物流專業(yè)外文翻譯---全球物流戰(zhàn)略方案前方為歐洲嗎

1、<p>　　南京理工大學(xué)泰州科技學(xué)院</p><p>　　畢業(yè)設(shè)計(論文)外文資料翻譯</p><p>　　學(xué)院(系)： 商學(xué)院 </p><p>　　專 業(yè)： 市場營銷 </p><p>　　姓 名：

2、 潘潁 </p><p>　　學(xué) 號： 0806100112 </p><p>　　外文出處：Eur. Transp. Res. Rev. (2012) 4:1–18</p><p>　　DOI 10.1007/s12544-011-0069-y</p><

3、;p>　　附 件： 1.外文資料翻譯譯文；2.外文原文。 </p><p>　　附件1：外文資料翻譯譯文</p><p>　　全球物流戰(zhàn)略方案:前方為歐洲嗎?</p><p><b>　　文摘</b></p><p>　　介紹當(dāng)前全球危機和其他社會經(jīng)濟和政治事件突出需要一種更好了解未來(中等的/長期)的發(fā)展在

4、運輸和物流系統(tǒng)和網(wǎng)絡(luò)世界各地背景下的可持續(xù)發(fā)展。出乎意料的是,他們,盡管運輸和物流是相當(dāng)相關(guān)部門在全球增長和貿(mào)易、文學(xué)對未來的情況的物流系統(tǒng),開發(fā)潛在代理人的變化和預(yù)測新趨勢的全球模式中/長期的物流,原來是相當(dāng)有限的。而純粹的定量預(yù)測的物流參數(shù)和變量都很容易找到從各種各樣的來源,我們發(fā)現(xiàn)嗎研究用定性和戰(zhàn)略的途徑建設(shè)未來的情況是大多數(shù)發(fā)達的領(lǐng)域除了物流和運輸(如制造)。因此需要解決這一問題的scenariobuilding全球物流領(lǐng)域的通

5、過一個有效率戰(zhàn)略的方法。雖然一些研究最相關(guān)的被Lapide的麻省理工學(xué)院SC2020項目:供應(yīng)鏈期貨)迄今為止采用了它的戰(zhàn)略規(guī)劃方法(SPA)提供這樣的方法。方法本文試圖填補這一差距采用基于quali-quantitative方法論水療提供的許多中期場景的宏觀領(lǐng)域的全球物流和評估歐洲的影響區(qū)域。綜合文獻資料后,一個初步網(wǎng)格變化的主要驅(qū)動力,推導(dǎo)了焦點小組提出了分析。這些組代表供給和需求方面都在全球物流方面的工作。結(jié)果以一種半結(jié)構(gòu)化分析在

6、那里有好些采訪格式的戰(zhàn)略的情建立</p><p>　　關(guān)鍵詞 :全球物流研究、 物流網(wǎng)絡(luò)、Scenario-building、網(wǎng)絡(luò)設(shè)計</p><p>　　全球物流戰(zhàn)略方案的一些建議</p><p>　　在這部分中,我們首先討論一些初步的成果修正了一些分,從分析出來的專業(yè)范圍到目前為止,通過司機進行文學(xué)、聚焦小組和面試。這樣的初步結(jié)果然后有用和里程碑有效結(jié)合司機為了

7、設(shè)計的情況。作為我們將會看到,我們最終macroscenario指定的一個普遍全球物流的兩sub-scenario內(nèi)組件可能發(fā)揮了作用。記住每一情況下,一般來說,是一個連貫的圖片可能狀態(tài)的世界。此外back-to-history的空殼公司的情況下,一些物流公司有效利用溫泉。例如,UPS使用類似的技術(shù)來描述場景到2017[46]。從分析30 - 40因素、UPS減少一對夫婦的維度。四個可能的情況最后導(dǎo)出了可管理性和相關(guān)性的基礎(chǔ)上該公司。很

