港口區(qū)域化港口發(fā)展的一個新階段

1、本科畢業(yè)論文外文翻譯外文題目：Port regionalization: towards a new phase in port development出 處：MARIT . POL. MGMT.,JULYSEPTEMBER 2005VOL.32, NO. 3作 者：Notteboom.TheoE Rodrigue.Jean-Paul原文：Port regionalization: towards a new phase in port development Logistics integration and network orientation in the port and marit

2、ime industry have redefined the functional role of ports in value chains and have generated new patterns of freight distribution and new approaches to port hierarchy. Existing models on the spatial and functional evolution of ports and port systems only partially fit into the new freight distributio

3、n paradigm. This paper aims to add to existing literature by introducing a port regionalization phase in port and port system development. It is demonstrated that the regionalization phase and associated hinterland concepts demand new approaches to port governance and a functional focus that goes be

4、yond the traditional port perimeter.1. IntroductionInland distribution is becoming a very important dimension of the globalization/maritime transportation/freight distribution paradigm. Customers are calculating the total logistic cost of transporting containerized goods, implying that current effic

5、iency improvements in logistics, namely for container transportation, are derived for a large part from inland distribution. The development of global supply chains increased the pressure on the maritime haul, on port operations and, last but not least on inland freight distribution. Inland accessib

6、ility as such has become a cornerstone in port competitiveness.This contribution provides a conceptual approach to porthinterland relationshipsin a changing market environment. The paper aims to discuss and extend existing models on the spatial and functional development of individual port terminals

7、 and larger port terminal systems. A regionalization phase in port and port system development is introduced and further substantiated. The paper furthermore elaborates on governance issues linked to the regionalization phase and the development of sustainable hinterland concepts that add to a ports

8、 competitive position.2. Port terminals and inland freight distribution2.1. Port developmentOne of the most widely acknowledged conceptual perspectives on port development is the Anyport model developed by Bird. Starting from the initial port site with small lateral quays adjacent to the town centre

9、, port expansion is the product of evolving maritime technologies and improvements in cargo handling. Three majorsteps can be identified in the port development process identified by Anyport setting, expansion and specialization. The three phases depict well port development processes, especially in

10、 large traditional ports. The model remains a valid explanation of port development. However, the model has some weaknesses in view of explaining contemporary port development.First of all, it does not explain the recent rise of seaport terminals that primarilyact as transhipment hubs in extensive m

11、aritime hub-and-spoke and collection anddistribution networks. Increased cargo availability has triggered changes in vessel size, liner service schedules and in the structure of liner shipping. Carriers and alliances have reshaped their liner shipping networks through the introduction of new types o

12、f end-to-end services, round-the-world services and pendulum services, especially on the main eastwest trade lanes. As a result, a new breed of terminals has emerged along the eastwest shipping lanes at unlikely places far away from the immediate hinterland that historically guided port selection. T

13、hese sites have been selected to serve continents and for transhipping at the crossing points of trade lanes. They rely heavily, sometimes completely, on traffic flows that are distantly generated by the interaction of widely separated places and stimulated by the ports en route location or intermed

14、iacy. The model of Bird does not provide a base to explain the emergence of hub terminals in offshore or island locations with limited or no local hinterlands.Second, the Bird model does not include the inland dimension as a driving factorin port development dynamics. This paper proposes a new phase

15、 of port development,with stronger links with their hinterland, but also of intermediary/transshipment ports, with stronger links with their foreland. Although these two functions are not mutually exclusive, it appears that due to geographical considerations, such as proximity and intermediacy to pr

16、oduction and consumption, ports are specializing in one function. Regionalization expands the hinterland reach of the port through a number of market strategies and policies linking it more closely to inland freight distribution centers. The phase of regionalization brings the perspective of port de

17、velopment to a higher geographical scale, i.e. beyond the port perimeter. This point will be substantiated further is this paper.2.2. Port terminal systems and port regionalizationThe phase of port regionalization not only expands the Anyport model of Bird. Italso extends the existing literature on

18、the spatial development of seaport systems in relation to maritime and hinterland networks. The model of Taaffe et al.suggests an increasing level of port concentration as certain hinterland routes develop to a greater extent than others in association with the increased importance of particular urb

19、an centers. The geographical system would evolve from an initial pattern of scattered, poorly connected ports along the coastline to a main network consisting of corridors between gateway ports and major hinterland centers.Similarly to the Bird model, the models on port system development up to now

