1、 外文翻译 原文 The Dry Port Concept 资料来源 : Department of Technology Management and Economics CHALMERS UNIVERSITY OF TECHNOLOGY Gteborg, Sweden, 2009 作者： VIOLETA ROSO The ambiguous frame of reference regarding the specific subject of dry ports formed the first issue to be discussed, and that is the clarifi
2、cation of the concept of dry port. Therefore, the very first task was to define the concept, i.e. to define the principles that characterize the concept. Hanappe (1986) relates to dry ports as multifunctional logistics centres with a variety of firms operating at the same site. This description corr
3、esponds to the concept of freight villages, according to the Economic Commission for Europe (2001), since this definition does not emphasize a connection to seaports nor does it specify the range of services offered at the terminals. Beresford and Dubey (1990), in their extensive survey of dry ports
4、 in Africa, use a dry port definition that corresponds to the definition of an Inland Clearance Depot, according to UN ECE (1998). Their definition is very specific regarding ownership and services, in particular customs clearance, although with no specification of the type of connection to a seapor
5、t. Furthermore, Beresford and Dubey (1990) emphasize the importance of a dry port as a common user facility that would promote the transfer of goods from origin to destination without an intermediate customs examination, the so-called through-transport concept. Terminals as physical plants that meet
6、 the business needs of a specific marketplace may take many forms, depending on the characteristics of the landscape, their proximity to the seaport and their location relative to the main rail infrastructure. This conscious and strategic development of intermodal terminals in the seaports hinterlan
7、d is approaching what we denote as dry ports. Based on the research findings, the following definition was formed: A dry port is an inland intermodal terminal directly connected to seaport(s) by rail where customers can leave/pick up their units as if directly to a seaport. Throughout the study the
8、definition emphasized the use of high capacity transport means, which includes rail and/or barge. The same has been done so because some existing dry ports or advanced intermodal terminals use both means of transport. However, the word “dry” has raised many discussions which in the case of use of ba
9、rges would be contradictory. On the other hand there is a concept of inland port which is defined by the use of barges. Therefore this dry port definition emphasizes the use of rail. Essentially, four functions take place at the freight terminal: transfer of cargo, mostly unitized, between two modes
10、; the assembly of freight in preparation for its transfer; the storage of freight awaiting pick-up; and delivery and the logistical control of flows (Slack, 1999). In addition to all functions mentioned above, services such as maintenance of containers, customs clearance, and other value-added servi
11、ces should take place at a dry port terminal in accordance with customers needs. Furthermore, dry ports are categorized into distant, midrange and close dry ports, based on their function and the location. The benefits of these categories are discussed in the next chapter. Therefore, this approach t
12、o the dry port concept might be characterized as one step towards a clarification of the concept, compared to Beresford and Dubey (1990). Although the two approaches share a common background, the former emphasizes a connection to a seaport as well as the environmental benefit and promotion of inter