8、明顯,在我們的研究中,我們不要采取company-based未來物流的視覺,但那句話是很重要的,看看怎么樣,在快結(jié)束的時候,即使最初的司機數(shù)目認為是相當(dāng)高的,最后的場景最終只是一個一些。初步結(jié)果表明我們的戰(zhàn)略資源的費用-最重要的是能源ones-will發(fā)揮的決定因素在re-designing作用的全球物流網(wǎng)絡(luò),領(lǐng)先它們朝著更有效率和更短。同時,專業(yè)化將是一個很大的要求和生產(chǎn)物流鏈,以及對效率的</p><p>　

9、　物流網(wǎng)絡(luò)的縮短(戰(zhàn)略重新設(shè)計；</p><p>　　一個強大的壓力對效率、專業(yè)化、可持續(xù)發(fā)展；</p><p>　　美國的制度,圍繞巴西、墨西哥和美國,有相關(guān)未來所扮演的角色；</p><p>　　歐盟體系,又一個有關(guān)一個首先去的移民流動的程度將會被看作是一個基本的生產(chǎn)和消費驅(qū)動[34],將面臨重大挑戰(zhàn),管理動態(tài)移民的流動。因為它能緊抓住這樣的作為一個經(jīng)濟驅(qū)動的機

10、會,無論是工業(yè)未來,一個重要的角色(消費市場的趨勢對人口老齡化的和消費停滯的狀態(tài)因此可以預(yù)見概念)在一個嗎擴大歐盟地區(qū)。</p><p><b>　　結(jié)論</b></p><p>　　1、全球空間物流:一些新見解</p><p>　　總結(jié)的主要結(jié)果,我們會說,從非對稱的全局模式消失的空間物流、制造、一個宏觀表征用更對稱空間分布的生產(chǎn)消費平臺可以

11、被看作是最有可能macro-scenario - SGLM:對稱全球物流模型。一般來說，全球流入會逐步增加在未來的日子里，因為它來自司機analysis.21Sub-scenarios就可以建造的方式有關(guān)這樣的擴散模型的關(guān)系發(fā)展的主流部隊或宏觀驅(qū)動。</p><p>　　當(dāng)?shù)氐囊粋€場景:生產(chǎn)就在附近消費;</p><p>　　和一個全球性的情景:生產(chǎn)不會必然靠近消費</p>

12、<p>　　我們認為,這兩個場景組件將最終確定一個普遍的方案(最可能)使得系統(tǒng),以及可能的發(fā)展高程度的特化(或者,我們應(yīng)該說,超級在特定的工業(yè)和專業(yè)化物流行業(yè),這就可能成為全球領(lǐng)導(dǎo)(取決于市場客戶服務(wù)的約束條件。這兩個場景組件應(yīng)該再被視為互補,至今我們會有一個普遍可能多模式(局部)全球化趨勢和一些可能在特定的行業(yè)</p><p>　　全球宏觀空間logistics-SGLM 和它的兩個可能的物流動態(tài)和特

13、征(一個更容易發(fā)生比其他)表示出一個主要的結(jié)果我們研究、與以往的研究相比。它很明確,沒有反映了共同愿景的無盡的全球化趨勢在制造和物流活動以來,比如,它支持通?？s短而不是全球物流鏈的長度,以及(宏觀)制造和物流活動的區(qū)域化而不是全球化。相反的,[12,37]下劃線全球生產(chǎn)網(wǎng)絡(luò)的特點(GPNs)越來越分散在全球水平。區(qū)域發(fā)展,然而,的確是考慮在全球網(wǎng)絡(luò)嵌入[9]。同時,它突出GPNs如何變得越來越依賴全球的銷售網(wǎng)絡(luò)而一個全球化的進一步擴大被

14、看見在發(fā)展的全球物流服務(wù)商。現(xiàn)在公認,全球化背后的條件設(shè)置支持長途運輸鏈將會改變未來。然而,僅僅是把重點能源價格的作用,因為他們將會決定一個模態(tài)轉(zhuǎn)移向更效率的運輸方式。</p><p>　　2、歐洲物流競爭:一些策略影響</p><p>　　很多明顯的戰(zhàn)略影響歐洲物流源自上述情景分析與發(fā)展SGLM的。有什么具體的影響SGLM嗎在歐洲嗎?什么將是主要的物流平臺(采購,生產(chǎn)、銷售)在歐洲和動力

