綠色物流可持續(xù)發(fā)展外文翻譯（節(jié)選）

1、<p>　　中文2600字，1600單詞，9500英文字符</p><p>　　文獻出處：Fransoo J C. Green Logistics: Enablers for Sustainable Development [J]. Supply chain management: an international journal, 2014, 8(2): 122-131.</p><

2、;p><b>　　原文</b></p><p>　　GREEN LOGISTICS: ENABLERS FOR SUSTAINABLE DEVELOPMENT</p><p>　　Jan C. Fransoo</p><p>　　1 INTRODUCTION</p><p>　　Logistics is the b

3、ackbone of industry and commerce. As a discipline, it describes the management and coordination of activities along supply chains. These activities include freight transport, storage, inventory management, materials hand

4、ling and related information processing. A large part of logistics activities are often outsourced to specialized providers that provide cost- effective services. Research has shown that, at least in high income economie

5、s, the value of services is not assessed i</p><p>　　The last LPI report release in 2012, for instance, pointed out that in shipments to OECD countries, environmentally friendly solutions are considered far m

6、ore often than elsewhere. Mounting regulatory pressure, together with changes in customer preferences, are the main drivers of this phenomenon. One of the more widely used terms to describe this set of preferences is gre

7、en Logistics, especially when the activities of logistics service providers are concerned.</p><p>　　Research, including a recent book by Alan McKinnon, has established that green Logistics is an emerging con

8、cern of private operators and providers and users of logistics. From a policy standpoint, and especially for the global environment, green Logistics is potentially a major topic as well: estimates vary, but about 15% of

9、global greenhouse gas emissions (GHG) can be traced to logistics activities.</p><p>　　Green Logistics may not be an independent policy area. Rather, the supply chain perspective provides a framework to under

10、stand and deal with issues that are separate. but ultimately interrelated. Importantly, looking at supply chains helps policy makers understand the interests and actions of private sector operators. Green Logistics may t

11、herefore propose a number of tools and identify emerging sustainable solutions contributing to the overarching objective of green Growth.</p><p>　　From a policy perspective, logistics cut across several area

12、s and sectors. The performance of supply chains depends on areas or activities where government as regulator or catalyst of investment is critical, such as:</p><p>　　Transport infrastructure: road and rail c

13、orridors, ports and airports</p><p>　　The efficiencies of logistics services: services include not only modal freight transport, but also warehousing and intermediary services, such as brokers and forwarders

14、, and related information-flow management. In modern economies, the trend is towards integration in multi-activity logistics providers (3PLs, 4PLs) to which industrial and commercial firms outsource their supply chain ac

15、tivities. Understanding the regulatory dimension of services is becoming increasingly critical to the developme</p><p>　　Procedures applying to the merchandise, such as trade procedures (customs and other co

16、ntrols).</p><p>　　The soft infrastructure that supports information or financial flow associated with the physical movements along supply chains: IT infrastructure, payment systems.</p><p>　　The

17、 concept of national logistics performance capturing the outcome of these policies is widely recognized by policy makers and the private sector worldwide as a critical contribution to national competitiveness. A key ques

18、tion for sustainable development is how to integrate supply chain participants concern with environmental sustainability with the concept of national logistics performance.</p><p>　　Within logistics, transpo

19、rt creates the largest environmental footprint. But the volume of emissions can vary greatly, depending on the mode of transport. The volume of emission per ton per km increases by an order of magnitude from maritime to

20、land transportation and to air transportation. This is a key environmental aspect of logistics that is not taken into consideration by most supply chain operators. Logistics experts typically integrate freight modes and

21、other related activities so that th</p><p>　　To reduce the environmental footprint of a supply chain, the focus should be on several dimensions and should select the best mode of transport, efficient movemen

22、ts, and innovation. Comprehensive work on greening individual modes of transportation is already available. Here, the key drivers have been energy efficiency and the urge to diminish various types of emission. Given the

23、integrated nature of supply chains, however, the manner in which price signals and incentives catalyze supply chain st</p><p>　　The emerging response is likely to take the form of top-down policy, such as me

