西班牙瓦倫西亞港海事港口物流鏈的質量保證【外文翻譯】

1、<p><b>　　外文翻譯</b></p><p><b>　　原文</b></p><p>　　Quality assurance in the maritime port logistics chain: the case of Valencia, Spain</p><p>　　Material Sour

2、ce: academic journals Author: Raul Compes Lopez and Nigel Poole</p><p>　　The provision of port services is an important link in international logistics. The efficiency of port services affects not only the

3、 port authorities, service providers and customers, but also the port hinterland through the multiplier effect on the regional economy. </p><p>　　Efficiency and innovation</p><p>　　In modern por

4、ts, efficiency is compromised by weak system-wide co-ordination. “The most striking feature of internal port organization is the considerable number of bodies that participate in the transfer of goods between ships and i

5、nland transport vehicles” (Jansson and Shneerson, 1982). There are both historical and political reasons for this fragmentation. </p><p>　　The efficiency of port industries is important in the first place to

6、 port users, for whom ports services have always constituted a bottleneck in periods of rapid international trade. From the early 1990s, international trade and demands on logistic services are increasing. Second, the ef

7、ficiency effect of enhancing port throughput is important to the service providers and to the port hinterland. Also, in terms of total costs incurred, the provision of port services is the most significant link i</p&g

8、t;<p>　　Innovation in maritime and port logistics is as important as in any other part of the supply chain. Total port throughput is a function of the number of berths, capacity per berth and berth occupancy rate.

9、 Historically, ports have expanded berth numbers in order to increase capacity, and shipbuilders have built large vessels to achieve economies of scale. In terms of handling, the stowage and unstowage of cargo was the bo

10、ttleneck in port handling until the development of containerisation and rol</p><p>　　Innovation in port organisation in order to improve the efficiency of the international logistics chain is illustrated by

11、the recent decision by the UK shipping line P&O to invest $550 million to help ease congestion in the port system around Bombay. Bottlenecks have been created because the port system has not been able to keep pace wi

12、th the expansion in trade since economic liberalisation began in the early 1990s. Current capacity is rated at 175 million tonnes, and Indian ports have been hand</p><p>　　Another example of innovation is P&

13、amp;O’s vertical strategy to overcome the historic fragmentation of the ports industry by establishing a joint venture with Associated British Ports to develop Southampton container terminals in the UK (Associated Britis

14、h Ports Holdings PLC, 1996).</p><p>　　The port logistics chain</p><p>　　Maritime shipping takes two forms – charter or tramp services, which are used mainly for irregular contract services for l

15、oose cargo; and container services by regular shipping lines. The handling advantages of containers, the improved security and the service door-todoor, rather than port-to-port, explain the dramatic increase in regular s

16、hipping services illustrated in Figure 1. Modern ports are a complex of firms, a “port community”, which provide a range of logistics services related to both</p><p>　　Port performance</p><p>　　

17、Efficient management of the logistics chain, of which maritime ports constitute an important link, is self-evidently important to the clients who use the services. The prosperity of the port depends on the efficient flow

18、 of ships and goods through its docks. The performance of a port is also important to the hinterland, throughout which the economic benefits are multiplied. For example, direct employment in port activities in Rotterdam

19、in 1989 amounted to 69,300 people, with 300,000 employed ind</p><p>　　Co-ordination, control and asymmetric information</p><p>　　Port services are difficult to co-ordinate because of the heterog

20、eneity of the services and service providers. Moreover, the relationships between service providers and their customers – the ship owners and exporters and importers of the traded goods – tend to be both co-operative and

21、 competitive in nature. In general, firms using port services have three options for managing the logistics chain.</p><p>　　First, they can provide their own services.</p><p>　　Second, such serv

22、ices can be contracted out to specialised secondary firms, either partially or wholly. Third, firms can designate the decision making to a secondary intermediary or forwarding firm which itself advises or decides which o

23、ption is preferable. The choice of one or other means of service provision depends on a range of factors, but traditionally the choice has been to contract out services. By converting into variable costs those that would

