無水港帶來的影響【外文翻譯】

1、<p><b>　　外文翻譯</b></p><p><b>　　原文</b></p><p>　　Impacts resulting from dry ports</p><p>　　Material Source: The Dry Port Concept Author: VIOLETA

2、ROSO</p><p>　　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 definitio

3、n 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, th

4、e word “dry” has raised many discussions which in the case of use of barges would be co</p><p>　　Conventional hinterland transport is based on numerous links by road and only a few by rail,which is generally

5、 limited to serving major conurbations at relatively large distances from the seaport.Dry ports are divided into close,midrange,and distant dry ports.</p><p>　　The benefits from distant dry ports derive from

6、 the modal shift from road 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

7、 are reduced.Today,seaports compete not only on tariffs and transhipment capability,but also in the quality of inland access.This competition requires seaports to focus on transport links,on the demand for services in it

8、s traditional</p><p>　　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 administratio

9、n and equipment specific to sea transport are needed 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 co

10、ntainers for one container vessel in dedicated trains.Hence,the dry port can serve as a buffer,r</p><p>　　Implementation of a dry port in the seaport’s immediate hinterland enables the seaport to increase it

11、s 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 container ships may call at th

12、e 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 l</p><p>　　Identification and

13、 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 their ra

14、il 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 s

15、ystem.At the time the study was performed </p><p>　　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 e

16、nvironmental perspective comes from movement of 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.&l

17、t;/p><p>　　There is a general perception that environmentally friendly solutions involve high cost and therefore hinder economic growth;therefore green logistics has always been seen as some sort of trade-off.H

18、owever,lately,sustainable logistics solutions/concepts have become more important in everyday business,partially due to regulations but also due to customers’environmental awareness.</p><p>　　Dry ports have

19、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

20、for road carriers.Although a dry port implementation,as a sustainable logistics solution,involves significant investments for the owners,one should keep in mind that the same has the potential to gradually generate much

21、higher total revenue for all actors of the sy</p><p>　　The study concerning environmental evaluation of the dry port concept has been twofold,with regard to queues at the seaport terminal gates and CO2 emiss

22、ions.The results show that there is a 72-minute longer waiting time at the seaport terminal in the model without a dry port. Although it might not seem like a very long waiting time,one should bear in mind that this diff

23、erence comes as a result of four hours of simulation or approximately 70 trucks,while the seaport has an average</p><p>　　throughput of approximately 700 trucks per day(both for loading and unloading).Not ma

24、intaining a predetermined schedule for the arrival of trucks at a busy seaport terminal has been shown to be the major cause of congestion at a terminal.Long waiting times,apart from financial loss for carriers increases

25、 the risk of road accidents since truck drivers become anxious and might also avoid regular rests during transportation in order to arrive at the destination on time.</p><p>　　The results for CO2 emissions a

26、re based on a simulation for 35 trucks,which is equal to the average number substituted by one train in Sweden.The calculated CO2 emissions during simulation of the transport between terminals as well as during queuing(v

27、ery low speed driving)at the terminals are approximately 25% lower in the model with the dry port.This translates to approximately 1300 kilograms of CO2 less per train/35 trucks,and for the chosen case there should be tw

28、o trains per day,i.e.,about 7</p><p>　　Some seaport activities can easily be moved to dry ports;however,seaports that do not face a lack of space at their terminals will not gain by moving their storage area

29、 to an inland terminal.On the contrary they might lose a significant portion of the profit like in the case of the Port of G?teborg.The Port is located outside the city centre and has a sufficiently large storage area wi

30、th the possibility for expansion,and at present,the storing of containers brings in a significant amount</p><p>　　of revenue for the Port.This usually is not the case with big container ports and dry port as

31、 a depot is seen as the solution for the problem of lack of space.Since the inland terminal in this case is not owned by the Port,moving the storage from the Port to the dry port would imply giving away the profit.Theref

32、ore,the Port was not financially involved in the establishment of its inland terminals;however, the administrative part of the establishment as well as some adaptations at the port termin</p><p>　　improved t

33、he seaport’s access to areas outside its traditional hinterland.</p><p>　　When it comes to time savings that result from implementation of a dry port into a seaport transport system,one can see that the same

34、 can be obtained by eliminating queues at the seaport’s gates or by eliminating storage at the seaport.The latter does not represent a certain gain for the actors of the system since the containers need to be stored anyw

