development of information technology in the aviation logistics industry plays an important role in the process. Air cargo process it efficiently support the logistics, information flow and cash flow, is an essential part of airport logistics industry development important factors. The application of information technology can improve the opacity and air cargo process information asymmetry, and solve the process complexity, inefficiency of operation.2 The research status2.1 The concept of airport logistics and airport Logistics ParkAirport logistics based on modern logistics, relying on the airport, to the airport as the center of a modern logistics mode, to aviation and airport ground supporting facilities for the logistics as the core, by means of transportation services, many airlines, air freight forwarding, integrated logistics enterprise to provide public logistics facilities, logistics, information service and comprehensive logistics services. This particularity, had decided the airport logistics is different from the general sense on the function of logistics, and must consider the airport logistics in industrial chain and the core business and the difference between traditional logistics. According to the current classification of Air transport of goods (Air Cargo), can be divided into ordinary sense of the Cargo (Air Freight) transportation, Mail (Air Mail) transport and Express, Air Express transportation. And the extension of airport logistics industry chain will be made by pure cargo transportation to logistics value-added (spin-off, packaging, processing), to form the agglomeration effect of international trade, international exhibition, and other functions.Logistics Park is two or more logistics enterprises focus on the space layout of places, is to have a certain scale and the comprehensive service functions of logistics rally point. And airport Logistics Park based on aviation aircraft and airport ground supporting facilities for the logistics as the core, to transport services as a means, for many airlines, air freight forwarding, integrated logistics enterprise to provide public logistics facilities, logistics, information services and comprehensive logistics services. Airport Logistics Park on the function mainly includes three big functions platform: logistics functions of the core platform, logistics value-added platform, aviation logistics service support platform.2.2 Singapore airport logistics information systemSingapore airport logistics involved most advanced internal information system, in order to strengthen the connection between the parties, is dominated by the government in 1989 established the Trade Net trade system, and by government and private joint venture operations.TradeNet provide electronic customs declaration services and online trade, and for the low degree of informatization of small andmedium-sized enterprises to provide electronic data entry services, can make 90% of the goods in 3 minutes to complete the relevant formalities, and customs release number in the form of a bar code can be printed, improve the efficiency of cargo release. At the same time, it not only support is directly related to the freight business, also connected to the banking system with electronic tax service.2.3 The European and American airport logistics information status quoDue to start earlier, long development time, the European and American area of airport logistics information basically in the top in the world. In these areas, airport logistics participants in the supply chain has been basically achieved the internal information, and the federal express (FedEx), TNT (TNT) throughout the supply chain, such as express delivery company has established an integrated system. At the same time Europe and the United Nations and regions have established their respective corresponding Information platform, such as America's Freight FIRST real-time Information System (Freight Information Real - time System of Transport), British Destin8 service platform (based on the original building FCPS), Germany Decoys service platform, the Dutch W @ vet port service platform, etc., are in the different degree to promote the rapid development of the aviation logistics industry.3 The airport logistics value chain based on time competitionAirport logistics is given priority to with air transport and multimodal transport, mainly for the production cycle is short, to logistics timeliness demanding enterprise, to provide procurement, production, sales and after-sales maintenance link across regions between raw materials, intermediate products and finished goods, transportation, storage, loading and unloading, handling, packaging, circulation processing, distribution, information processing, and other functions of integrated logistics service, make the goods flow from supply to demand. Since 1970, the airport logistics is developing rapidly, the international airport logistics is growing at double every 10 years. Into the 1990 s, the international airport logistics growth speed is almost twice as many passenger traffic growth. Air cargo in 2000 accounted for 2% of global trade transportation total weight, but 40% of the gross. It is predicted that the world airport through put over the next 20 years will be growing at an average annualrate of 6.4%.3.1 Based on time competition of industry value chain analysisValue chain is by Michael Porter, Michael e. Porter) in his book