24、 otherwise be fixed costs, the primary firm</p><p>　　These costs have three sources (Williamson, 1975, 1985), asset specificity, frequency of recontracting, and uncertainty, of which the last is the most imp

25、ortant to port services.The transaction costs associated with externalising logistics services may be significant, whether they are provided directly by a specialised logistics firm or by an intermediary or forwarder. Th

26、e costs will be higher still under conditions of information asymmetry. For example, at the time of contracting the services o</p><p>　　Information is incomplete inasmuch as neither firm fully knows the outc

27、ome of the contract, and asymmetric inasmuch as the secondary firm is better able than the primary firm to judge whether it can fulfil the contractual terms.</p><p>　　The relationship between the two firms i

28、s of the “principal-agent” type. If the information and actions of the secondary (agent) firm are hidden from the primary (principal) firm, or if the service is provided at high cost, then the interests of the agent may

29、not coincide with those of the principal. Under such conditions, the primary firm must provide an incentive to align the otherwise conflicting interests.</p><p>　　Asymmetric information is important when the

30、 logistics function involves various transport media. This is particularly so for the transport of both bulk and container goods over long distances when maritime transport is commonly used. Under such circumstances, the

31、 supply chain increases in complexity and number of functions, and includes those services provided both to the ships and to the cargo in the ports where land and sea systems connect.</p><p>　　Two important

32、results of the principalagent problem are adverse selection and moral hazard. Under conditions of quality uncertainty, market prices may generate inadequate returns for high quality providers.</p><p>　　Adver

33、se selection is the result: high quality services are displaced by those of lower quality, and consequently the market is characterised by only poorer quality products or port service providers (Akerlof, 1970). This is t

34、rue especially if seller reputation is unimportant and service providers are unable to signal high quality.</p><p>　　Moral hazard arises when imperfect monitoring due to lack of information facilitates oppor

35、tunistic non-compliance with contractual agreements, and therefore results in poor quality services. Moral hazard is attenuated under conditions of long-term relationships (Holmström, 1979).</p><p>　　Po

36、rt service quality</p><p>　　In respect of ports, quality means the provision of services that meets the expectations of clients, whether or not these are specified beforehand. These quality concepts are cons

37、istent with the International Standards (ISO series), which consider quality as the complex of properties and characteristics of a good or service that satisfy the client’s implicit and explicit needs. Service quality is

38、 measured by the degree to which the observed standards meet certain expectations which result from t</p><p>　　As clients of the port authorities, ship owners, importers and exporters want to receive service

39、s according to agreed standards. There are three dimensions to the quality of port services: efficiency, timeliness, and security. These usually refer to:</p><p>　　(1) the technical efficiency in terms of co

40、sts and benefits with which the services are provided;</p><p>　　(2) punctuality, understood as whether the service is initiated and terminated within a defined or acceptable period;</p><p>　　(3)

41、 the security conditions and handling that ships and goods receive when passing through the port, and the trust vested in the service provider, in the sense that the provider will not engage in hidden opportunistic behav

42、iour, and customers will engage in repeat dealings.</p><p>　　Most Spanish ports do not have an integrated port logistics chain. The exception is Algeciras, which because of its strategic position in the Stra

43、its of Gibraltar serves as a hub for the major shipping companies Sea-land and Maersk. The lack of large Spanish shipping companies and the secondary role of Spanish ports in relation to the European hinterland mean that

44、 no large port logistics firms have developed. This structural weakness has exacerbated the problems of coordination, information asym</p><p>　　Since Spain became fully integrated into the European and globa

45、l economy in the mid-1980s, considerable interest has been directed towards the problems of port organisation and its impact on competitiveness in overseas trade. Puertos del Estado, the public entity charged with the pl

46、anning and management of the Spanish port system, has taken and encouraged a range of initiatives to improve the functioning of port services. However, the relative autonomy that the port law confers on the regions ha<