13、modal transport, while the latters approach is more about transit cost savings and promotion of regional economic activity, among other advantages. The quality of the access to a dry port and the quality of the roadrail interface determines the dry ports performance. Scheduled and reliable high-capa
14、city transportation to and from the seaport is therefore necessary. To summarize the main features of a dry port: Intermodal terminal Situated inland Rail connection to a seaport Offers services that are available at seaports, such as container maintenance, storage of containers, forwarding, depot a
15、nd customs clearance Thus, dry ports are used much more consciously than conventional inland terminals, with the aim of improving the situation resulting from increased container flows, and a focus on security and control by the use of information and communication systems. The dry port extends the
16、gates of the seaport inland, with shippers viewing the dry port as an interface to the seaport and shipping lines. A simplified explanation of a dry port concept would be: movement of seaports interface inland. The purpose of the last paper was to test previously formed conclusions and therefore the
17、 results of that paper may serve as a conclusion here. The dry port concept is based on a seaport directly connected by rail to inland intermodal terminals, where shippers can leave and/or collect their goods in intermodal loading units as if directly at the seaport; this definition ideally represen
18、ts the dry ports reviewed in this study. Even the extra services offered at the studied dry ports, such as customs clearance and storage, correspond to those previously identified by various researchers. Other services, such as the maintenance of containers or forwarding, were not available at all t
19、he dry ports; therefore, they do not have to be considered as essential for the dry ports viability. Although this section is labelled as the answer to the primary research question, the one that was necessary as a base in order to further develop the concept, the same has an additional purpose as w
20、ell. The idea behind this first part of the study related to the definition of the dry port was to make a step towards the standardization of the definitions for logistics terms related to different types of freight terminals. The benefits from distant dry ports derive from the modal shift from road
21、 to rail, resulting in reduced congestion at the seaport gates and its surroundings. Since one train can substitute for about 35 trucks in Europe, the external environmental effects along the route are reduced. Today, seaports compete not only on tariffs and transhipment capability, but also in the
22、quality of inland access. This competition requires seaports to focus on transport links, on the demand for services in its traditional hinterland, and on development in areas outside their immediate market (Notteboom and Rodrigue, 2007). Consequently, apart from environmental benefits, a distant dr
23、y port also brings a competitive advantage to a seaport since it expands the seaports hinterland, i.e., improves the seaports access to areas outside its traditional hinterland by offering shippers low cost and high quality services. Rail operators benefit from distant dry ports simply by the moveme
24、nt of containers from road to rail, which increases the scale of their business. From the shippers perspective, a well-implemented distant dry port offers a greater range of logistics services in the dry port area. For environmentally conscious shippers it gives the option of using rail rather than
