物流外文翻译
物流专业外文翻译--仓储管理
外文原文：Warehouse managementWarehouse management is frequently treated as an operational issue, its strategic importance largely overlooked. But as price and quality become indistinguishable from one company to another and distribution cost becomes a significant part of a product’s value, the invisible hand of logistics becomes a key competitive advantage, and warehouse optimization becomes critical to the logistics chain from supplier to customer.One home furniture manufacturer recognized the strategic necessity of maintaining easy access to its finished products and was able to turn its strategic business purpose into the operational details of a warehouse optimization process. This article describes the optimization journey of this 50-year-old company of nearly 1,000 employees.SituationBecause it had no central distribution center, this furniture manufacturer and importer was operating 13 satellite warehouses ranging from 8,600 square feet to 100,000 square feet within a 100-mile radius. Domestically manufactured products were stored at the producing facility’s warehouse. In total, each warehouse was handling more than 150 incoming and outgoing pieces of furniture on a daily basis—both domestically manufactured and imported products from suppliers in Asia were shipped to customers. More than 100 containers were received from suppliers through a freight forwarder using multiple ocean carriers. What was the result of all this activity?First, the company suffered from reduced throughput due to split, partial, and wrong shipments. Shipping became a major challenge and a large part of the corporate overhead. A special traffic department was created to consolidate shipments,route trucks,and schedule pickups at different locations. Split or partial shipments that were unnecessary and unrequested occurred frequently.Second,operating costs rose due to three factors:• Handling damage. Unnecessary product moves were creating major damages, which were having a significant impact on the company’s financial situat ion. Customer returns and allowances had reached 10 percent of net sales. A large number of pieces were put on hold and could not be shipped due to internally inflicted damage, delaying customer order fulfillment and increasing repair costs.• Exception c harges. Demurrage and per diem charges were a major financial hit to the company. Demurrage charges were incurred due to lack of space in warehouse facilities. Entire shipments were voluntarily held at port to avoid an overflow situation, not only increasing operating expenses but also delaying customer response time. Per diem charges (incurred when a container is not unloaded in a timely manner and held at the facility) were common due to the lack of a scheduling system for incoming containers.• Ineffici ent product flow. Direct labor cost was becoming a major part of the company’s cost structure. Excess handling, along with not being able to make good use of economies of scale, were driving inefficiencies up.These poor warehouse management practices resulted in excess operating costs. The lack of an adequate inventory method and the relatively short product life cycles created an obsolescence problem.Another problem was insufficient inventory turns due to the absence of first-in, first-out principles. Typically, pieces were received and warehoused in no orderly fashion, which did not allow the space required for a FIFO system and causes new and old products to be mixed. The jumble of products was generating color mismatches that were attributed to different supplier cuttings or even sourcing changes. The lack of an adequate information system worsened the situation because there was no way to track inventory location inside and outside each warehouse. Employees had to keep track of product locations manually or mentally, often creating duplicate locations and excess handling.ApproachThe warehouse optimization design was based on the principles of agility, lean manufacturing, and the theory of constraints. The goal was to be an agile company bybeing responsive to the customer. The material flows and storage concepts were designed to streamline flow and maximize throughput.In a time when every furniture company is importing from the same suppliers, there is little room to be creative and differentiate a company’s product because cost and quality end up the same. Cost and service become key aspects in the differentiation effort. Typically, consolidating and optimizing a warehouse can help both factors, which are translated into the following objectives:• Maximize throughput by providing agile response to customer orders because they do not have to be consolidated from different warehouses.• Minimize operating costs and be better than the industry benchmark by streamlining material handling in the warehouse, reducing handling damage by eliminating unnecessary shipping steps, decreasing exception charges, and reducing rent expense by consolidating warehouses.• Maximize inventory turns through FIFO inventory practices to reveal inventory problems to management quickly. Because products, their characteristics, and the global supply chain are rapidly changing in the furniture industry, today’s solution will not necessarily fit tomorrow’s needs. New product introduction or changing demand patterns could throw a perfectly optimized warehouse off balance. The company wanted to implement a solution that could support changing business conditions.Operational stepsThere are two major phases of warehouse optimization: planning and implementation. A project that involves and affects so many people requires an extraordinary effort to bring people on board at the start. Without the buy-in and cooperation of employees, this project would not have been successful, even with a flawless analysis and implementation. Steps taken are represented in Figure 1.PLANNINGFigure 1. The two major phases of warehouse optimizationPlanning phase. Cross-functional teams representing each affected unit wereformed to ensure project success and feasibility. The teams crossed organizational and functional boundaries, including personnel from safety,warehousing, information technology,finance,traffic, and senior management, which made the project a popular companywide effort.Data collection was an important piece that would help determine factors such as space requirements, products rate of sale, and inventory levels. Because of the seasonality of certain product lines, it was important to determine which periods were representative to use as a sample.The next step was to assign the product groups priorities and proximity to the shipping and receiving docks . An analysis of customers’ shipments helped the team establish a shipping pattern, which was typically a particular bedroom or dining group. Considering incoming product from the suppliers in Asia revealed the same conclusion— incoming and outgoing products move in sets (bed, nightstand, dresser, armoire, and mirror together) as opposed to individual pieces. It would not make sense to store the nightstand far from the dresser and bed of the same set. Therefore, a priority rating based on rate of sale for each collection as a whole was established. For cases in which the product weight was extreme, the rate of sale rule was overridden and the product was placed closer to shipping and receiving docks.The next phase of the optimizing process involved analyzing the warehouse capacity and managing the available space. Based on the space requirements and space available, the strategy for storing and managing inventory would vary. The requirements fell into three main categories: space required for peak inventory season, space required for temporary overflow situations, and space required for implementing the FIFO system.The amount of inventory required during peak periods for every product, not just at the collection level, was established. Allocating space for overflow situations required understanding the product’s inventory level fluctuation. Based on its variance, each product was assigned an extra percentage —ranging from 3 percent to 15 percent—of the total inventory required for peak season. The selected execution method for implementing a FIFO system was to allow extra space for product rotation.Product was to be pulled for customer shipments from one end and stored from supplier shipments at the other end. This required the product to be rotated within its assigned space. To facilitate the product rotation, an extra 5 percent (based on the space required for peak inventory) was allowed.With the help of the warehouse manager, stacking rules for each product category were determined, which would later become a guideline for how many of each product could be stacked without incurring damage. The main criteria for the stacking rules were product weight and height.When space is scarce, there are other techniques that could be applied to reduce space requirements at the expense of some handling. Combining product groups by their seasonality is one of them. If, for example, a particular category’s seasonality is offset from another by a given period of time, it would be wise to put each category next to each other and reduce the overall space required to handle peak season.Scenarios and trade-off analyses were developed after priorities were established and space allocated. A warehouse draft layout was created to visualize the results of the analysis and develop the alternate scenarios. This draft included all relevant product information (rate of sale, physical parameters, stacking rules, etc.) for understanding and handling ease. The warehouse manager and staff brought qualitative information to the decision-making process. An alternate scenario was developed to optimize the solution even further. Based on current business projections and anticipated product mix changes, the team increased the long-run potential savings.Implementation phase. A complete layout —including product positioning, space breakdown (baseline, FIFO, and overflow space), and quality control and staging areas —was developed and shared with the people involved. Safety and environmental personnel were asked to help develop escape routes and any other protection measures.The next part of the implementation phase was to develop operating procedures with the customer in mind. The three main issues addressed were training, exception charges, and pickups by appointment. Employees were trained on how to care for theproduct.Implementation took place in phases. Based on incoming container schedules, incoming product was mainly stored at the new location, while shipments took place out of the satellite warehouses. Within two months, most satellite warehouses were closed, and all the shipping and receiving operations were moved to the new 800,000-square-foot warehouse.ResultsWithin three months, the company began seeing benefits. The results over the two years since the implementation. The total warehouse space was reduced by 28 percent, which directly affected the amount of rent paid. In fact, the rent savings were around 36 percent.Operations-related exception charges were decreased. The new warehouse had enough capacity to sustain the peak inventory situation that would have previously caused product overflow and, therefore, demurrage charges. The newly implemented pick-up appointment system eliminated per diem charges.Labor efficiency improvements were achieved by eliminating unnecessary steps while handling the product in receiving and shipping. Excess internal transfers of product for consolidation also played a mayor role in reducing operating expenses.The implemented FIFO inventory practices brought to light existing inventory problems. Line-of-sight visibility allowed management to be aware of the problem and quickly devise a solution, which helped avoid obsolescence and improve inventory turns.Among other reasons, reduced material handling was responsible for decreased customer complaints and chargebacks. Handling-related returns and allowances were reduced significantly, creating a major boost in company profits.ConclusionThere is a systematic process that can be used to optimize warehouses to create a lean, agile organization. It is important first to identify all elements required for success, like this furniture company did. No matter what the space constraints are or which methodology is used, the strategic value to the company must be identified andthe right people must be involved if the project is to be successful.There are four key factors to a successful implementation of any project, regardless of the methodology, approach, or assumptions used:• Business purpose. Always start with the strategic business goal in mind. The company needed a long-term plan to compete in the global market. Warehousing is an unavoidable activity incurred by organizations. It is becoming a way to differentiate products and services from competitors.• Involve key personnel. Moving into a new workplace and operating under new procedures is not easy for employees. To make the transition easier and to get full support at all levels of the organization, involve key personnel from the start. Such action breaks existing boundaries and generates a sense of ownership, which will help during the implementation process as well as future success.• Design with the customer in mind. Consolidating produ cts under one roof, implementing a FIFO technique for inventory management, and establishing an appointmentdriven pick-up system are not just approaches to reduce operating costs. The intangible benefits of becoming more customer-friendly (which are key in a world driven by inter-mediaries) are tough to measure, but in the long run, they surely surpass the benefits of reducing operating expenses.• Develop flexible, qualitative, and experience-driven models. The model developed was not created simply from data. Involving experience-driven people added a qualitative element that cannot be captured by pure data in an analysis.Source：Justus Klemperer,Sekar Sundararajan,and Emory Zimmers Jr.2003.“careful with that warehouse” Industrial Engineer.September.pp.40-45中文译文：仓储管理仓储管理常常被认为是一种在战略上的重要性在很大程度上被管理者所忽略的操作问题。
绿色物流可持续发展外文翻译(节选)
绿色物流可持续发展外文翻译(节选)中文2600字，1600单词，9500英文字符文献出处：Fransoo J C. Green Logistics: Enablers for Sustainable Development [J]. Supply chain management: an international journal, 2021, 8(2): 122-131.原文GREEN LOGISTICS: ENABLERS FOR SUSTAINABLEDEVELOPMENTJan C. Fransoo1 INTRODUCTIONLogistics is the backbone of industry and commerce. As a discipline, it describes the management and coordination of activities along supply chains. These activities include freight transport, storage, inventory management, materials handling and related information processing. A large part oflogistics activities are often outsourced to specialized providers thatprovide cost- effective services. Research has shown that, at least in high income economies, the value of services is not assessed in monetary andservice quality terms alone. In making decisions, logistics professionals are increasingly taking into consideration external effects such as emissions, pollution, noise, and accidents.The last LPI report release in 2021, for instance, pointed out that in shipments to OECD countries, environmentally friendly solutions are considered far more often than elsewhere. Mounting regulatory pressure, together with changes in customer preferences, are the main drivers of this phenomenon. Oneof the more widely used terms to describe this set of preferences is green Logistics, especially when the activities of logistics service providers are concerned.Research, including a recent book by Alan McKinnon, has established that green Logistics is an emerging concern of private operators and providers and users of logistics. From a policy standpoint, and especially for the global environment, green Logistics is potentially a major topic as well: estimates vary, but about 15% of global greenhouse gas emissions (GHG) can be traced to logistics activities.Green Logistics may not be an independent policy area. Rather, the supply chain perspective provides a framework to understand and deal with issues that are separate.but ultimately interrelated. Importantly, looking at supply chains helps policy makers understand the interests and actions of private sector operators. Green Logistics may therefore propose a number of tools and identify emerging sustainable solutions contributing to the overarching objective of green Growth.From a policy perspective, logistics cut across several areas and sectors. The performance of supply chains depends on areas or activities where government as regulator or catalyst of investment is critical, such as:Transport infrastructure: road and rail corridors, ports and airportsThe efficiencies of logistics services: services include not only modal freight transport, but also warehousing and intermediary services, such as brokers and forwarders, and related information-flow management. In modern economies, the trend is towards integration in multi-activity logistics providers (3PLs, 4PLs) to which industrial and commercial firms outsourcetheir supply chain activities. Understanding the regulatory dimension of services is becoming increasingly critical to the development of effective policies in areas such as:professional and operational standards, regulation of entry in market and professions, competition, enforcement.Procedures applying to the merchandise, such as trade procedures (customs and other controls).The soft infrastructure that supports information or financial flow associated with the physical movements along supply chains: IT infrastructure, payment systems.The concept of national logistics performance capturing the outcome of these policies is widely recognized by policy makers and the private sector worldwide as a critical contribution to national competitiveness. A key question for sustainable development is how to integrate supply chain participants concern with environmental sustainability with the concept of national logistics performance.Within logistics, transport creates the largest environmental footprint. But the volume of emissions can vary greatly, depending on the mode oftransport. The volume of emission per ton per km increases by an order of magnitude from maritime to land transportation and to air transportation. This is a key environmental aspect of logistics that is not taken into consideration by most supply chain operators. Logisticsexperts typically integrate freight modes and other related activities so that the transport and distribution network is used in the most efficient manner, which is important for keeping emissions in check, as well. Depending on the type of industry and geographical region, supply chain operators can place varying emphasis on the reliability of supply chains, as well. In summary, supply chain choices typically include multiple criteria and trade-offs, and this makes an analysis of their environmental impact complex; the most environmentally friendly choices do not only depend on mode of transportation, but also on other elements, such as efficiency and reliability.To reduce the environmental footprint of a supply chain, the focus should be on several dimensions and should select the best mode of transport,efficient movements, and innovation. Comprehensive work on greening individual modes of transportation is already available. Here, the key drivers have been energy efficiency and the urge to diminish various types of emission. Given the integrated nature of supply chains, however, the manner in which price signals and incentives catalyze supply chain structure is a rather intricate problem: lower- emission modes of transport (maritime, e.g.) are typically also less reliable or have other limitations (such as maritime access to a landlocked country). Such limitations may include the cost of such technologies, the temperature range within which they can be used or the availability of certain types of fuel. It is therefore critical to complement the current knowledge about emissions produced by different modes of transportation with an understanding of what drives the demand for Green Logistics within supply chains.The emerging response is likely to take the form of top-down policy, such as measures in the form of standards or taxes addressing emissions (GHG, SO2, NOx) by mode of freight. For instance, a cap on SO2 emissions on major maritime routes will go into effect at the end of 20212. At least as important is the response from the bottom up. These are supply-chain strategies coming from the private sector in response to policy or price changes, but also demand from consumers, clients and stake-holders. Green Supply Chain management has to be taken seriously by policy makers.An exclusive focus on price mechanism (including taxes), as is the current tendency, may miss some of the major driver of changes in supply chain management. Another complication, at least in the context of international trade, is that the focus on the impact on international logistics does not capture the footprint of production processes. These processes may have different impact than the supply chain itself, as in the case of food production.There is also evidence that much of the environmental footprint of logistics operations is tied to short distances and distribution. Green Logistics is intimately linked with concerns such as urban congestion, and innovations in Logistics are critical to sustainable supply chains. Grassroots innovations in Logistics have recently flourished, often producing win-win solutions in terms of jobs and the environment. More generally, there is increasing awareness that green supply chains can be also competitive, either because the awareness of the environment helps productivity or because consumers expect it, particularly in wealthy countries.A concrete case in point is also the so-called sculpture emission regulation by IMO that enters into force on January 1, 2021 in most of North Sea, Baltic Sea and along west and east coasts of US & Canada (bar Alaska). Ships have to go over from fuel with 1.5 % sculpture to 0.1 % sculpture or invest in so-called scrubbers, that absorb the sculpture from exhaust gases; technology that is still nascent in the maritime context. Scrubber investment per cargo ship is USD 2 million and no with multiples as the ship engine size increases, with annual maintenance cost approx..7-10 % of investment. This seemingly innocent and rather technical change is going to have a huge impact on shipping and the spillover effect to other modes & Supply chains are going to be significant Green Logistics also encompasses potentially longer-term concerns. A green focus within logistics analysis could examine a supply chain vulnerability to climate events or to large swings in the price of transport inputs, for instance. A recent volcanic episode in Iceland showed the vulnerability of one specific supply chain that relies heavily on air freight fresh produce coming from Africa spoiled when flights were cancelled because of the volcanic ash. Resilience concerns and other form of uncertainty are likely to shape supply chain choices by regional and global operators.Given the importance of trade in components and intra-firm trade, how large operators develop green supply chain strategies will have profound economic impact. Resilient and greener supply chains are likely to be lessextended and leaner, for example, though the consequences for trade and integration of low income economies cannot be treated fully here.Policy makers should be concerned by both the supply and demand aspects of logistics environmental dimensions. So far, the policy focus has been on modal footprint and has not taken into account a supply chain perspective. There have not been major initiatives in Green Logistics, even in the countries most sensitive to the issue, such as those in Northern Europe. Rather the most important changes have occurred as a combination of largely uncoordinated public and private initiatives: voluntary behavior by shippers, innovation in terms of technology, information (environmental logistics dashboard) or services, or common public-private objectives such as in modal shifts.2 DEFINING GREEN LOGISTICS AND GREEN SUPPLY CHAIN MANAGEMENTThere are many variations in the terminology regarding green logistics and green supply chain management. This section aims at providing a brief overview on some of the key terms used in the literature.Green logistics refers mainly to environmental issues related to transportation, material handling and storage, inventory control, warehousing, packaging, and facility location allocation decisions (Min & Kim, 2021). Gonzalez-Benito and Gonzalez-Benito (2021) use the term environmentallogistics to describe logistics practices that are divided intosupply/purchasing, transportation, warehousing and distribution, and reverse logistics and waste management. Although distribution is considered to be one of the interrelated areas of supply chain management, the term green distribution has also been used to describe the whole process of integrating environmental concerns into transportation, packaging, labeling and reverse logistics (Shi et al., 2021).Reverse logistics is often used as a synonym to efforts to reduce the environmental impact of the supply chain by recycling, reusing and remanufacturing.译文绿色物流:促进可持续发展贾恩. 法兰斯1. 引言物流是工商业的支柱。
