英语翻译Ports and maritime transport have existed for some thousands of years and havedeveloped in line with the evolution of international trade which has been inherentin shaping the modern world (Mangan et al.,2008).It is the backbone of global

英语翻译Ports and maritime transport have existed for some thousands of years and havedeveloped in line with the evolution of international trade which has been inherentin shaping the modern world (Mangan et al.,2008).It is the backbone of global
英语翻译
Ports and maritime transport have existed for some thousands of years and have
developed in line with the evolution of international trade which has been inherent
in shaping the modern world (Mangan et al.,2008).It is the backbone of global
trade,where more than 2000 ports around the world,from single berth locations
handling a few hundred tons a year to some of the world’s largest ports such as
Shanghai,Singapore and Rotterdam (World Bank,2001).
Figure 1 World container traffic/country league top 10 – 1981~2008 1000 TEUs
(Containerization International Yearbook,2010)
2
Although total freight varies according to regional economic structure,types of
commodities and freight origin/destination,global trade expressed in TEUs (world
container traffic) at country league top 10 trade corridors has grown exponentially
in recent years (see Figure 1).
The globalization of shipping and trade is resulting in increasing pressure on ports
in terms of re-exploring an interface between transport and economic activities.
Thus,the port industry is constantly confronted with challenges in order to be a
functional element within supply chains.These challenges trace back to two broad
categories:the containerization growth implications and the industrial business
dynamics,and in particular the recent movement toward demand management
strategy,i.e.,customer focus and quick response.
Liner shipping has experienced an explosion in container ship size.The maritime
part of the intermodal transport chains has employed ever larger ships to cope
with increasing transport demand and for facilitating lower unit costs as discussed
by Cullinane and Khanna (2000).With the latest vessels on order reaching 14,000
TEU (World Cargo News,2006) to fully utilize the economies of scale,progress
in ports and hinterland operations must match (Parola and Sciomachen,2005;
McCalla,2007).Such a dramatic increased capacity entails various input
scenarios upon container operation and the port logistics system (Cullinane and
Khanna,2000).As a natural impact,one of the independent shipping consultancy
estimates is that growth in container volumes has exceeded 10 per-cent annually
over the last fifteen years.Worldwide,container port demand is expected to
nearly double by 2015 as shown in Table 1.
Table 1 Forecast of container port demand by region to 2015 (Million TEUs)
Source:Ocean Shipping Consultants Limited,Press Release,March (2003)
However,the sea/land interface is only one element in the landside logistics
equation; the considerably more difficult task,though little regarded,is that of
defining the functionality and capacity of the sub-systems linked into the terminal
(Robinson,2002).These sub-systems are to reshape the landside logistics
patterns,which are a complex multimodal transport of networks linking the main

英语翻译Ports and maritime transport have existed for some thousands of years and havedeveloped in line with the evolution of international trade which has been inherentin shaping the modern world (Mangan et al.,2008).It is the backbone of global
翻得眼睛流泪啊,
港口和海运已存在数千年之久,并符合国际贸易的改革,正是这些变革塑造了现代世界（Mangan等2008年著）.这是全世界超过2000多个港口贸易的支柱,从仅仅只有几百吨装卸能力的单一港口到世界最大的港口上海,新加坡和鹿特丹（世界银行,2001年数据）.
图1世界集装箱运输/国家联盟前10位 - 1981〜2008 1000标准箱（集装箱化国际年鉴,2010年）
2、尽管总的运力根据不同地区经济结构,商品和货物原产地类型/目的地而不同.世界集装箱运输组织表示,全球前10位的贸易标准箱数量在近几年成倍增长（参见图1）.全球化航运和贸易在增加对港口的转口方面造成的压力,必须要探索出一种全球运输和经济活动之间的接口.因此,港口业不断面临挑战,以便使供应链的相关功能因素变得更强大.这些挑战可分为两大类：集装箱增长的影响,工业企业动态,特别是对需求管理策略,即以客户为中心和对最近的活动的快速反应.运输航线经历了集装箱型号猛增的变化.该多式联运运输链的海事船只越来越大,以应付日益增加的运输需求,并促进降低单位成本（卡利纳恩和康纳,2000年）.高达约14,000个标准箱（世界货运新闻,2006年）,以充分利用规模经济,在港口和腹地秩序行动的进展必须符合最新的船舶的要求（帕罗拉和Sciomachen,2005年；麦卡拉,2007）.在经历了这样一个戏剧性的能力提高后,货柜运作需要各种输入方案和港口物流系统（卡利纳恩和康纳,2000年）.作为一种自然的影响,航运咨询公司估计,在过去的15年内,每年集装箱量的增长已超过10%.在世界范围内,2015年货柜码头的需求预计将增长近一倍,如表1所示.
表1预测各地区的集装箱港口的需求,2015（万标准货柜单位）资料来源：海洋航运咨询有限公司,新闻发布,三月（2003年）
但海陆接口只是一个在陆上物流方程元素,虽然有相当多的困难任务,但是界定的功能和子终端的进入（罗宾逊,2002年）将提高供应链系统的能力.这些子系统是重塑陆上物流模式,这是一个复杂的网络连接主要多式联运模式.