47、;/p><p>　　The perspective created by the election of the conservative government in 1996 is that more control and authority will be devolved from the centre to the autonomous regional governments. For example,

48、the regional government of the Comunidad Autónoma de Valencia (Autonomous Community of Valencia), the Generalitat, enjoys considerable fiscal autonomy and is now responsible for raising and administering 30 per cent

49、 of the income tax within the region.</p><p>　　The efficient functioning of the international logistics supply chain requires the provision of high quality port services so that processes whereby goods are t

50、ransported by sea meet the expectations of the final consumers in respect of punctuality, quality, reliability and price. This requires optimum standards of co-ordination among firms of service providers which, in numero

51、us ports around the world, and particularly in Spanish ports, traditionally have formed integrated chains which, at best</p><p>　　The problem has a political dimension, because it is often the state which hi

52、therto has regulated port activities. The business dimension is important also, in that it is the form of contract of the international transaction</p><p>　　which governs the transport function and the contr

53、ol of the logistics chain.</p><p>　　From the viewpoint of economic theory, the numerous situations of informational asymmetry of a principal-agent type increase the potential inefficiencies of the port servi

54、ces and may reduce the satisfaction of a port’s clients. No quality control instrument of a single firm – or even a single port – can guarantee the quality of services in the logistics chain. The international nature of

55、the industry suggests the need for a global quality control system, in the absence of which a system-wide app</p><p><b>　　譯文</b></p><p>　　西班牙瓦倫西亞港海事港口物流鏈的質量保證</p><p>　　資

56、料來源: 學術期刊網 作者：勞爾?康普斯?洛佩茲 奈杰爾?普爾</p><p>　　在國際物流中，港口提供物流服務是非常重要的一環(huán)。港口服務的效率,不僅影響港口管理局、服務提供者和客戶,還會通過港口腹地乘數效應影響區(qū)域經濟的協調發(fā)展。</p><p><b>　　效率和創(chuàng)新</b></p><p>　　在現代港口，一個不夠協調的

57、系統(tǒng)會影響其效率?！案劭诮M織最突出特點是貨物轉運船只和內陸運輸車輛之間有數目相當多的機構參與”(Janssen和Shneerson,1982)。都是歷史和政治原因造成的。</p><p>　　港口物流服務的效率是非常重要的，對客戶來說效率是排在首位的。服務效率一直是在時間上實現快速國際貿易的一個瓶頸。從上個世紀90年代初期,國際貿易和后勤服務的需求也日益增多。第二,港口物流服務效率對提高港口吞吐量、服務提供商和港

58、口腹地有很重要的影響。同時,在總費用方面,提供各種港口物流服務海上貨物運輸最重要的一環(huán),經常超過了海運成本。</p><p>　　海洋與創(chuàng)新港口物流與其他任何供應鏈一樣，都是非常重要的。港口總吞吐量是一個關于泊位、靠泊能力、靠泊率的函數。從歷史上看，港口泊位數已擴大，以增加容量，造船廠建造大型船只已達到規(guī)模經濟。在搬運，積載和貨物條款是在港口裝卸，直至和滾裝集裝箱航運發(fā)展的瓶頸。</p><p

59、>　　在港口組織創(chuàng)新，以提高國際物流鏈的效率是說明了由英國航運公司P＆O公司最近決定投資5.5億美元的，以幫助緩解周圍孟買港口體系的擠塞情況。已創(chuàng)建的瓶頸，因為港口體系一直未能跟上步伐，在擴大貿易自由化，因為經濟在90年代初開始的。額定電流容量為175萬公噸，而印度港口已處理超過200萬公噸，總預計上升到了2006年（金融時報，1997年）至350萬公噸。</p><p>　　另一個創(chuàng)新的例子是P＆O的垂直