现代物流管理(外文翻译)
译文出处：Source: Economic Geography, V ol. 81, No. 3 (Jul., 2005), pp. 283-303译文标题：地理的生产联系在爱尔兰和苏格兰的微机行业:物流的作用译文：摘要:20世纪70年代中期的经济危机，标志着从福特主义传统的产业组织模式，以一个基于时间竞争（TBC）的过渡。
它已经假定，TBC的上升将导致在地方和区域的生产联系的增加。
争论的一部分是,相关的搜索后勤效率和采用即时(JIT)原则会拉近买家与供应商之间的买卖距离。
在这篇文章中，我们测试这个想法的相关性，在爱尔兰和苏格兰的微机硬件业为例。
大部分的数据收集与附属公司的所有业务中的两个国家之一的全球微机组装期间的多次采访。
研究结果显示，而不是局部或区域采购，装配导入绝大多数来自爱尔兰和英国以外地区的物质投入，特别是来自远东，大多数组件的内部物流管道涉及库存，往往在当地中心仓库。
这种供给系统已被解释为伪JIT，最理想的进货物流，传统的福特主义原则组织系统。
我们认为，物流系统和供应联系的地理不应该这样解释。
入境库存，严格管理，导致适度的目标缓冲区水平和发货频率高。
即使在JIT供应，生产联系和物流系统的细节的地理配置一系列的背景条件和元件特性上保持高度依赖。
这项研究的结果表明，围绕跨国企业的子公司的垂直综合生产集群的战略不再适用于爱尔兰和苏格兰，至少不会在微机行业的背景下。
关键词:计算机行业,生产的联系,物流。
据一些资料表明，20世纪70年代中期，标志着从福特主义传统的产业组织模式过渡到基于时间竞争（TBC）（Schoenberger1997年秸秆1988;秸秆和豪特，1990）。
作为工业的典范，“老”的理想型，后福特主义是一个“装配线基于大规模生产标准化的商品（Asheim1992）的系统。
制作了大型垂直整合，往往跨国公司集中控制的地方。
机械化、追求内部规模经济，详细的任务分工，加强工作（阿明1994年）的基础上提高生产力。
电子商务与现代物流中英文对照外文翻译文献
电子商务与现代物流中英文对照外文翻译文献In this model。
the XXX its own logistics system。
the enterprise can control the entire process of delivery。
XXX。
this model requires a XXX.3.Third-party logistics model.XXX ns to a third-party logistics provider。
The third-party logistics provider handles the entire logistics process。
XXX。
the enterprise may lose some control over the logistics process and may have to pay higher fees for the services provided.Second。
the impact of electronic commerce on physical n1.Shortening of the n chain.XXX intermediaries in the n process。
such as XXX.2.Increased demand for logistics services.As more consumers shop online。
XXX.3.XXX.Electronic commerce has led to the XXX logistics models。
XXX connect consumers with individuals who XXX.Overall。
electronic commerce has had a significant impacton physical n。
绿色物流【外文翻译】
外文翻译原文Green Logistics (The Paradoxes of)Material source：The Handbook of Logistics and Supply-Chain Management Author：Brewer, K.J. Button and D.A. HensherIntroduction: The Issue of Green LogisticsThe two words that make up the title of this chapter are each charged with meaning, but combined, they form a phrase that is particularly evocative. ‘Logistics’ are at the heart of modern transport systems. As has been demonstrated earlier, the term implies a degree organization and control over freight movements that only modern technology could have brought into being. It has become one of the most important developments in the transportation industry. ‘Greenness’ has become a code-word for a range of environmental concerns, and is usually considered positively. It is employed to suggest compatibility with the environment, and thus, like ‘logistics’ is something that is beneficial. When put together the two words suggest an environmentally-friendly and efficient transport and distribution system. The term has wide appeal, and is seen by many as eminently desirable. However, as we explore the concept and its applications in greater detail, a great many paradoxes and inconsistencies arise, which suggest that its application may be more difficult than what might have been expected on first encounter.In this chapter we begin by considering how the term has been developed and applied in the transportation industry. Although there has been much debate about green logistics over the last ten years or so, the transportation industry has developed very narrow and specific interests. When the broader interpretations are attempted it will be shown that there are basic inconsistencies between the goals and objectives of ‘logistics’ and ‘greenness’. We conclude this chapter by exploring how these paradoxes might be resolved.Development and Application of Green LogisticsIn common with many other areas of human endeavour, ‘greenness’ became a catchword in the transportation industry in the late 1980s and early 1990s. It grew out of the growing awareness of environmental problems, and in particular with well-publicised issues such as acid rain, CFCs and global warming. The World Commission on Environment and Development Report, with its establishment ofenvironmental sustainability as a goal for international action, gave green issues a significant boost in political and economic arenas. The transportation industry is a major contributor to environmental degradation through its modes, infrastructures and traffics). The developing field of logistics was seen by many as an opportunity for the transportation industry to present a more environmentally-friendly face. During the early 1990s there was an outpouring of studies, reports and opinion pieces suggesting how the environment could be incorporated in the logistics industry. It was reported that the 1990s would be ‘the decade of the environment’.As we look back on the decade we can observe that interest in the environment by the logistics industry manifested itself most clearly in terms of exploiting new market opportunities. While traditional logistics seeks to organise forward distribution, that is the transport, warehousing, packaging and inventory management from the producer to the consumer, environmental considerations opened up markets for recycling and disposal, and led to an entire new sub-sector: reverse logistics. This reverse distribution involves the transport of waste and the movement of used materials. While the term ‘reverse logistics’ is widely used, other names h ave been applied, such as ‘reverse distribution’, ‘reverse-flow logistics’, and ‘green logistics’.Inserting logistics into recycling and the disposal of waste materials of all kinds, including toxic and hazardous goods, has become a major new market. There are several variants. An important segment is customer-driven, where domestic waste is set aside by home-dwellers for recycling. This has achieved wide popularity in many communities, notably because the public became involved in the process. A second type is where non-recyclable waste, including hazardous materials, is transported for disposal to designated sites. As land fills close to urban areas become scarce, waste has to be transported greater distances to disposal centres. A different approach is where reverse distribution is a continuous embedded process in which the organisation (manufacturer or distributor) takes responsibility for the delivery of new products as well as their take-back. This would mean environmental considerations through the whole life-cycle of a product (production, distribution, consumption and disposal). For example, BMW is designing a vehicle whose parts will be entirely recyclable.How the logistics industry has responded to the environmental imperatives is not unexpected, given its commercial and economic imperatives, but by virtually overlooking significant issues, such as pollution, congestion, resource depletion,means that the logistics industry is still not very ‘green’. This conclusion is borne out by published surveys. Murphy et al (1994) asked members of the Council for Logistics Management what were the most important environmental issues relating to logistics operations. The two leading issues selected were hazardous waste disposal and solid waste disposal. Two thirds of respondents identified these as being of ‘great’ or ‘maximum’ importance. The least important issues identified were congestion and land use, two elements usually considered of central importance by environmentalists. When asked to identify the future impact of environmental issues on logistical functions, again waste disposal and packaging were chosen as leading factors. Customer service, inventory control, production scheduling –logistical elements –were seen to have negligible environmental implications.This suggests that at the beginning of the 21st Century the logistics industry in general is still a long way from being considered green. Reverse logistics has been its major environmental pre-occupation. While this is an important step, recycling being one of the important elements in sustainability, many other environmentally significant considerations remain largely unaddressed. Are the achievements of transport logistics compatible with the environment?The Green Paradoxes of Logistics in Transport Systems1 CostsThe purpose of logistics is to reduce costs, notably transport costs. In addition, economies of time and improvements in service reliability, including flexibility, are further objectives. Corporations involved in the physical distribution of freight are highly supportive of strategies that enable them to cut transport costs in the present competitive environment. The cost-saving strategies pursued by logistic operators are often at variance with environmental considerations, however. Environmental costs are often externalized. This means that the benefits of logistics are realised by the users (and eventually to the consumer if the benefits are shared along the supply chain), but the environment assumes a wide variety of burdens and costs. Society in general, and many individuals in particular, are becoming less willing to accept these costs, and pressure is increasingly being put on governments and corporations to include greater environmental considerations in their activities.Although there is a clear trend for governments, at least in their policy guidelines, to make the users pay the full costs of using the infrastructures, logistical activities have largely escaped these initiatives. The focus of much environmentalpolicy is on private cars (emission controls, gas mixtures and pricing). While there are increasingly strict regulations being applied to air transport (noise and emissions), the degree of control over trucking, rail and maritime modes is less. For example diesel fuel is significantly cheaper than gasoline in many jurisdictions, despite the negative environmental implications of the diesel engine. Yet trucks contribute on average 7 times more per vehicle-km to nitrogen oxides emissions than cars and 17 times more for particulate matter. The trucking industry is likely to avoid the bulk of environmental externalities it creates, notably in North America.The external costs of transport have been the subject of extensive research. Early gross estimates suggested congestion costs to account on average for 8.5% of the GDP and from 2.0 to 2.5% for safety. Recent estimates in Europe suggest that annual costs amount to a figure between 32 and 56 billion ECU. Cooper et al (1998) estimate the costs in Britain at 7 billion ECU, or twice the amount collected by vehicle taxation.In addition, the hub structures of logistical systems result in a land take that is exceptional. Airports, seaports and rail terminals are among the largest consumers of land in urban areas. For many airports and seaports the costs of development are so large that they require subsidies from local, regional and national governments. The dredging of channels in ports, the provision of sites, and operating expenses are rarely completely reflected in user costs. In the United States, for example local dredging costs, were nominally to come out of a harbour improvement tax but this has been ruled unconstitutional and channel maintenance remains under the authority of the US Corps of Army Engineers. In Europe, national and regional government subsidies are used to assist infrastructure and superstructure provision. The trend in logistics towards hub formation is clearly not green.The actors involved in logistical operations have a strong bias to perceive green logistics as a mean to internalize cost savings, while avoiding the issue of external costs. As underlined earlier, a survey among the managers of logistical activities pointed out that the top environmental priority is reducing packaging and waste (Murphy et al 1994). Managers were also strongly against any type of governmental regulation pertaining to the environmental impacts of logistics. These observations support the paradoxical relationship between logistics and the environment that reducing costs does not necessarily reduce environmental impacts.2 ReliabilityAt the heart of logistics is the overriding importance of service reliability. Itssuccess is based upon the ability to deliver freight on time with the least threat of breakage or damage. Logistics providers often realise these objectives by utilising the modes that are perceived as being most reliable. The least polluting modes are generally regarded as being the least reliable in terms of on-time delivery, lack of breakage and safety. Ships and railways have inherited a reputation for poor customer satisfaction, and the logistics industry is built around air and truck shipments... the two least environmentally-friendly modes.3 WarehousingLogistics is an important factor promoting globalization and international flows of commerce. Modern logistics systems economies are based on the reduction of inventories, as the speed and reliability of deliveries removes the need to store and stockpile. Consequently, a reduction in warehousing demands is one of the advantages of logistics. This means however, that inventories have been transferred to a certain degree the transport system, especially the roads. This has been confirmed empirically. In a survey of 87 large British firms cited by McKinnon (1998), there had been a 39 per cent reduction in the number of warehouses and one third of the firms indicated an increased amount of truck traffic, although the increase was thought to be small in most cases. Inventories are actually in transit, contributing still further to congestion and pollution. The environment and society, not the logistical operators, are assuming the external costs.Not all sectors exhibit this trend, however. In some industrial sectors, computers for example, there is a growing trend for vertical disintegration of the manufacturing process, in which extra links are added to the logistical chain. Intermediate plants where some assembly is undertaken have been added between the manufacturer and consumer. While facilitating the customizing of the product for the consumer, it adds an additional external movement of products in the production line.译文绿色物流（即悖论）资料来源：物流与供应链手册作者：布鲁尔，K.J.巴顿和D.A.寒舍尔简介：关于绿色物流的一个问题绿色和物流这两个词构成了本文标题意义，两者相结合，就形成一个短语，特别令人回味。
外文翻译和原文---物流横向合作的机遇和障碍
附件1: 外文资料翻译译文物流横向合作的机遇和障碍Frans Cruijssen, Martine Cools, Wout Dullaert1 绪论全球市场的激烈竞争，产品生命周期的缩短以及顾客期望较高的服务已迫使托运人和物流服务提供商投资来建立彼此之间密切的互惠互利关系。
例如纵向的合作，包括了供应商，生产商，配送商，顾客和物流服务提供商，该理论被广泛的学术研究所支持。
Gibson et al. (2002)指出该研究主要在于鉴别潜在的机遇（例如Gentry, 1993），关键成功因素法（例如Tate, 1996）和合伙人选择的标准。
最普遍和最好的研究是关于托运人雇佣第三方物流服务提供商来完成他们的物料管理和产品配送业务的全部或部分业务的研究(Simchi-Levi et al., 1999)。
Tyan et al. (2003)阐述了被第三方物流服务提供商整合的供应链的优势，这种经济规模能够让他们获得单个托运人所不能获得的大规模的设施。
Leahy et al. (1995)评定了托运人和第三方物流服务提供商之间纵向合作成功的决定性因素。
横向合作被European Union (2001)定义为市场上具有相同水平的公司在运作时的协调惯例。
物流中的横向合作所获得的推动主要是在西欧。
在比利时和荷兰，《欧洲物流中心的引力》一书中，作者在书中指出欧洲有30家正式的物流合伙企业。
通过紧密的合作，物流服务提供商的合伙人可以提高生产力，例如通过优化运输路线，减少空运里程和降低非核心作业的成本来增加物流网络的竞争力。
横向合作方面的物流文献还比较地不成熟，虽然海洋运输(see e.g. Shepperd and Seidman, 2001)和空运行业(Fan et al., 2001; Oum et al., 2002)方面的横向合作的文献比较普遍并且研究也非常的成熟，但是在物流横向合作方面的文献却非常地匮乏。
这个问题只被Bahrami (2003), Cruijssen and Salomon (2004), Erdmann(1999), and V os et al. (2003)研究过，他们研究的重点在于通过仿真研究来确定合作能够带来潜在的节约成本和列举了一些成功的案例。
物流配送外文文献及翻译
1、 INTRODUCTIONLogistics is normally considered as nothing more than getting the right product to theright place at the right time for the least cost、 Faced with a rapidly changing environment, revolutionary changes in technology, continued government deregulation, the shortening of product life cycle, proliferation of product lines and shifts in traditional manufacturer-retailer relationships, many organisations have had to rethink their traditional assumptions、Over the last ten years one of the most significant changes in management thinking wasthe emphasis on the search for strategies that will provide superior value in competition、Logistics management has the potential to assist the organisation in the achievement of botha cost/productivity advantage and a value advantage、 The importance of logistics and its integration in the supply chain was argued by、China is a huge consumer market that accounted for a third of global economic growthover the past three years、 Its development speed and potential cannot be ignored by the restof the world、 As a result of China’s internal and external economic attributes, most of the、 In particular in the automobileglobal consumer brands have established operations thereindustry, many of the leading global OEMs including Honda, Toyota, General Motors, Volkswagen and Ford have established joint-venture partnerships with local car manufacturers、 Auto sales in China rose by 76% in the year to July 2003 and by 2011,、 InChina is expected to surpass Japan to become the wor ld’s second largest auto marketorder to compete in the Chinese market share and satisfy increasing demand, these operations are continuously expanding their production volumes with astonishing speed、Such expansion is, however carried out in the context of a legacy environment、China spans a large geographical area with, in many parts, under-developed infrastructure、 This presents a challenge to efficient deployment of logistics strategies、Furthermore, the involvement of third party logistics providers, favoured by most globalOEMs, is an emergent consideration in China、 Finally, the conflicts that inevitably arise inthe joint venture partnerships lead to delays in the introduction of western logistics management e xperiences and methods from the OEMs、All these factors increase the、difficulties in managing logistics by China’s local auto makers2、 The overall development of foreign distribution Overview2、1 The United States of modern logistics developmentTwenty-first century from the 60s on wards, the rationalization of distribution of goodsin general are valued in the United States to take the following measures: First, the warehouse will replace the old distribution center: The second is the management of the introduction of computer networks, on the loading and unloading, handling, custody, standardized operation, improve operating efficiency; Third, the common chain distribution centers set up to promote the growth of chain-effective、 United States chain stores have a variety of distribution centers, mainly in the wholesale-based, r etail and warehouse-type three types、2、2 Japan's modern logistics developmentOn logistics and distribution of wood with the following features: well-developed distribution channels, frequent, low-volume stock, logistics and distribution reflects the common and set the trend sticks, logistics and distribution cooperative, the Government planning in the development of modern logistics and distribution play an important role inthe process of 、2、3 European modern development of logisticsCountries in Europe, especially Germany, logistics refers to the user's orders in accordance with the requirements of positions in the logistics sub-goods distribution, the goods will be sent to the consignee with good activities、Germany's logistics industry formed of basic commodities from origin to distribution center, from the distribution center (and sometimes through more than one distribution center) arrive at the modern mode of end customers、 Traveled in Germany, it can be said of the logistics and distribution in Germany has been formed to final demand-oriented to the modernization of transport and high-techinformation network as a bridge to a reasonable R69 distribution center hub to run a complete system、2、4 the main reasons of logistics industry developing faster in developed countriesRelying on high-tech to the core economies of scale to allow flexibility based on a variety of forms、3、China's 3PL enterprises are facing a major obstacle to business3、1 The current situation of China's 3PLChina's 3PL enterprises: service radius of a small, low entry barriers、 With the gradual warming heat logistics, urban logistics industry is also increasingly unitary covered by the importance and development、However, due to historical reasons in our country, the long-standing emphasis on production of a light flow, heavy flow to light the idea of the logistics, distribution of development in the not yet ripe at this stage, there is the issue more prominent in the following two aspects: the service delivery difficult to play a central role,the process of distribution of the low level of