35、ay;whether at the seaport terminal or at the dry port makes no difference as long as the seaport does not face lack of storage space.The former,on </p><p>　　To summarize how the implementation of a dry port

36、into a seaport’s transport system influences physical and administrative flows at the seaport and by that the system;well,one does not need a case study to realize that some activities like ship loading/unloading cannot

37、be moved to an inland terminal.However,there is a whole range of administrative activities that would be moved inland with implementation of a dry port,specifically those related to handling truck related paperwork.Moreo

38、ver,some p</p><p>　　The survey on dry ports in the world identified the most common impacts in the form of advantages resulting from dry ports and the same fit into the previous findings on potential benefit

39、s from dry ports.Some advantages the dry ports bring to different actors in the transport system may easily be related to the impediments,or lack of the same.For instance,local environmental issues were not recognized as

40、 impediments by any reviewed dry port,and at the same time,as a majority of them are situated</p><p><b>　　譯文</b></p><p><b>　　無水港帶來的影響</b></p><p>　　資料來源: The

41、Dry Port Concept 作者：比奧萊塔羅索</p><p>　　無水港，顧名思義是指“無水的港口”，實際是指在內(nèi)陸地區(qū)建立的具有報關(guān)、報驗、簽發(fā)提單等港口服務功能的物流中心。在無水港內(nèi)設置有海關(guān)、動植物檢疫、商檢、衛(wèi)檢等監(jiān)督機構(gòu)為客戶通關(guān)提供服務。同時，貨代、船代和船公司也在無水港內(nèi)設立分支機構(gòu)，以便收貨、還箱、簽發(fā)以當?shù)貫槠疬\港或終點港的多式聯(lián)運提單。內(nèi)陸的進出口商則可

42、以在當?shù)赝瓿捎喤?、報關(guān)、報檢等手續(xù)，將貨物交給貨代或船公司。</p><p>　　通常內(nèi)陸交通系統(tǒng)是由大量的公路和少量的鐵路鏈接而成，貫通離海港比較遠的衛(wèi)星城。無水港可以被分為近距離，中等距離和遠距離無水港三種類型。</p><p>　　遠距離無水港可以從陸路到鐵路的運輸狀態(tài)轉(zhuǎn)化得到很多好處，也可以緩解海港入口及附近地區(qū)堵塞的問題。自從歐洲出現(xiàn)了一輛相當于35輛卡車運力的火車后，這條路線的

43、運輸受環(huán)境的影響越來越小。著名物流專家羅迪格與2007年指出，當今海港之間的競爭不僅要以關(guān)稅和轉(zhuǎn)運能力取勝，還要靠的是內(nèi)陸的接受能力。為了從競爭中脫穎而出，海港更應該關(guān)注的各種運輸方式的聯(lián)系。除了環(huán)境的影響以外，遠距離無水港也可以增強海港的競爭力。同時鐵路起重機操作員也可以從遠距離無水港得到好處，僅僅是把集裝箱從路上轉(zhuǎn)運到鐵路上，就能增加很多收入。從承運人的角度，運轉(zhuǎn)良好的遠距離無水港可以為他們提高豐富的物流服務。中距離無水港是相對與遠

44、距離的無水港而言的，是各種鐵路運輸服務的集合點。高頻率的物流是通過統(tǒng)一的物流，相對較短的距離實現(xiàn)的。這可以促進將集裝箱裝運至專用的火車上。</p><p>　　海港腹地中建造無水港無疑將增加碼頭容納能力。因此內(nèi)陸容納能力的低的問題將得以緩解。碼頭容納能力水平的不斷提升，更大的船只可以暫時停靠在海港，便帶來了生產(chǎn)力提高的可能。雖然承運人會由于無水港的建造損失少量長距離陸運的市場份額，但他們在無水港等待貨物裝載的時間

45、大大縮短，這對他們來說也是有利的。由于市區(qū)不允許駛?cè)氪笮偷暮臀廴据^大的汽車，因此?？吭诟浇臒o水港可以是一個不錯的選擇。</p><p>　　瑞典學者對無水港進行了定義和分類，得出以下結(jié)論：幾個聯(lián)運碼頭可以作為海港的高級內(nèi)陸聯(lián)運碼頭，或者將它們通過鐵路的方式進行連接，就形成了無水港。然而由于無水港并沒有完善的配套服務，一些碼頭站代替無水港參與到輸運過程中。當時，這些在調(diào)研中出現(xiàn)的碼頭并沒有使用無水港這個稱謂，而且