15、學(xué)交通流?</p><p>　　首先,縮短物流鏈和相關(guān)的戰(zhàn)略重新定位中的物流和生產(chǎn)平臺隨著全球競爭的增加具體行業(yè)將會導(dǎo)致加固歐洲的作為生產(chǎn)/工業(yè)世界地區(qū)。兩個變量在這里應(yīng)該突出:首先,歐洲已經(jīng)有了嗎有關(guān)的角色(以絕對值衡量)為全球市場;其次,在歐洲經(jīng)濟增長將低于其它新興經(jīng)濟體。</p><p>　　更確切地說,當(dāng)?shù)氐膱鼍敖M件描述戰(zhàn)略趨勢重新定位中的生產(chǎn)platforms-as和物流的人——

16、在歐盟區(qū)域功能三個方面歐盟物流相關(guān)和歐盟的決賽市場。根據(jù)結(jié)構(gòu)趨勢已在進行中,最有吸引力的地區(qū)未來的生產(chǎn)和物流將這些北非和東歐,23嗎有關(guān)end-customersWestern歐洲市場。許多全球物流的球員(特別是,積分器和航運公司)已經(jīng)experiencing24有關(guān)重新定位中的物流平臺過程中向那些地區(qū)。</p><p>　　附件2：外文原文（復(fù)印件）</p><p><b>　

17、　Abstract</b></p><p>　　Introduction The current global crisis and other socio-economic and political events highlight the need for a better understanding of future (medium/long term) developments in tr

18、ansport and logistics systems and networks worldwide in a context of sustainability. Quite surprisingly, although transport and logistics are rather relevant sectors in global growth and trade, literature on future scena

19、rios of logistics systems, identifying potential agents of change and forecasting new trends in global</p><p>　　Keywords：Global logistics 、Logistics networks 、Scenario-building .、Network design1 </p>

20、<p>　　Strategic scenarios of global logistics: some proposals</p><p>　　As previously mentioned, scenario-building (SPA) methodology</p><p>　　requires combining drivers—whose meanings and ro

21、les have been specified and discussed previously—to produce and defining a number of scenarios (states of the world).</p><p>　　In this section we first discuss some preliminary results</p><p>　　

22、and fix some points that come out from the analysis of major</p><p>　　drivers carried out so far through literature, focus groups</p><p>　　and interviews.</p><p>　　Such preliminary

23、results and milestones are then useful to</p><p>　　effectively combine drivers in order to design scenarios. As</p><p>　　we will see, we end up specifying a prevailing macroscenario</p>&

24、lt;p>　　of global logistics within which two sub-scenario components could possibly play a role.</p><p>　　Remember that each scenario, generally speaking, is acoherent picture of a probable state of the wo

25、rld. In additionto the Shell Corporation’s back-to-history case, some logistics companies effectively use the SPA. For instance, UPS used similar techniques to depict scenarios to 2017 [46]. Starting from the analysis of

26、 some 30–40 factors, UPS reduced them to a couple of relevant dimensions. Four probable scenarios were finally derived on the basis of manageability and relevance for the company.</p><p>　　Clearly, in our st

27、udy we do not adopt a company-based vision of future logistics, but the remark is important to seehow, at the very end, even if the number of drivers initially considered are quite high, final scenarios end up to be just

28、 a few.</p><p>　　Preliminary results show us how the cost of strategic resources—most importantly energy ones—will play a determinant</p><p>　　role in the re-designing of global logistics networ

29、ks, leading</p><p>　　them toward more efficient and shorter ones. Simultaneously,</p><p>　　specialization will be a major requirement for production and</p><p>　　logistics chains, a

30、s well as a strong pressure for efficiency.</p><p>　　Furthermore, it will be strongly necessary for companies and</p><p>　　institutions to be aligned to international benchmarks.</p><

31、p>　　The growth ofworld population will be another determinant</p><p>　　driver. It will imply, on one hand, an increase in consumption</p><p>　　levels, and, on the other hand, an increasing pr