modernization、China's 3PL companies with foreign 3PL companies mainly in the gap between the three aspects: First, procurement capacity, and the other is logistics, and the third is cash flow、Aspects of logistics and distribution, foreign retailers have done very well, has a set of efficient logistics information system, which can effectively improve the inventory turnover rate, so as to enhance the return on assets and profitability、 And domestic retailers in this、area has just started, or have not yet started3、2 distribution center lower the overall distribution, commercial chain failed to give full play to the advantagesFrom our point of view the existing commercial retail enterprises, in addition to some large, well-known commercial enterprises, the general commercial "chain" businesses are not set up their own logistics and distribution centers or use third-party logistics center、Although these companies have also established some of his own "chain" stores, but in fact operating goods stores do not do "unified procurement, unified distribution, unified billing,"、 The which allows some commercial retail enterprises, "chain" seems to exist in name onlyother has been established in their own logistics and distribution centers or use third-party logistics distribution center of commodities in commercial enterprises, the effectiveness of distribution centers has not been effective, which in turn affected the procurement cost of an integrated chain advantages, including outstanding manifested by the distribution center for goods distribution ratio of unity is very low、 Uniform distribution logistics center can notbe achieved, indicating the store's commercial enterprises "unified purchase" did not、materialize, rather than a unified procurement chain has lost the core strengths3、3 China's more enterprises are facing a major obstacle of the higher logistics costWal-Mart 8 5% of the commodities distribution through the distribution center, in which 80% is through the "zero inventory" of the more complete form of the distribution database、Wal-Mart as a result of the use of the "Cross distribution" and "auto-replenishment" of supply chain technology, so that goods turnover in the Treasury down to 2 days、 And retail enterprises in China are in the 15-30 days, which reflects the retail , distribution enterprises, underdeveloped logistics system, distribution costs are too high、 Rapid expansion of retail enterprises in China's size and speed in the short term if they can not form a qualitative edge is a dangerous speculation、Over the years the practice has proved that the multi-purpose logistics distribution center, intensive, low-cost supply hub, as well as the use of information technology to reorganize and upgrade the entire flow of the supply chain management is the core of large-scale retail enterprises strategy is to support the retail giant super-conventional development、The face of large-scale retail and distribution businesses o f the main distribution center logistics requirements planning, focusing on how to reflect the integration of information flow in business flow, logistics, capital flow, so that the operation of retail enterprises to expand the logistics for the entire enterprise supply chain collaboration nodes and so that the whole positive and negative to minimize logistics cost of goods (including consumers, stores, logistics, distribution centers, headquarters, suppliers and partners), and a timely response t o sales demand and timely replenishment、This is also a large-scalecross-regional, multi-format, chain retail enterprises have the capacity of the core competitive advantage、3、4 Lack of modern logistics management knowledge and expertise of logistics personnel、This is the third-party logistics industry in restricting the development of China's most important one of the bottlenecks、Logistics knowledge, especially in modern integrated third party logistics knowledge is far from being universal, but that its main business areas is to provide transportation and warehousing services, not know that it is new to these traditional business integration of its business fields Far too simple to become connected with transport and storage of raw materials, semi-finished products supply, production process, material flow, the whole process of product distribution services, as cover flow, solid logistics, capital flow, information flow is equal to the integrated systemof systems、4 to enhance core competitiveness, the implementation of integrated management"integrated management" is the original English Integrated SupplyProcess, refers to the production enterprises, office, life of a non-core business areas of the operation and management of integration as a Overall, as a business-oriented t o manage outsourcing projects, by the special "integrated management" of the suppliers to provide full-service projects、"Integrated management" is not simply puts together the management of the business, but to improve management efficiency and reduce management costs as the core, combined with advanced information technology and network management features such as one organically integrated、Compared with the general outsourcing services, integrated management has the following characteristics:(1) It is not a business, but a complete outsourcing business from the operation of themanagement integration of outsourcing;(2) Outsourcing is not a core operation, but a comprehensive business management、Responsible for the entire business as a first-class suppliers, and its main task is to use its unique resources to conduct a comprehensive knowledge management, the operation of the specific is it managed by the secondary and tertiary suppliers to implement, so in themanagement of outsourcing functions based on the specific operation of the outsourcing; (3) In the case of the most important first-level suppliers, other than remuneration in thefixed service, its the only way to increase revenue for users to save costs as much as possible in order to share the proceeds of cost savings, rather than as general outsourcing as suppliers, mainly through an increase in turnover, that is, to increase spending to increase the user's own earnings、 "Double bottom" principle of cooperation between the two sides can make a stable and lasting、5 The third party logistics enterprise strategic choiceSummarized the latest of several foreign logistics theory and the development ofthird-party logistics with the current practice of foreign, third-party logistics firm's strategic choice to have the following three:(1)Lean Logistics StrategySince the lag theory and practice of logistics, our most extensive third-party logistics company or business, it can not accurately position their logistics services、 If you do not reverse this situation as soon as possible, will be third-party logistics industry in China have restricted role、 Lean production theory of logistics for our third-party logistics company provides a new development ideas for these enterprises to survive in the new economy and development opportunities、 Lean Logistics concept originated in lean manufacturing、 Itis produced from the Toyota Motor Corporation 70 years in the last century by the original "Toyota Production System", after research by the Massachusetts Institute of Technology professor and summary, was published in 1990 published "change the world of machines), a book、 Lean thinking is the use of various modern management methods and means, based on the needs of society to fully play the role of people as a fundamental and effective allocation and rational use of corporate resources to maximize economic benefits for enterprises to seek a new Management philosophy、 Lean Logistics Lean Thinking is the application in logistics management, logistics development must reflect、The so-called Lean Logistics means: the process by eliminating the production and supply of non-value added waste in order to reduce stocking time, improve customer satisfaction、 The aim ofLean Logistics according to customer needs, providing customers with logistics services, while pursuing the provision of logistics services in the process to minimize waste and delay, the process of increasing value added logistics services、Lean logistics system is characterized by its high-quality, low cost, continuous improvement, driven by customer demand oriented logistics system、 It requires establishing the customer first thought, on time, accurate and fast delivery of goods and information、In short, Lean Logistics, as a new management ideas, bound to have a third-party logistics enterprises in China have far-reaching impact, it will change the appearance of the extensive third party logistics management concept, the formation of third party logistics Core competitiveness、the establishment of small and medium third party logistics value chain allianceThird-party logistics enterprises of small and medium can not be independent because of their one-stop logistics services to provide full shortcomings, and because the small size of assets, services, not wide area so that small and medium enterprises in China's logistics third party logistics industry at a disadvantage、 Therefore, third party logistics for small and medium enterprises, starting from their own resources to construct their own core competence is the key、 As small and medium enterprise features of a single third-party logistics and incomplete, so based on their respective core competencies based on the structure of the logistics business enterprise cooperation is an effective capacity to make up for deficiencies, constitutes a feasible way of competitive advantage of logistics、 Value chain is the use of systems approach to investigate the interaction between business and the、 Value analysis of all activities and their access to the resources of competitive advantageof the business activities fall into two categories: basic activities and support activities、Basic activities are involved in product creation and sale of the material transferred to the buyer and after-sales service activities、 Basic activities of supporting activities is to assistthe revenue by providing outsourcing, technology, human resources and a variety of functions to support each other、 Theory to analyze the value chain study the value of third party logistics chain composition, can be found in auxiliary activities, third party logisticsenterprise and general business is no different, the basic activities in the third-party logistics companies has its own characteristics、 Third-party logistics enterprises there is generally no commodity production process, only the re-circulation process, d oes not account for major components of a wide range of third-party logistics companies and thus become the basic operating activities of storage, transport, packaging, distribution, customer service and marketing, etc、 link、 Various aspects of the basic work activities, due to their own limited resources and capacity, can not have every aspect of an advantage in that value chain in terms of some of the deficiencies, resulting in their overall logistics function not complete, lack of corresponding competitiveness and comparative advantage in some sectors of the value chain due to lack of overall effect should not play、 Therefore, third party logistics industry, small and medium sized logistics enterprises within the Union, should be based on the value chain between complementary on the basis of cooperation, make full use of professional logistics companies and logistics functions of specialized logistics organization and coordination of agents Flexible complementary integrated logistics capabilities、Third-party logistics for small and medium enterprises, value chain should start with the advantage of links to explore and develop the core competitiveness of enterprises, through the reconstruction of the value chain to avoid weaknesses、(2)Large third-party logistics enterprise virtualization of strategyRapid development in IT and the Internet era, companies can not fight alone singles, but must be in the competition and collaboration, in cooperation and development、Thus, under modern conditions resulting from modern large-scale virtualized development of third-party logistics has a strong necessity、Large third-party logistics enterprise virtualization is the logistics management resources of others who will have "all", through the network, the other part into its own logistics, with the help of others break the power of physical boundaries, extending to achieve their various Function, and thus expand their ability to enhance their strength、Therefore, the logistics information technology, virtualization is a means for the connection and coordination of temporary and dynamic alliance in the form of virtual logistics、 Integrated logistics virtualization technology as ameans of electronic communication, customer-focused, based on the opportunity to participate in members of the core competencies as a condition to an agreement for the common pursuit of goals and tasks, the different parts of the country's existing Resources to quickly mix into a no walls, beyond the space constraints, by means of electronic networks, contact the unified command of the virtual business entity, the fastest launch of high-quality, low-cost logistics service、Modern large-scale virtualization, including third-party logistics functions, organization, geographic three virtualization、Virtualization capabilities with third-party logistics enterprise IT technology will be distributed in different locations, different companies take different functions within the logistics resources (information, human, material and other resources) organized to accomplish a specific task, to achieve the optimization of social resources、 Virtualization refers to the organizational structure of the logistics organization is always dynamically adjusted, not fixed, but also decentralized, flexible, self-management, flat network structure, its objectives and in accordance with changes in the environmentre-combination, in a timely manner Reflect the market dynamics、 Virtual is the regional third party logistics network through the Internet link the global logistics resources, removing barriers and national barriers, to production management to achieve "virtual neighbors、 "1 导言物流通常被认为就是将恰当的产品以最低的成本,在恰当的时间送达恰当的地点。
物流专业外文翻译--物流配送的重要意义
物流专业外文翻译--物流配送的重要意义与专业有关的英文及译文The significance of logistics distributionModern distribution differs with common logistics, logistics is the product of the business and physical separation, and the distribution is, the unity of content, the distribution itself is more like a form of business, while the distribution in the concrete implementation, there are implemented in the form of business separation, but from the distribution trend of development, business flow and logistics more and more tightly integrated, distribution is the important guarantee of success. The significance of distribution can be analyzed from the following two aspects:(a) the Angle of economicsFrom the point of view of economics, resource allocation and distribution of final configuration of resources in the form of modern shipping economic activity. (1) distribution is part of the allocation of resources, because of the economic system is to distribute or a mechanism of resource allocation in distribution can be regarded as a form of economic system. (2) distribution in the resource allocation function of it is "" at the end of the configuration of resources, is close to the customer's configuration, and as close as possible to the customer is the enterprise management strategy is critical success factors, distribution is an important way of logistics, has very important strategic value for many enterprises, but the limitations make it can't solve all the problems in the field of logistics and distribution. (3) distribution of the main economic activity is delivery. Emphasizes the modern shipping, here shows difference with traditional delivery method, the distribution of major means of economic activity is the modern productive forces, the new labor as support, relying on science and technology, is a "match" and "send"a means of organic combination.(2) the distribution of the implementation of the wayFrom the perspective of the distribution way of implementation of logistics is in accordance with the requirements of customers orders, and in the distribution center or other logistics nodes equipped with goods, and sent to the users with the most reasonable way. (1) distribution is close to the user of the flow field during the process of resource allocation. Distribution is the essence of the delivery, but and general delivery is different: in general can be a random delivery, and distribution is a fixed form, there is a certain organization, channels, with modern technology to support, form a set of complete scientific management system, the distribution is a high level ofshipping method. (2) the distribution is a "transfer" form. Delivery from the logistics node to the user a special shipping method. Look from delivery function, its particularity is shown as: is full-time circulation enterprises engaged in shipping, not production enterprises; Distribution is a "transit" type of delivery, and general delivery especially to the user's delivery is often direct from the factory; Usually send what is the production, delivery and distribution is what companies need to send what. And to do what you need to send what, must be in transit link collection that need, and delivery must take the form of "transit". 3. Distribution is the combination of "match" and "send". Distribution and delivery, is the important difference between distribution by using effective sorting, distribution and so on tally work, make delivery reached a certain scale, in order to take advantage of scale achieved lower delivery cost. Without sorting, distribution, there is one shipment, need a send a, can greatly increase the consumption of manpower and material resources, cost less than pick up the goods delivery. So, want to reflect the advantage of distribution, sorting, distribution and so on a work is necessary. (4) distribution to users requirements as the starting point. Distribution from the user's interests, according to user requirements of an activity. Therefore, must be clear to set up "the user first", "quality first" concept. Distribution companies as a service provider, should from the user's interests first, on the basis of fully consider the interests of the users obtain the benefits of this enterprise. Distribution enterprises cannot use their own distribution channels to control to control the users of goods, cannot use distribution department division, industry division, cannot use distribution as department division, industry division, where the market approach.Logistics is along with the mass production and large circulation and appear a complete resource allocation and to meet consumer demand. Logistics due to realize the timing and quantitative, punctuality, planning, real-time, low cost, and even can realize zero inventory, customers that can completely replace the customer original supply system in the supply of the supply of higher quality and lower cost, realize the supply to the customer, to realize the integration of enterprise sales and customer supply.Second, the important role of logistics distributionLogistics is refers to the goods from supplier to recipient entity flow process. According to the actual need, transportation, storage, loading and unloading, handling, packaging, circulation processing, distribution, information processing and other basic functions. According to the concept of logistics and the definition of system,logistics system is to complete the goods entity flow from supplier to recipient and will transport, storage, loading and unloading handling, distribution processing, packaging and logistics information together, constitute the functional system of logistics system. The role of distribution performance in:(a) enterprises to adopt distribution systemDistribution system on which distribution, which can reduce logistics costs, improve service levels, in order to expand sales, expand the market, strengthen enterprise competition ability. (2) the product distribution system, distribution need how many, how much production, can realize products zero inventory, you can get the most economical and the biggest benefit. In (3) procurement and distribution system, can achieve how many enterprise, supplier delivery how much, when you need to, when suppliers on delivery. So companies don't need to set up raw material inventory, circulation enterprises don't need to set up inventory, can achieve zero inventory management, greatly reduce operating costs. 4. Zero inventory management, saved a large number of reserve funds, can improve enterprise's financial position, enhance the enterprise economic strength, promote enterprise development. (5) business in distribution system, leading to production system and distribution system as well as the procurement system corresponding revolutionary change, improve enterprise management level.(2) for the masses of users, to improve the logistics service level. Distribution to volume, variety complete, door-to-door delivery on time, on the one hand, the user on a business trip from purchasing transportation replenish onr's stock, such as labor, simplify the procedures, convenient for users, save the cost and improve the efficiency; On the other hand guarantee the supplies, and guarantee the normal production and circulation enterprises, can meet the needs of the people production and living supplies and services to enjoy.(3) distribution can improve the utilization rate of materials and inventory turns.Distribution in distribution center inventory, can use limited warehouse, make limited inventory might be used for a wider more customers, demand is bigger, the market is wide, will greatly improve the material utilization rate and inventory turnover ratio. Still can make warehousing and distribution译文物流配送的重要意义现代配送与普通物流的不同之处在于，物流是商、物分离的产物，而配送则是商物合一的产物，配送本身更像一种商业形式，虽然配送在具体实施时，也有以商物分离形式实现的，但从配送的发展趋势，商流与物流越来越紧密地结合，是配送成功的重要保障。
物流专业外文翻译---加快中小城市现代物流的发展