港口和海上运输已存在了几千年的历史了,
本着演化发展的国际贸易所固有的
在推进现代世界(Mangan高庆宇,2008)等。它是全球的脊梁
贸易港口,在那里超过2000年在全世界范围内,从单一的睡床的地点
处理几百吨每年一些世界上最大的港口
上海、新加坡、鹿特丹(世界银行,2001)。
图1全球集装箱运输量/国家联赛第一10 - 1981年~ 2008...

全部展开

港口和海上运输已存在了几千年的历史了,
本着演化发展的国际贸易所固有的
在推进现代世界(Mangan高庆宇,2008)等。它是全球的脊梁
贸易港口,在那里超过2000年在全世界范围内,从单一的睡床的地点
处理几百吨每年一些世界上最大的港口
上海、新加坡、鹿特丹(世界银行,2001)。
图1全球集装箱运输量/国家联赛第一10 - 1981年~ 2008年1000个标准箱
(集装箱运输国际年鉴,2010年)
2
虽然总运费随地区经济结构的调整、类型的
商品和货物来源/目的地,全球贸易中所表达的货柜(世界
在国家联盟集装箱运输量)十大贸易走廊呈指数级激增
近年来(见图1)。
航运和贸易的全球化是导致压力逐渐增加的港口
在一个接口之间的re-exploring条款运输和经济活动。
因此,港口工业面临的挑战则是不断以成为一名
功能元素内的供应链。这些挑战追溯到两个大类
类:集装箱运输发展的工业企业和启示
动力学,特别是最近的事态朝着需求管理等
战略,即:以客户为中心,反应快速。
班轮运输的爆炸事件中,已经经历了集装箱船的大小。海事
多式联运的一部分链所采取的更大的船只应付自如
随着运输需求,并为促进降低单位成本作为讨论
通过Cullinane和康纳(2000)。 以最新的船舶对订单到达14000
TEU(世界货物新闻,2006)为了充分利用规模经济的进步
对港口和腹地操作必须匹配和Sciomachen(Parola,2005;
2007年McCalla)。 这样一个戏剧性的增长的能力需要各种输入
在容器操作情况以及港口

收起

港口和海运已经存在了数千年，并且已经和国际贸易的发展同步发展，而港口和海运也描绘出了现代世界的雏形（Mangan 美国东部时间2008年Mangan et al., 2008)）。它是全球贸易的脊梁，现在世界范围内共有超过2000个港口，不论是单个的每年处理几百吨货物的泊位还是一些世界上最大的港口，例如：上海，新加坡和鹿特丹（世界银行，2001年）。
特点1：世界集装箱运输/国家联盟 前十...

全部展开

港口和海运已经存在了数千年，并且已经和国际贸易的发展同步发展，而港口和海运也描绘出了现代世界的雏形（Mangan 美国东部时间2008年Mangan et al., 2008)）。它是全球贸易的脊梁，现在世界范围内共有超过2000个港口，不论是单个的每年处理几百吨货物的泊位还是一些世界上最大的港口，例如：上海，新加坡和鹿特丹（世界银行，2001年）。
特点1：世界集装箱运输/国家联盟 前十——1981~2008 1000个20寸标准集装箱（国际集装箱年鉴，2001年）
2虽然整个货运行业根据地区经济结构、商品和运输原产地/目的地（运输路线）的种类
2
Although total freight varies according to regional economic structure, types of
commodities and freight origin/destination, global trade expressed in TEUs (world
container traffic) at country league top 10 trade corridors has grown exponentially
in recent years (see Figure 1).
The globalization of shipping and trade is resulting in increasing pressure on ports
in terms of re-exploring an interface between transport and economic activities.
Thus, the port industry is constantly confronted with challenges in order to be a
functional element within supply chains. These challenges trace back to two broad
categories: the containerization growth implications and the industrial business
dynamics, and in particular the recent movement toward demand management
strategy, i.e., customer focus and quick response.
Liner shipping has experienced an explosion in container ship size. The maritime
part of the intermodal transport chains has employed ever larger ships to cope
with increasing transport demand and for facilitating lower unit costs as discussed
by Cullinane and Khanna (2000). With the latest vessels on order reaching 14,000
TEU (World Cargo News, 2006) to fully utilize the economies of scale, progress
in ports and hinterland operations must match (Parola and Sciomachen, 2005;
McCalla, 2007). Such a dramatic increased capacity entails various input
scenarios upon container operation and the port logistics system (Cullinane and
Khanna, 2000). As a natural impact, one of the independent shipping consultancy
estimates is that growth in container volumes has exceeded 10 per-cent annually
over the last fifteen years. Worldwide, container port demand is expected to
nearly double by 2015 as shown in Table 1.
Table 1 Forecast of container port demand by region to 2015 (Million TEUs)
Source: Ocean Shipping Consultants Limited, Press Release, March (2003)
However, the sea/land interface is only one element in the landside logistics
equation; the considerably more difficult task, though little regarded, is that of
defining the functionality and capacity of the sub-systems linked into the terminal
(Robinson, 2002). These sub-systems are to reshape the landside logistics
patterns, which are a complex multimodal transport of networks linking the main

收起