60、戰(zhàn)略，以克服與英國聯合建立一個合資公司，發(fā)展港口在英國（英國聯合港口控股有限公司，1996年）南安普敦貨柜碼頭的港口業(yè)的歷史碎片。</p><p><b>　　港口物流鏈</b></p><p>　　海運兩種形式-或不定期包機服務，用于不規(guī)則散貨運合約服務為主，通過定期班輪公司和集裝箱服務。集裝箱的處理優(yōu)勢，提高安全性和門到門服務，而不是端口至端口，說明航運服務急劇增

61、加?，F代港口是一個復雜的公司，一個“港口社區(qū)”，它提供了有關雙方貨物和船舶物流服務的范圍。</p><p><b>　　港口性能</b></p><p>　　高效的物流鏈，其中海港構成一個重要環(huán)節(jié)，管理是不言而喻重要的客戶誰使用的服務。港口的繁榮取決于船舶和碼頭貨物通過其高效流動。端口的性能也是重要的腹地，貫穿其中的經濟利益是成倍增加。例如，在鹿特丹港口物流活動于19

62、89年直接就業(yè)機會達69,300人，擁有30萬間接就業(yè)。 1992年，比利時安特衛(wèi)普的因素占國民生產總值（康普斯?洛佩斯，1996年）的3.3%。</p><p>　　協調，控制和信息不對稱 </p><p>　　港口物流服務很難合作，因為服務和服務提供者的異質性協調。此外，服務供應商與客戶的關系-船舶業(yè)主和出口商和進口商的貿易商品- 往往是既合作和競爭的性質。在一般情況下，使用港口服務公

63、司有三個物流鏈管理方案。</p><p>　　首先，他們可以提供自己的服務。</p><p>　　其次，這種服務可以外判予中等專業(yè)公司，或全部或部分。第三，公司可以指定到輔助決策的中介或代理公司本身建議或決定哪個選項是可取的。提供服務的一個或其他手段的選擇取決于一系列因素，但傳統(tǒng)的選擇已外判服務。通過這些轉換成可變成本，否則將固定費用，主要公司的運作，可以更大程度的靈活性。因此，外判物流服

64、務的作用，是節(jié)省一些生產成本的目的。然而，在同一時間可能會引起承包了另一個問題：承包過程招致搜索，談判，監(jiān)測和執(zhí)法活動的交易成本。</p><p>　　這些費用有三個來源（威廉姆森，1975年，1985年），資產特異性，頻率和不確定性，其中最后也是最重要的港口服務！交易與物流服務相關的外化可能是重要的成本，無論是直接提供了專業(yè)化的物流企業(yè)或中介或代理。的成本會更高的信息不對稱條件下仍。例如，在承包一個運輸公司的服

65、務時間，公司的主不知道的服務，該公司將提供優(yōu)質的中學。</p><p>　　信息是不完整的公司因為沒有充分了解合同的結果，因為非對稱二次公司能夠更好地與主公司，判斷它是否能履行合同條款。</p><p>　　兩家公司之間的關系是“委托代理”類型。如果信息和輔助（代理）公司的行動是隱藏在主（本金）公司，或者在提供服務的成本高，那么代理人的利益可能不與主要的。在這種情況下，首要的公司必須提供一

66、個誘因，對齊，否則利益沖突。</p><p>　　信息不對稱是重要的當涉及到各種物流功能的運輸介質。這尤其是為雙方的散裝和集裝箱貨物的長途運輸時，海上運輸是常用的。在這種情況下，在復雜的供應鏈增加，多項功能，并包括這些服務既提供給船舶和港口的地方，在陸地和海洋系統(tǒng)連接的貨物。</p><p>　　兩個principalagent問題的重要結果是逆向選擇和道德風險。在質量不確定的情況下，市場

67、價格可能會產生高品質的供應商不足的回報。</p><p>　　逆向選擇的結果是：高品質的服務質量較低流離失所者，因此市場只有品質較差的產品或港口服務提供者（阿克洛夫，1970年）的特點。這是真實的，尤其是如果賣方是不重要的聲譽和服務供應商無法對信號的高品質。</p><p>　　道德風險出現時，由于不完美的監(jiān)測資料缺乏便利的機會不遵守合同協議，在服務質量差，因此結果。道德風險是減毒的長期關