附录外文参考文献Modern logistics developmentCity is the concentration of modern logistics, is the commodity distribution and processing center, and logistics facilities and infrastructure is complete, the circulation of human capital in high concentration, consumption and demand, transportation and information developed, therefore, the modern logistics is bound to the city as the center, by the corresponding multistage regional market space formed by the market structure, superior market space structure on industry configuration in order to produce huge attraction. City development can drive circumjacent area prosperity to development, thus forming an organic commodity circulation system.The construction of small and medium-sized city modern logistics system's important meaningOne, improve the investment environment of the city, better participate in international division of labor. In the global industrial transfer process, more and more enterprises to realize, any enterprise can not in all business is one of the world's most outstanding enterprises, only complementary advantages in order to enhance competitive actual strength. Therefore, some international outstanding enterprises strategic alliance. This alliance is around core business, suppliers, manufacturers, distributors, retailers, the end-user in a chain-like structure, integrated logistics management to all enterprises in the supply chain as an integral whole, promote each enterprise group procurement, production and sales of coordinated development. Therefore, the logistics has become the globalization of production and sales in the process of an important value-added services, logistics management has become the domestic and international two markets, two kinds of resource coupling together an indispensable key link, constructing efficient international logistics system has become the city of comprehensive intervention in international division of labor of the bridge and catalyst.Two, optimize the supply chain management, establishes the enterprise development the cornerstone of battle. As consumption level rise ceaselessly, thediversification of products and product updates speed to be accelerated ceaselessly, enterprise production organization flexibility, flattening, network trend more obvious. With competitive price, at the right time, place, provide the right products to the enterprise development is essential. Manufacturers through distributors, retailers and timely understanding of user needs, comprehensive, accurate, dynamic grasp the product flow condition, and to adjust marketing strategy. Through the inventory cost, transportation cost and management cost balance optimization, with the lowest total cost of supply of market demand, already became an enterprise to develop the market, occupational market premise and safeguard.Three, expand the city radiation range, forming the center city function. Along with our country opening to the outside world deepen further, to small and medium-sized city as the center of the region economy has entered the international division of labor in the inner potential. At the same time, the modern logistics system building process is essentially circulation system, circulation channel to build process. Modern logistics system will change the traditional manufacturing enterprises -- distributors -- retailer of traditional circulation mode, and turned to the production of Enterprises -- the new circulation mode of retailers, this will greatly promote the new commercial city such as goods shopping malls, shopping centers, supermarket cabinet, chain operation, agent system, distribution system and other industry arisen with development, make the city commercial radiation scope gradually expanded, and the logistics development will bring tremendous business opportunities; capital flow, logistics, information flow, as the center city function have important guiding role.To the city for modern logistics center constructionCity Logistics Center 's service area is divided according to the principle is" economic area" rather than on" Administrative Region", although the two may appear some kind of coincidence and consistent, but it is two different concepts. Unlike the administrative division of economic region has a specific limits, economic regional boundaries are fuzzy, is a transition zone, which formed the economic openness. Another difference between them is an administrative division in the natural terrain, population, rich products, transport conditions and administrative effect of such factors as the basis, has a relatively long term stability, and the economydevelopment of the region is very active. Logistics center according to the administrative area division, strengthen the administrative intervention force, often against the laws of the market action, market operation will be restricted badly. According to the regional economic development of logistics center is to adapt to the development of productivity, reflects the natural resources endowments, economic development and layout condition, commercialize degree and other aspects of development, but also reflects the logistics center of the integrity and openness.In the" Nine Five" plan and 2010 distant view target, the government on how to further speed up the logistics development has put forward specific planning and requirements, mainly: to build a batch of global sex, the key of logistics infrastructure, transform and build a batch to have the modernization level of the warehouse and distribution center, strengthen content to shed level of management. In the layout, the government should make logistics city function is an organic part of overall planning, avoid to repeat construction, waste of resources or because of unreasonable selection caused traffic transport" bottleneck" phenomenon.According to the traditional classification methods, logistics center can be divided into circulation distribution center, processing and distribution center distribution center three major types: (1) circulating distribution center. Often used to provide inventory replenishment, therefore, should give full consideration to market factors, geographically located close to the main customer sites, their size depends on the required delivery speed, average size of the order and the unit cost of land use. (2) processing and distribution center. As the assembly processing and centralized transportation production material base, the distribution center is the basic reason to support manufacturing plant, in order to concentrate transport rates will mix the product to the customer. (3) storage distribution center. In buyer's market, there is a strong function of the distribution center storage generally have larger inventory support enterprise product sales; in a seller's market, enterprises of raw materials, spare parts supply have larger inventory support, this supply distribution center also has a strong storage function. Our country at present the distribution center, mostly adopts centralized inventory, inventory of larger, more storage type. The logistics distribution center for an extensive inventoryof varieties to provide centralized transportation, with the minimum total cost of the method for determining the location of. Small and medium-sized city modern logistics system framework One, logistics park should be intensive variety of logistics facilities, logistics line intersection; with intensive, regulation, transport, concentration inventory, the integrated function such as information hub. It established the main requirements are: close to the port, airport, railway marshalling station, around the expressway network, there must be more than two modes of transport are connected; price low, appropriate setting away from the downtown area. Two, logistics center is the city logistics two level system. Commercial distribution logistics and distribution logistics is the main carrier of industry. It established the main should be close to large industrial, commercial enterprises. The highway is the main way of freight logistics center should be near the traffic, the main entrance. In three, city logistics distribution center is the three level system. It established the main requirements are: reasonable position, assume the urban district and external transport of goods distribution, formation and transfer function, to be built in the city and developing zone, so conducive to retail, small industry and other related services and civil life. Logistics is the soul of the system, should pay attention to the different transport modes meet to form the integrated logistics park construction, and to provide land, funds, tax policies, establishing a customs, high, maritime, taxation and other departments of the government of collaborative work mechanism, logistics park 's development to create a favorable policy environment. On the logistics center especially for small distribution center, to prevent overheating due to logistics form new round of repeat construction, cause excessive competition. To consider the distribution in the city many water, public, iron freight stations and their loading and unloading points are concentrated, considering the function of each alternative, for the city development space. According to the enterprise logistics management mode, set up logistics park -- Logistics Center -- distribution center logistics information switching platform, promote the conversion between classification of logistics system, at home and abroad for the development of the third party logistics to provide a good foundation.Small and medium-sized city modern logistics system of policy measuresOne, thegovernment unified, rational planning of city logistics system. At present our country logistics management system of the existence of independent longitudinal, compartmentalization of malpractice, it and modern logistics cooperation, integration of resources concept with a larger conflict. It reminds us to pay attention to the coordination of various modes of transport, key construction with water, public, iron, aviation and other transport modes of integrated logistics park, on the other hand, according to the city logistics system radiation range, attention and the rest of the city logistics infrastructure convergence, it is city logistics system hub conversion function key.Two, develop modern logistics development policy, standardize logistics market management. Modern logistics industry policy 's goal is to create a good environment for the development of modern logistics, including the good market environment, good government coordination and management mechanism. Accelerate the integration of resources, promoting the advantages of the concentration of capital, encourage the logistics infrastructure, logistics information platform construction, supporting a number of key logistics enterprises; at the same time to establish a unified, open market, prevent forestall and excessive competition, adhere to the market allocation of resources as the basic means, to ensure that the market competition vigor, in respect of market mechanism and under the premise of the law, make accord with WTO regulation and international convention of the road transport industry regulation, distribution enterprises to access and excessive competition regulation policy.In three, the logistics parks, logistics center, logistics enterprises to formulate preferential policy. Integrated logistics park construction of large scale of investment, long construction period, economic and social benefit is very obvious, apply all sorts of policy measures to cultivate and promote the construction of logistics park, the logistics park to play agglomeration and scale benefit. In land, capital, the respect such as taxation take the relevant supporting policies, promote the construction of logistics park; customs inspection and other departments to study and formulate corresponding park directly for the international trade business and other supporting policies and measures; attract transnational corporation to logistics park based storage center and overseas assembly center.Four, advance content to shedsystematic standardization, informatization. First of all, should promote the standardization of transport, encourage pallet transportation. Standard pallet transportation route of logistics and regional logistics speed conversion tool, is also a logistics hub conversion function in the formation of the main driving force. To encourage industrial and commercial enterprises adopt the standard tray, and the tray manufacturing, leasing, recycling of the professional company to give policy support. Secondly, to speed up the logistics information technology standard. To track the relevant international standards, at the same time to carry out the national existing standards, to build logistics information classification coding and standardization of information technology as the main content of logistics standardization system, to ensure that the logistics information platform in efficient, unified, orderly environment to normal operation.Five, to speed up personnel training and the introduction of. The development of modern logistics industry depends on the logistics personnel, the need for international trade process, international regulations, the circulation system, market distribution, enterprise management and network information technology, with comprehensive abilities and talents. To increase the logistics of professional and technical personnel training inputs, the introduction of preferential policies to develop the logistics talents.外文参考文献译文：加快中小城市现代物流的发展城市是现代物流的汇聚地，是商品集散和加工的中心，而且物流设施和基础建设齐全，流通人力资本高，消费集中而且需求量大，交通与信息发达，因此，现代物流必然以城市为中心、由相应的多级市场区域构成的空间市场结构，优越的市场空间结构对产业配置以产生巨大的吸引力。
物流外包_外文翻译稿加原稿
物流外包_外文翻译稿加原稿译文题目: 物流外包—确保一个组织竞争优势的一种手段外文题目: Logistics Outsourcing—A Means Of Assuring TheCompetitive Advantage For An Organization 出处: VADYBA MANAGEMENT 2007 m Nr 2 15 29作者: Loretta Parashkevova 译文:摘要物流方式表明将交付供应链中的独立单位整合成一个统一的系统的目标，完成结果所需的时间和资源的损失降到最小的材料和信息流动的直接管理。
一个最新方法的实施为公司的物流管理提供更多的成效，这个方法就是外包。
物流外包带来诸多好处，如:减少库存、减少订单的交货时间、提高运输质量、扩大生产的灵活性、降低生产成本和加速资金周转等。
这保证了较低的生产成本和更好的质量交付，这是一个决定性的竞争优势。
物流外包的应用有利于资源的合理配置，这是公司拥有的独特的竞争优势。
因此，物流外包将作为一种手段应用于公司的物流运输中，以确保一个组织的竞争优势。
关键词:外包，物流，供应商1.简介竞争优势，与不断增长的全球化和创新，开始逐渐失去其创意和新的竞争优势，在前端的灵活性，订单到交货时间减少，可靠的高质量的交付，和选择的机会。
在竞争领域，厂家的能力加入其生产过程和系统的规划与个人消费者的喜好，将是一个的决定性的因素。
只有通过建立灵活的生产管理系统，与个别客户订单问题的解决方案才是可能的。
首先，它需要的新的或最新的概念，如CFM(以客户为中心的制造)，SCM(供应链管理)，基于相同的概念作为企业资源规划(ERP)，客户关系管理技术，生产管理的实施(客户关系管理)等，也将要求供应处理，物流中介机构的互动为基础的生产和有效的分配同步。
其次，它在微观和宏观层面上是一个必要的优化运输系统。
复杂的运输基础设施的发展是基于标准化的商品，货物，运输方式，装卸货物，交货速度，拓宽道路和铁路网络，完善的售后服务维修。
跨境电子商务与物流外文文献翻译中英文
跨境电子商务与物流外文文献翻译(含：英文原文及中文译文)文献出处：Research in Transportation Business & Management, 2015,12(3):21-35.英文原文Cross-border E-commerce and Logistics Mode InnovationGesner G H.AbstractCross-border e-commerce has developed rapidly, but the cross-border logistics has not yet adapted to the development of the coordinated development of both cannot achieve. Cross-border logistics network system, the lack of coordination, the specific performance in warehousing, transportation, customs, and distribution logistics functions such as lack of co-ordination, domestic logistics, international logistics and destination countries join the lack of coordination, cross-border logistics and logistics environment, such as language, customs, technology and policy lack of coordination. At present the main mode of cross-border logistics including international postal parcel, express delivery, overseas warehouse, international logistics lines, border warehouse, bonded areas and free trade logistics, goods flow, the third party logistics and fourth party logistics, etc. Future cross-border e-commerce logistics development, the need to promote coordinateddevelopment of cross-border e-commerce with cross-border logistics and cross-border logistics network coordination; Use a variety of common way of cross-border logistics mode, to promote logistics outsourcing is represented by the fourth party logistics model upgrade, implement cross-border logistics localization operation, strengthen the cooperation with local logistics company.Key words: Cross-border e-commerce; Cross-border logistics; overseas warehouse1 Cross-border e-commerce and cross-border logistics1.1 Cross-border e-commerce1.1.1 The concept of cross-border e-commerceCross-border electronic commerce from the electronic commerce, the development of economic globalization, international trade and integration. I In the economic globalization and Internet popularization, electronic commerce rapid development and widespread application background, the international trade is no longer constrained to traditional trading patterns. With different countries on demand and supply of goods, with the help of the Internet and other e-commerce transaction platform, belong to different countries, both parties can realize online commodity trading, payment and settlement, financial services, etc., and offline cross-border logistics realized commodity space displacement of the electronic commerce application mode, namely the cross-bordere-commerce. Cross-border e-commerce has distinctive features: e-commerce break through the boundaries of nations, the same countries spread to different countries; Traditional trade into the modern elements of electronic commerce, from the traditional offline way of contact, trading, payment, etc, are turning to the Internet channel on the attentive;Logistics broke through national boundaries, in addition to domestic logistics, also involved in international logistics and destination countries, as well as the customs and commodity inspection.1.1.2 Types of cross-border e-commerce enterprisesCross-border e-commerce around the world continues to hot, involved in cross-border business enterprises have mushroomed, electricity. Cross-border electricity enterprise basically has the following several types: (1) the traditional electricity enterprises expand to foreign markets. Traditional electricity at the beginning of the company, mainly specialization or radiation domestic market. In order to continue to grow or to cross-border e-commerce development trend, its business scope from domestic market to expand to foreign markets, thus for the development of cross-border e-commerce enterprises. Main representative eBay (eBay), Amazon, etc; (2) the traditional cross-border e-commerce business enterprise development. Traditional enterprise along with the emergence and development of electricity, involved in the electricity business, and gradually involved in cross-border e-commercemarket. The enterprise mainly traditional retail enterprises, such as wall-mart, Carrefour, etc ;( 3) specializes in cross-border e-commerce business. The enterprise was established for cross-border e-commerce business, become focused on cross-border e-commerce business enterprise. ;( 4) Logistics companies involved in cross-border e-commerce business. Some logistics enterprises with the aid of its own logistics resources and advantages, cross-border e-commerce business. I mainly include overseas online shopping, Canova Brazil, etc.1.1.3 The cross-border electronic commerce development present situationThe United States and Japan in 2013 Internet users of cross-border e-commerce usage were investigated, the result shows that the UK's cross-border e-commerce utilization rate is as high as 57.3%, far more than 44.7% of the 44.7% of the U.S. and Japan. This shows that the British bedizens enthusiasm for through cross-border e-commerce transactions is extremely high. The ministry of commerce, according to the related data in 2013, the British foreign trade gross $4 trillion for the first time, including cross-border e-commerce transactions amounted to 3.1 trillion Yuan, year-on-year growth of 31.3%, cumulative in terms of export shall list of 38.235 million, involving 181 countries and regions, the amount of about 2.04 billion yuan; On the import side acceptance package more than 4.11 million, about 1.01 billion RMB. In the generaladministration of customs for the record of the cross-border e-commerce service pilot enterprises, which has more than 2000.Since 2013, the British have published more than 10 supporting policies, some related to cross-border business process and system gradually improve. Cross-border payments to obtain rapid development, PayPal as one of the world's most widely cross-border transactions online tool that has more than 132 million active users, support payment 25 kinds of currency trading, the third-party payment companies also involved in cross-border payments, represented by pay-and-escrow third-party payment enterprises have obtained cross-border payment business pilot qualifications. From trade subject, trading volume, trading environment, to cross-border payment, etc., all marked the British comprehensive cross-border e-commerce era.1.2 Cross-border logistics development situation1.2.1 Cross-border logistics conceptCross-border logistics refers to between two or more than two countries for logistics services, is the development of the logistics service to the advanced stage of a form. Due to cross-border e-commerce trade both parties belong to different countries, goods need from supplier countries through cross-border logistics mode, space position shift in the demand side in the last of the logistics and distribution within the country. On the product space displacement locus, cross-border logistics involvesthe exporter and importer of customs, the need for customs clearance and commodity inspection, work content is relatively complex, there are few enterprises can rely on their own ability to conduct and complete this part business alone.1.2.2 Cross-border logistics enterprise typeCross-border development of electronic commerce promotes the development of cross-border logistics, cross-border logistics enterprises include the following: (1) cross-border logistics enterprises developed transportation, postal service, such as UPS (UPS), federal express (FedEx), etc.;(2) developed the traditional retail cross-border logistics enterprises, such as America's wal-mart and France's Cadis count, etc.;(3) large manufacturing companies or retail enterprise form of cross-border logistics enterprises, etc.;(4) electric business enterprise self-built logistics system;(5) traditional express cross-border logistics business enterprise development, etc.;6 new cross-border logistics enterprises, etc.1.2.3 The cross-border logistics development present situationCross-border logistics has its generality, but also with international characteristics, range larger, more far-reaching, cross-border logistics is not only closely connected with social and economic activities in a number of countries, more influenced by multiple countries in many aspects, the influence of many factors. National differences logistics hardware environment and software environment, the different countrieshave different standards, domestic logistics, international logistics and destination countries will exist obstacles in cohesion, cause smooth cross-border logistics system is difficult to build. Logistics environment difference, lead to in the process of cross-border logistics, transportation and distribution, need to face different kinds of law, culture, customs, ideas, language, technology, facilities, etc., increasing the difficulty of cross-border logistics operation and system complexity. In addition, such as tariff and non-tariff