20、(a) did not explain the recent rise of new hub terminals and (b) did not incorporate inland freight distribution centers and terminals as active nodes in shaping load centre development. This paper proposes a revised model on port system development founded on two extensions.3. Substantiating the re

21、gionalization phase3.1. Port regionalization and logistics integrationThe transition towards the port regionalization phase is a gradual and market-driven process, imposed on ports, that mirrors the increased focus of market players on logistics integration. The tendency towards logistics integratio

22、n in the port and maritime industry and the impact of changes in logistics on the functional role ofports in value chains are well documented in recent literature. Robinson places the role of seaports within a new paradigm of ports as elements in value-driven chain systems. Notteboom and Winkelmans

23、and Heaver et al. primarily discuss logistics integration and the changing role of port authorities in the new logisticrestructured environment, while Martin and Thomas address structural changes in the container terminal community.The level of functional integration of land distribution is increasi

24、ng rapidly. Many distribution functions that used to be separated are now controlled by a single entity. In a conventional situation, the majority of distribution activities were performed by different entities ranging from maritime shipping lines, shipping and custom agents, freight forwarders and

25、rail and trucking companies. Regulations were often preventing multimodal ownership, leaving the system fragmented. The shift from one segmentto the other was characterized by additional costs and delays either administrative or physical (namely intermodal). With an increasing level of functional in

26、tegration many intermediate steps in the transport chain have been removed. Mergers and acquisitions have permitted the emergence of large logistics operators that control many segments of the supply chain (mega-carriers). Technology has played a particular role in this process namely in terms of IT

27、 (information technology)(control of the process) and intermodal integration (control of the flows).Logistics integration thus requires responses and the formulation of strategies concerning inland freight circulation. The responses to these challenges go beyond the traditional perspectives centered

28、 on the port itself. Port regionalization thus represents the next stage in port development (imposed on ports by market dynamics), where efficiency is derived with higher levels of integration with inland freight distribution systems. Containerization, intermodality and ICT (information and communi

29、cation technology) enhance the spatial and functional reconfiguration among logistics nodes. In discussing the functional development of the port of Rotterdam in the Netherlands, Van Klink used the term borderless mainport to describe the functional development from port city to port network . Many

30、ports are reaching a stage of regionalization in which market forces and political influences gradually shape regional load center networks with varying degrees of formal linkages between the nodes of the observed networks.3.2. Corridors and inland terminals as cornerstones in port regionalizationTh

31、e corridor is the main paradigm of inland accessibility as it is through major axes that port terminals gain access to inland distribution systems. Since loading/discharging operations form fundamental components of intermodal transportation,regionalization relies in the improvement of terminals act

32、ivities along and at either side of the corridors. This involves a higher level of integration with intermodal transport systems, namely with on-dock rail transhipment facilities and the use of fluvial barges. The new function of port terminals requires the elaboration of inland terminals to accommo

33、date new portinland linkages.The immense pressure on the collection and distribution networks caused by changes in the hierarchy of port systems has always demanded and promoted the development of inland terminals. These terminals are established as part of a new concept in freight distribution and

34、the changing role of the ocean carrier and other market players in the entire transport journey. The development of rail hubs and barge terminal networks in the hinterland is aimed at contributing to a modal shift from road transport to rail and barge, and as such enhances the regionalization phase

35、in port and port system dynamics. Inland terminals might transfer a part of the collection and distribution function inland away from the ports, thus preventing a further overcrowding of limited seaport areas.3.3. The role of freight distribution centers in regionalizationThe development of inland t

36、erminals is not sufficient by itself to ensure an efficient port regionalization and inland distribution. Infrastructures servicing freight are required at a location of convergence of inland freight, a function assumed by distribution centers where vast quantities of freight are processed.Freight d

37、istribution centers come to the fore as turntables for low-end and highend value-adding logistics services and develop a strong orientation on short transit times. Logistics platforms incorporate additional functions such as back-officeactivities. While setting up their logistics platforms, logistic

38、s service providers favor locations that combine a central location (i.e. proximity to the consumersmarket) with an intermodal gateway function. Seaports and sites along hinterland corridors typically meet these requirements.4. Governance issues in the regionalization phaseThe port itself is not the

39、 chief motivator for and instigator of regionalization.Regionalization results from logistics decisions and subsequent actions of shippersand third-party logistics providers. This observation does, however, not imply ports should act as passive players in the regionalization process. The regionaliza

40、tion phase demands appropriate port governance structures to be in place to face the challenges posed by changing porthinterland relationships. The governance framework should recognize the rights and potential contribution of the various stakeholders in developing new approaches to porthinterland i