competitive advantage. Its essence is: a series of can satisfy the customer needs through information flow, logistics and cash flow associated with the chain of value creation activities. Object is the enterprise internal value chain theory research a series of activities to create value, is the enterprise internal value chain. As the enterprise management specialization, the further development of intra-industry division of labor unceasingly, the activities of different enterprises in the value of each link has formed a unique advantage, and even to some link formed a monopoly. Industry internal different types of value creation activities gradually dominated by an enterprise for separation of multiple enterprise activities, the value chain link is broken down, the value of different link exists in different enterprises respectively, forming together create value of the upstream and downstream relationship, which has formed the industry value chain. Most value chain from r&d, design, manufacturing, warehousing, transportation, sales and service into a series of industrial activities in a certain order value-added network chain structure.At the same time, customer demand for products in addition to the diversification, personalization, also increasingly to agility and timely request, supply chain management under pressure to continuously shorten delivery time. Trend of buyer's market has become increasingly obvious, the customer has become the potential energy in the whole supply chain network, in this new "customer the highest potential energy" and economic environment, due to the gradually to the time factor on customer focus, time to become the new profit after cost, quality and service. Global manufacturing technology development, the high and new technology enterprise of raw materials to production line of increasingly strict time, demand for zero inventory is higher and higher, faster and faster speed for the promotion of new product requirements. Industry value chain through intra-industry division of labor and industry within the synergistic effect between each link, reduce the total cost of all aspects of the competition will focus on time constraints on the whole industry valuechain, improve the efficiency of the whole of the industrial activities, the time to ask compression industrial chain link of different activities and activity link between the flow of time.3.2 Airport logistics optimal goods analysisAirport logistics for its flexibility, high efficiency for the industry to bring high value-added logistics services, however high the cost of air transport than other modes of transportation, and limits on the goods. So when the industry of raw materials, components and finished goods with good air transportable, airport logistics to better service in the industry, increase the industry's value chain. At present, the products suitable for the aviation logistics, mainly is the arrival of the period, large impact on the business, high added value of science and technology, deep processing and timely production of products and fresh food. According to the size of the market and the market growth speed airport logistics optimal divided into goods and services. Communication products, machinery parts, auto parts market scale is larger, and market growth speed, so the communications industry, machinery and auto parts industry is an important customer of airport logistics industry. Electronic parts, precision machinery, business documents, medicines, belong to the size of the market and goods market growth speed is moderate, therefore electronics, precision machinery manufacturing, business, medicine industry is major customers in the development of airport logistics industry. The computer software, seafood, fresh products are smaller market growth inferior goods, so the seafood business, software industry is the aviation logistics industry can develop customers.3.3 Airport logistics value analysisBased on time competition of the industrial chain to airport logistics demand growth, puts forward higher requirements to the logistics service level. Airport logistics can no longer be confined to simple warehousing and transportation function, but to provide integrated logistics tracking and logistics information integrated logistics service. Airport logistics service by the shipper, the logistics outsourcing business, express company, airport cargo terminal, airlines, agents and the main body composition such as consignee, each main body assumes the role of different, throughthe supply - demand relationship formed logistics service chain, service value and pass on the service chain. Timeliness and integrated operation is airport logistics value-added, high-profit, ascending key industry value chain based on time competition. And fast and efficient airport logistics services, logistics industry within reasonable specialization and cooperation as the foundation, through the network, information to improve operational efficiency, to provide services for high-tech products and international trade, services to create value, improve the industry value chain.3.4 Airport economic formation and developmentAlong with the development of the airport logistics, many enterprises to shorten international airport with preference and airport physical distance, choose gathered around in the airport layout, promote the formation and development of airport economy. Airport economy, by