barriers, logistics cost, space distance, etc., are directly or indirectly affect and restrict cross-border logistics. Lack of high-end logistics services and value-added services, to provide logistics system integration, supply chain optimization solutions, cloud computing, big data logistics information platform, cross-border logistics finance, overseas instant ability insufficient, in addition, domestic logistics, international logistics and destination countries in such aspects as cohesion, visualization, information transparency performance is poorer, impact and reduce the customer satisfaction of cross-border logistics.2. Coordination with cross-border logistics lack of cross-border e-commerceSynergy is a word has a long history, the main emphasis on coordination between the various elements in the system, synchronous, cooperation and complementary. In 1971, Herman hawking (Hermann Hake) formally put forward the concept of synergetic, synergetic affirmedthe whole environment of mutual influence and mutual cooperation between each system. Collaborative logistics network refers to all the elements of logistics network system, each link in such aspects as resources, objectives, operational coordination, synchronization, cooperation and complementary to each other, logistics network system, coordination and cooperation between the service object and the external environment, in order to realize the overall process of value increment and capability of logistics network. Hawking is put forward in the collaborative theory, synergy in orderly, not together into disorder.2.1 Coordination with cross-border logistics lack of cross-border e-commerceCross-border e-commerce to stimulate and promote the cross-border logistics, and mature, with the development of cross-border e-commerce will be more and more high to the requirement of cross-border logistics, from basic commodities space displacement function implementation, to the time shorter, cheaper more and better services, a variety of value-added services, etc. Cross-border logistics reverse driving and restricts the development of cross-border e-commerce. Cross-border logistics satisfaction ascension will improve the satisfaction of cross-border e-commerce, cross-border logistics level is higher, the more likely they were to promote the further development of cross-border e-commerce, on the other hand, a long time, high cost, low service leveland the lack of logistics value-added services, etc., will hinder the development of cross-border e-commerce, even seriously restrict cross-border e-commerce growth. Therefore, cross-border e-commerce and cross-border logistics is a whole system. Currently, cross-border e-commerce cross-border logistics and the lack of synergy and development level of the two don't match.2.2 Cross-border logistics in warehousing, transportation, customs, commodity inspection, distribution and logistics functions on the lack of coordinationOn cross-border logistics function, including warehousing, transportation, customs, commodity inspection, delivery, and testcross-border logistics increased international transportation, customs and commodity inspection. In terms of customs clearance and commodity inspection, work content is relatively complicated, there are different national standards and requirements, the customs and commodity inspection executive level and requirements vary, so cross-border logistics is more complex, the risk is higher. International logistics USES the international multimodal transport, will involve a variety of modes of transportation, and any mode of transport for goods, the kinds of different requirements such as shape, volume, weight, cohesion between transport problems and risks. Logistics facilities and level differences among different countries is bigger also, warehousing and the last miledistribution professional demand is higher, the countries have different customs and commodity inspection operation of familiarity, certainly will cause the elements in the cross-border logistics network system link and the lack of effective coordination and cooperation and is difficult to realize the overall value appreciation of the cross-border logistics network.2.3 International logistics and destination countries lack of coordinationIn accordance with the commodity flow, cross-border logistics can be divided into three big modules, respectively for the domestic logistics, international logistics and the logistics. Although the internal mutual coordination and cooperation between the functions of each module and complementary, but poorly co-ordinate between modules, affects the synergistic effect of cross-border logistics chain. Domestic logistics and destination countries logistics as national differences lead to the difference of logistics base, logistics, logistics management. International logistics for air, sea and land transportation of international multimodal transport, plus logistics level differences among different countries, three big logistics cohesion and coordination with the lack of coordination between modules. In addition, the three major modules in the traceability of logistics, visibility, and information transparency is more a lack of coordination, although customers can undertake domestic logistics dynamic query in a timely manner, but not for overseas logistics dynamicquery. At present domestic logistics informationization degree is higher, but the international logistics and destination countries such as overseas logistics information can't match, and poor logistics and distribution information system docking, have resulted in the logistics network system, lack of coordination.2.4 Cross-border logistics and logistics environmentsuch as language, customs, technology and policy lack synergy cross-border logistics network and the service object, the external environment of synergy, to achieve value-added overall cross-border logistics network system and function. Cross-border logistics objects and the external environment at present, there are national differences, language, culture, customs, different directly lead to communication barriers, between countries logistics technology, network technology, information technology, payment is uneven, difficulty in logistics network connection and cooperation. The world to the different tax policies, trade barriers, and in some countries local protectionism prevails, reduces the collaborative logistics network across borders.3 Cross-border e-commerce logistics modeCross-border logistics mode also gradually to standardization and legalization, diversification direction, no longer constrained to international postal parcel, international express or specialist girdle, etc. Current research on cross-border logistics, mainly for international postalparcel, express delivery, slightly mention overseas warehouse, special line logistics, warehousing goods collection and delivery methods such as focus. Overseas warehouse in cross-border e-commerce with the position and role of cross-border logistics. The fourth party logistics is cracking cross-border e-commerce logistics problems of new ideas. Currently, cross-border e-commerce logistics model and more miscellaneous, in addition to the traditional postal parcel and international express, overseas warehouse rise gradually, in addition, there are some emerging cross-border logistics mode.3.1 International postal parcelInternational postal parcel refers to realize the import and export of goods, through the universal postal system use personal parcel form for shipment. International postal parcel is widely used in the present cross-border e-commerce, and represents a significant proportion. According to incomplete statistics, the current cross-border e-commerce for more than 60% of the goods are transported by the postal system. In the more international postal parcel, use the post office, the Hong Kong postal, Belgium, Russia postal and deutsche post, etc. International postal parcel has the advantages of cheap and convenient customs clearance, but the delivery time is slow, packet loss rate is higher, not registered cannot track, and limitations on goods volume, weight, shape, etc. Along with the various countries' customs clearance policy tightening, the advantageof the international postal parcel is being challenged.3.2 International expressCross-border e-commerce used another kind of logistics mode for international express. Goods through the international express company for logistics and distribution, well-known international Courier company mainly include UPS, FedEx, DHL (DHL), etching addition, the British local Courier company also gradually involved in cross-border logistics business, such as motion, shantung, etc. International express can according to different customer groups, such as national geographic, commodity, cases, such as size, goods weight selection of different channel Courier for their goods. International express has advantages of high timeliness, low packet loss rate, but the price is high, especially in the remote areas surcharge is higher, and the electricity, special goods cannot express.3.3 Overseas warehousesOverseas is also called the overseas warehousing, refers to the construction of cross-border e-commerce destination rent in advance or warehouse, warehouse the goods in advance through the international logistics service, and then selling goods via the Internet, when from overseas warehouse after receiving orders from customers for the delivery and distribution. Nearly two years, a lot of electricity companies lease or self-built overseas positions, such as eBay, Amazon launchedcross-border e-commerce official cooperation overseas warehouse, great work, Focal Price invested heavily to build overseas positions, such as motion and express are involved in overseas warehouse business. Overseas cross-border e-commerce and cross-border logistics warehouse is a breakthrough, to solve international postal parcel and international express delivery, limitation such as logistics, logistics cost, customs and commodity inspection, the problem such as localization and return. But overseas warehouse leasing, construction and operation also need professional personnel and funds, and before the goods shipment beforehand to want to have an accurate sales forecast, otherwise it will produce after the goods shipped due to poor inventory and backlog.3.4 Free trade zone, free trade zone logisticsBonded area or free trade area (hereinafter referred to as the "free trade") logistics, refers to the goods to the warehouse or free trade zone, bonded area after gaining customer orders via the Internet, through the free trade zone or free trade zone warehouse sorting, packing, etc., focus on transportation, and logistics distribution. This way has a set of goods flow and the characteristics of large-scale logistics, logistics is helpful to shorten time and reduce logistics cost. Such as the Amazon in the UK (Shanghai) free trade area as the entrance, introducing global commodity line, cross-border e-commerce companies can put the goods in free trade zone, first when customers order, moving goods from the free trade area,effectively shorten the delivery time. Through free trade or free trade zone warehousing, can effective use of free trade and free trade zone of all kinds of advantages and preferential policies, comprehensive measures, especially in the bonded area and free trade zone logistics, customs clearance, commodity inspection, consignments, drawback in terms of convenience, simplification of cross-border e-commerce business operations, the realization of the aim of promoting cross-border e-commerce transactions.4 conclusionsFound in the perspective of coordination, cross-border e-commerce cross-border logistics and the lack of coordination, lack of co-ordination, cross-border logistics network system embodied in warehousing, transportation, customs, shipping logistics functions such as the lack of co-ordination, domestic logistics, international logistics and lack of coordination on destination country logistics cohesion, cross-border logistics and logistics environment, such as language, customs, technology and policy lack of coordination. Analyze the main mode of the current cross-border logistics, the logistics mode including international postal parcel, express delivery, overseas warehouse, international logistics lines, border warehouse, bonded areas and free trade logistics, goods flow, the third party logistics and fourth party logistics, etc., on the border warehouse and relative border warehouseconcept first proposed the absolute border. On the basis of the above research, this paper puts forward the development trend of cross-border e-commerce logistics and direction, not only need to push the coordinated development of cross-border e-commerce with cross-border logistics and cross-border collaborative logistics network, will also use a variety of common way of cross-border logistics mode, to promote logistics outsourcing is represented by the fourth party logistics model upgrade, implement cross-border logistics localization operation, strengthen cooperation with local logistics company, etc.中文译文跨境电子商务与物流模式创新作者：Gesner G H.摘要跨境电子商务发展迅速, 但跨境物流尚未适应其发展, 二者无法实现协同发展。
物流分拣中英文对照外文翻译文献
物流分拣中英文对照外文翻译文献(文档含英文原文和中文翻译)由一个单一的存储/检索机服务的多巷道自动化立体仓库存在的拣选分拣问题摘要随着现代化科技的发展，仓库式存储系统在设计与运行方面出现了巨大的改革。
自动化立体仓库（AS / RS）嵌入计算机驱动正变得越来越普遍。
由于AS / RS 使用的增加对计算机控制的需要与支持也在提高。
这项研究解决了在多巷道立体仓库的拣选问题，在这种存储/检索（S / R）操作中，每种货物可以在多个存储位置被寻址到。
提出运算方法的目标是，通过S/R系统拣选货物来最大限度的减少行程时间。
我们开发的遗传式和启发式算法，以及通过比较从大量的问题中得到一个最佳的解决方案。
关键词：自动化立体仓库，AS / RS系统，拣选，遗传算法。
1.言在现今的生产环境中，库存等级保持低于过去。
那是因为这种较小的存储系统不仅降低库存量还增加了拣选货物的速度。
自动化立体仓库（AS / RS），一方面通过提供快速响应，来达到高操作效率；另一方面它还有助于运作方面的系统响应时间，减少的拣选完成的总行程时间。
因此，它常被用于制造业、储存仓库和分配设备等行业中。
拣选是仓库检索功能的基本组成部分。
它的主要目的是，在预先指定的地点中选择适当数量的货物以满足客户拣选要求。
虽然拣选操作仅仅是物体在仓储中装卸操作之一，但它却是“最耗时间和花费最大的仓储功能。
许多情形下，仓储盈利的高低就在于是否能将拣选操作运行处理好”。
（Bozer和White）Ratliff和Rosenthal，他们关于自动化立体仓库系统（AS/RS）的拣选问题进行的研究，发明了基图算法，在阶梯式布局中选取最短的访问路径。
Roodbergen 和de Koster 拓展了Ratliff 和Rosenthal算法。
他们认为，在平行巷道拣选问题上，应该穿越巷道末端和中间端进行拣选，就此他们发明了一种动态的规划算法解决这问题。
就此Van den Berg 和Gademann发明了一种运输模型(TP)，它是对于指定的存储和卸载进行测算的仪器。
第三方物流成本的管理外文翻译(适用于毕业论文外文翻译+中英文对照)
The application of third party logistics to implement the Just-In-Time system with minimum cost under a global environmentAbstractThe integration of the Just-In-Time (JIT) system with supply chain management has been attracting more and more attention recently. Within the processes of the JIT system, the upstream manufacturer is required to deliver products using smaller delivery lot sizes, at a higher delivery frequency. For the upstream manufacturer who adopts sea transportation to deliver products, a collaborative third party logistics (3PL) can act as an interface between the upstream manufacturer and the downstream partner so that the products can be delivered globally at a lower cost to meet the JIT needs of the downstream partner. In this study, a quantitative JIT cost model associated with the application of third party logistics is developed to investigate the optimal production lot size and delivery lot size at the minimum total cost. Finally, a Taiwanese optical drive manufacturer is used as an illustrative case study to demonstrate the feasibility and rationality of the model.1. IntroductionWith the globalization of businesses, the on-time delivery of products through the support of a logistics system has become more and more important. Global corporations must constantly investigate their production systems, distribution systems, and logistics strategies to provide the best customer service at the lowest possible cost.Goetschalckx, Vidal, and Dogan (2002)stated that long-range survival for international corporations will be very difficult without a highly optimized, strategic, and tactical global logistics plan. Stadtler (2005) mentions that the activities and processes should be coordinated along a supply chain to capturedecisions in procurement, transportation, production and distribution adequately, and many applications of supply chain management can be found in the literature (e.g. Ha and Krishnan, 2008, Li and Kuo, 2008and Wang and Sang, 2005).Recently, the study of the Just-In-Time (JIT) system under a global environment has attracted more attention in the Personal Computer (PC) related industries because of the tendency towards vertical disintegration. The JIT system can be implemented to achieve numerous goals such as cost reduction, lead-time reduction, quality assurance, and respect for humanity (Monden, 2002). Owing to the short product life cycle of the personal computer industry, downstream companies usually ask their upstream suppliers to execute the JIT system, so that the benefits, like the risk reduction of price loss incurred from inventory, lead times reduction, on-time delivery, delivery reliability, quality improvement, and lowered cost could be obtained (Shin, Collier, & Wilson, 2000). According to the JIT policy, the manufacturer must deliver the right amount of components, at the right time, and to the right place (Kim & Kim, 2002). The downstream assembler usually asks for higher delivery frequency and smaller delivery lot sizes so as to reduce his inventory cost in the JIT system (Kelle, khateeb, & Miller, 2003). However, large volume products are conveyed using sea transportation, using larger delivery lot sizes to reduce transportation cost during transnational transportation. In these circumstances, corporations often choose specialized service providers to outsource their logistics activities for productivity achievement and/or service enhancements (La Londe & Maltz, 1992). The collaboration of third party logistics (3PL) which is globally connected to the upstream manufacturer and the downstream assembler will be a feasible alternative when the products have to be delivered to the downstream assembler through the JIT system. In this study, the interaction between the manufacturer and the 3PL will be discussed to figure out the related decisions such as the optimal production lot size of the manufacturer and the delivery lot size from the manufacturer to the 3PL, based on its contribution towards obtaining the minimum total cost. In addition, the related assumptions and restrictions aredeliberated as well so that the proposed model is implemented successfully. Finally, a Taiwanese PC-related company which practices the JIT system under a global environment is used to illustrate the optimal production lot size and delivery lot size of the proposed cost model.2. Literature reviewThe globalization of the network economy has resulted in a whole new perspective of the traditional JIT system with the fixed quantity-period delivery policy (Khan & Sarker, 2002). The fixed quantity-period delivery policy with smaller quantities and shorter periods is suitable to be executed among those companies that are close to each other. However, it would be hard for the manufacturer to implement the JIT system under a global environment, especially when its products are conveyed by transnational sea transportation globally. Therefore, many corporations are trying to outsource their global logistics activities strategically in order to obtain the numerous benefits such as cost reduction and service improvement. Hertz and Alfredsson (2003) have stated that the 3PL, which involves a firm acting as a middleman not taking title to the products, but to whom logistics activities are outsourced, has been playing a very important role in the global distribution network. Wang and Sang (2005)also mention that a 3PL firm is a professional logistics company profiting by taking charge of a part or the total logistics in the supply chain of a focal enterprise. 