41、ssues. This section explores some of the main governance issues port authorities and other stakeholders face in the transition towards a regionalization phase.4.1. Changing the geographical scope of port governanceIn the regionalization phase logistics chains have become the relevant scope of port c

42、ompetition. The success of a port will depend on its capability to fit into the networks that shape supply chains. In other words, the port community has to fully benefit from synergies with other transport nodes and other players within the networks of which they are part. This supports the develop

43、ment of broader regional load center networks, serving large logistics poles. The availability of powerful information channels and systems and the capability of having a knowledge transfer among companies are two of the main determinants for the success of logistics polesand associated regional loa

44、d center networks.4.2. The role of port authoritiesThe public sector has redefined its role in the port and shipping industries through privatization and corporatization schemes. With the reassessment of the role of the government much attention is now paid to governance issues in ports and shipping

45、. The role of seaport authorities in governingthe regionalization phase will slightly differ according to the type of port exploitation.5. ConclusionsRegionalization represents a new phase in the development of port systems, which has traditionally focused on the port itself. In this phase, inland d

46、istribution becomes of foremost importance in port competition, favoring the emergence of transport corridors and logistics poles. The port itself is not the chief motivator for and instigator of regionalization. Regionalization results from logistics decisions andsubsequent actions of shippers and

47、third party logistics providers. Port authorities are invited to embrace and enhance the regionalization process in view of addressing current port-related challenges, mainly congestion, growing costs, limited handlingcapacity and the generation of additional traffic while being able to answer the r

48、equirements of modern freight distribution. With a more efficient access to the hinterland, mainly through modal shift, port competitiveness is thus increased. This also leads to questions with respect to the limits of port regionalization in terms of capacity and cost efficiency.The strategic scope

49、 of port authorities should go beyond that of a traditional facilitator. Port authorities can play an important role through an active engagement in the development of inland freight distribution, information systems and intermodality.Direct and indirect forms of networking with nodes and market pla

50、yers constituteprobably the most important role for port authorities in the regionalization phase, as gaining competitive advantage will more and more become a matter of going beyond the port boundaries both in terms of physical investments and managerial capabilities.譯文：港口區(qū)域化：港口發(fā)展的一個新階段物流一體化、網(wǎng)絡(luò)化的發(fā)展

51、重新定義了在港口及航運(yùn)業(yè)的價值鏈中港口功能的作用，并產(chǎn)生了新的貨物配送模式和港口層次的新方法?，F(xiàn)有的港口和港口系統(tǒng)演化模型空間和功能只是部分適應(yīng)新的貨物配送模式。而本文旨在通過增加現(xiàn)有文獻(xiàn)研究港口區(qū)域化階段港口及港口體系的發(fā)展。結(jié)果表明，這種區(qū)域化階段和相關(guān)概念要求新的方法來治理港口及功能集聚，超越了傳統(tǒng)的港口界定。1、Introduction引言內(nèi)陸分布正在成為全球化、海上運(yùn)輸、貨物配送模式非常重要的一個方面?？蛻羰怯嬎慵b箱貨物運(yùn)輸物流的成本總額，這意味著當(dāng)前物流效率的提高即集裝箱運(yùn)輸大部分是根據(jù)內(nèi)陸分布的。全球供應(yīng)鏈的發(fā)展增加了海上運(yùn)輸?shù)膲毫?，對港口業(yè)務(wù)以及同樣重要的內(nèi)陸貨物配送。因此內(nèi)

52、陸無障礙成為港口競爭力的基石。這方面的貢獻(xiàn)是提供了一個港口腹地關(guān)系的概念在不斷變化的市場環(huán)境中。本文旨在討論和擴(kuò)展個別港口碼頭和大型港口碼頭系統(tǒng)現(xiàn)有模型空間和功能發(fā)展。進(jìn)一步介紹和證明“區(qū)域化”在港口和港口系統(tǒng)的發(fā)展情況。本文還詳細(xì)闡述了區(qū)域化階段的治理問題和可持續(xù)發(fā)展腹地的概念，提升港口競爭水平。2、港口碼頭和內(nèi)陸貨物配送2.1港口發(fā)展港口發(fā)展概念中最普遍承認(rèn)的觀點(diǎn)是Bird的Anyport模型。開始從最初的小側(cè)碼頭港址毗鄰市中心，港口擴(kuò)展通過改進(jìn)產(chǎn)品和不斷發(fā)展海上貨物處理技術(shù)。而港口發(fā)展過程的三個主要步驟可確定為Anyport設(shè)置、擴(kuò)張和專業(yè)化。這三個階段描述港口發(fā)展過程，特別是在大型的傳