68、系（霍姆斯特羅姆，1979年）的條件。 </p><p><b>　　港口服務質量 </b></p><p>　　在港口方面，質量意味著提供服務，以滿足客戶的期望，不論這些事先指定。這些質量觀念與國際標準（ISO系列），以考慮作為屬性和商品或服務，滿足客戶的需求特點隱含和明確的綜合素質是一致的。服務質量是衡量在何種程度上觀測到的標準，滿足其中從該公司的需要，其過去的經

69、驗和口碑傳播他人的經驗相互作用的結果有一定的期望（Parasuraman等人，1985）。當期望沒有實現，質量被認為是妥協。 </p><p>　　作為港口當局，船舶所有人，進口商和出口商的客戶希望得到的服務按商定的標準。有三個方面的港口服務質量：效率，及時性和安全性。這些通常是指： </p><p>　?。?）在成本和所提供的福利服務方面的技術效率； </p><p&

70、gt;　　（2）守時，服務是否啟動，并在規(guī)定期限終止或可接受的理解；</p><p>　?。?）安全條件和處理接收的船舶和貨物時，途經的港口，并在服務提供者所賦予的信任，在這個意義上說，供應商是不會搞隱蔽的機會主義行為，和客戶進行重復交易。 </p><p>　　西班牙大部分港口沒有綜合性港口物流鏈。阿爾赫西拉斯是個例外，由于其在直布羅陀海峽的戰(zhàn)略地位，作為各大船公司海陸和馬士基樞紐。西班

71、牙的大型航運公司和港口的西班牙就歐洲腹地次要作用缺乏意味著沒有大型港口物流企業(yè)發(fā)展。這種結構性的疲軟也加劇了協調，信息不對稱和質量控制問題。 </p><p>　　由于西班牙成為完全融入歐洲和全球經濟一體化在80年代中期，大量利息已針對港口組織問題及其對競爭力的影響海外貿易。 Puertos德爾埃斯塔多的公共實體的規(guī)劃和西班牙港口體系的管理費用，并鼓勵采取了一系列措施，改善港口服務功能。然而，相對的自主權，港口法

72、賦予的地區(qū)鼓勵各港口當局制訂自己的計劃。 </p><p>　　由保守黨政府在1996年大選所帶來的前景是，更多的控制和權力將由中央下放給自治區(qū)政府。例如，Comunidad自治大學的瓦倫西亞（瓦倫西亞自治共同體），為Generalitat，自治區(qū)政府享有相當大的財政自主權，現在每提高和管理的區(qū)域內百分之三十的所得稅負責。 </p><p>　　國際物流供應鏈的高效運作需要的高品質提供港口

73、服務，使貨物的流程，即滿足海上運輸的準時性，質量，可靠性和價格方面的最終消費者的期望。這就要求在服務供應商，在世界各地的眾多港口，特別是在西班牙港口，傳統(tǒng)上形成的，充其量是弱鏈整合企業(yè)最佳的協調標準。 </p><p>　　這個問題具有政治層面，因為它往往是這一直規(guī)范港口活動狀態(tài)。業(yè)務方面也很重要，因為它是國際交易合同的形式而制定的交通功能和物流鏈的控制。</p><p>　　從經濟理論的

74、觀點，對一個委托代理的類型信息不對稱情況下的大量增加對港口服務的潛在的低效率，并可能降低一個端口的客戶滿意度。任何一個企業(yè)的質量控制手段 - 甚至是單個端口 - 能夠保證在物流鏈中的服務質量。該行業(yè)國際性質表明了一個全球統(tǒng)一的質量控制體系需要在缺席，其中如瓦倫西亞全系統(tǒng)的做法是個別端口的第二個最好的選擇：是折衷的認證制度，結合元素認證，最低質量標準和用戶的保證。商業(yè)企業(yè)的交易成本，從而減少和港口提供服務的競爭力增加。可以想象，該模型可以