46、無水港這個以前從未被提及。</p><p>　　無水港的建立為運輸系統(tǒng)帶來了很大的便利。其中最明顯的是，從環(huán)境方面來講，由于集裝箱從汽車裝載到火車上，這很大程度上減少了環(huán)境對運輸過程的影響；同時也減輕了碳排放。</p><p>　　我們可以很明顯地看出，環(huán)保的解決方法必然需要付出巨大的成本，這就阻礙了經(jīng)濟的發(fā)展。因此，某種程度上講，綠色物流總是被看做兩者之間的平衡。然而最近由于法律法規(guī)的完

47、善和人們環(huán)保意識的提高，可持續(xù)發(fā)展的物流解決方案在當今的交易中變得越來越重要。新的方案就是無水港。因為無水港能給環(huán)境帶來各種益處，而這些益處最終將會轉(zhuǎn)化為成本的降低。比如說，由于道路變得沒有以前那么堵塞了，陸路承運人就降低了成本。盡管無水港的建設作為可持續(xù)發(fā)展的物流解決方案需要巨大的投資，但是我們要記住，無水港可能會給整個運輸系統(tǒng)帶來更大的收益，而非僅僅是投資人。因此，無水港好比一家上市的合資公司，而最大的股東就是社會。</p&g

48、t;<p>　　關(guān)于無水港環(huán)境評估包括兩方面，海港碼頭排隊和二氧化碳排放。結(jié)果表明，模擬在高峰時工作四小時，貨物運輸在普通海港排隊等待的時候比有無水港的海港碼頭要長72分鐘。盡管這時間看起來不算長，但是這一切僅發(fā)生在四個小時之內(nèi)，而且只有大約70輛卡車。通常一個海港的每天的車流量卻是700輛。長時間的等待不僅會給陸路承運人帶來經(jīng)濟上的損失，還會增加由于司機焦慮而發(fā)生的事故。而關(guān)于碳排放，根據(jù)瑞典學者的說法，一輛火車的運力等

49、同于35輛汽車，經(jīng)計算有無水港的碼頭的二氧化碳排放量對比要低百分之二十五。而且在有無水港的碼頭，只有百分之四的二氧化碳是由卡車在排隊時排放出來的。</p><p>　　因此，一些海港作業(yè)可以輕松移至無水港完成。然后，那些碼頭空間充足的海港不能從把儲存空間移至內(nèi)陸碼頭中獲益。相反，像哥德堡港這樣的港口可能失去一部分的利潤。此港口位置市中心以外，有著充足的集裝箱存儲空間，而且此空間還可以擴大。目前，集裝箱的存放為該港

50、口帶了巨大的利潤。當然，對于那些擁有巨大存儲空間的海港來說，永遠不需要轉(zhuǎn)移存儲空間。由于內(nèi)陸碼頭不歸港口所有，存儲空間從海港向內(nèi)陸碼頭轉(zhuǎn)移將會減少利潤。但是對于擁有無水港的弗吉尼亞港來說，轉(zhuǎn)移存儲空間不會損失任何利潤。配備直達港口鐵路運輸線的無水港，能夠為海港提供巨大的存儲空間。一旦空間增加了，成本也就降低了。另外，無水港還為海港帶來了另一點優(yōu)勢，那就是擴大了該港的腹地。</p><p>　　關(guān)于將無水港建入海港

51、運輸系統(tǒng)可以節(jié)省時間這個問題，有些人覺得可以通過去除在海港碼頭的隊伍和減少海港的存儲量來實現(xiàn)。但是后者是行不通的，因為貨物無論如何都是要存取的。只要海港不缺存儲空間，存在海港碼頭或者是無水港都是一樣的。而前一種方式卻對海港還是承運人有著巨大的意義。</p><p>　　總得來說，無水港對于引貨入箱不僅具有增加箱量、減少污染、運輸便捷、安全性高的優(yōu)點，同時可以大大降低貨物運輸?shù)母劭谫M用。包含公路港 、鐵路港。一般是