means of air transport to point to the industry in the development of economic form has a self-reinforcing mechanism of cluster effect, from the surrounding industrial adjustment and the convergence of these industries in the airport around the economic development of corridor, opening and all kinds of manufacturing industry cluster related to the air transport industry cluster, then forms to point to the industry as the leading international airport, a variety of industrial organic relation's unique economic development mode. Airport economic zone, it is because of the huge effect of air transport, airport adjacent area and the airport along the corridor in production, technology, capital, and trade and population aggregation, thus forming the multi-functional economic region译文空港物流园区发展和临空经济研究TR Leinbach摘要作为“第三利润源”的物流业，已经越来越受到人们的重视和关注，而它的重要分支——空港物流更因其安全、快捷、方便和优质的服务受到了人们的青睐。
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* ETP Ltd., 259 Home Avenue, Oak Park, IL 60302, Tel/Fax (1-708) 848-2395,Email: jostetp@.** Professor Emeritus of Civil Engineering at Washington University, St. Louis, L. E.Haefner Enterprises, Inc., 10 Finlay Road, Kirkwood, MO, 63122, Tel (1-314) 966-3141, Fax (1-314) 966-3139Port Development: The Interplay of Logistics and InfrastructureByDr. J. Lee Hutchins, Jr., P.E., AICP * and Dr. Lonnie E. Haefner, P.E.**Paper AbstractPorts represent the coalescence of regional and international economies. The port serves as a transfer point for goods, services and passengers destined for the region as well as for transiting through the region. The movement of passengers and freight is influenced by location factors and logistical decisions that have substantially different timing than that associated with port infrastructure investments. The port is also shaped by national and international policies for trade and investment. These policies that influence the port also exist for the users and operators of the port itself. The decisions implemented by the port owners, operators and users have a pronounced effect upon various constituencies within the region.The paper undertaken by the authors examines the port as an element of the regional transportation system. The long term capital investment in a port is viewed in relation to the interconnecting transportation systems and the logistical decisions that lead to the port use for transferring passengers and freight. The paper has been structured along the following outline. The work is based upon recent activities undertaken by the authors as an extension of their past work efforts.• The Port in a Regional Transportation System• Regional Economic Value• Logistical Decision Parameters• Participation and Interaction of Port Constituencies• Planning, Programming and Financing The Port in a Regional Transportation SystemPort development in the United States, as well as many areas of the international marketplace, has recently been influenced to a much greater extent by the regionaltransportation systems extending from the traditional area of the port. The users of D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y D a l i a n J i a o t o n g U n i v e r s i t y o n 03/27/13. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s re s e r v e d .Page 2the port are focused on the total transportation cost for the goods transferred by the combined marine and landside transportation modes. This is particularly true where the marine facilities may include the inland waterway system as well as the Great Lakes. The Great Lakes and the connection to regional river systems represent marine facility areas that are the focus of competing management priorities that include commercial, recreational, ecological and stormwater management objectives.The competing management priorities also extend to operational features of the ports,harbors and waterways such as the locks and dams and dredge material placement.The marine facility operations interact with and react to the physical environment.Vessels travel to landside facilities, which in turn are affected by ice, silt, water level fluctuations and other physical conditions.The port operates between the marine and landside modes of transportation including rail, highway and to a lesser extent air modes. Each geographic region is a unique combination of node and corridor orientations for the transportation system as well as the flow of goods and passengers using the transportation facilities. The total trip times for goods and passengers are heavily influenced by the transportation system interconnects and performance across each transportation mode involved. The impact on individual trip times may be far greater than the contribution of the port traffic to congestion and delay on the corresponding transportation mode.The rail and highway modes together represent significant pathways for goods,passengers and support services to arrive at a port facility. Rail and highway facilities also provide transportation access to the industrial and commercial land uses in the region. In many urban areas the rail and highway systems are operating at or above capacity with significant points of congestion between the port and “the open road”.The age of the infrastructure, together with the levels of use, are accelerating the deterioration of the rail and highway systems. The incremental cost of repair are increasing as well, particularity with the repairs being undertaken with