32、essure on resource utilization thereby fostering a trend toward moreefficiency in all sectors of the logistics chains.</p><p>　　The current economic and financial crisis will certainly</p><p>　　

33、determine a decrease of global flows that will last for quite</p><p>　　some time, and more concentration of logistics markets. However,</p><p>　　it will not constitute a structural economic chan

34、ge.</p><p>　　Innovation processes will follow a diffused model on global</p><p>　　scale, while the role of IT systems will be very important for</p><p>　　competitiveness as long as

35、it will refer to advanced and innovativesystems managing logistics flows and information.</p><p>　　Moreover, as global growth spreads, requirements interms of regulation, sustainability, green logistics and

36、human rights issues will become more and more important.</p><p>　　Overall, the scenario-building process (e.g., combining</p><p>　　drivers) highlights the following prevailing macro forces</p

37、><p>　　determining the future patterns of logistics networks:</p><p>　　a shortening of logistics networks (by strategic redesign);</p><p>　　a strong pressure toward efficiency, special

38、ization and</p><p>　　Sustainability;</p><p>　　the American system, centered around Brazil, Mexico and the US, with a relevant

39、 role in the future;the EU system, again a relevant one above all to the extent to which immigration flows will be regarded as a fundamental production and consumption driver ,will face important challenges to governing

40、the dynamics of immigration flows. As it will be able to seize upon such an opportunity as an economic driver, both an industrial fu</p><p>　　Conclusions</p><p>　　Global Spatial Logistics: some

41、new insights</p><p>　　To summarize the main results, we would say that from the disappearing of an asymmetric global model of spatial logistics and manufacturing, a macro-model characterized by a more symmet

42、ric spatial distribution of production andcon sumption platforms can be seen as the most likely macro-scenario - SGLM: Symmetric Global Logistics Model. Generally, global flows will steadily increase in the future, as it

43、 results from the driver analysis.</p><p>　　Sub-scenarios can then be built related to the way in which such a diffused model can develop in relation to the prevailing forces or macro drivers.</p><

44、;p>　　LOCAL scenario: production will be near consumption;</p><p>　　GLOBAL scenario: production will not necessarily be near consumption</p><p>　　We think that the two scenario components will

45、 ultimately determine a prevailing (most likely) scheme of regionalized systems, along with the possible development of high degrees of specialization (or, should we say, superspecialization) in specific industrial and l

46、ogistics sectors, in which global leaderships could emerge (conditional on market constraints in terms of customer service). The two scenario components should then be viewed as complementary, since we would have a preva

47、iling and more</p><p>　　The macro-model of global spatial logistics—SGLM—and its two possible logistics dynamics and features (one more likely to occur than the other) represent a major result of our study,

48、compared with previous studies. It clearly does not reflect the common vision of an endless trends of globalization in manufacturing and logistics activities since, for instance, it supports generally the shortening rath

49、er than lengthening of logistics chains worldwide, and the (macro) regionalization of manufacturi</p><p>　　European’s logistics competitiveness: some strategic impacts</p><p>　　Some clear-cut st

50、rategic impacts on the European logistics</p><p>　　stems from the above scenario analysis and the development of the SGLM. What will be the specific impacts of the SGLM on Europe? What will be the major logi

51、stics platforms (procurement, production, distribution) in Europe and the dynamics of transportation flows?</p><p>　　First of all, the shortening of logistics chains and the related strategic re-location of

52、logistics and production platforms along with the increase of global competitiveness in specific industries would result in a reinforcement Europe’s role as production/industrial world region. Two caveats should be highl

53、ighted here: first, Europe already has a relevant role (in absolute terms) as global market; second, economic growth in Europe will be lower than in other emerging economies.</p><p>　　More specifically, the

54、LOCAL scenario component will depict a strategic trend toward a re-location of production platforms—as well as logistics ones– in the EU area functionallyrelated to EU distribution logistics and EU final markets. Accordi

55、ng to structural trends already under way, the future most attractive areas for production and logistics will be those of North Africa and Eastern Europe,23 with relevant end-customersWestern European markets. A number o