53、統(tǒng)港口。該模型也可以合理解釋港口發(fā)展。然而，該模型在解釋現(xiàn)代港口發(fā)展時存在一些缺陷。首先，它不能解釋新興海港碼頭的崛起，主要作為轉(zhuǎn)運(yùn)中心在航運(yùn)樞紐及收集和分銷網(wǎng)絡(luò)的作用。增加貨物會引起船只體積、班輪服務(wù)時間表和班輪運(yùn)輸結(jié)構(gòu)的變化。運(yùn)輸公司和聯(lián)盟已經(jīng)通過引進(jìn)新型的點(diǎn)對點(diǎn)服務(wù)、環(huán)球服務(wù)改造班輪運(yùn)輸網(wǎng)絡(luò)，特別是在主要的東西方貿(mào)易通道。因此, 一種新型的方式已經(jīng)出現(xiàn)在東西航線，遠(yuǎn)離毗鄰的內(nèi)陸地區(qū)引導(dǎo)港口是歷史的選擇。而這些地方被選為大陸和貿(mào)易通道的過境點(diǎn)。它們嚴(yán)重依賴，有時完全靠交通流產(chǎn)生的相互作用產(chǎn)生分離很遠(yuǎn)的地方刺激了港口的中間位置或中介性。Bird模型不提供相應(yīng)解釋離岸中心的出現(xiàn)或島嶼位置有限也

54、沒涉及內(nèi)陸腹地。第二，Bird模型不把內(nèi)陸腹地作為一個港口發(fā)展動態(tài)的驅(qū)動因素。本文提出了一個港口發(fā)展的新階段,它們不僅與腹地密切聯(lián)系，而且與沿海地區(qū)的中介、轉(zhuǎn)運(yùn)港口有較強(qiáng)的聯(lián)系。雖然這兩種功能并不是相互排斥的，但由于地理因素，如果與中介性的生產(chǎn)和消費(fèi)接近，會成為港口專業(yè)化的一種功能。區(qū)域化擴(kuò)大了港口的腹地，通過了一系列的市場策略和政策更緊密地連接內(nèi)陸貨物運(yùn)輸配送中心。在區(qū)域化階段使港口發(fā)展到了更廣闊的地區(qū)，擴(kuò)大規(guī)模，即超越了港口的邊界。這一點(diǎn)將得到進(jìn)一步的證實(shí)。2.2港口終端系統(tǒng)和港口區(qū)域化港口區(qū)域化階段不僅擴(kuò)展了Bird的Anyport模型，它還增加了現(xiàn)有文獻(xiàn)有關(guān)海港系統(tǒng)與腹地的發(fā)展。塔夫等

55、人建議該模型增加港口集中水平作為腹地路線發(fā)展能夠在更大程度上比其他方式增加特色城市中心的重要性。地理位置將逐步從最初分散的、不良港口沿海岸線發(fā)展成為主要港口和腹地中心的走廊。類似于Bird模型，該模型從港口系統(tǒng)發(fā)展到現(xiàn)在，一是沒有解釋最新的樞紐中心的崛起，二是未納入內(nèi)陸貨物配送中心及塑造負(fù)荷中心發(fā)展積極節(jié)點(diǎn)終端。本文提出了一種新的修正模型建立在港口系統(tǒng)開發(fā)的兩方面擴(kuò)展。3、證實(shí)區(qū)域化階段3.1港口區(qū)域化和物流一體化港口區(qū)域化的過渡階段是一個漸進(jìn)的,以市場為導(dǎo)向的過程，港口實(shí)行反應(yīng)市場參與者對物流一體化的日益重視程度。在港口及航運(yùn)業(yè)中物流傾向于一體化，物流變化影響價值鏈的功能作用在最近的文章中得到證實(shí)。羅賓遜認(rèn)為港口位置的作用成為一個新典范在價值鏈系統(tǒng)。Notteboom、Winkelmans、Heaver等人主要討論物流一體化和港口當(dāng)局不斷變化的作用在新的物流結(jié)構(gòu)環(huán)境中，而馬丁和托馬斯認(rèn)為地址結(jié)構(gòu)變化影響集裝箱碼頭區(qū)域。功能一體化會迅速增加土地資源。許多功能曾經(jīng)是分開的現(xiàn)在集中于一體。在傳統(tǒng)的情況下，大多數(shù)的分布活動在海上運(yùn)輸、海運(yùn)、海關(guān)當(dāng)局人