the level of activity being rerouted and diverted. Each of these transportation modes experience competitive uses beyond the port needs for both local and through traffic.Regional Economic Value Each state in the US and each region served by a port entity is developing an economy more reflective of global influences. The marine point of transfer is one part of an end to end global supply chain. Commercial organizations strive to continuously balance sources of material and resource supply in relation to their customer’s market. Users focus on the total transportation cost incorporating congestion, delivery schedule and material handling that may encompass more than one mode. Ports are characterized less as a central economic place and more as placefor regional economic development. Transportation management of marine assets D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y D a l i a n J i a o t o n g U n i v e r s i t y o n 03/27/13. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s re s e r v e d .Page 3and port facilities becomes a critical element of the industrial and commercial business activity within the broader regional land use and development context. Such development efficiently and effectively utilizes goods and services in a manner similar to other forms of commercial and economic development. The marine point of transfer is now a part of an end to end global supply chain.The port in relation to the region’s commercial and industrial activity contributes to the region’s resource utilization. The efficiency, equity and effectiveness of thisutilization will shape the competitive position and performance of the regional commercial and industrial users. Export and import markets are defined where goods and services cross political and topographical boundaries. The export/import markets that develop can be significant on a regional and international scale. In 1997, Illinois experienced $34 billion in international export trade while measuring $224 billion in interstate export trade. Figure 1 in a graphical representation of the magnitude of these trading relationship for the highest individual countries and states. The aggregate results for Michigan, Ohio, Indiana and Wisconsin have been averaged for consistency in presentation. Iowa has also become a significant trading partner for Illinois as well.Extending the traditional port marketing paradigm from international trade to interstate trade may capture significant additional product movement. The inter-regional flow of goods and services takes place in response to the value that is added to the products and goods from the local area manufacturing and distribution activities. This approach bears a great resemblance to industrial development and investment. The search for markets and factors of production, processing and distribution is a continual process.The regional trade activity responds to many of the same influences of international trade. The search for markets and factors of production, processing and distribution continue to seek the most efficient balancing of these factors. Industries have sought economies of scale at the plant level that go beyond historical regional specialization.Economies-of-scope are considered on a multi-plant level rather than within a single plant. Outsourcing of material and services have been sought out to obtain improvements in schedule performance and cost. The precision, timeliness and accuracy of information management enables the industrial and commercial plant to selectively target function and performance. Transportation management connects these increasingly dispersed functions into an integrated performance centered upon a commodity, product or other finished good.The net effect of the industrial and commercial land use decisions is to create a more complex environment within which port development will take place. Elements of international and interstate trade are intertwined in a manner that influences theoperating activities of the port and marine traffic. Free Trade Zones (FTZ) once were D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y D a l i a n J i a o t o n g U n i v e r s i t y o n 03/27/13. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s re s e r v e d .Page 4sited on wholly international trade considerations and yet now seem to look very much like other industrial and commercial activity that may take place within the region.Warehouses, distribution hubs and fulfillment houses each directly serve markets by closely managing the transportation associated with the product transfer. The information associated with each item transferred is much greater for industrial and specialized material. Just in Time (JIT) inventory management and electronic purchase orders each represent components of production that are part of a network leading to finished goods rather than a single end point. The net effect of these individual transportation decisions shape the operating environment for the port.Participation and Interaction of Port Constituencies The operations and infrastructure of port development has an impact on constituencies beyond employment and industries that ship through the port. The continued growth and development of urban areas has increased the competing interest in and potential use of the area’s resources. Ecological retention and restoration has received attention due to the unique attributes of the marine environment. The