25、road, thus reducing the environmental impact of their products. The benefits of a midrange dry port are comparable to those of a distant dry port since the same serves as a consolidation point for different rail services, implying that administration and equipment specific to sea transport are neede
26、d at only one terminal away from the seaport. The high frequency achieved by consolidating flows, together with the relatively short distance, facilitates the loading of containers for one container vessel in dedicated trains. Hence, the dry port can serve as a buffer, relieving the seaports stackin
27、g areas. Implementation of a dry port in the seaports immediate hinterland enables the seaport to increase its terminal capacity and hence manage the problem of lack of space or inappropriate inland access. With increased terminal capacity comes the potential for increased productivity, since bigger
28、 container ships may call at the seaport. Road hauliers lose a marginal market share in terms of road-kilometres, but would still benefit from shorter waiting times at dry port terminals. In cities not allowing long or polluting road vehicles, calling at a close dry port is an alternative to splitti
29、ng up road vehicles or replacing them with less polluting vehicles. Identification and categorization of dry ports in Sweden resulted in the following conclusion: several intermodal terminals in the study could be categorized as advanced inland intermodal terminals for the certain seaport, or, given
30、 their rail connection to the seaport, as simple dry ports. However, even without all the extra services usually available at the dry ports some of the terminals might fulfil the role of a dry port for some actors in the transport system. At the time the study was performed none of the surveyed term
31、inals used the term dry port, nor had the complete dry port features been previously described. Dry port implementation generates set of advantages for the actors of the transport systems; these are summarized in Table 4. The most obvious benefit from environmental perspective comes from movement of
32、 containers from road to rail which results in less congestion on the roads as well as at seaport terminals, reduced emissions; and by that in reduced environmental effects. There is a general perception that environmentally friendly solutions involve high cost and therefore hinder economic growth;
33、therefore green logistics has always been seen as some sort of trade-off. However, lately, sustainable logistics solutions/concepts have become more important in everyday business, partially due to regulations but also due to customers environmental awareness. One can see from Table 4 that dry ports
34、 have the potential to generate environmental benefits on all levels and eventually those benefits can be translated into cost reductions, as, for example, less congestion on the road generates time and consequently cost savings for road carriers. Although a dry port implementation, as a sustainable
35、 logistics solution, involves significant investments for the owners, one should keep in mind that the same has the potential to gradually generate much higher total revenue for all actors of the system, not just for direct investors. Therefore, the dry port concept should be arranged as a joint ven