24、asures in the form of standards or taxes addressing emissions (GHG, SO2, NOx) by mode of freight. For instance, a cap on SO2 emissions on major maritime routes will go into effect at the end of 20152. At least as importa

25、nt is the response from the bottom up. These are supply-chain strategies coming from the private sector in response to policy or price changes, but also demand from consumers, clients and stake-holders</p><p&g

26、t;　　An exclusive focus on price mechanism (including taxes), as is the current tendency, may miss some of the major driver of changes in supply chain management. Another complication, at least in the context of internati

27、onal trade, is that the focus on the impact on international logistics does not capture the footprint of production processes. These processes may have different impact than the supply chain itself, as in the case of foo

28、d production.</p><p>　　There is also evidence that much of the environmental footprint of logistics operations is tied to short distances and distribution. Green Logistics is intimately linked with concerns

29、such as urban congestion, and innovations in Logistics are critical to sustainable supply chains. Grassroots innovations in Logistics have recently flourished, often producing win-win solutions in terms of jobs and the e

30、nvironment. More generally, there is increasing awareness that green supply chains can be also c</p><p>　　A concrete case in point is also the so-called sculpture emission regulation by IMO that enters into

31、force on January 1, 2015 in most of North Sea, Baltic Sea and along west and east coasts of US & Canada (bar Alaska). Ships have to go over from fuel with 1.5 % sculpture to 0.1 % sculpture or invest in so-called scr

32、ubbers, that absorb the sculpture from exhaust gases; technology that is still nascent in the maritime context. Scrubber investment per cargo ship is USD 2 million and no with multipl</p><p>　　Given the impo

33、rtance of trade in components and intra-firm trade, how large operators develop green supply chain strategies will have profound economic impact. Resilient and greener supply chains are likely to be less extended and lea

34、ner, for example, though the consequences for trade and integration of low income economies cannot be treated fully here.</p><p>　　Policy makers should be concerned by both the supply and demand aspects of l

35、ogistics environmental dimensions. So far, the policy focus has been on modal footprint and has not taken into account a supply chain perspective. There have not been major initiatives in Green Logistics, even in the cou

36、ntries most sensitive to the issue, such as those in Northern Europe. Rather the most important changes have occurred as a combination of largely uncoordinated public and private initiatives: voluntary be</p><

37、p>　　2 DEFINING GREEN LOGISTICS AND GREEN SUPPLY CHAIN MANAGEMENT</p><p>　　There are many variations in the terminology regarding green logistics and green supply chain management. This section aims at pro

38、viding a brief overview on some of the key terms used in the literature.</p><p>　　Green logistics refers mainly to environmental issues related to transportation, material handling and storage, inventory con

39、trol, warehousing, packaging, and facility location allocation decisions (Min & Kim, 2012). Gonzalez-Benito and Gonzalez-Benito (2006) use the term environmental logistics to describe logistics practices that are div

40、ided into supply/purchasing, transportation, warehousing and distribution, and reverse logistics and waste management. Although distribution is considered to b</p><p>　　Reverse logistics is often used as a s

41、ynonym to efforts to reduce the environmental impact of the supply chain by recycling, reusing and remanufacturing.</p><p><b>　　譯文</b></p><p>　　綠色物流:促進可持續(xù)發(fā)展</p><p><b

42、>　　賈恩. 法蘭斯</b></p><p><b>　　1. 引言</b></p><p>　　物流是工商業(yè)的支柱。作為一門學科，它描述了伴隨供應鏈的管理和協(xié)調(diào)活動。這些活動主要包括貨物運輸、倉儲、庫存管理、材料處理和相關的信息處理。企業(yè)的很大一部分的物流活動經(jīng)常被外包給專業(yè)的服務提供商，這些第三方物流企業(yè)能夠提供具有成本效益的服務。研究表明，至少