landside neighborhood and community where the port is located also articulate a voice in how the area’s resources and activities are managed.Ports represent one of the more challenging areas of private and public sector interaction. Transportation is often provided by the private sector for the private goods and services that are conducted through the port. The public sector may provide the largest proportion of infrastructure that enables the transportation to take place. The infrastructure investments often include a long lead-time for both construction and capital cost recovery. The port seeks to further a collective improvement in the port’s operation without distorting existing competitive positions of the users.Planing, Programming and Financing The challenges to growth and development in the port arise from the deterioration of existing infrastructure that has taken place as markets and industries have changed the quantity, nature and value of goods transferred through the port. Congestion costs have increased due to the changes in road and rail service and traffic volumes that complement the material movement through the port. The costs for replacement and upgrade of marine facilities is also significant due to the magnitude and nature of marine projects. The improvement in both real and relative capacities to othertransport modes is complex.D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y D a l i a n J i a o t o n g U n i v e r s i t y o n 03/27/13. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s re s e r v e d .Page 5Port planning is inherently a balancing of regional initiatives. Land use,transportation modes, existing infrastructure and congestion each contribute to the existing conditions, resources and needs. The plan seeks to position the port in a way that will capitalize on future opportunities while recognizing challenges in a timely manner. The actions that implement elements of the plan may be direct or indirect in terms of their impact on the region’s transportation systems and land use.Finance and InvestmentPorts within the transportation system have historically found themselves in a difficult position with respect to funding of their facilities. Despite significant visibility being given to many port and related industrial park bond issues, the waterway mode and the port as it’s main working node of interaction are the only transportation entity and federal policy without a categorical source of funding.Historically, this resulted in private sector participation by virtue of general obligation and revenue bonds, often combined in what is known to the investment banking community as a “double barreled issue”. Such an issue depends initially on revenue from port activities as the primary source of bond repayment, backed by the full faith and credit of the governing body should such revenues prove insufficient. In an era of conservative municipal fiscal budgets, and increased SEC and NASD due diligence of underwritings, these have become relatively less popular and more difficult to implement.Concurrently, over the last two decades, new and aggressive categorical approaches have emerged through ISTEA and TEA-21 legislation, coupling significant surface transportation categorical funding mechanisms and emphasis on new concepts of privatization, involving public-private partnerships, private transportation corporations and transportation development districts utilizing unique mixes of co-mingled state, federal and private dollars to develop facilities with design standards that are capable of approval by federal and state governments.The port, as an emerging entity of intermodal transportation finds itself in a unique position with respect to the above. New opportunities to refine traditional concerns related to port planning and overcome obstacles of previous lack of categorical monies now exist. However, it is necessary for the port community to truly move into an intermodal perspective, with very aggressive and creative usage of the coupling of surface transportation facilities of road, rail and containerization in conjunction with waterside moorage, fleeting and cargo transfer facilities. In order of relative ease of emerging opportunities, the following menu appears worthy of serious consideration by port and intermodal terminal operators over the next decade:1.) Integrated Grant Administration - the capability to hook many modal grants andother infrastructure grants such as sewer and water together in an integrated programD o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y D a l i a n J i a o t o n g U n i v e r s i t y o n 03/27/13. C o p y r i g h t A S CE .F o r p e r s o n a l u s e o n l y ; a l l r i g h t s re s e r v e d .Page 6- with a single audit trail coordinated under one modal agency, Close scrutiny by the OMB and the Maritime Administration will be related to the above. However, in looking at the true engineering and planning components of a port, its intermodal transportation facilities, and its basic non-basic related industrial park processing, this process has great merit, if an implementation team can effectively defuse and integrate multiple bureaucracies involved to capture the above integrated approach.2.) Use of State Enabling Legislation including TIF Processes, and Private Transportation Corporations and Development Districts to Structure Programs - This process maximizes the public/private