36、ture of all beneficiary stakeholders, of which the biggest one eventually is society. 译文 The Dry Port Concept 资料来源 : Department of Technology Management and Economics CHALMERS UNIVERSITY OF TECHNOLOGY Gteborg, Sweden, 2009 作者： VIOLETA ROSO 现在对无水港这一特定概念有许多不同解释 。因此 ， 第一任务 就 是 明确 概念 ， 即确定各项 指标 使之 形成完整
37、独立的概念。 Hanappe(1986)认为无水港是以一个内陆放为中心并拥有港口的各项功能的内陆场站 。这种描述与 货物联运 的概念 相 类似，而 欧洲经济委员会 认为 (2001)， 这个定义并不强调连接海港，也没有指定在终端提供的服务范围 ，所以还不完善 。 Beresford 和 Dubey (1990 年 )在非洲 对无水港进行了深入调查 ， 使用了 与内陆通关站有关的定义 （ 据联合国ECE(1998)） 。 他们的定义是非常具体 的 ，有关所有权和服务，特别是海关通关服务， 但是 没有对连接到海港途径的详细规定。此外，贝雷斯福德和迪比（ 1990）强调无水港作为一个 内陆港 设施，
38、将促进货物从原产地转移到目的地，因为中间只需一次海关检查，达到所谓的直通运输的概念。 符合有一定市场 需求的内陆场站 ，是 社会发展 自然 产生的，它们 以各种形式呈现， 这 取决于它们不同 社会环境 ，或它们与海港的接近程度，或主要铁路基础设施情况。有关这个在内陆并远离海港的综合终点站的定义与战略发展目标 接近我们 所说的 无水港。根据研究结果 ， 研究者 确 立了下面的含义 ： 无水港是一个内陆 综合的 联运终端直接 通过铁路 连接到 海 港 ， 在这儿 顾客可 直接 进出口 他们的 货物像到 海港 一样 。 在整个研究过程中 ， 定义强调了运输工具 的 高 度应用 ， 交通工具 包括铁路
39、 、公路 和驳船。 事实上 这 也是被认同的 ， 因为一些现有的 无水 港口或先进的 综合场 站都同时 使用两 种 或以上 运输方法。然而这个词 “ 无水 ” 引起了许多的讨论 ，如使用驳船 就与之相 矛盾 ，然而 内河港口 则是以使用 驳船 为基础的 。因此 这儿无水港强调 定义 中 强调使用铁路。 从本质上说 ， 货运码头 主要有四项职能 ： 运送 货物 ， 多 是两种 运输方式结合完成 ；组 装 货物等待被运出 ； 储存货运等待交 货 ； 投递交付和 以及后勤的流量控制 (Slack， 1999)。除了所有功能提到的 ， 集装箱 的维护 ； 海关通关服务 及其他增值服务 应顾客的需求无水
40、港也应具有 。 无水港也被分为长途的 、 中 途 的 、短途 的 无水港 ， 这取决于他们港口 的 功能和位置。这 样分类的好处将 在下一章加以讨论。 与 Beresford and Dubey (1990)的定义相比， 这个 分类 方法是 对 无水港概念可 的进 一步的 剖析 。尽管这两种方法有共同的背景 ， 前者强调海港 联系，保护 环境 的联系 和 综合交通方式的应用 ， 而后者的方法 是更 强调在 交通成本节省和促进区域经济 略胜一筹 。 进出 无水港的速度 和 运输基础设施 公路铁路连接好坏 决定了无水港的表现。 准时的 航班和可靠的大容量的运输 工具与海港的联系因此是必须的 。总结
41、无水港 的 主要特点 ： 综合式的 场 站 地处 内陆 铁路连接到海港 提供可在海港 受到的 服务 ， 如集装箱维修 与 储存 、 货运代理 、 仓库储存 和海关 通关 因此 ， 无水港 致力于解决 集装箱流量 增加 所造成的 问题， 并把焦点集中在安全控制 通过 利用信息和通讯系统 。这样无水港自然 比传统的内陆码头 使用更多。 无水港 把海港 的门 口 延伸 到了，运货人也把无水港看作是和 海港和运输线路 的妆口 。简单的解释的无水港的概念是 :接口内陆的运动海港 。 前段 文章 的目的是为了测试 先前得出的结论 ， 因此 前面得出 的结论 也可以做为这儿的结论 。无水港的概念是基于一个海
42、港通过铁路直接连接内陆 ， 在那里托运人可以 投递 和 /或收 到 他们的货物 通过 装载 货物装置 ， 像在海港一样 ； 这个定义代表 了 该研究报告审查的 无水港。 即使 无水港 提供了 额外的服务 ， 如 海关通关 、 仓储 、 根据先前被认同的各种各样的研究 。其他服务 ， 例如 集装箱的维修与储存 ， 尚未在所有的 无水港享受得到 ， 因此 ， 他们没有被认为是 无水港必须的功能。 虽然这 节 被标明为主 要研究问题的 答案 ， 为了 进一步发展理念 ， 必须以这个为基础。同时也为了一个附加的目的 。 第一部分的 有关无水港的 定义的 使有关不同货运站的物流术语的定义更加标准化。 远
43、途 无水港的好处源自公路 模式到 铁路模式 的 转换来自 ， 它 减 轻了海 港 门口 及周边地区 的拥堵 。 因为在欧洲 一辆 火车能代替约 35 辆 卡车 ， 还能减少 沿线外部环境影响。今天 ， 海港不仅竞争关税和转运能力 ， 也在于到达内陆的速度 。这个比赛需要 海港发展便利的交通提供内陆的各种需求 ， 同时直接 发展自己的周边 市场 (Notteboom 和 Rodrigue， 2007)。因此 ,除了环境效益、 长途 的 无水港也会带来的竞争优势 ， 扩大海港腹地 ， 即提高海港访问其传统腹地以外地区 ，提供 托运人 低成本、高品质的客户服务。铁路运营商受益于 长途 的无水港的集装
44、箱 公路与铁路之间的传输 ， 增加了他们的生意。从托运人的角度看 ， 装备不错的长途 的无水港 在无水港区 提供了一个更宽广的物流服务。 因为有 环保意识的托运人选择使用 铁路 而不是 公 路 ， 从而减少 了它们货物对 环境 的 影响。 中 距离 的 无水 港同样作为一个不同的铁路运输服务的整合点 与长途无水港可以媲美 ， 这意味着 特定于海上 管理和运输设备只 在 一个远离海港 的 终端 需要 。 在相对短的距离内， 高频实现 了 因定的 流动 量，如用 集装箱专用列车专门运载 集装箱。因此 ， 中途 无水港可以作为一个缓冲区 ， 减少 海港 堆积区 。 海港毗邻的内陆地区 无水港的启用
45、使 海港能 提高其终端 管理 能力 并解决 缺乏空间的问题或内陆交通不便的问题 。 不断增加的终端能力 增加了生产潜力 ，因为更大的集装箱船可以 停 在海港。 公 路运输者 会 失去一 小部分 的市场份额 跑路里程上 ， 但 无水港终端稍做等待也同样受益 。在城市污染车辆 长期行驶是不允许的 ， 在临近的无水港给 道路车辆 分类 或 直接更换成污染更少的车辆则是一种选择。 在瑞典识别和分类 无水港 无水港导致以下结论 ： 研究中一些综合性的终端站 能被 归 类为 为一定海港服务的 先进的内陆 综合 终端 站 ， 或用铁路连接海港的简单无水港。 然而 ， 即使没有 无水港中可以得到的额外 的服务
46、 ，一些终端站也会在交通系统中完成无水港的角色 。在当时的研究的实施没有调查的终端 站 使用该词 无水港 ， 也没有完全 无水港 特征 的 描述。 无水港实施产生运输系统的 一系列 优点 。从环保角度最明显的好处来自集装箱 从 公路 移 到铁路， 从而 减少 了 道路的挤塞情况，以及在 海 港码头的 终端拥挤情况 ， 也就是 减少排放 ； 减少对环境的影响。 最明显的受益于环境角度来看来自运动之路容器的轨道 ， 结果在更少的拥挤道路 ， 以及在港口码头 、 减少废气排放 ， 降低了环境效益。 有一种普遍的观念 ， 认为这一解决 环保问题就意味着高成本 ， 因此 会 阻碍经济增长 ， 所以绿色物
47、流一直以来被当成是某种妥协。然而 ， 最近可持续 后勤解决方案 、 概念已变得越来越重要 ， 部分由于 规章 条例 ， 同时也是因为客户的环境意识。你可以 知道 看无水港 有可能 在所有层次上 产生环境效益 ， 这些好处又 可转化为低成本 ， 比如 ， 不拥挤的道路上 ， 从而 节省时间，然后 节省了道路运输 成本 。虽然 无水港 实施为可持续发展 提供 物流解决方案 ， 包括了 业主 大量的投资 ， 人们应该记住 ， 相同的 方案同样 有潜力 为整个系统 逐渐产生更高的收入总额 ， 而 不仅仅是直接的投资者 受益 。因此 ，去解决无水港概念的事应该是有关企业收益的事， 不过 终究最大的 受益者是 社会。