43、在高收入國家，服務的價值并不是僅體現(xiàn)在貨幣和服務質(zhì)量方面的評估上。在做決策時，物流專業(yè)人士會越來越多地考慮外部效應。比如：污染，噪音和事故等。</p><p>　　最近的中國物流業(yè)景氣指數(shù)報告于2012年發(fā)布，指出：經(jīng)合組織國家出貨量，以及環(huán)保的解決方案被認為比其他地方的都要多。原因是越來越多的監(jiān)管壓力，加上消費者偏好的變化，是這一現(xiàn)象的主要動力。我們用一個廣泛使用的術(shù)語來描述它，那就是“綠色物流”，尤其是指物流

44、服務提供商的物流活動</p><p>　　研究表明，包括一本最近出版的由艾倫?麥金農(nóng)所著的書，證實“綠色物流”是一個新興的由私人運營商和服務提供商和用戶組成的物流。從政策的角度來看，尤其是在全球環(huán)境中,“綠色物流”是一個潛在的主要議題：雖然對物流活動導致的溫室氣體排放量估計各不相同，但是大約15%的全球溫室氣體排放可以追溯到物流活動。</p><p>　　“綠色物流”可能不是一個獨立的政策

45、領域。相反，供應鏈的角度提供了一個來理解和處理問題的框架，它是獨立的但最終是相互關聯(lián)的。重要的是，應該看到，供應鏈幫助決策者理解私營部門運營商的利益和活動?！熬G色物流”可能因此為貢獻“綠色增長”的總體目標，提出了一些工具和識別新興可持續(xù)的解決方案。</p><p>　　從政策的角度來看，物流跨越了幾個地區(qū)和部門。供應鏈的性能取決于區(qū)域或活動，在那里，政府監(jiān)管機構(gòu)或催化劑的投資是至關重要的，如:</p>

46、<p>　　? 交通基礎設施:公路和鐵路,港口和機場</p><p>　　? 物流服務:服務的效率不僅包括貨物運輸模態(tài),還包括倉儲和中介服務，如經(jīng)紀人和代理人，以及相關的信息流管理。</p><p>　　? 申請進出口商品的程序，如貿(mào)易過程(海關和其他控件)。</p><p>　　? 軟基礎設施,支持信息或金融流動與物理運動，與供應鏈有關的，如：IT基

47、礎設施,支付系統(tǒng)?</p><p>　　國家物流績效的概念——捕捉這些政策的結(jié)果——是公認的全球政策制定者和私營部門作為國家競爭力的一個關鍵貢獻?？沙掷m(xù)發(fā)展的一個關鍵問題是如何整合供應鏈參與者對環(huán)境可持續(xù)發(fā)展的關注與物流績效。</p><p>　　物流活動中的運輸創(chuàng)造了最大的環(huán)境足跡，因為運輸工具會排放很多問題氣體。但是排放的量可以有很大區(qū)別，這主要取決于運輸方式。從海洋到陸地運輸和航空運

48、輸，排放的數(shù)量每噸每公里增加一個數(shù)量級。不考慮大多數(shù)供應鏈運營商，這是物流面臨的一個重要環(huán)境因素。物流專家通常整合運輸模式和其他相關活動,以便在運輸和分銷網(wǎng)絡中使用最有效的方式，這對保持排放檢查是很重要的。根據(jù)行業(yè)和地理區(qū)域的類別，供應鏈運營商可以根據(jù)供應鏈的可靠性不同來做出相關規(guī)定。總之，供應鏈的選擇通常包括多個標準和權(quán)衡，這使得對他們的環(huán)境影響進行分析將會變得更加復雜。最環(huán)保的選擇不僅取決于運輸方式，也在于其他元素,如效率和可靠性。

49、</p><p>　　減少供應鏈的環(huán)境足跡，應該關注幾個方面，應該選擇最好的運輸方式，高效的運輸線路和創(chuàng)新。全面的“綠色”交通方式已經(jīng)可以實現(xiàn)了。在這里，關鍵是司機已經(jīng)有動力來提高能源效率和減少各類排放。鑒于供應鏈的綜合性質(zhì)，然而，促進供應鏈結(jié)構(gòu)的價格信號和激勵的方式是一個相當復雜的問題:低排放的運輸模式(例如，海路運輸,)通常也不可靠或有其他限制(如：海上訪問內(nèi)陸國家)。這些限制包括這些技術(shù)的成本，他們可以使用