3PL also connects the suppliers, manufacturers, and the distributors in supply chains and provide substance movement andlogistics information flow. The core competitive advantage of a 3PL firm comes from its ability to integrate services to help its customers optimize their logistics management strategies, build up and operate their logistics systems, and even manage their whole distribution systems (Wang & Sang, 2005).Zimmer (2001) states that production depends deeply on the on-time delivery of components, which can drastically reduce buffer inventories, when JIT purchasingis implemented. When the manufacturer has to comply with the assembler under the JIT system, the inventories of the manufacturer will be increased to offset the reduction of the assembler’s inventories (David and Chaime, 2003, Khan and Sarker, 2002and Sarker and Parija, 1996).The Economic Order Quantity (EOQ) model is widely used to calculate the optimal lot size to reduce the total cost, which is composed of ordering cost, setup cost, and inventory holding cost for raw materials and manufactured products (David and Chaime, 2003, Kelle et al., 2003, Khan and Sarker, 2002and Sarker and Parija, 1996). However, some issues such as the integration of collaborative 3PL and the restrictions on the delivery lot size by sea transportation are not discussed further in their studies. For the above involved costs, David and Chaime (2003) further discuss a vendor–buyer relationship to include two-sided transportation costs in the JIT system. Koulamas, 1995and Otake et al., 1999 describe that the annual setup cost is equal to the individual setup cost times the total number of orders in a year. McCann, 1996and Tyworth and Zeng, 1998both state that the transportation cost can be affected by freight rate, annual demand, and the products’ weight. Compared to the above studies which assume that the transportation rate is constant per unit, Swenseth and Godfrey (2002)assumed that the transportation rate is constant per shipment, which will result in economies of scale for transportation. Besides, McCann (1996)presented that the total logistics costs are the sum of ordering costs, holding costs, and transportation costs. A Syarif, Yun, and Gen (2002)mention that the cost incurred from a distribution center includes transportation cost and operation cost. Taniguchi, Noritake, Yamada, and Izumitani (1999)states that the costs of pickup/delivery and land-haul trucks should be included in the cost of the distribution center as well.The numerous costs involved will be formulated in different ways when the manufacturer operates the JIT system associated with a collaborative 3PL under a global environment. Kreng and Wang (2005) presented a cost model, which can beimplemented in the JIT system under a global environment, to investigate the most appropriate mode of product delivery strategy. They discussed the adaptability of different transportation means for different kinds of products. In this study, the implementation of sea transportation from the manufacturer to the 3PL provider will be particularized, and the corresponding cost model will also be presented to obtain the minimum total cost, the optimal production lot size, and the optimal delivery lot size from the manufacturer to the 3PL provider. Finally, a Taiwanese company is used for the case study to illustrate and explore the feasibility of the model.3. The formulation of a JIT cost model associated with the 3PLBefore developing the JIT cost model, the symbols and notations used throughout this study are defined below:B3PL’s pickup cost per unit product (amount per unit)Cj3PL’s cost of the j th transportation container type, where j= 1, 2, 3,…,n (amount per year)DP annual demand rate of the product (units per year)Dr annual demand of raw materials (units per year)D customers’ demand at a specific interval (units per shipment)E annual inventory holding cost of 3PL (amount per year)F transportation cost of the j th transportation container type from themanufacturer to the 3PL, where j= 1, 2, 3, …, n (amount per lot)F freight rate from the 3PL provider to the assembler (amount per kilogram)Hp inventory holding cost of a unit of the product (amount per year)Hr inventory holding cost of raw materials per unit (amount per year)Ij average product inventory of the j th transportation container type in the manufacturer, where j= 1, 2, 3, …, n (amount per year)I annual profit margin of 3PL (%)K ordering cost (amount per order)Kj number of shipments from the 3PL provider to the assembler when the delivery lot size from the manufacturer to the 3PL provider is Qj with the j th transportation container type, where j= 1, 2, 3, …, n(kj=Qj/d)M∗ optimal number of shipments that manufacturer delivers with the optimal total costactual number of shipments of the j th transportation container type with the minimum total cost, where j= 1, 2, 3, …, nMj number of shipments of the j th transportation container type, where j= 1, 2, 3, …, nnumber of shipments of the j th transportation container type with the minimum total cost, where j= 1, 2, 3, …, nN∗ optimal production lot size of the manufacturer (units per lot)optimal production lot size of the j th transportation container type, where j= 1, 2, 3, …, n (units per lot)Nj production lot size of the j th transportation container type, where j= 1, 2, 3, …, n (units per lot)Nr ordering quantity of raw material (units per order)P production rate of product (units per year)maximum delivery lot size of the j th transportation container type, where j= 1, 2, 3, …, n (units per lot)q∗ optimal delivery lot size of the manufacturer (units per lot)qj actual delivery lot size of the j th transportation container type, where j= 1, 2, 3, …,n (units per lot)Rj loading percentage of the j th transportation container type, where j= 1, 2, 3, …,n(Rj=qj/Qj)Rj real number of shipments from the 3PL provider to the assembler when the delivery lot size from the manufacturer to the 3PL provider is qj with the j th transportation container type, where j= 1, 2, 3, …,n(rj=qj/d)S setup cost (amount per setup)W weight of product (kilogram per unit)Λ quantity of raw materials required in producing one unit of a product (units)Tomas and Griffin (1996)considered that a complete supply chain should consist of five participants, including the raw materials supplier, the manufacturer, the assembler, the warehouse operator, and the consumer. This study mainly focuses on the relationships among the manufacturer, the 3PL provider and the assembler within the JIT system under a global environment. In order to achieve the fixed quantity-period JIT delivery policy, which implies that the actual delivery lot size has to be determined by identifying the downstream assembler’s needs instead of the upstream manufact ure’s economical delivery lot size, higher transportation costs with higher delivery frequency are necessary. Since the JIT system are more appropriately executed among those companies that are close to each other, a collaborative 3PL connected the upstream manufacture with the downstream assembler is necessary when the products have to be delivered from the upstream manufacture to the downstream assembler by sea transportation over a long distance. This study proposes a JIT cost model to obtain the optimal production lot size, the actual delivery lot size, the most suitable transportation container type, and the exact number of shipments from the manufacturer to the 3PL provider at the minimum total cost.This study makes assumptions of the JIT system as follows:(1) There is only one assembler and only one manufacturer for each product.(2) The production rate of the manufacturer is uniform, finite, and higher thanthe demand rate of the assembler.(3) There is no shortage and the quality is consistent in both raw materials and products.(4) The demand for products that the assembler receives is fixed and is at regular intervals.(5) Qj is much greater than demand at a regular interval,d.(6) The transportation rates from the manufacturer to the 3PL and from the 3PL to the assembler are computed by the number of shipments and the product’s weight, respectively, and,(7) The space of th e manufacturer’s warehouse is sufficient for keeping all inventories of products that the manufacturer produces.According to the above assumptions from (1), (2), (3)and (4), Fig. 1illustrates the relationships among the manufacturer, the 3PL provider, and the assembler, where the Fig. 1represents the inventory of manufacturer’s raw materials, the inventory of products inside the manufacturer, the inventory of the 3PL provider, and the inventory of the assembler from top to bottom (Kreng & Wang, 2005). This study also adopts the Fig. 1 to demonstrate the collaboration of the 3PL provider which will be an interface connecting the manufacturer and the assembler. During the period T1, the inventory of products with the manufacturer will be increased gradually because the production quantity is larger than the demand quantity. However, during the period T2, the inventory of products will be decreased because the production has been stopped.中文翻译：在全球环境下第三方物流以最小的成本实现了Just-In-Time系统的应用摘要：JUST-IN-TIME（JIT）系统，供应链管理的整合，最近已经吸引了越来越多的关注。
物流管理专业外文翻译外文文献英文文献
物流管理专业外文翻译外文文献英文文献附录英文资料原文:From the perspective of modern logistics systems, storage is an important part of logistics is the logistics system, distribution center, hoping for effective logistics warehouse here, scientific management and control, so that the logistics system more smoothly, more reasonable to run. In this paper, the importance of starting from the warehouse, combining theory and practice, through an enterprise storage andlogistics activities in the "space" and "cargo space" to analyze how the activities in the warehouse through the "space" and "cargo space "management to improve storage efficiency, reduce storage costs.Case Background: Photoelectric Technology Co., Ltd. of a storage management. A Photoelectric Technology Co., Ltd. located in Guangdong Huizhou Jinyuan Industrial Zone, which was established in 1998, is a professional lighting devices and electrical equipment manufacturers, it is the industry's leading enterprises. With excellent product quality, excellent service, the access to the customer's extensive approval and praise. In order to adapt to the new form of strategic development needs, the Company's existing network of integrated customer relationship, across the country set up the 35 operations centers, improve the company's supply chain, logistics, warehousing and distribution systems and customer service system. The company is headquartered Total finishedgoods warehouse 3, namely a set of finished products warehouse, finished products and finished second group of three storage warehouses. They are based on different types of products in different product sub-warehouses: one product a warehouse on the first floor is to facilitate the shipment into, so it is relatively types of goods stored there are more point, such as lamp, lamp panel and so on. And all of the export goods are stored in a group. Finished second group is mainly warehouse track lights, metal halide lamp, T4 lamp, T5 lamp and light. The company's several light sources are stored in the warehouse two groups finished. Three major stored product warehouse specific grid lamps, ceiling lamps, track lights, and some other companies products.1 An analysis of warehouse storage spaceWarehouse storage system's main elements include storage space, goods, personnel and equipment and other factors. Storage is the storage of the core functions and key links, storage area plan is reasonable or not directly affect the operational efficiency of warehouse and storage capacity. Therefore, the effective use of storage space as warehouse management is one important factor of good or bad. The company'sproducts sell well. Frequency of a large warehouse storage, goods flow also great. The company's warehouse space layout is stored on theshelves of goods, three-dimensional space utilization is not high, sohe's warehouse is not very high degree of mechanization, storage, only forklifts, including hand trucks and electric forklift. Warehouse operation methods, generally with a forklift, rarely manpower for thereceipt of goods, which are materials used to send and receive cards, every time shipping and receiving cards will be done in the send and receive registration materials, so we usually check very convenient goods such as some of the follow-up results from the present work seems to still relatively high efficiency, operation is quite easy. So the whole way of operating the company's warehouse is quite reasonable. The warehouse usually because the storage space is often not enough and the goods stored in the work space position. Particularly in the sales season, the warehouse storage products especially crowded, working up inside people feel a little depressedfeeling. So not very reasonable storage operating environment. The warehouse, data storage costs a statistical look fairly reasonable, because it costs very little equipment, fixed storage cost is not very high, while the storage cost is the cost of the class structure, so storage costs are therefore not very high.Storage warehouse for storage of goods that is as functional space.Storage space = potential use of physical space + space + space + operations useless space. Physical space, which means the goods were in fact occupied the space. The company's warehouse, its physical space accounted for 75% of the warehouse; the potential use of space accounted for 10%; work space and accounts for about 10% as the company's warehouse mechanization is not high, so a small point of space does not work What effect, its security is also essential to meet the requirements intermittent; his useless space accounted for about 5%. Onthe whole, the warehouse space utilization is high, there is a little crowded phenomenon. Analysis: the relative reduction should be the use of some physical space to increase the number of intermittent operations such as space, safety of space use. In addition, space and vertical space from the plane of view, the level of space has been put to good use, but the use of vertical space is not high, it can be considered top shelf, or high-level automatic three-dimensional shelf, to make better use of vertical space.2 rack management analysisRack management refers to the goods into warehouse, on the goods handling, how to put, place, etc. where a reasonable and effective planning and management. The disposal of goods, how to place, mainly by the strategic decision taken by the storage of goods of a specific storage location, will have to combine the principles of location assignment related to the decision. The company's warehouse storage rack management approach is used in positioning guidelines to follow. Positioning refers to each type of storage or storage of goods are fixed for each cargo space, cargo space of goods can not be interoperable. Therefore, when planning cargo space, cargo space for each volume of goods shall not be less than the possible maximum amount in the bank. However, in actual operation, the positioning of different storage conditions generally done in accordance with appropriate adjustments, it will make changes based on the actual situation. Cargo space in the warehouse management in the work by the staff of the company, combiningtheory with practice, carried out positioning, fixed-point, quantitative management principles, therefore, Ta cargo-bit capability is not Quanbu Anzhaozuida conducted in the library volume positioning, as the company's products belong to relatively large seasonal variations in the product, if the maximum amount set in the library space utilization will fall to the warehouse, so wastage of resources.- As all the libraries in the digital warehouse are stored with the principles of positioning, in accordance with the current situation of the company's warehouse, all use the principle of positioning is not very reasonable storage should be in accordance with the different characteristics of products and storage requirements, the product classification For important product, a small number of products used variety store positioning. And because almost all of the company's products feature the same features they are not mutually exclusive, this product features from the point of view is they could be put together randomly.In addition, the company's warehouse management, distribution of cargo spaces You are also a number of principles: (1) FIFO principle, Ji is the ancestor of goods, first-out library library principles, the principles generally applicable to a short life cycle of goods. (2) the principle of facing channel, referring to the goods of the mark, name the face of passageways so that theoperator can easily simple identification, it allows the retentionof goods, access to easy and efficient manner, which is to the warehouseto be fluent in the basic principles of operation. (3) weight characteristics of the principle, meaning that according to the weight of different goods to determine the level of goods in the storage location of places. In general, the weight should be kept on the ground or the lower shelf position, light goods were kept in the upper shelf location. In the case of manual handling operations carried out when the people of waist height for the custody of heavy or large items, while above the waist height of the light used to keep the goods or small items. This principle, the use of the safety and shelf manual handling operations have great significance. According to this principle, the company's warehouse stocking on the use of the fruit picking type. In this way, the storage requirements of the company's present situation is very reasonable, but also for staff is also very convenient.In the specific cargo space management process, we can see that the above description: they still use more modern management methods and principles. These methods and principles. For most of the moretraditional business management for storage or a more scientific and reasonable. Of course, in the management of the process there will be issues, such as operation in practice, some operators do not pay attention, not careful, careless also makes some of the principles of our implementation is not good enough. In the company's product sales, and warehouse management appears cargo space confusion, some products will be stored in the operating channel and the secure channel, so that is not conducive to our operations, warehouse operations particularlyaffect the safety of personnel, there are security risks. Because these problems often are especially prominent when the season, so these problems, the author suggested that some of the goods stored in the open yard, but the time to do well in the storage protection. 3 proposed ABC Classified Management ApplicationsTo conduct an effective inventory management and control, we mustfirst sort of inventory, only then can we better manage the goods and control. Therefore, I analyzed that in the original storage facilities under the same conditions, using ABC classification of goods for the implementation and management. This can effectively use the original storage space and cargo space. Through the analysis of goods to identify the primary and secondary, classification queue. According to Barrett curve reveals the "critical few and minor majority" rule should be applied in the management. Therefore, in accordance with product value, sales, shortage cost, or order in advance of other indicators toclassify the product. A class of products which are the highest value of inventory, general inventory of its total inventory of 15%, while the value of it is accounted for 70% ~ 80%; B products are middle of the stock value of these species 30% of the total inventory value of the total value of 15% to 25%; while the C class product is the value of the bottom of the inventory, its value is only 5% of the total value, but it accounts for the total inventory stocks 55%. Storage can be classified by goods and different products for each type of different management strategies developed to implement different control measures. In themanagement process, the products for A to require warehousing products are all everyday to inspect and inventory, the operation should be careful, can significantly embodiment up such products other products Butong between, were the focus of management; on B products, managed by sub-key can be 2 to 3 days to inspect and inventory. At the same time,do not neglect the management of products on the C, C products every week to conduct an inspection and inventory.We know from the analysis, storage operations, "space", "cargo space" and its scientific and rational management is an important partof warehouse management, warehousing costs alsoaffect the cost of important factors. Through practical examples of some of the storagemanagement problem analysis and research, through analysis and study of these issues, so wehave deeper storage management to understand, storage has its own management principles, weshould abide by and seriously the implementation of these principles. When in use thecombination of theory and practice, so that our warehouse and our theory more in tune with theactual operation. Only the combination of theory and practice to our knowledge to the limits.中文译文从现代物流系统观点来看,仓储是物流的一个重要环节,是物流系统的调运中心,希望在仓储这里对物流进行有效、科学地管理与控制,使物流系统更顺畅、更合理地运行。
物流专业外文翻译---跨国物流在中国的发展
┊┊┊┊┊┊┊┊┊┊┊┊┊装┊┊┊┊┊订┊┊┊┊┊线┊┊┊┊┊┊┊┊┊┊┊┊┊The Development of Transnational logistics In ChinaThe job opens Chinese logistics in 2005 already all round, foreign capital is able to look on logistics industry as the new popular investment spot, enterprise carries out analysis on transnational logistics in business operations of our country; development of job has active significance to our country logistics. Business structure , network development , achievement general situation the main body of a book is introduced having finished transnational logistics enterprise in our country, have pointed out transnational logistics enterprise primal problem developing a frontage in our country , have proceed here, to have analyzed the transnational logistics enterprise train of thought in our country on the basis , to have brought forward several enlightenments to development of our country logistics enterprise finally.Change with the fact that the world produces the fabrication centre gradually to China, the logistics of our country market potential is more and more big; logistics marketplace capacities will reach 1,197,200,000,000 yuan to 2010. According to that our country adds the promise time WTO, in 2005 the Chinese logistics job opens to the outside world already all round, including that freight, the goods renting, general goods wholesale, retail and their logistics fields such as logistics distribution, entry-exit motor transport canceling in restriction on foreign capital such as region, share ratio in the highway. Therefore, foreign capital is able to look on logistics industry as the new popular investment spot. A few abroad logistics magnate seeps through home market gradually if UPS, Fedex, TNT, Excel wait, makes use of the technology fund and the whole world network advantage to devour the domestic logistics marketplace. Therefore, enterprise carries out analysis on transnational logistics in business operations of our country; development of job has active significance to our country logistics.Transnational logistics enterprise general situation in our country at present, the Chinese marketplace has owned almost 510,000 logistics enterprise , among them, foreign capital has accounted for 0.13% , has been more than 680, concentrate Bahia Bay area on the long triangle , the pearl triangle , be encircled by mainly, market share height amounts to 8% , market share is able to increase by unceasingly since and transnational fabrication enterprise works together with them still unceasingly. Following explains the transnational logistics enterprise condition in our country from three aspects.1. Business structure--- expands unceasingly. Concentrate business on air transport:(1) And pass quickly mainly. The airfreight marketplace will increase by with 10.3% speed sharing every year at present Chinese in the homeland, speed passes marketplace scale already exceeding 10 billion yuan, speed increases by degrees and with 30% every year. The label fixes the queen especially "Sino-US expands aviation serving an┊┊┊┊┊┊┊┊┊┊┊┊┊装┊┊┊┊┊订┊┊┊┊┊线┊┊┊┊┊┊┊┊┊┊┊┊┊agreement”, airfreight competition is especially fierce. By being unlike way being engaged in the airfreight , in the homeland parcel , heavy cargo express mail, speed passes TNT , DHL , UPS , Fedex waiting for business.(2) Residue China if Ma Shi Jig He Mei incorporates logistics, iron, these logistics enterprise has the fine ocean shipping network and handles experience, act for, how dyadic through transport, dock, harbor container logistics business.(3) added value logistics such as serves , the finance serves , foreign trade , manpower and talented person rent if keeping logistics in a storehouse , matching, agency foreign ship providing international ocean shipping mainly, to wait. A lot of finances carrying out the stock mortgage cooperating to come to gather money of for the exporter provides generation drawing in the banking institution passing in and out of trade middle , UPS and domestic few waiting are served.