集成和瓦解的海洋运输港口和物流活动的经验性实例外文翻译.docx

1、集成和瓦解的海洋运输港口和物流活动的经验性实例外文翻译集成和瓦解的海洋运输、港口和物流活动的经验性实例外文翻译 本科毕业论文外文翻译外文题目:Empirical Evidence for Integration and Disintegration of Maritime Shipping, Port and Logistics Activities 出 处: discussion paper,200901作 者: Antoine FremontEmpirical Evidence for Integration and Disintegration of Maritime Shipping,

2、 Port and Logistics Activities In 50 years, containerisation has become the backbone of globalisation. That it has done so can be attributed to the beneficial interaction of three broad types of factor: technical, economic and organisational. In the beginning, containerisation was nothing more than

3、a simple technical innovation. However, as an intermodal tool, the container paved the way for new and long-term organisational models in the transport sector. These organisational factors challenged transport actors, who had to redefine the demarcation lines between their respective businesses in o

4、rder to bring reliable door-to-door transport chains with a global reach into operation. The opportunities that containerisation offered would have remained a dead letter had they not coincided with the deep upheavals in economic factors since the 1970s. The very strong growth in international trade

5、 in manufactured products, systematically higher than growth in international trade overall - itself higher than GDP growth - marks a deeper division in international labour, which was made possible only through the support of a strong transport system. Since its advent in the mid-1960s, containeris

6、ation has been bringing about the integration of the transport chain Brooks, 2000. At the same time, shippers logistics needs have been increasing steadily as they take advantage of the opportunities offered by globalisation to develop their production and/or distribution activities on an internatio

7、nal scale and this necessitates synchronisation of their activities in space and time through the introduction of logistics chains. The management of these chains is a source of control as well as providing a source of profit for all - forwarders, maritime or inland transport operators, forwarding a

8、gents or logistics specialists - who are involved in the these chains Heaver et al., 2001. All international transport companies now claim to be logistics operators capable of providing a customised response to the needs of their shipping clients. Meanwhile, logistics theorists, particularly academi

9、cs, demonstrate the organisational and economic advantages of putting in place logistics chains integrated as closely possible with the creation of the value chain, from the pre-production of goods through to the final distribution stage. What counts is no longer transport so much as the organisatio

10、n of logistics services for shippers. If they are to meet this demand, carriers would therefore have to integrate a whole series of logistics functions, which would mean extending thescope of their activities far beyond their original core business. However, one does need to question the termlogisti

11、csand whether there actually is integration as is assumed to be the case today. Is an ordinary port-to-port maritime transport service still essential? Does the shift to door-to-door transport services mean real vertical integration of the different modes of transport by a single operator? Does this

12、 integration lead to marginalisation of a firms original core business? Apart from actual transport, is the management of logistics chains for a shipper right from pre-production through to end distribution really as common as all that? In order to answer these questions, we will concentrate on the

13、biggest shipping lines. Today, they are key actors in transport chains by virtue of the global networks they have deployed Slack et al.,2002, the transport capacity they control - in 2007, over 80 per cent of containerised traffic was concentrated in the worlds top 20 shipping lines ? and the opport

14、unities that containerisation is giving them to establish themselves as logistics providers Evangelista, 2005, chiefly because they control the containers, which can be regarded as part of a vessels cargo hold. Containerisation has reportedly transformed maritime operators into fully-fledged logisti

15、cs firms capable of providing a basic door-todoor service but also of more extensive involvement in the management of entire logistics chains, including tracking and direct operations on the cargo itself. Our question is: is the apparent integration of logistics and port functions by shipping lines

16、actually a reality? How does their core business as maritime lines fare with the introduction of integration, which would tend to relegate maritime transport services to second place and appears to be determined by the very nature of containerisation? On an essentially qualitative basis, in the absence of complete quantitative data, our aim is to demonstrate that the involvement of scheduled shipping lines as logistics providers in a logistics chain is still very d