50、的溫度范圍或特定類型燃料的可用性。</p><p>　　最新的應對之策可能會采取自上而下的政策形式，如措施標準或稅收的形式，解決排放(溫室氣體)的貨運方式。例如，在重大海上航線二的氧化硫排放量上限將于2015年年底生效。至少同樣重要的是，這能夠得到自下而上的響應。這些都是來自私營部門的供應鏈策略，主要是為了應對政策和價格變化，而且這是消費者、客戶和股東的需求。綠色供應鏈管理決策者必須認真對待。</p>

51、<p>　　專注于價格機制(包括稅款),是當前趨勢,可能會錯過一些供應鏈管理變化的主要驅(qū)動力。另一個問題,至少在國際貿(mào)易的背景下，對國際物流的影響的關注不會捕捉生產(chǎn)過程。這些過程可能對供應鏈本身有不同的影響,比如食品生產(chǎn)的情況。</p><p>　　有證據(jù)表明，物流運輸?shù)拇蟛糠只顒优c短距離和區(qū)域分布有關。“綠色物流”與城市交通擁堵等問題有密切關系，“城市物流”創(chuàng)新對可持續(xù)供應鏈是很關鍵的。“城市物流

52、”創(chuàng)新最近很盛行，這通常會產(chǎn)生工作和環(huán)境雙贏的解決方案。</p><p>　　更為普遍的是，大家越來越意識到綠色供應鏈也是一種競爭力，不僅因為環(huán)保意識有助于提高生產(chǎn)率，也是因為消費者所期望的，尤其是在發(fā)達國家。</p><p>　　“綠色物流”還包括潛在的長期擔憂。綠色的焦點在于物流分析可以研究供應鏈的脆弱性，比如：氣候或運輸價格大幅波動等都會對它產(chǎn)生很大的影響。最近冰島火山事件就顯示供應

53、鏈的一個脆弱性，嚴重依賴來自非洲空運的新鮮農(nóng)產(chǎn)品,因為火山灰，航班被取消，還有許多彈性問題和其他形式的不確定性可能會影響供應鏈的區(qū)域和全球運營商選擇。鑒于貿(mào)易和公司間貿(mào)易的重要，大型運營商如何發(fā)展綠色供應鏈戰(zhàn)略，將會產(chǎn)生深遠的經(jīng)濟影響。彈性和綠色供應鏈可能會更少的去擴展和變得更精簡，雖然低收入經(jīng)濟體的貿(mào)易不能完全在這里開展。</p><p>　　決策者應該從供給和需求兩個方面關注物流環(huán)境。到目前為止，這項政策重點

54、是運輸路線和供應鏈的考慮角度。沒有重大舉措的“綠色物流”活動，甚至在國家最敏感的問題上,比如：在歐洲北部。而最重要的變化是公共和私人計劃的不協(xié)調(diào)已經(jīng)發(fā)生。</p><p>　　2. 定義綠色物流和綠色供應鏈管理</p><p>　　在綠色物流和綠色供應鏈管理上有很多變化的術(shù)語。本節(jié)旨在提供用于文學一些關鍵術(shù)語的簡要概述。</p><p>　　綠色物流主要是指與環(huán)境問

55、題相關的交通、材料處理和庫存控制、倉儲、包裝、和設施選址分配決策等。岡薩雷斯·貝尼托 (2006)使用環(huán)保物流這個詞來形容，物流實踐分為供應/采購、運輸、倉儲和配送,逆向物流和廢物管理。盡管配送被認為是一個相互關聯(lián)的領域，包括供應鏈管理。綠色這個詞也被用于描述將環(huán)境問題納入運輸、包裝、標簽和逆向物流的整個過程。</p><p>　　逆向物流通常用作努力減少供應鏈的回收,再利用和再制造的環(huán)境影響的同義詞。