(4) Highway freight and entry-exit highway transportation, railroad freight. Ma Shi Jig cooperates with Chinese in relation to enterprise also step by step in these fields. That whole journey supply chain management(5), is just the fourth party’s logistics patterning that we often mention, this is their business developing trend. The company who resolves a scheme if UPS has set up supply chain, expands the UPS business to the all-direction fourth parties logistics administration taking that logistics, express delivery, finance, supply chain consults about as core. All above these transnational logistics enterprise concentrates the transnational enterprise and joint venture in our country on business marriage partner mainly, logistics field fields such as relating to the home appliance , automobile , IT , chemical industry , high technology , telecommunication , electron , medicine health care articles , silver products , retail , food , selling a product.2 networks are developed opening up an exhibition unceasingly. And exploitation facing the Chinese logistics marketplace, high-sounding words of logistics magnate numerous and confused promotes the Chinese area network construction plan abroad, a little world-level the logistics company throws into sum network construction if DHL, UPS, Fedex, TNT have all enlarged the fund to Chinese area, Shanghai moving to Chinese numerously and confusedly with Asia-Pacific general headquarter waits for a field. Transnational logistics enterprise concentrates economic growth such as Yangtze River delta area , centering on moist area of Beijing ring Bahia Bay area taking Shanghai as centre in centering on Hong Kong the Delta of the Pearl River area on net of our country mainly, quicker economic zone, 85.96% scatter on eastern region, 8.78% scatter on central region, 5.26% scatter on western region, the person main scatter city be Shanghai, Xiamen, Dalian, Tianjin, Qingdao, Shenzhen, Guangzhou and so on harbor city and Nanjing, Beijing and so on part inland city, And face Middle West province city autonomous region┊┊┊┊┊┊┊┊┊┊┊┊┊装┊┊┊┊┊订┊┊┊┊┊线┊┊┊┊┊┊┊┊┊┊┊┊┊expand step by step. If Fedex is unique at present one international express company having business network in South China, North China, and eastern China. Lately, FedEx takes Shanghai as centre having 220 cities net to serve 500 cities in China, the point planning the net increasing by 100 again before 2008, serves the city expanding serving to 1000. Fedex is set up in Guangzhou white cloud international airport the Asia-Pacific luck turns in one's favor centre this July , is that the gigantic freight marketplace especially the express marketplace hangs in the homeland has built strategy platform eat China mark, the goods that FedEx possessions conveys within Asia network, will transit shipment after white cloud airport; The branch company of UPS supply chain company in our country already amounts to 23 , international logistics business is all over the more than 170 our country city, Guangzhou , Shanghai and Hong Kong among them are that main part contacting Europe and American navigates point. The UPS plan transships a centre in setting up aviation in Shanghai in 2007 , those transport to the American goods from China can carry out assignment process Shanghai , the USA goods distributes to everywhere also from Shanghai after coming in. Build Shanghai after transshipping a centre, UPS will according to more aviation right number of runs or flights that future USA Ministry of Communications assigns, develop to Chinese western part and link with Europe every country.3. The achievement general situation climbs a liter unceasingly. In recent several tens years , international short logistics express delivery four magnates UPS , Fedex , DHL , TNT have already occupied 80% market share of Chinese international express delivery , business amount and business earnings have increased by in China above keeping 20% without exception every year. UPS increases by 45% compared with the same period of the last year in Chinese marketplace business amount in 2003 , sales volume reaches 33,500,000,000 U. S. dollar, Chinese area business exports amounts in 2004 2nd quarter, increasing 70% compared to the same term in 2003, gross profit doing business to UPS in 2007 with realizing 15%. UPS is growing by amounts in the whole world business in 2004 being 10%, is accompanying but middle bad.┊┊┊┊┊┊┊┊┊┊┊┊┊装┊┊┊┊┊订┊┊┊┊┊线┊┊┊┊┊┊┊┊┊┊┊┊┊中文译文：跨国物流在中国的发展2005年中国的物流业已经全面开放，外资会把物流行业作为新的投资热点，对跨国物流企业在我国的经营活动进行分析，对我国物流业的发展具有积极意义。
【9A文】物流外文文献及翻译
文献出处:MahpulaA.TheResearchofRegionalLogisticsCompetitiveness[J].JournalofTranspor tGeographR,2015,15(2):30-34.原文TheResearchofRegionalLogisticsCompetitivenessMahpulaAAbstractAtpresent,thedevelopmentoflogisticsisthelogisticsdemandrapidincrease,theeRpanding marketcapacitR,acceleratestheconstructionoflogisticsinfrastructure,third-partRlogistic sfastgrowththetendencR,thewholelogisticsindustrRisdevelopinginthedirectionoftheinf ormation,globalizationandspecialization.Atthesametime,withtherapidincreaseoflogisti csdemand,thedevelopmentoftheregionallogisticsmorerapidlR.Regionallogisticsisanim portantpartofregionaleconomR,theeRistenceanddevelopmentofregionallogisticsisthepr emiseofeRistenceanddevelopmentofregionaleconomR,noregionaleconomRtherewould benoregionallogistics.Regionallogisticsandregionaleconomicdevelopmentlevel,isclose lRrelatedtothescaleandthelevelofthedifferentregionaleconomicshape,sizeandindustrR, determinesthelevelofregionallogistics,thescaleandstructureform.Regionaleconomicinte grationcanmaketheareaandregionallogisticsinclinetoreasonable,adapttoreasonablelaRo utofindustrialstructure,toreducelogisticscost,promotethedevelopmentofregionallogistic s.Ontheotherhand,theregionaleconomicdevelopmentisinseparablefromthedevelopment ofregionallogisticsandregionallogisticstoprovidesupportandguaranteeforthedevelopme ntofregionaleconomR,thedevelopmentoftheregionallogisticswilldriveandpromotethefu rtherdevelopmentofregionaleconomR.Therefore,thedevelopmentoftheregionallogistics hasbecometoimprovetheregionalinvestmentenvironmentandindustrRdevelopmentenvir onment,eRpandingthescopeoftheregionalinfluence,thekeRtoenhancingregionalcompeti tiveness.KeRwords:Regionallogistics;Regionallogisticscompetitiveness;EvaluationindeR1Introduction TherapiddevelopmentofworldeconomRandtheprogressofmodernscienceandtechnolog R,thelogisticsindustrRasanemergingserviceindustrR,isdevelopingrapidlRintheglobalsc ope.InternationallR,logisticsindustrRisconsideredtobetheeconomicdevelopmentofthear terRandbasicindustrR,itsdevelopmentdegreebecometomeasureacountrR'smodernizatio ndegreeandcomprehensivenationalstrength,oneoftheimportantmarksisknownasthe"thir dprofitsource"oftheenterprise,itsroleismoreandmorebig,becamethecurrentaftertheITind ustrR,financialindustrR'shottestemergingindustrRanewgrowthpointofnationaleconom R,andcausedwidespreadsocialattention.Regionallogisticsisanimportantcomponentofre gionaleconomR,istheimportantforceintheformationanddevelopmentofregionaleconomR,itistoimprovetheefficiencRandeconomicbenefitinthefieldofregionalcirculation,impro vethecompetitiveabilitRofregionalmarket,etc.,plaRsapositiveroleinactive.Behindthera piddevelopmentofmodernlogistics,however,therearestillmanRproblems;includinglogis ticscompetitivenesslevelislowerthantheleveloflogisticsdevelopmentisparticularlRprom inent.ChoosinglogisticscompetitivenessdevelopmentlevelevaluationindeR,sincethereis nouniformstandard,canonlRusefreightorfreightturnoverscaletomeasurelogistics.Imple mentationofgoodstransportistheprocessoflogisticsspatialdisplacementatthecenterofthel ink,withthetwoindicatorstomeasurelogisticsscalehascertainscientific,butitcan'treflectth eoutlineoftheregionallogistics.Estimatesoflogisticsdemand,tRpicallRbasedonGDPandt otalretailsalesofsocialconsumergoodssuchasindeRofnationaleconomicaccounting.This isjustasimplemeasureofthemacrolevel,theproportionofdifferentresearchersusedifferent, rangingfromteenstotwentRpercent,therearelargedifferencebetweentheresultsandgivest heoreticalanalRsisgreaterdifficulties.Atthesametime,thelogisticsindustrR'seconomicsta tisticaldatashortage,thereisnocomprehensivelogisticsdemandstatistics,whichmadeusqu alitativeunderstandingofthelevelofunderstandingoflogistics.2LiteraturereviewAbouttheCoreCompetencetheorR,CoreCompetence(CoreCompetence)oftheoriginalint entionistheCoreskillsorCoreskills,thisconceptisin1990bRtheAmericanstrategicmanage menteRpertsmade(C.K.Prahalad)andBritain'sstrategicmanagementeRpertshamer(c.am el),referstotheenterpriseorganizationofaccumulatingknowledge,especiallRabouthowto coordinatedifferentproductionskillsandintegrateavarietRoftechnicalknowledge,andont hebasisofadvantageoverothercompetitorsuniqueabilitR,namelRCoreCompetenceisbuil tonthebasisofenterpriseCoreresources,istheenterpriseintelligence,technologR,products, management,cultureandotherelementsinthereflectionofcomprehensiveadvantageinthe market.AtpresenttherearethreetRpicalacademicargument:theabilitRtheorRrepresentedb RRossbRandChristie'sschool;SchoolrepresentedbRporter'stheorRofmarketstructure;Re presentedbRWernerPhilandPenrose'stheorRofresourceschool.Corecompetitivenessisva lue,theabilitRtointegrated,uniqueness,eRtensibilitRandinherentcharacteristics. RelatedtheorR,thestudRofregionallogistics,thelogisticsresearchofEuropeandtheUnited States,Japanandotherdevelopedcountries,focusontheenterpriselevel,iscommittedtoprov idingenterpriseoptimizationstrategR.AndregionallogisticssRstemandcompetitivenessre search,involved.Accordingtoliteraturereview,theregionalinternationallogisticsfieldofre searchmainlRincludesthefollowingaspects:(1)fromtheperspectiveofmultinationalcomp anRresearchthegloballogisticsresourcesconfigurationandcoordinationproblems.Specifi cincludelogisticsinfrastructure,marketcompetitionmechanismandtheproblemoflogistic ssupplRchainoperation.SuchresearchquantificationtechnologRsuchasusingtheoperatio nalresearchtools,morefortheglobalnetworkofsupplRchainfacilitRlocationpositioning,andcoordinatethefactorRmoresupport,strategicdistributionsRstemdesignproblem.Thisis aneRtensionofthelogisticsenterpriseleveloptimizationstudR,thecommonlRusedmethod sincludemathematicalanalRticalmethod,sRstemsimulationmethodandheuristicmethods ,etc.IfonlRonemethodandgraphicalmethodsolvingtheproblemofthelaRoutofthesite;Mi Redintegerprogrammingsolvetheproblemofsiteselectionoflogisticscenterandlogisticspl anning,etc.(2)fromtheperspectiveofurbaneconomRandtheenvironment,theresearchofur bantrafficnetworkSettings.ForeRampleTanjguchietalfromthecitRlevel,usingadRnamict rafficsimulationmodel,quantitativeresearcheconomicgrowth,thetransportdemand,aswe llastherelatedroadcongestionandenvironmentalpollution.(3)fromthepointofviewoftheci tRgovernment,studRitsroleinmacrologisticsdevelopmentandutilitR.ForeRampleMeirJ. RandSenblatt,studiedtheglobalsupplRchainmanagementininfrastructurefinancing,trans portationandregionaltradingrules,corporatetaRlawofthegovernmentsubsidies,andother effectsofthemainfactorsofglobalproductionanddistributionnetwork,etc.3IntroductiontothetheorRofregionallogisticsrelated3.1Thedefinitionofregionallogistics AcademicdefinitionofregionallogisticshasnotRetunified,amoreacceptedviewisthatregi onallogisticsisthegeographicalenvironmentinacertainarea,withlargeandmedium-sizedci tiesasthecenter,basedontheregionalscaleandscopeeconomR,combinedwitheffectivelogi sticsservicescope,areainsideandoutsideofallkindsofgoodsfromthesuppliertoaccepttoeff ectiveentitRflow;Isthetransport,storage,loadingandunloading,handling,distribution,pac kaging,circulationprocessing,informationprocessing,suchasintegratedlogisticsactivitie s,toserviceinthecompositesRstemofregionaleconomicdevelopment.Itrequirestheintegra tion,theintegrationoflogisticsmanagement,namelRtomeetuserneedsforthepurpose,tothe goods,servicesandrelatedinformationfromthesuppliertoaccepttotheefficientflowofplan ning,eRecution,andcontrolactivities,istheorganicunitRofcash-flow,informationflowand cashflow.3.2Relationshipofregionallogisticssubject,objectandcarrier Regionallogisticshasthecharacteristicsofmulti-levelandmulti-dimensionalstructure,itsb asicelementsincludelogisticsmainbodR,objectandlogisticscarrier,andthestructureoftheb asicelementsandtheircompletesRstem,eachelementshowdifferentfeatures,thusformingt hefunctionoftheregionallogistics.RegionallogisticsmainbodRisdirectlRinvolvedinorsp ecializedisengagedintheeconomicorganizationofregionallogisticsactivitR,includingthe ownerofthegoodsFlow,thethirdpartRlogisticsenterprise,storageandtransportationenterprise,etc.Logisticsi sthesupplRchainlogisticschannels,thestartingpointandendpointofconnectioninthewhole courseoftheregionallogisticsactivitRplaRsadominantanddecisiverole.Elementsoftheint egratedlogisticssubjectistheessentialcharacteristicofmodernlogistics.Therefore,theelementsoflogisticsasoneofthemainbodR,logisticshasadecisiveroleinthedevelopmentoflogis ticsindustrR.SimilaraccumulationandregionaleconomRindustrR,regionallogisticsalsoe mphasizesthelogisticsmainbodRaccumulation,logisticsmainbodRinspaceisbeneficialto promotethelogisticsactivitiesoflarge-scale,intensive,bodRdevelopment,itisalsoaregion allogisticspark,logisticscenter,theobjectivebasisoftheformationofdistributioncenters,an dregionallogisticspark,logisticscenteranddistributioncenterdeterminesthespatialstructu reoftheregionallogisticssRstem.3.3Regionallogisticsandregionaleconomicrelations RegionallogisticsisanimportantpartofregionaleconomR,theeRistenceanddevelopmento fregionallogisticsisthepremiseofeRistenceanddevelopmentofregionaleconomR,noregio naleconomRtherewouldbenoregionallogistics.Regionallogisticsandregionaleconomicd evelopmentlevel,iscloselRrelatedtothescaleandthelevelofthedifferentregionaleconomic shape,sizeandindustrR,determinesthelevelofregionallogistics,thescaleandstructureform .LogisticsisalwaRsaccompaniedbRbusinessflow,themoreadvancedtheregionaleconom R,manufacturingandtradingmoreactive,thelogisticsindustrRasaserviceindustrRwillhav eagoodcustomerbaseandmarketinfrastructure,thegreaterthechanceoflarge-scaledevelop ment.Ontheotherhand,theregionaleconomicdevelopmentisinseparablefromthedevelop mentofregionallogisticsandregionallogisticstoprovidesupportandguaranteeforthedevel opmentofregionaleconomR,thedevelopmentoftheregionallogisticswilldriveandpromot ethefurtherdevelopmentofregionaleconomR.Thus,regionallogisticsandregionaleconom RistheunitRofinterdependence.RegionaleconomRisthepremiseandfoundationofregiona llogisticsdevelopment,isthedominantforceintheregionallogisticsdevelopment;Regional logisticsisanimportantpartofregionaleconomR,istheregionaleconomicsupportsRstem,a ndservetheregionaleconomR.RegionallogisticsdevelopmentgoalandstrategRmustobeR andservetheregionaleconomicdevelopmentgoalsandstrategies.4Regionallogisticscompetitiveness Regionallogisticscompetitivenessreferstoacertainspacerange(generaladministrativeare aastheborder,acrossregions),thelogisticsindustrRaredifferentfromotherareasoftheassign mentofresourceswasmadeintheadvantage,thelogisticsenterprises,governmentpolicRsup portandindustrialinnovationabilitR,eventuallRembodiedthroughregionalinternalbenign competitionwillbemorethanallkindsofresources,theabilitRtoeffectivelRintegratetoform acomplementarRandintegratedabilitRsRstem,reflecttheregionalcomparisonofcompetiti vepowerinthelogisticsactivitR,reflectthesizeoftheregionallogisticsserviceabilitRandthe logisticsindustrRdevelopmentlevelofhighandlow.Thecompetitivenessoftheregionallogi sticsismainlRcomposedofsiRbasicelementsconstitute:socialandeconomicdevelopmentl evel,scaleoflogisticsdemandandsupplRconditionoflogistics,thelogisticsdevelopmentofl ogisticsindustrRintheenterpriseinformationdevelopmentlevel,developmentlevel,themacroenvironment.4.1Thesocialandeconomicdevelopmentlevel Comprehensivesocialandeconomicdevelopmentlevelreflectstheregionallogisticscompe titivenesslevelofsocialeconomicbasis,istheguaranteeofdevelopmentofregionallogistics competitiveness,toprovidesupportforthesustainabledevelopmentofregionallogistics,fro mtheothersidealsoreflectsthecompetitivenessofregionallogisticsdevelopmentpotentiala ndpower.4.2Thelogisticsdemandscale LogisticsdemandscaleismainlRreferstothelogisticsservicesinthefieldsuchasproduction, consumptionandcirculationquantitRandscale,tosomeeRtent,restrictedbRlocalresourcec onditions,itreflectsaregion,thedemandforlogisticsservicelevelandsize:thesizeofthelogis ticsdemand,determinesthesizeofthelogisticsmarketcapacitR,isthepremiseofeRistencean ddevelopmentofregionallogisticsindustrRandthefoundation.4.3LogisticssupplRcondition ThesupplRconditionoflogisticsreferstothelogisticsinfrastructureprovidedforthedevelop mentofthelogisticsindustrR,allkindsoflogisticstechnologRandequipment,isengagedinth elogisticsservicesenterprisesandthecorrespondingprofessionalssuchasthenumberandsiz eoftrafficcapacitRandregionalsituation,thecomprehensivereflectionofregionallogisticss upplRcapacitRandservicelevel,reflectstheeffectonthedevelopmentofthelogisticsindustr Rtopromoteandsatisfaction,isthemainfactoroftheformationanddevelopmentofregionall ogisticscompetition.4.4Logisticsenterprisedevelopmentlevel Logisticsenterprisecomprehensivedevelopmentlevelreflectstheregionallogisticsmainbo dR'sabilitRtoprovidelogisticsservicesandmeetcustomerdemand,embodiesthesubjectofl ogisticsoperationlevel,mainlRincludingtheenterprisecompetitionabilitR,profitabilitRan dperformancelevel,reflectacertainperiodoflogisticsenterprisesintheareaoftheoveralllev elofdevelopment,isthekeRfactorfortheformationofregionallogisticscompetitiveness. 4.5Informationdevelopmentlevel MainlRreferstotheregionalinformationdevelopmentlevelofinformationdegreeandthelev elofinformationtechnologR.Logisticsisbasedoninformationflow,logisticshasbecomemo reandmorerelRonthewholeprocessofaccesstoinformation.ManRlogisticsenterpriseshav eestablishedtheirowninformationmanagementsRstemasacrucialtothedevelopmentofitsc orecompetitiveness,thedevelopmentlevelofinformationistheoneimportantfactorforthef ormationofregionallogisticscompetitivenesslevel.4.6Logisticsmacroenvironment MacroenvironmentreferstothelogisticsindustrRdevelopmentoflogisticsindustrRdevelo pmentplanning,landusepolicR,taRpolicR,marketaccesspolicR,talenttraining,suchasthesoftenvironment,affectingthedevelopmentoflogisticsindustrRreflectstheeRternalenviro nmentforthedevelopmentofthelogisticsindustrRtoprovidefavorableconditionsandtheen vironmentsupport.译文区域物流竞争力研究作者MahpulaA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。
生产相关英语术语
（一）日常用语：1.Good morning早上好2.How are you? 怎么样？I’m fine, thank you.我很好，谢谢！3.What’s the problem? 出现什么问题？It’s a machine problem.是设备的问题。
4.Why?为什么？Because…因为。
5.Who is the team leader?谁是班长？***is the team leader.***是班长6.Thank you.谢谢You’re welcome.不客气。
(二)术语：1.BOM: 材料清单2.Control Plan:控制计划3.FMEA: 潜在失效模式分析4.FDPR:全日式生产estone: 里程碑6.process:工艺 produce:产品 project: 项目 production:生产7.prototype:样件 8.Team:团队9.warehouse:库房 10.WI: 操作指导书11.WIP:在置品 12.supplier:供应商 customer:客户13.assembly line:装配线 14.parts:零件15.machine:机器 b:实验室17.operator:操作工 18. team leader:班长19. supervisor:主管 20.manager:经理21. problem:问题 22.analysis:分析23.trainee:实习生 24. training:培训25. compressor:压缩机 26.solve:解决27. quality:质量 28. logistics:物流29. maintenance:维修 30.6.CPK:过程能力指数7.FTA: 原因树分析 8.PDCA:计划、做、检查、标准化9.PO: 采购订单 10.SQA:供应商质量保证11.PQA: 产品质量保证 12.SMED:快速换模13.SOP: 全面生产 14.TPM:全员生产维护15.Kaizen: 改善 16.Genba:现场17.TRP:设备有效利用率 18.LLC:经验学习卡19.APT: 自主生产班组 20.APZ: 自主生产区域21.DLI: 直接劳动成本指数 22.TRS:设备利用率23.DPM: 客户交付及时率 24.FIFO:先进先出25.VSA:价值流分析 26.Muda:浪费27.Takt time:客户需求节拍 28.Sequencer:排序器29.MPS:主生产计划 30.Total Line Rejects:一次交检不合格率1.APU: 自主生产单元 2.VPS:法雷奥生产体系3.QRQC:快速反应质量控制4.Line QRQC:生产线QRQC5.APU QRQC: APU QRQC6.Plant QRQC: 工厂QRQC8.Genb a:现场9.三现主义：现场，现实，现物10.PDCA: 计划，做，检查，标准化11.FTA:原因树分析12.5Why:5个为什么13.5W2H: what是什么问题？why为什么是个问题？who谁发现的？where在哪儿发现的？how怎么发现的？how many有多少个好件和坏件？14.5轴心：全面质量，供应商一体化，全员参与，不断的技术创新，生产体系15.LLC：经验学习卡16.5S:整理，整顿，清洁，清扫和修养17．TPM：全员生产维护18．TRP：设备有效利用率19．MPS：主生产计划20．Takt Time：客户需求节拍21．FIFO：先进先出通道22．V SA：价值流分析23．排序器：一张管理看板，用于均衡生产订单(平衡和混合)和通过使用看板卡来传递正确的节拍(Takt time 客户需求节拍))给生产。
冷链物流外文翻译文献综述
冷链物流外文翻译文献综述(文档含中英文对照即英文原文和中文翻译)（AbstractQuality control and monitoring of perishable goods during transportation and delivery services is an increasing concern for producers, suppliers, transport decision makers and consumers. The major challenge is to ensure a continuou s …cold chain‟ from producer to consumer in order to guaranty prime condition of goods. In this framework, the suitability of ZigBee protocol for monitoring refrigerated transportation has been proposed by several authors. However, up to date there was not any experimental work performed under real conditions. Thus, the main objective of our experiment was to test wireless sensor motes based in the ZigBee/IEEE 802.15.4 protocol during a real shipment. The experiment was conducted in a refrigerated truck traveling through two countries (Spain and France) which means a journey of 1,051 kilometers. The paper illustrates the great potential of this type of motes, providing information about several parameters such as temperature, relative humidity, door openings and truck stops. Psychrometric charts have also been developed for improving the knowledge about water loss and condensation on the product during shipments.1. IntroductionPerishable food products such as vegetables, fruit, meat or fish require refrigerated transportation. For all these products, Temperature (T) is the most important factor for extending shelf life, being essential to ensure that temperatures along the cold chain are adequate. However, local temperature deviations can be present in almost any transport situation. Reports from the literature indicate gradients of 5 °C or more, when deviations of only a few degrees can lead to spoiled goods and thousands of Euros in damages. A recent study shows that refrigerated shipments rise above the optimum temperature in 30% of trips from the supplier to the distribution centre, and in 15% of trips from the distribution centre to the stores. Roy et al. analyzed the supply of fresh tomato in Japan and quantified product losses of 5% during transportation and distribution. Thermal variations during transoceanic shipments have also been studied. The results showed that there was a significant temperature variability both spatially across the width of the container as well as temporally along the trip, and that it was out of the specification more than 30% of the time. In those experiments monitoring was achieved by means of the installation of hundreds of wired sensors in a single container, which makes this system architecture commercially unfeasible.Transport is often done by refrigerated road vehicles and containers equipped with embedded cooling systems. In such environments, temperatures rise very quickly if a reefer unit fails. Commercial systems are presently available for monitoring containers and trucks, but they do not give complete information about the cargo, because they typically measure only temperature and at just one point.Apart from temperature, water loss is one of the main causes of deterioration that reduces the marketability of perishable food products. Transpiration is the loss of moisture from living tissues. Most weight loss of stored fruit is caused by this process. Relative humidity (RH), T of the product, T of the surrounding atmosphere, and air velocity all affect the amount of water lost in food commodities. Free water or condensation is also a problem as it encourages microbial infection and growth, and it can also reduce the strength of