partnership concept developed in ISTEA and TEA-21, in conjunction with state transportation privatization legislation. Some sixteen states have very strong privatization laws on the books, which can be uniquely integrated with federal processing to essentially allow the delegation of the planning,design, construction and administration of a major transportation facility to a private corporation, subject to state and federal review of design content, financing programs and the presence of such official representation on their board of directors. Empirical results with this approach in the highway programs has shown excellent results, with the capability to minimize inefficiencies with respect to program management,vendor choice and construction administration. An intermodal port offers a uniquely more complex but highly appropriate place upon which to expand this approach. In the context of such, lies the future of co-mingled revenue bonding and GO bonding with the linkage of state and federal modal dollars, in addition to usage of private development districts and/or foundations. It should be pointed out that, in the context of the above, TIF districts, TC's and TDD's can be integrated and mutually overlaid with port authorities, using interlocking boards where necessary and common professional advisory and counsel to achieve their objectives.3.) Export Trading Companies - an emerging opportunity exists in the next decade to invoke the port as a locus of activities having international trade consequences. In this context, use of the little known and understood sleeping giant of the Export Trading Company Act of 1982 exists. It is built on the Oriental Model of unique liaisons between the private financial community and the public sector, and has been utilized outside of the U.S. in the international banking community. By virtue of repeal of the Edge Act, banks are allowed to become private investors in corporations relating to trade activities. Further, a bank and a major industry, and/or a trade association or professional group can coalesce to take an equity position in a infrastructure development deemed solely as a public work prior to 1982. The great need has been to move banks from risk averse to equity related investors in trade associations related to port and intermodal transportation. Great flexibility exists in the design of this mechanism, and as emphasis on globalization of transportation and the need for related strength of the American transportation asset inventory becomes paramount,greater emphasis will be seen in thc use of this opportunity. The deregulation of theD o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y D a l i a n J i a o t o n g U n i v e r s i t y o n 03/27/13. C o p y r i g h t A S CE .F o r p e r s o n a l u s e o n l y ; a l l r i g h t s re s e r v e d .Page 7American banking community, allowing them to operate in closer alignment with international banking forces will be an asset to the emphasis of this concept.Most certainly, the above entities can be co-mingled themselves, into a super state of project implementation framework, such interlocking hierarchies are complex, and will require a port planning, engineering and implementation team approach which is multidimensional in nature and has total understanding of the legal, technical and financial processes involved to format and use such an approach. Such a perspective will require significant liberalization of approach by current port operators, with such modification and viewpoint becoming truly in line with the emerging national policy mindset towards more eclectic and all inclusive approaches to project management and implementation.Performance ModelEvaluation of the performance of a port facility or district has become increasingly complex as numerous performance measurements and perspectives monitoring the port activity are established. Traditional performance indicators such as throughput,operating cost and labor productivity have been augmented by return on investment and asset utilization measurements. Public and private sector managers have requested more rigorous and specific delineation of the regional economic value and market position contributed by the port and represented by the combined infrastructure investment. Additionally, each constituency in the port’s region looks to see the port’s contribution to their priorities and objectives in response to their resource contributions. The safety, environmental and social impacts of the port facility and operations may introduce significant if not strictly comparable performance expectations.The performance model for use in a port that is closely linked to the region’s logistics and industrial land use will be an aggregate of several indicators. The fees and revenue from port activity will be measured against the investment in infrastructure.The infrastructure investment includes both facilities directly managed by the port as well as elements of the region’s transportation system. Port operating costs, revenues from leases and other current activity measurements are also significant.Information technology as a broader definition of intelligent transportation systems (ITS) may serve both the operating and market needs of the port as well as a means of tracking performance. The timely assembly and use of information that meets the logistics needs of the port user also captures a timely analysis of the material