2006-2-12 13:16
jazzycat
帮忙翻译一下。。。谢谢各位大侠了
Ports and Logistics Overview
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What Does the Ports, Maritime and Logistics Sub-Sector Look Like? 2~ pO8K1a6K
There are more than 2,000 ports around the world, from single berth locations handling a few hundreds tons a year to multipurpose facilities handling up to 300 million tons a year.
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More than 80 percent of trade with origins or destinations in developing countries, in tonnage, is waterborne. 'o`;c K)Mc"o8Y/Y
Total world port traffic increased by 2.2% between 1997 and 1998, reaching 5.064 billion tons, which represents in average a 3% rate of growth per year since the 1990's 4 billion tons total. (Source: UNCTAD)
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World port traffic is made for 45% of liquid bulks (mainly oil, petroleum products, and chemicals), for 23% of dry bulks (coal, iron ore, grain, and phosphate), and for 32% of general cargo. 0D
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Containerization of general cargo traffic has progressed steadily over the last 20 years, including a doubling of world port container traffic between 1990 and 1998 to reach 175 million TEUs (Twenty Feet Equivalent Unit); moves of empty containers are estimated to make about 20% of the total.
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Container traffic is distributed unevenly between the Far East (45%), Europe (23%), North America (16%), Near and Middle East (6%), Central and South America (4%), and Africa (3%).
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Maritime freight costs, as a percentage of import values, have decreased from 6.64% on average for the whole world in 1980 to 5.24% in 1997. For the developing world, the corresponding figures were 10.4% in 1980, 8.60% in 1990 and 8.04% in 1997, and still 11.53% for Africa. (Source: UNCTAD)
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Total logistics costs (packaging, storage, transport, inventories, administration and management) are estimated to reach up to 20% of total production costs in OECD countries, while freight costs alone (transport and insurance) can make up to 40% of values of exports for several African landlocked countries. pC&Z2@j!q H A4p(Z'd
Transport usually accounts for a quarter of total logistics costs in OECD countries, storage for a fifth, and inventories for a sixth. _^`uZ M \#v
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What are the General Trends in the Ports, Maritime and Logistics Sub-Sector? (U6a-g
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A 1997 world review of the top 100 container ports shows that 88 out of 100 conform to the Landlord Port model, in which the Port Authority retains ultimate property rights over port land, and fulfils all regulatory functions, while commercial operations are carried out by private operators.
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Total world maritime traffic may vary according to dry bulk trade tendencies, but is expected to grow by 4% or 5% annually between 1998 and 2010. (Source: UNCTAD)
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Total port container throughput is forecast to reach 270 million TEUs by 2005, i.e. a 55% increase over 1998; as a result, even accounting for productivity improvements, the need for additional facilities to come on stream over the next seven years reaches between 200 and 300 new full-fledged container terminals.
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Private sector involvement in operations and investment in infrastructure has been growing significantly since 1990. It is estimated there are at end-1998 around 100 port concessions contracts signed worldwide (most in containers terminals, with grain, coal and liquid bulk facilities accounting for the rest), for a total estimated private investment amount of US$ 6.3 billions. However, non-specialized general cargo facilities have difficulties attracting private infrastructure financing, and the geographical imbalances are significant: 42% of the projects signed are in LAC, 38% in EAP, 7% in SAS, 5% in MENA, 4% in ECA and AFR.
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Traffic concentration on large intermodal platforms and shipping alliances translate into fewer ports handling a more important share of world traffic: the first 10 containers ports handled 31% of the world traffic in 1980, and close to 40% today. Simultaneously, the growth of transshipment activities complements the development of hub ports: container transshipment is believed to make 20% of total maritime container traffic today, and is growing.
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As a consequence of both liberalization of maritime transport and corporate restructuration in the shipping industry, international freight rates have significantly decreased in real terms over the last 10 years, often by more than 40%. 0c#C'm5D0XQ_ p
Port and logistics operations are more and more carried out by a limited number of international operators, specializing in dedicated market segments, and by a few large shipping lines expanding their maritime networks into inland operations to offer integrated transport services.
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Seaports, from the simple physical sea/land interface they once used to be, have successively turned into commerce and industrial centers, then into logistics and distribution platforms, and are now becoming intermodal nodes in international supply chains networks, the efficiency of which now drives trade competitiveness.
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Outstanding Issues
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Clear separation of regulatory functions from commercial activities is at the core of the new public/private partnerships being developed in the ports sub-sector: full benefits of private sector participation in operations and infrastructure financing will be achieved only through a balanced formula where an appropriate regulatory framework, managed by a responsible public authority, ensures the benefits to be expected from the new operating pattern will flow to all potential beneficiaries. ;kh#w Ab
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Competition conditions between ports, or within ports when possible, need to be monitored by public authorities to prevent the development of local monopolies and rent-seeking practices; when true monopoly situations are unavoidable, explicit regulatory frameworks, including tariff policies, must be implemented to ensure the economic outcome conforms to public interest. ;e0UC[8A's\|
As a consequence of (i) the spreading of port concessions in specific traffic niches, like container terminal operations, and (ii) the relatively few number of international professional operators in the market, a new form of competition limitation develops along regional coastlines, crossing countries boundaries. It becomes now possible to anticipate that in the short run, one or two terminal operators may control a string of terminals on a given range, therefore establishing a new case of dominant position at a regional level. The appropriate answer to this situation should at first sight come from regional economic cooperation bodies, which should therefore be vested with specific authority regarding competition in transport services on a regional scale. a p:}u(I.Y
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Ownership issues within the framework of contractual public/private partnerships for development of port facilities (BOT, BOO, BOOT, etc.) need to be carefully addressed with a view to provide potential investors with the comfort they need without jeopardizing long-term public interest; in particular, ultimate public ownership of shore and port land should be maintained.
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Closer cooperation between urban and port development policies in terms of planning and developing regional logistics networks, with their related consequences on public transportation policies, needs to be implemented to optimize public resources allocation and facilitate private sector investments and operations. 5je{Am*B@;U
Efficiency of logistics operations, and in particular of the port interface, is critical for export competitiveness: a comprehensive trade and transport facilitation agenda, addressing all procedural aspects of transport operations related to external trade activities, would be highly beneficial to the Bank's client countries.
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是关于港口发展与物流概要的iAW T)Z*d:v9L
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