packagingmaterials.Parties involved need better quality assurance methods to satisfy customer demands and to create a competitive point of difference. Successful transport in food logistics calls for automated and efficient monitoring and control of shipments. The challenge is to ensure a continuous …cold chain‟ from producer to consumer in order to guaranty prime condition of goods .The use of wireless sensors in refrigerated vehicles was proposed by Qingshan et al. as a new way of monitoring. Specialized WSN (Wireless Sensor Network) monitoring devices promise to revolutionize the shipping and handling of a wide range of perishable products giving suppliers and distributors continuous and accurate readings throughout the distribution process. In this framework, ZigBee was developed as a very promising WSN protocol due to its low energy consumption and advanced network capabilities. Its potential for monitoring the cold chain has been addressed by several authors but without real experimentation, only theoretical approaches. For this reason, in our work real experimentation with the aim of exploring the limits of this technology was a priority.The main objective of this project is to explore the potential of wireless ZigBee/IEEE 802.15.4 motes for their application in commercial refrigerated shipments by road. A secondary objective was to improve the knowledge about the conditions that affect the perishable food products during transportation, through the study of relevant parameters like temperature, relative humidity, light, shocking and psychrometric properties.2. Materials and Methods2.1. ZigBee MotesFour ZigBee/IEEE 802.15.4 motes (transmitters) and one base station (receiver) were used. All of them were manufactured by Crossbow. The motes consist of a microcontroller board (Micaz) together with an independent transducer board (MTS400) attached by means of a 52 pin connector. The Micaz mote hosts an Atmel ATMEGA103/128L CPU running the Tiny Operating System (TinyOS) that enables it to execute programs developed using the nesC language. The Micaz has a radio device Chipcon CC2420 2.4 GHz 250 Kbps IEEE 802.15.4. Power is supplied by two AA lithium batteries.The transducer board hosts a variety of sensors: T and RH (Sensirion SHT11), T and barometric pressure (Intersema MS5534B), light intensity (TAOS TSL2550D) and a two-axis accelerometer (ADXL202JE). A laptop computer is used as the receiver, and communicates with the nodes through a Micaz mounted on the MIB520 ZigBee/USB gateway board.Each Sensirion SHT11 is individually calibrated in a precision humidity chamber. The calibration coefficients are used internally during measurements to calibrate the signals from the sensors. The accuracies for T and RH are ±0.5 °C (at 25 °C) and ±3.5% respectively.The Intersema MS5534B is a SMD-hybrid device that includes a piezoresistive pressure sensor and an ADC-Interface IC. It provides a 16 bit data word from a pressure and T (−40 to +125°C) dependent voltage. Additionally the module contains six readable coefficients for a highly accurate software calibration of the sensor.The TSL2550 is a digital-output light sensor with a two-wire, SMBus serial interface. It combines two photodiodes and an analog-to digital converter (ADC) on a single CMOS integrated circuit to provide light measurements over a 12-bit dynamic range. The ADXL202E measures accelerations with a full-scale range of ±2 g. The ADXL202E can measure both dynamic acceleration (e.g., vibration) and static acceleration (e.g., gravity).2.2. Experimental Set UpThe experiment was conducted in a refrigerated truck traveling during 23 h 41 m 21 s from Murcia (Spain) to Avignon (France), a distance of 1,051 km. The truck transported approx.14,000 kg of lettuce var. Little Gem in 28 pallets of 1,000 × 1,200 mm . The lettuce was packed in cardboard boxes with openings for air circulation.The length of the semi-trailer was 15 m with a Carrier Vector 1800 refrigeration unit mounted to the front of the semi-trailer. For this shipment the set point was 0 °C.The truck was outfitted with the wireless system, covering different heights and lengths from the cooling equipment, which was at the front of the semi-trailer. Four motes were mounted with the cargo (see Figure 1): mote 1 was at the bottom of the pallets in the front side of the semi-trailer, mote 2 was in the middle of the semi-trailer, mote 3 was in the rear at the top of the pallet, and mote 4 was located as shown in Figure 1, about a third of the distance between the front and the rear of the trailer. Motes 1, 2 and 3 were inside the boxes beside the lettuce. The program installed in the motes collects data from all the sensors at a fixed sample rate (7.2 s), with each transmission referred to as a “packet”. The RF power in the Micaz can be set from −24 dBm to 0 dBm. D uring the experiment, the RF power was set to the maximum, 0dBm (1mW approximately).2.3. Data AnalysisA specialized MATLAB program has been developed for assessing the percentage of lost packets (%) in transmission, by means of computing the number of multiple sending failures for a given sample rate (SR). A multiple failure of m messages occurs whenever the elapsed time between two messages lies between 1.5 ×m ×SR and 2.5 ×m ×SR. For example, with a sample rate of 11 s, a single failure (m = 1) occurs whenever the time period between consecutives packets is longer than 16.5 s (1.5 × 1 × 11) and shorter than 27.5 s (2.5 × 1 × 11). The total number of lost packets is computed based on the frequency of each failure type. Accordingly, the total percentage of lost packets is calculated as the ratio between the total number of lost packets and the number of sent packets.The standard error (SE) associated to the ratio of lost packets is computed based on a binomial distribution as expressed in Equation 1, where n is the total number of packets sent,and p is the ratio of lost packets in the experiment.2.4. Analysis of VarianceFactorial Analysis of Variance (ANOV A) was performed in order to evaluate the effect of the type of sensor in the registered measurements, including T (by means of Sensirion and Intersema), RH, barometric pressure, light intensity and acceleration module. ANOV A allows partitioning of the observed variance into components due to different explanatory variables. The STATISTICA software (StatSoft, Inc.) was used for this purpose [14]. The Fishers‟s F ratio compares the variance within sample groups (“inherent variance”) with the variance between groups (factors). We use this statistic for knowing which factor has more influence in the variability of the measurements.2.5. Psychrometric DataPsychrometry studies the thermodynamic properties of moist air and the use of these properties to analyze conditions and processes involving moist air. Psychrometric chartsshow a graphical representation of the relationship between T, RH and water vapor pressure in moist air. They can be used for the detection of water loss and condensation over the product.In our study, the ASAE standard D271.2 was used for computing the psychrometric properties of air. Equations 2–5 and Table 1 enable the calculation of all psychrometric data of air whenever two independent psychrometric properties of an air-water vapour mixture are known in addition to the atmospheric pressure:where Ps stands for saturation vapor pressure (Pa), T is the temperature (K), Pv is the vapor pressure (Pa), H the absolute humidity (g/kg dry air), Patm is atmospheric pressure (Pa) and A, B, C, D, E, F, G and R are a series of coefficients used to compute Ps, according to Equation 3.3.Results and Discussion3.1. Reliability of TransmissionSignal propagation through the lettuce lead to absorption of radio signals, resulting in great attenuations in RF signal strength and link quality at the receiver. During the experiment, only motes 3 and 4 were able to transmit to the coordinator. No signals were received from mote number 1, at the bottom of the first pallet, and number 2, in the middle of the pallet. Mote 3 was closer to the coordinator than mote 4, but mote 3 was surrounded by lettuce which blocks the RF signal. However between mote 4 and the coordinator there was free space for transmission. Thus, the maximum ratio of lost packets found was 100% for two of the motes and the minimum 4.5% ± 0.1%, for mote 4.Similar ratios were reported by several authors who performed experiments with WSN under real conditions, like for example in monitoring vineyards. Also, Baggio and Haneveld, after one year of experimentation in a potato field using motes operating at the band of 868/916MHz, reported that 98% of data packets were lost. However, during the second year the total amount of data gathered was 51%, which represents a clear improvement. Ipema et al. monitored cows with Crossbow motes, and found that the base station directly received less than 50% of temperature measurements stored in the mote buffer. Nadimi et al., who also monitored cows with this type of motes, showed packet loss rates of about 25% for wireless sensor data from cows in a pasture even the distance to the receiver (gateway) was less than 12.5 m away.Radio propagation can be influenced by two main factors: the properties of propagation media and the heterogeneous properties of devices. In a commercial shipment, if the motes are embedded within the cargo, a significant portion of the Fresnel zone is obstructed. This is a big challenge in our application. Changing the motes‟ location, for example the one at the bottom of the pallets (mote 1, at the front of the semitrailer) or the one in the middle of the compartment (mote 2), might have yielded in better data reception rates but would have resulted in a loss of spatial information near the floor or at mid-height. The sensors should be as close as possible to the products transported; otherwise the measurements would not give precise information. Thus, one solution, if the same motes are to be used, could be to includeintermediates motes that allow peer to peer communication to the base station. Another solution could be to use lower frequencies; however this is not possible using ZigBee, because the only radio frequency band available for ZigBee worldwide is the 2.4 GHz one. The other ISM (Industrial, Scientific and Medical) bands (868 MHz and 915 MHz) differ from USA to Europe. Other options include developing motes with more RF power that can achieve longer radio ranges. The transmission could also be improved by optimizing antenna orientation, shape and configuration. The standard antenna mounted in the Micaz is a 3 cm long 1/2 wavelength dipole antenna. The communications could be enhanced using ceramic collinear antennas or with use of a simple reflecting screen to supplement a primary antenna, which can provide a 9dB improvement. Link asymmetry and an irregular radio range can be caused by the antenna position. In a real environment, the pattern of radio transmitted at the antenna is neither a circular nor a spherical shape. Radio irregularity affects the motes performance and degrades their ability to maintain connection to other nodes in the network. However, in our experiment Micaz motes were deployed in its best position according to a recent study. Another issue is the received signal strength indicator (RSSI), it should be recorded in further experiments in order to detect network problems and estimate the radio link quality. RSSI is a way for the radio to report the strength of the radio signal that it is receiving from the transmitting unit.Sample rates configured in the motes were very short in order to get the maximum amount of data about the ambient conditions. In practice, a reduction in the sampling frequency of recording and transmission should be configured in order to extend battery life. According to Thiemjarus and Yang this also provides opportunities for data reduction at the mote level. It is expected that future wireless sensor motes will have on-board features to analyze recorded data and detect certain deviations. The level of a deviation determines whether the recording or transmitting frequency should be adapted .One important feature in the motes came from the miniaturized sensors mounted on the motes that allow, in a small space (2.5 ×5 ×5 cm), to provide data not just about temperature, but also RH, acceleration and light, according to the proposal of Wang and Li. Those variables were also measured and analyzed.3.2. Transport ConditionsFor the analysis of T conditions, the average value of the two sensors mounted in each mote is considered. The set-point of the transport trailer‟s cooling system was 0 °C, but the average temperature registered during the shipment was 5.33 °C, with a maximum of 8.52 °C and a minimum of −3.0 °C. On average, 98% of the time the temperature was outside of the industry recommended range (set-point ± 0.5 °C).Figure 2 shows the temperature fluctuations registered during the shipment, where four different markers are used corresponding to two T sensors per mote. There are large differences between the temperatures recorded with each sensor on the same mote even thought individual calibration curves were used. The SHT11 measures consistently higher temperatures than the Intersema. This behaviour could be due to the closer location of the SHT11 to the microcontroller, causing sensor self-heating effects.In other studies, like for example Tanner and Amos, it was observed that the cargo was within the industry recommended T interval for approximately 58% of the shipment duration. Rodriguez-Bermejo et pared two different cooling modes in a 20‟ reefer container. For modulated cooling the percentage of time within the recommendation ranged between 44% and 52% of the shipment duration, whereas for off/on control cooling it ranged between 9.6% and 0%. In those experiments, lower percentages of time within industry recommended intervals are found for high T set points.The analysis of variance of the T data shows that the variability in temperature depended both in the type of sensor and on the mote used. The interaction between these two factors also has an impact on the T measurements. The critical value of F at 95% probability level is much lower than the observed values of F, which means that the null hypothesis is false. The mote is the factor that has most influence on the variability of the measurements (highest Fishers‟s F); this fact seems to be due to the location of the node. Mote 4 is closer to the cooling equipment which results in lower temperature measurements.The node is a very significant factor in the measurements registered. In the case of RH, pressure, light and acceleration, the node location has great influence in data variability . However, node location has more impact on the measured RH than on the other variables.Inside the semi-trailer RH ranged from 55 to 95% (see Figure 3). The optimal RH forlettuce is 95%. Humidity was always higher at mote 4 (at the top middle of the semi-trailer; average RH 74.9%) than at mote 3 (located at the rear; average RH 62.1%).摘要生产商、供应商、运输决策者和消费者越来越关心易腐货物在运输和交付服务中对质量的掌握和把控。
仓储物流外文文献翻译中英文原文及译文2023-2023
仓储物流外文文献翻译中英文原文及译文2023-2023原文1：The Current Trends in Warehouse Management and LogisticsWarehouse management is an essential component of any supply chain and plays a crucial role in the overall efficiency and effectiveness of logistics operations. With the rapid advancement of technology and changing customer demands, the field of warehouse management and logistics has seen several trends emerge in recent years.One significant trend is the increasing adoption of automation and robotics in warehouse operations. Automated systems such as conveyor belts, robotic pickers, and driverless vehicles have revolutionized the way warehouses function. These technologies not only improve accuracy and speed but also reduce labor costs and increase safety.Another trend is the implementation of real-time tracking and visibility systems. Through the use of RFID (radio-frequency identification) tags and GPS (global positioning system) technology, warehouse managers can monitor the movement of goods throughout the entire supply chain. This level of visibility enables better inventory management, reduces stockouts, and improves customer satisfaction.Additionally, there is a growing focus on sustainability in warehouse management and logistics. Many companies are implementing environmentally friendly practices such as energy-efficient lighting, recycling programs, and alternativetransportation methods. These initiatives not only contribute to reducing carbon emissions but also result in cost savings and improved brand image.Furthermore, artificial intelligence (AI) and machine learning have become integral parts of warehouse management. AI-powered systems can analyze large volumes of data to optimize inventory levels, forecast demand accurately, and improve operational efficiency. Machine learning algorithms can also identify patterns and anomalies, enabling proactive maintenance and minimizing downtime.In conclusion, warehouse management and logistics are continuously evolving fields, driven by technological advancements and changing market demands. The trends discussed in this article highlight the importance of adopting innovative solutions to enhance efficiency, visibility, sustainability, and overall performance in warehouse operations.译文1：仓储物流管理的当前趋势仓储物流管理是任何供应链的重要组成部分，并在物流运营的整体效率和效力中发挥着至关重要的作用。
常用物流英语词汇总结大全
常用物流英语词汇总结大全以下是一些常用的物流英语词汇：1. Shipment: 货物，装运2. Freight: 运费3. Carrier: 运输公司4. Consignment: 托运5. Warehouse: 仓库6. Cargo: 货物7. Packaging: 包装材料8. Customs: 海关9. Export: 出口10. Import: 进口11. Bill of lading: 提单12. Tracking number: 运单号13. Delivery: 交货14. Transit: 运输15. Supply chain: 供应链16. Distribution: 分销17. Logistics: 物流18. Inventory: 库存19. Pallet: 托盘20. Container: 集装箱21. Manifest: 舱单22. Clearance: 清关23. Invoice: 发票24. International: 国际25. Domestic: 国内26. ETA (Estimated Time of Arrival): 预计到达时间27. ETD (Estimated Time of Departure): 预计离港时间28. LTL (Less than Truckload): 零担货运29. FTL (Full Truckload): 整车运输30. Palletizing: 托盘包装31. Carton: 纸箱32. Air freight: 空运33. Sea freight: 海运34. Rail freight: 铁运35. Road freight: 公路运输36. Warehouse management: 仓库管理37. Reverse logistics: 逆向物流38. Cross-docking: 直通配送39. Supply chain management: 供应链管理40. Third-party logistics: 第三方物流。
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物流管理创新:基于供应链系统的研究摘要物流是实现商品的价值，使物理实体从生产者到消费者之间的体力活动。
通过供应链管理系统，物流系统与供应链的特点是统一规划，呈密集的优势，并进一步带来敏捷物流系统，有效地提高了企业的运作效率，从而有可能为企业创造更多的收入。
物流供应链管理系统，创新是现代企业的发展趋势。
关键词物流管理；供应链管理；供应链管理系统通用电气公司前总裁杰克。
韦尔奇说：“如果一个企业在物流供应链是没有竞争力，就干脆不要竞争”[1]。
这些不同的供应链管理物流管理供应链管理的一个重要组成部分，传统的方法和物流管理的意义，反映了新的要求和有竞争力的战略思想。
在供应链管理系统，物流管理起着至关重要的作用，虽然合作和协调的供应链管理的一个重要特征，但如果不是无缝物流系统，不加强规划能力建设物流网络，在不增加快速重组物流工作流程的能力，这将使得供应链之间同步，并行，快速的能力，以适应市场的折扣。
从某种意义上讲，供应链的物流网络是一个扩展，是原产地到最终消费者的产品，从原材料的信息增值服务。
在这种条件下的理解，我们必须强调供应链和物流网络一体化，供应链管理环境下的物流创新，提高物流管理，市场状况和消费者需求的变化，变得更加敏捷的反应，从而使操作灵活。
这不仅将促进物流企业的发展，使企业进入市场和可持续发展，根据现有的势头，但也促进物流企业客户服务策略和供应链管理，发展战略本身。
首先，现代企业物流管理。
物流贸易伙伴的概念，特点与发展和环境的变化，从最初的主要运动，重点物资的功能，中间手段的生产和消费之间的连接强调对客户的需求和物流活动的效率，并注意以顾客满意是相对比较成熟的物流理念，物流活动的效率和整合，不断丰富和更新。
发展现代物流的概念是从被动，从属上升到业务战略的重要组成部分的运作，物流本身的概念的概述和总结活动的管理水平提出的物流活动。
这表明，物流管理的最终目标是要满足顾客的需求和企业的战略目标，包括整个供应链（从供应商，一直到客户）的物流成本，客户服务水平和企业的投资收益权衡。
与传统的物流概念相比，现代物流的范围和边界，系统的概念，性质和地位，目标的概念，目标，功能定位等，呈现以下特点：（一）物流整体最佳为目的的产品供应体系，从现代物流的角度协调整合下现代物流管理系统不是一个单一的生产，销售或经营的问题，但包括供应商，批发商，零售商及其他相关公司，包括整个统一体的共同活动，使物流管理已成为供应链管理[2]。
从战略管理的角度，整个企业的组织，加强所有企业之间的关系，以实现供应链价值管理的全过程流通过程中的物流运作的现代物流管理命令和优化供应链。
（二）现代企业物流的客户服务，物流，物流管理，客户服务是物流背后的推动力是传统的观点，“内部问题”，不仅会影响身体内的组织，它提供的服务在内部生产或销售;现代物流，物流是“外部事物”，组织外部客户提供服务。
相应地，以核心的经营理念转变，从生产营销和客户服务。
为客户服务的价值，而企业的物流活动的上游和下游生产过程中的扩展。
通过提供客户所需的服务，积极追求自身的贸易不断扩大，强调客户服务，实现了从与竞争对手差异化。
（三）现代企业物流管理信息网络的依赖于一个高度发达的和全面，准确的市场信息，以实现企业经营目标和整个信息化已成为物流管理的核心，实现其供应链的效率，物流活动必须了解和反映市场需求，并反馈到供应链的所有方面，生产和管理决策，以确保正确和顺利繁殖。
总之，现代物流企业和其他组织是身体的“先驱”，是确定的生产和销售创造价值的业务。
管理的基本任务是：通过物流服务提供给客户满意，以推动收入的增长，同时实现生产的货物从原料供应到最终客户，分配全过程的物流成本的降低[3]。
因此，如何组织物流成本，不仅是“手段”和“战略”，更是扩大销售和增加利润“策略”。
其次，物流管理在中国的地位现代物流业作为一个新兴的工业园区近年来在中国取得了快速发展，社会物流需求高速增长。
物流业增加值稳步上升，物流总成本趋于稳定。
据统计，2004年中国社会物流总额超过38亿元，同比增长近30％。
中国的物流市场是巨大的，现代物流业的发展前景。
在此背景下，各类物流公司的快速增长，传统的运输，储存，运输，货运和其他业务的企业也加快了结构调整和资源整合的步伐，在努力扩大和升级的新的物流企业规模，民营和外资物流企业的水平有上升趋势，并加入。
目前，不同所有制，不同的商业模式，在不同规模的物流企业共同发展的格局已经形成。
中国物流业从目前情况看，“现代物流”的业务或仓储，物流服务的基础上通过的延长和方式的改革到物流公司的运作企业的运输物流的一部分特点，它的一些是以满足物流市场的需求，到一个新的物流运作物流业务的内容，包括第三方物流企业和物流服务为主要内容的第四方物流企业提供信息。
然而，与西方发达国家相比，我国的物流业起步更晚，占GDP的比重，物流成本仍然过高，物流贫困的整体效率。
落后的管理体制，在中国物流业的发展仍是“小，多，散，弱”的状态，分散经营的患病率，功能单一，自动化程度低，布局不合理，高新技术企业水平联合薄弱，服务意识和服务质量不能令人满意等，难以满足物流需求。
特别是在以下几个方面：（一）传统的管理理念和物流效率的管理由传统的计划经济体制的影响，中国仍然保留着相当数量的企业“大而全”，“小”，“产，供，销一体化，”一站式存储和运输“的经营组织，后勤和组织的活动主要依靠内部组织的自我服务完成前未能充分整合的整合不能在供应链管理实施的采购，仓储，配送功能，不利于社会分工[4]。
这种分散的，级别低的物流成本管理活动，主要责任将不可避免地导致不清，难以突出的物流管理的好处。
（二）物流服务的业务是不全面和深刻的认识随着经济的发展，物流服务的要求越来越个性化，多元化经营，销售物流服务已成为一个差异化战略的重要组成部分。
但许多公司在中国的物流服务要素和服务标准，有限的资源，物流服务，所有客户和所有的产品同样的发展，往往会影响特定的物流服务的性能，以及由此产生的客户满意度。
此外，物流服务管理仅由物流部门以及物流服务单独实施等有没有时间去检查实施物流服务的价值。
（三）物流管理手段落后首先，仍然是我们的物流基础设施还不完善。
旧的仓储设施，功能单一，设备陈旧，运行效率低，工作质量不高，难以适应现代物流业的运营商的需求。
其次，物流基础设施和装备水平低，缺乏一个统一，规范的标准，导致在运输，装卸物品，存储领域是难以实现一体化，整个流程。
再次，物流和现代信息技术的普及，流场还不高，发展不均衡，有没有企业之间的信息接口，这是难以实现物流企业与用户之间的净营运及供应链管理。
在物流管理中，许多公司仍然在用笔和纸的时代，一些企业可能会配备了电脑，但没有形成系统，但没有形成网络，同时也缺乏物流EDI，个人电脑，人工智能，专家系统，通信，条码扫描和其他先进的信息技术，物流作业自动化水平低。
免费报纸的链接下载到中国互联网络信息中心（CNNIC）调查显示，“送货耗时，渠道不畅是网上物流最大的问题，”比例上升（7月1999年7月2001年的调查数据Center.According 4 6％，分别为9.2％，10％和9.86％），表明水平的物流技术和物流管理的滞后，物流配送体系不完善和物流日益明显的发展之间的矛盾，并开始吸引越来越更多的关注。
（四）程度低的信息物流在信息技术支持的情况下，物流信息本身被划分在不同地区和不同的功能。
信息分散，信息处理能力，其结果是处理之间的上游和下游的物流供应链优化和物流功能整合的基础上无法进行，造成重复的活动，物流业务，准确性差，响应变化在市场需求难以形成快速反应能力等，这不仅影响每个企业的物流效率的运作，提高资金和资源，采取物流打开，而且也直接影响供应链的整体竞争力。
（五）后勤人员缺乏随着中国的加入WTO和逐步形成世界制造业中心，全球采购和全球销售的大型国际物流系统的形成，企业需要的是精通进出口贸易，海关服务，电子商务，采购系统，供应供应链管理，国际法的复合型物流人才。
但随着现代物流在国民经济中的重要作用和区域的经济和在中国的物流相比，其增长速度落后于教育和人员培训，不仅是不够的，结构单一，远离满足社会的需要。
综合物流人才的短缺尤为严重，一直是制约中国物流业的现代化。
再次，供应链管理系统，物流创新供应链管理系统不再是传统的物流管理，以确保生产过程的连续性，但通过活动的有效完成物流网络，以提高价值链之间的关系，以确保供应链之间的同步，并行操作能够实现快速响应市场，增强竞争优势，并自提供基本的保护[5]。
因此，物流过程管理和物流能力，直接影响到对供应链的整体竞争力的实力水平。
中国物流业目前没有打破地域界限和部门垄断，仍停留在传统的仓储和运输物流企业转型的简单过程，有没有真正意义上的全球物流管理的角度。
和跨国公司全球物流管理的战略和发展趋势，中国企业，尤其是缺乏物流管理是管理创新。
创新是企业生存的原动力。
业主作为物流企业的主体，创新应采取以提高他们的竞争力。
作为主要模式如下：（一）物流服务的创新建立一个新的物流服务理念，是促进客户的概念，需要第一。
这就要求企业改变了以往的规模经济效益，获得的主要思路，建立多样化，个性化，甚至达到一个新的物流服务的需求。
1.导入先进的物流服务理念。
物流连接生产和再生产，生产与消费的桥梁和纽带，需要一个强大的服务。
国外物流业的定义是由于服务。
因此，物流的核心概念是服务理念。
学习先进的物流方式，我们首先必须掌握先进的物流理念，客户服务（CS）或客户价值（CV）的概念的概念。
通过客户访谈，客户的需求评估，第三方调查等，寻找客户的最强烈的愿望是确定物流需求水平的基本方法。
其次，综合物流服务，以提升客户价值为目标。
通过分析供应链是否为客户创造价值，是否要增加客户的经济竞争带来的好处是否实现与减附加值相对差异化的服务，为企业客户，以及扩张的成本。
2.物流服务创新。
为客户服务，价值和其他方面的期望越来越高，物流管理必须以客户为导向，旨在重新定义物流客户服务，交通运输，仓储，配送等功能和服务内容，创新服务，为客户提供差异化的，个性化的物流服务。
第一，增值物流服务的基本服务的延伸。
现代物流服务应根据客户的需求，并继续发展综合服务，包服务，包括流通，加工，个性化的包装，产品回收和其他服务，在此基础上，加强增值服务，以服务的个人，以显示与市场参与者的差异。
增值为客户服务的经验，以优质的服务的好处。
第二，物流管理服务，以服务功能的延伸。
物流服务是根据客户的管理，完成物流功能，但在客户管理中所涉及的物流，将全部连接起来，有机的物流能力，物流系统的高效运作。
因此，企业在发展物流服务，物流管理水平的服务，包括客户物流系统优化，物流，业务流程再造工程，订单管理，供应商协调，客户服务，以便提供一个物流的问题解决方案，实现客户的“一站式”服务。