flow through the port facility. The movement of material through the port represents the infrastructure need for the material movement as well as the position of the materialrelative to the regional land use and development served by the port.D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y D a l i a n J i a o t o n g U n i v e r s i t y o n 03/27/13. C o p y r i g h t A S CE .F o r p e r s o n a l u s e o n l y ; a l l r i g h t s re s e r v e d .Page 8ConclusionsManagement of transportation has increasingly sought to balance factors of production and end markets rather than the more traditional role of assembling factors of production only. Logistics and industrial land use combine to shape the current and future operating environment for our nations port facilities. The logistics element is heavily influenced the regional transportation system of which the port is one element.The influence of transportation policy has a significant influence on both market conditions and the necessary port infrastructure. Bilateral accords as well as international treaties such as NAFTA and GATT will shape how logistics and infrastructure contribute to port development.References “The Role of Intra-industry Trade in Inter-regional Trade in the Midwest of the US”,Darla K. Anderson, Geoffrey J. D. Hewings, Regional Economics Application Laboratory, University of Illinois, 1999.“Returns to Scope, Returns to Trade and the Structure of Spatial Interaction in the US Midwest”, Geoffrey J. D. Hewings, et.al., Regional Economics Application Laboratory, University of Illinois, 1997.“Improving Metropolitan Chicago’s Freight Transportation Network-A One Day Conference”, Metropolitan Planning Council, Chicago, IL, February, 2000.“Ports on the Edge: Sync-ing the Strategic Plans”, Peter D. Beaulieu, Ph.D., Puget Sound Regional Council, 23rd Annual Conference on Ports, Waterways and International Trade, Seattle, WA, July, 1998.“Port Development in Chicago: Needs and Requirements”, A One Day meeting Convened by the City of Chicago City Council Capital and Economic Development Committee and The Great Lakes Fishery Commission, May, 2000.“Strategic Plan: Port of Green Bay, Brown County, Wisconsin”, Harbor Commission and the Brown County Board of Commissioners, Brown County Port and Solid WasteDepartment, March, 2000.D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y D a l i a n J i a o t o n g U n i v e r s i t y o n 03/27/13. C o p y r i g h t A S C E . F o r p e r s o n a l u s e o n l y ; a l l r i g h t s re s e r v e d .Illinois Trading PartnerExport Value, BillionDollarsFigure 1 Illinois Market for Export Trade, 1997D o w n l o a d e d f r o m a s c e l i b r a r y .o r g b y D a l i a n J i a o t o n g U n i v e r s i t y o n 03/27/13. C o p y r i g h t A S CE .F o r p e r s o n a l u s e o n l y ; a l l r i g h t s r e s e r v e d .。
外文参考文献译文及原文--国内外物流园区发展模式探究
目录1国内外物流园区发展模式探究 (1)1.1发展物流园区的现实意义 (1)1.2国外成功的物流园区开发模式 (1)1.2.1日本的开发模式 (1)1.2.2德国的开发模式 (2)1.2.3美国物流园区的开发模式 (2)1.3我国物流园区现有开发模式及现状 (3)1.4我国物流园区规划技术路线 (3)1.5我国物流园区规划建设的问题分析 (3)1.5.1物流园区缺乏统一规划，影响区域布局 (3)1.5.2物流园区的投资贪大求全，规模和数量成为隐患 (4)1.5.3物流园区的规划不充分、战略定位不明确 (4)1.5.4投资者借物流园区之名圈占土地现象严重 (4)1.6从宏观层面，对政府部门提出的建议 (5)1.6.1 发挥政府宏观调控作用，提供政策保障 (5)1.6.2加强科学管理，创造规范的物流市场环境 (5)1.6.3 制定相关政策，但要防止负面效应 (5)1.7从园区的建设和运营层面，对地方政府和企业提出建议 (6)1.7.1物流园区规划建设前要有充分的准备工作 (6)1.7.2加强物流园区投资风险管理，规避风险 (6)1.7.3物流园区要进行弹性规划，设施规划要经济合理 (6)1.7.4根据本地实际建立物流园区准入制 (6)1.7.5提高服务意识，加强园区的经营管理 (7)1.7.6园区物流企业发展的优势资源整合 (7)1.8结语 (7)Contents1 A connotation of Logistics Park (1)1.1 The practical significance of developing the logistics park (1)1.2 Foreign logistics park development model of success (2)1.2.1 Japan's development model (2)1.2.2 Germany's development model (3)1.2.3 The development model of Logistics Park (3)1.3 Logistics parks in China and status of existing development pattern (4)1.4 Lines of logistics park planning techniques (4)1.5 China's logistics park planning and problems of construction (5)1.5.1 Lack of unified planning logistics park, affecting regional distribution (5)1.5.2 Investment Tandaqiuquan logistics park, the size and number of a risk (5)1.5.3 Inadequate logistics park planning, strategic positioning is not clear (6)1.5.4 Investor by the name of the logistics park and occupy the land is serious (6)1.6 From the macro level, the recommendations of the government departments (6)1.6.1 Play the role of government regulation to provide policy support (7)1.6.2 Strengthen scientific management, to create standardized logistics market (7)1.6.3Development of relevant policies, but to prevent the negative effects (7)1.7 From the park's construction and operational levels, to local governments andenterprises to make recommendations (8)1.7.1 The logistics park planning and construction should be fully prepared beforethe work (8)1.7.2 Strengthening the logistics park investment risk management, risk-averse (8)1.7.3 To be flexible logistics park planning, facilities planning to economicrationality (9)1.7.4 Distribution Park in accordance with local access to the actual establishment ofthe system (9)1.7.5 Enhance service awareness, strengthen management of the park (9)1.7.6 Development of Logistics Park integration of advantageous resources (10)1.8 Conclusion (10)1国内外物流园区发展模式探究物流园区是我国现代物流业发展中出现的新型业态，根据中国物流与采购联合会、中国物流学会在2010年的调查，我国物流园区（基地）已经发展到525个，其中134个已经建成运营。
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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。